Torsion-limiting shock absorber

Abstract

The utility model relates to the technical field of automobile parts, in particular to a torsion limiting shock absorber which comprises a flexible disc, an end cover, a flywheel and a friction plate, a check block is arranged on the inner edge of the flywheel, the check block and the flywheel are of an integrated structure, the flywheel is connected with the end cover, after connection, a containing cavity is formed in the end cover, the flywheel and the check block, and the end cover is connected to the flywheel. The flexible disc and the friction plate are sequentially arranged in the containing cavity in a covering mode, the center of the friction plate is connected with the damping component, the disc spring is arranged in the center of the end cover, the disc spring and the end cover are of an integrated structure, and the end cover is attached to the flexible disc through the disc spring. The flexible disc and the friction plate are sequentially connected to the side, close to the flywheel check block, of the disc spring, so that the whole torsion limiting damper is convenient to install and produce, cost is reduced, and meanwhile when the power output end of an engine outputs power to the damping component, the friction effect is better, and power transmission is more stable.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, specifically to a torsion-limiting shock absorber. Background Technology

[0002] In automotive powertrain systems, torsion-limiting dampers are located between the engine and transmission, ensuring smooth vehicle start-up and preventing transmission overload. The rear cover of the torsion-limiting damper presses the disc spring inside, generating friction through pressure on the damping assembly. The flywheel and end cover are separate structures, fixed together by riveting or bolting. Existing technology, such as the integrated rear cover and disc spring torsion-limiting flywheel damper with patent number CN220816415U, integrates the rear cover body and disc spring body into a single part. The rear cover can be formed in one piece using existing punching processes, resulting in a simple and low-cost manufacturing process. While this method reduces the production cost of some parts of the torsion-limiting damper, the process of forming the rear cover body and disc spring body in one piece still presents challenges. The spring body is integrated into a single component. A shim is still needed between the disc spring and the damping assembly to ensure the contact area of ​​the damping assembly's friction plates. Furthermore, at the other end of the damping assembly, the end cap is still required to ensure the compression friction effect between the front and rear caps of the damping assembly. This results in the overall structure of the torsion-limiting shock absorber being less compact and the cost remaining relatively high. The automotive industry is a relatively mature industry, and reducing the cost of vehicle components while ensuring product performance and quality is of great significance to the development of enterprises and the industry as a whole. Therefore, it is particularly important to further optimize the structure of the torsion-limiting shock absorber based on the existing structure to reduce component costs.

[0003] Therefore, a torsion-limiting damper is proposed. Utility Model Content

[0004] The purpose of this utility model is to provide a torsion limiting shock absorber, which addresses the problems of insufficient compactness and high production cost of existing torsion limiting shock absorbers.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A torsion damper includes a flexible disc, an end cap, a flywheel, and a friction plate. A stop block is provided along the inner edge of the flywheel, and the stop block and flywheel are an integral structure. The flywheel is connected to the end cap, and the connection forms a receiving cavity within the end cap, flywheel, and stop block. The end cap is connected to the flywheel and sequentially covers the flexible disc and friction plate within the receiving cavity. A damping component is connected to the center of the friction plate. A disc spring is provided at the center of the end cap, and the disc spring and end cap are an integral structure. The end cap is attached to the flexible disc through the disc spring.

[0007] Preferably, the flexible disk is an integral stamped structure, the flexible disk includes a bonding section, a transition section and a connecting section, the bonding section is the outer edge of the flexible disk, the connecting section is the inner edge of the flexible disk, the transition section is used to connect the bonding section and the connecting section, and the flexible disk is covered in the receiving cavity by the bonding section.

[0008] Preferably, a connecting gasket is provided on the side of the connecting segment near the friction plate, and bolt connection holes are provided on the connecting segment and the connecting gasket, the bolt connection holes being used to connect to the output end of the engine power.

[0009] Preferably, the shock-absorbing component is provided with mounting holes corresponding to the bolt connection holes.

[0010] Preferably, the flexible disk is provided with a positioning block, and the flywheel is provided with a positioning groove, and the positioning block cooperates with the positioning groove.

[0011] Preferably, the positioning block is provided with a first pin groove, and the flywheel is provided with a second pin groove, the first pin groove and the second pin groove are used to connect and fix the pin.

[0012] Preferably, the end cap is bolted to the flywheel.

[0013] Preferably, the friction pad is in contact with the stop block, and the side of the friction pad away from the stop block is in contact with the contact section of the flexible disk. The end cap provides a pressing force to the contact section of the flexible disk through a disc spring.

[0014] Preferably, the disc spring and the end cap are processed by stamping.

[0015] Preferably, the flywheel and the stop block are integral casting structures.

[0016] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0017] By integrating the disc spring and end cap into a single design, connecting the end cap to the flywheel with bolts, and sequentially connecting the flexible disc and friction pads to the side of the disc spring near the flywheel stop, the overall installation and production of the torque limiting shock absorber is made easier, reducing the number of parts to be installed. Furthermore, the flexible disc replaces the friction pads, further reducing costs. At the same time, when the engine outputs power to the shock absorber, the friction effect is better, and the power transmission is more stable. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall three-dimensional structure of this utility model;

[0019] Figure 2 This is a schematic diagram of the overall cross-sectional structure of this utility model;

[0020] Figure 3 This is an overall exploded view of the present invention;

[0021] Figure 4 This is a schematic diagram of the connection structure between the flexible disk and the flywheel of this utility model.

[0022] In the diagram: 1. End cap; 11. Disc spring; 2. Flexible disc; 3. Friction plate; 31. Shock absorber; 311. Mounting hole; 4. Flywheel; 41. Stop block; 42. Receiving cavity; 43. Positioning groove; 21. Fitting section; 22. Transition section; 23. Connecting section; 231. Connecting gasket; 232. Bolt connection hole; 24. Positioning block; 241. First pin groove; 432. Second pin groove. Detailed Implementation

[0023] To ensure a clear and complete description of the technical solutions in the embodiments of this utility model, and to make the features and advantages more apparent and understandable, the specific implementation methods of this utility model are described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0024] Example 1

[0025] Please see Figures 1 to 4 This utility model provides a torsion limiting shock absorber, including a flexible disc 2, an end cap 1, and a stop 41 arranged along the inner edge of a flywheel 4. The stop 41 and the flywheel 4 are an integral structure. Here, the integral structure means that the two are a single part, rather than being assembled together. The flywheel 4 is connected to the end cap 1. After the connection, a receiving cavity 42 is formed inside the end cap 1, the flywheel 4, and the stop 41. The end cap 1 is connected to the flywheel 4, and the flexible disc 2 and the friction plate 3 are sequentially covered in the receiving cavity 42. A shock-absorbing component 31 is connected to the center of the friction plate 3. A disc spring 11 is arranged at the center of the end cap 1. The disc spring 11 and the end cap 1 are an integral structure. The end cap 1 is attached to the flexible disc 2 through the disc spring 11.

[0026] Specifically, the end cap 1 is connected to the flywheel 4 and the flexible disc 2 and friction plate 3 are sequentially covered in the receiving cavity 42. The sequential connection here means that after the end cap 1 is connected to the flywheel 4, one end of the flexible disc 2 is attached to the disc spring 11 of the end cap 1, and the other end is attached to the friction plate 3. The side of the friction plate 3 away from the flexible disc 2 is attached to the inner wall of the flywheel 4.

[0027] Specifically, the disc spring 11 and the end cap 1 are an integral structure. Here, "integrated structure" means that the two are a single part. During design and production, the end cap 1 and the disc spring 11 can be stamped together, and then the disc spring 11 part can be heat-treated. In terms of process, the stamping process greatly reduces costs compared to casting. Integrating the disc spring 11 and the end cap 1 into a single part makes the spatial structure of the torsion damper more compact. At the same time, integrating the disc spring 11 and the end cap 1 into a single part means that during installation, only the end cap 1 needs to be fixed to the flywheel 4 to achieve synchronous fixation of the disc spring 11. Compared with the prior art, this eliminates the need for placement and installation of the disc spring 11, simplifies the installation steps, reduces the installation difficulty, and further reduces the labor costs of installation.

[0028] Specifically, the flexible disk 2 is a one-piece stamped structure. The flexible disk 2 is formed in one piece using a stamping process, which greatly saves costs. The flexible disk 2 includes a bonding section 21, a transition section 22 and a connecting section 23. The bonding section 21 is the outer edge of the flexible disk 2, the connecting section 23 is the inner edge of the flexible disk 2, and the transition section 22 is used to connect the bonding section 21 and the connecting section 23. The flexible disk 2 is covered in the receiving cavity 42 by the bonding section 21.

[0029] Specifically, one end of the bonding section 21 is bonded to the disc spring 11, and the other end is bonded to the friction plate 3.

[0030] Specifically, a connecting gasket 231 is provided on the side of the connecting section 23 near the friction plate 3. Bolt connection holes 232 are provided on the connecting section 23 and the connecting gasket 231. The bolt connection holes 232 are used to connect the output end of the engine power. The function of the connecting gasket 231 is to increase the contact area between the bolt or nut and the surface of the connecting section 23 of the flexible disc 2, to prevent the surface of the parts from being worn, and also to prevent loosening.

[0031] The shock absorber 31 is provided with mounting holes 311 corresponding to bolt connection holes 232. The shock absorber 31 is a prior art. The diameter of the mounting hole 311 is larger than that of the bolt connection hole 232. On the one hand, it can reduce the material used in the shock absorber 31 and reduce the overall weight. On the other hand, it can facilitate the bolt connection of the flexible disc 2, the connecting gasket 231 and the engine power output end.

[0032] Specifically, the flexible disk 2 is provided with a positioning block 24, and the flywheel 4 is provided with a positioning groove 43. The positioning block 24 and the positioning groove 43 cooperate with each other. The positioning groove 43 and the positioning block 24 are provided so that the flexible disk 2 can be connected to the flywheel 4 more quickly when the flexible disk 2 is installed. On the other hand, after the end cover 1 is fixed to the flywheel 4, since the engine power output end is directly connected to the flexible disk 2, the flexible disk 2 and the flywheel 4 will not slip when the flexible disk 2 rotates, so that the flywheel 4 can rotate better with the flexible disk 2 and store rotational inertia.

[0033] Specifically, the positioning block 24 is provided with a first pin groove 241, and the flywheel 4 is provided with a second pin groove 432. The first pin groove 241 and the second pin groove 432 are used to connect and fix the pin.

[0034] Specifically, the friction plate 3 is attached to the stop block 41, and the side of the friction plate 3 away from the stop block 41 is attached to the contact section 21 of the flexible disk 2. The end cap 1 provides a squeezing force to the contact section 21 of the flexible disk 2 through the disc spring 11.

[0035] Specifically, the end cap 1 and the flywheel 4 are connected by bolts. After the end cap 1 is connected to the flywheel 4 by bolts, the disc spring 11, which is integrated with the end cap 1, can squeeze the friction plate 3 by squeezing the flexible disc 2 to drive the damping component 31 to rotate synchronously. On the other hand, it can act as an elastic washer between the flywheel 4 and the end cap 1. When the flywheel 4 and the end cap 1 are connected by bolts, the elastic force of the disc spring 11 can directly react on the end cap 1 and the bolts, making the bolt connection between the end cap 1 and the flywheel 4 tighter and preventing the bolts from loosening due to vibration during the operation of the torque-limiting shock absorber, thus achieving the effect of preventing loosening.

[0036] Specifically, the disc spring 11 and the end cap 1 are processed by stamping. Compared with the traditional casting method, the end cap 1 can further save manufacturing costs. At the same time, stamping the disc spring 11 and the end cap 1 as a whole saves a set of stamping molds. Moreover, in the process of transporting and assembling the disc spring 11 and the end cap 1, compared with the traditional split design, one less part can be transported and handled, making it more convenient to handle and transport the disc spring 11 and the end cap 1.

[0037] Specifically, the flywheel 4 and the stop block 41 are integral casting structures. The stop block 41 only needs to provide support and friction for the friction plate 3 away from the flexible disc 2, thereby further saving material costs. Compared with the existing method of adding a rear cover to the rear end of the flywheel 4, the integral forging of the flywheel 4 and the stop block 41 can further save materials and further simplify the number of parts of the torsion damper, making the space of the torsion damper more compact and making installation more convenient.

[0038] Operating procedure: When assembling the torsion damper, first place the friction plate 3 of the damping component 31 into the receiving cavity 42 of the flywheel 4, then place the connecting shim 231 on the side of the flexible disc 2 near the damping component 31, and place the positioning block 24 of the flexible disc 2 into the receiving cavity 42 along the positioning groove 43 of the flywheel 4. Then connect the flexible disc 2 to the flywheel 4 with the fixing pin. Then the operator connects the end cover 1 to the flywheel 4 with bolts to complete the installation of the torsion damper. When it is necessary to connect to the engine power output end, simply connect the connecting shim 231, the flexible disc 2 and the engine through the mounting hole 311 of the damping component 31 with bolts to complete the connection.

[0039] By adopting an integrated design for the disc spring 11 and the end cap 1, they can be integrally stamped during production, reducing production costs. At the same time, the number of parts that need to be assembled is also reduced. By covering the flexible disc 2 inside the receiving cavity 42, the disc spring 11 and the friction plate 3 can transmit power, so that when the engine power output end rotates, it can drive the flywheel 4 to rotate through the flexible disc 2. On the other hand, the contact section 21 of the flexible disc 2 can act as a friction pad, increasing the contact area between the disc spring 11 and the friction plate 3. This eliminates the need for a separate pad between the disc spring 11 and the friction plate 3, further reducing the number of parts required for the assembly of the torsion damper.

[0040] Meanwhile, compared to the existing technology where the friction pad and disc spring 11 are installed as separate components, when the torsion damper is working, the end cover 1 rotates by rubbing and squeezing the disc spring 11 during power transmission, causing the disc spring 11 to rotate against the friction pad, which in turn rotates against the friction plate 3, and finally rotates against the damping component 31. Therefore, it is necessary to ensure the friction performance between the end cover 1 and the disc spring 11, between the disc spring 11 and the friction pad, and between the friction pad and the friction plate 3. This places higher demands on assembly and materials. Otherwise, slippage will occur between the disc spring 11, the friction pad, and the friction plate 3 when the torsion damper is working normally, affecting the normal transmission of power.

[0041] In this application, by integrating the disc spring 11 with the end cover 1, fixing the end cover 1 with the flywheel 4 with bolts, and connecting the flexible disc 2 to the flywheel 4 via the positioning block 24 and the positioning groove 43, synchronous rotation is achieved between the flexible disc 2, the end cover 1, and the flywheel 4 when transmitting power. This allows the flexible disc 2 to replace the function of the friction pad, and when the engine power output end transmits power to the friction pad 3 of the damping component 31 through friction, the flexible disc 2 connected to the engine power output end can directly transmit power to the damping component 31 under the action of the disc spring 11. This results in better friction and more stable power transmission, allowing companies to only consider the friction between the flexible disc 2 and the friction pad 3 when producing and assembling the torsion damper.

[0042] By setting a stop 41 on the flywheel 4, the stop 41 only needs to provide support and friction for the friction plate 3 away from the flexible disc 2, thereby further saving material costs. Compared with the existing technology of adding a rear cover to the rear end of the flywheel 4, the flywheel 4 and the stop 41 are forged as a whole, which can further save materials and further simplify the number of parts of the torsion damper, making the space of the torsion damper more compact and making installation more convenient.

[0043] It should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A torsion-limiting shock absorber, characterized in that: The device includes an end cap (1), a flexible disc (2), a friction plate (3), and a flywheel (4). A stop (41) is provided on the inner edge of the flywheel (4), and the stop (41) and the flywheel (4) are an integral structure. The flywheel (4) is connected to the end cap (1), and after connection, a receiving cavity (42) is formed in the end cap (1), the flywheel (4), and the stop (41). The end cap (1) is connected to the flywheel (4), and the flexible disc (2) and the friction plate (3) are sequentially covered in the receiving cavity (42). A shock-absorbing component (31) is connected to the center of the friction plate (3). A disc spring (11) is provided at the center of the end cap (1), and the disc spring (11) and the end cap (1) are an integral structure. The end cap (1) is attached to the flexible disc (2) through the disc spring (11).

2. The torsion damper according to claim 1, characterized in that: The flexible disk (2) is an integral stamped structure. The flexible disk (2) includes a bonding section (21), a transition section (22) and a connecting section (23). The bonding section (21) is the outer edge of the flexible disk (2), the connecting section (23) is the inner edge of the flexible disk (2), and the transition section (22) is used to connect the bonding section (21) and the connecting section (23). The flexible disk (2) is covered in the receiving cavity (42) by the bonding section (21).

3. The torsion damper according to claim 2, characterized in that: A connecting gasket (231) is provided on the side of the connecting section (23) near the friction plate (3). Bolt connection holes (232) are provided on the connecting section (23) and the connecting gasket (231). The bolt connection holes (232) are used to connect the output end of the engine power.

4. The torsion damper according to claim 3, characterized in that: The shock-absorbing component (31) is provided with mounting holes (311) corresponding to the bolt connection holes (232).

5. The torsion damper according to claim 1, characterized in that: The flexible disk (2) is provided with a positioning block (24), and the flywheel (4) is provided with a positioning groove (43). The positioning block (24) cooperates with the positioning groove (43).

6. The torsion damper according to claim 5, characterized in that: The positioning block (24) is provided with a first pin groove (241), and the flywheel (4) is provided with a second pin groove (432). The first pin groove (241) and the second pin groove (432) are used to connect and fix the pin.

7. The torsion damper according to claim 6, characterized in that: The end cap (1) and the flywheel (4) are connected by bolts.

8. The torsion damper according to claim 2, characterized in that: The friction plate (3) is attached to the stop (41), and the side of the friction plate (3) away from the stop (41) is attached to the fitting section (21) of the flexible disk (2). The end cap (1) provides a pressing force to the fitting section (21) of the flexible disk (2) through the disc spring (11).

9. The torsion damper according to claim 1, characterized in that: The disc spring (11) and the end cap (1) are processed by stamping.

10. The torsion damper according to claim 8, characterized in that: The flywheel (4) and the stop block (41) are integral casting structures.

Images