Center-adjustable integrated torsion-limiting shock absorber device

Abstract

The utility model relates to a center-adjustable integrated torsion-limiting shock absorber device, and belongs to the field of torsion-limiting shock absorbers of new energy automobiles. Comprising a flywheel assembly, a driven disc assembly, a cover body, a large disc spring and a friction disc, the driven disc assembly, the cover body, the large disc spring and the friction disc are all arranged in the flywheel assembly, the large disc spring is axially arranged between the cover body and the friction disc, the two axial sides of the large disc spring abut against the cover body and the friction disc in a one-to-one correspondence mode, the cover body and the flywheel assembly are riveted, and the driven disc assembly is axially arranged between the friction disc and the flywheel assembly. The two axial sides of the driven disc assembly abut against the friction disc and the flywheel assembly in a one-to-one correspondence mode, and the driven disc assembly is movably arranged among the flywheel assembly, the cover body and the friction disc in the circumferential direction. According to the torsion-limiting shock absorber, integration and unification of torque transmission, shock absorption, overload protection, inertia adjustment, signal output and self-aligning effects of the torsion-limiting shock absorber are facilitated.

Description

Technical Field

[0001] This utility model relates to the field of torsion damping devices for new energy vehicles, and in particular to an adjustable integrated torsion damping device. Background Technology

[0002] New energy passenger vehicles have emerged as a dark horse, shining brightly in the passenger vehicle market. Between the high cost of traditional gasoline vehicles and the range anxiety of pure electric vehicles, hybrid models often gain more favor with users. Because hybrid vehicles use new energy transmissions, eliminating the traditional gearbox and clutch, issues such as vibration and overload in the transmission system during engine operation require the use of torsion dampers to overcome these problems.

[0003] Traditional torsion dampers are typically directly connected to the flywheel, serving only to transmit torque, dampen vibrations, and provide overload protection. Their low integration level negatively impacts vehicle assembly efficiency. While some integrated models are emerging, their space and size limitations make it difficult to achieve proper wheel alignment. Furthermore, after vehicle use, slippage relative to the mounting bolts within the integrated damper significantly hinders disassembly. Additionally, most models use cast iron flywheels, making it difficult to adjust the engine output inertia, resulting in high adjustment costs. Utility Model Content

[0004] The technical problem to be solved by this utility model is to provide an adjustable integrated torsional damper device to solve the above-mentioned problem.

[0005] The technical solution of this utility model to solve the above-mentioned technical problems is as follows: An adjustable integrated torsion damper device includes: a flywheel assembly, a driven disc assembly, a cover, a large disc spring, and a friction disc; the driven disc assembly, the cover, the large disc spring, and the friction disc are all disposed inside the flywheel assembly; the large disc spring is axially disposed between the cover and the friction disc, and both axial sides of the large disc spring abut against the cover and the friction disc respectively; the cover and the flywheel assembly are riveted together; the driven disc assembly is axially disposed between the friction disc and the flywheel assembly, and both axial sides of the driven disc assembly abut against the friction disc and the flywheel assembly respectively; the driven disc assembly is circumferentially movably disposed between the flywheel assembly, the cover, and the friction disc.

[0006] The beneficial effects of this utility model are as follows: This utility model integrates the flywheel assembly, driven disc assembly, cover, large disc spring and friction disc into one unit, which realizes the transmission of torque, vibration reduction and overload protection of the torsion limiting vibration damper, while also realizing the organic unity of flywheel inertia adjustment and signal output; the driven disc assembly is circumferentially movable between the flywheel assembly, cover and friction disc, which is conducive to realizing the self-aligning function of the torsion limiting vibration damper.

[0007] Based on the above technical solution, the present invention can be further improved as follows.

[0008] Furthermore, the flywheel assembly includes a signal disk and an inertia disk, the inertia disk being disposed within the signal disk, and the signal disk and the inertia disk being connected by multiple rivets, the inertia disk being a plate-like structure with circumferential flanges.

[0009] The beneficial effect of adopting the above-mentioned further solution is that the inertia disk is set as a plate-like structure with circumferential flanges. Compared with the traditional flywheel casting structure, it is more efficient and convenient to adjust the inertia when the diameter and thickness of the inertia disk are limited.

[0010] Furthermore, the cover is a plate-like structure with a zigzag-shaped lower edge in the circumference, and the lower edge of the cover is connected to the signal disk and the inertia disk by rivets.

[0011] The beneficial effects of adopting the above-mentioned further solution are: it helps to limit the driven disc assembly, large disc spring and friction disc in the axial direction, thereby improving the stability during operation.

[0012] Furthermore, the driven disc assembly includes: two friction plates, a driven plate, a front damping disc, a rear damping disc, two damping plates, a self-aligning disc hub assembly, and multiple damping components; the driven plate is disposed between the two friction plates, with the ends of the two friction plates respectively abutting against the friction disc and the inertia disc; the front damping disc is riveted to the driven plate; the self-aligning disc hub assembly is axially disposed between the front damping disc and the rear damping disc; the front damping disc and the rear damping disc are connected by a limiting pin; and the two damping plates are respectively disposed on the self-aligning disc. Both ends of the hub assembly pass through the front damping disc and the rear damping disc axially, corresponding one-to-one. The front damping disc, the rear damping disc, and the self-aligning disc hub assembly are all provided with multiple damping component mounting holes in the circumferential direction. The damping component mounting holes are axial through holes. The multiple damping component mounting holes on the front damping disc, the multiple damping component mounting holes on the rear damping disc, and the multiple damping component mounting holes on the self-aligning disc hub assembly correspond one-to-one and are coaxially arranged. The multiple damping components are circumferentially arranged and are correspondingly set in the multiple damping component mounting holes.

[0013] The beneficial effects of adopting the above-mentioned further solutions are: the front damping disc, the rear damping disc, and the self-aligning disc hub assembly help to limit multiple damping components, improve the damping performance of the driven disc assembly, and the friction plate abuts against the friction disc and the inertia disc, which helps to limit the driven disc assembly in the axial direction and improves the stability during operation.

[0014] Furthermore, the self-aligning disc hub assembly includes a support plate and a disc hub. The support plate is arranged around the disc hub. The disc hub has a spline-like structure with multiple arc-shaped protrusions on its outer circumference. The support plate has multiple arc-shaped inner grooves on its inner circumference. The multiple arc-shaped protrusions of the disc hub are matched one-to-one and spaced within the multiple arc-shaped inner grooves of the support plate.

[0015] The beneficial effects of adopting the above-mentioned further solution are: the multiple arc-shaped protrusions of the hub are matched one-to-one and with clearance fit in the multiple arc-shaped inner grooves of the support plate. On the one hand, this helps to make the structure of the support plate and the hub compatible and improve the stability during operation. On the other hand, it helps to make the hub have a certain displacement adjustment inside the support plate and realize the self-aligning function.

[0016] Furthermore, the hub is provided with a plurality of second crankshaft mounting holes in the circumferential direction, and the second crankshaft mounting holes are axial through holes; the outer edge of the hub is provided with a plurality of hub arc grooves in the circumferential direction, and the inner edge of the support plate is provided with a plurality of support plate arc grooves in the circumferential direction, the plurality of hub arc grooves and the plurality of support plate arc grooves correspond one to one, and form a plurality of first crankshaft mounting holes.

[0017] The beneficial effects of adopting the above-mentioned further solution are: the multiple first crankshaft assembly holes and multiple second crankshaft assembly holes formed by the hub and the support plate eliminate the need for the keyway used for self-alignment in the prior art. While achieving the self-alignment function, the space originally occupied by the keyway is reserved for the assembly with the crankshaft of new energy vehicles.

[0018] Furthermore, the vibration damping assembly includes: a first vibration damping spring, a second vibration damping spring, and two spring seats. The first vibration damping spring is sleeved on the second vibration damping spring, and the two spring seats are respectively disposed at both ends of the first vibration damping spring and the second vibration damping spring.

[0019] The beneficial effects of adopting the above-mentioned further solution are: the first damping spring and the second damping spring are conducive to realizing the damping function of the torsion-limiting damper, and the spring seat is conducive to stably setting the damping component in the mounting hole of the damping component.

[0020] Furthermore, it also includes a wave spring, wherein a limiting groove is provided at one end of the damping plate near the rear damping disc, one end of the wave spring is adapted to be disposed in the limiting groove, and the other end is connected to the rear damping disc.

[0021] The beneficial effect of adopting the above-mentioned further solution is that the wave spring helps to improve the axial vibration reduction performance of the driven disc assembly.

[0022] Furthermore, the front damping disc, the rear damping disc, and the self-aligning hub assembly are all provided with multiple return adjustment holes in the circumferential direction. The return adjustment holes are axial through holes. The multiple return adjustment holes on the front damping disc, the multiple return adjustment holes on the rear damping disc, and the multiple return adjustment holes on the self-aligning hub assembly correspond one-to-one and are coaxially arranged.

[0023] The beneficial effects of adopting the above-mentioned further solution are: setting return adjustment holes on the front damping disc, rear damping disc and self-aligning disc hub assembly is beneficial to the use of tooling to return to the original position after slippage occurs inside the torsion damper, and solves the problem that the existing integrated torsion damper cannot be disassembled after slippage of the internal structure of the damper. Attached Figure Description

[0024] Figure 1 A schematic diagram of the overall structure provided for an embodiment of this utility model;

[0025] Figure 2 A top view of the overall structure provided for an embodiment of this utility model;

[0026] Figure 3 For along Figure 2 A schematic diagram after being cut open by the middle section line AA;

[0027] Figure 4 For along Figure 2 A schematic diagram after the middle section line BB is cut open;

[0028] Figure 5 A schematic diagram showing the connection of the rear shock absorber, damping plate, and wave spring provided in an embodiment of this utility model;

[0029] Figure 6 This is a schematic diagram of the self-aligning hub assembly provided in an embodiment of the present utility model.

[0030] The attached diagram lists the components represented by each number as follows:

[0031] 1. Flywheel assembly; 2. Driven disc assembly; 3. Cover; 4. Large disc spring; 5. Friction disc; 11. Signal disc; 12. Inertia disc; 21. Friction pad; 22. Driven pad; 23. Front damping disc; 24. Rear damping disc; 25. Damping pad; 26. Self-aligning disc hub assembly; 28. Wave spring; 29. ​​Damper assembly; 30. Limit pin; 251. Limit groove; 261. Support plate; 262. Disc hub; 263. First crankshaft mounting hole; 271. Return adjustment hole; 272. Damper assembly mounting hole; 291. First damping spring; 292. Second damping spring; 293. Spring seat; 2611. Support plate arc groove; 2621. Second crankshaft mounting hole; 2622. Disc hub arc groove. Detailed Implementation

[0032] The principles and features of this utility model are described below. The examples given are only for explaining this utility model and are not intended to limit the scope of this utility model.

[0033] like Figures 1 to 6 As shown, an adjustable integrated torsion damper device includes: a flywheel assembly 1, a driven disc assembly 2, a cover 3, a large disc spring 4, and a friction disc 5; the driven disc assembly 2, the cover 3, the large disc spring 4, and the friction disc 5 are all disposed inside the flywheel assembly 1; the large disc spring 4 is axially disposed between the cover 3 and the friction disc 5, with its axial sides corresponding to and abutting against the cover 3 and the friction disc 5; the cover 3 and the flywheel assembly 1 are riveted together; the driven disc assembly 2 is axially disposed between the friction disc 5 and the flywheel assembly 1, with its axial sides corresponding to and abutting against the friction disc 5 and the flywheel assembly 1; and the driven disc assembly 2 is circumferentially movably disposed between the flywheel assembly 1, the cover 3, and the friction disc 5.

[0034] The beneficial effects of this utility model are as follows: This utility model integrates the flywheel assembly, driven disc assembly, cover, large disc spring and friction disc into one unit, which realizes the transmission of torque, vibration reduction and overload protection of the torsion limiting vibration damper, while also realizing the organic unity of flywheel inertia adjustment and signal output; the driven disc assembly is circumferentially movable between the flywheel assembly, cover and friction disc, which is conducive to realizing the self-aligning function of the torsion limiting vibration damper.

[0035] Preferred, such as Figure 3 As shown, the flywheel assembly 1 includes a signal disk 11 and an inertia disk 12. The inertia disk 12 is disposed inside the signal disk 11. The signal disk 11 and the inertia disk 12 are connected by a plurality of rivets. The inertia disk 12 is a plate-shaped structure with a circumferential flange.

[0036] It should be noted that in the preferred embodiment of this utility model, the inertia disk 12 is made into a circumferential flange structure by stamping process.

[0037] In systems where other components (such as the crankshaft) already have signal outputs (such as angular velocity and angular displacement signals output by the engine), the product of this utility model can directly remove the signal disk 11 for compatibility;

[0038] Furthermore, in a preferred embodiment of this utility model, to optimize the structure, the function of signal output can be directly integrated into the inertia disk 12, and the signal disk 11 can be eliminated.

[0039] The advantages of adopting the above-mentioned preferred scheme are: the inertia disk is set as a plate-like structure with circumferential flanges, which, compared with the traditional flywheel casting structure, facilitates more efficient and convenient inertia adjustment when the diameter and thickness of the inertia disk are limited.

[0040] Preferred, such as Figure 3 and Figure 4 As shown, the cover 3 is a plate-like structure with a zigzag lower edge in the circumference. The lower edge of the cover 3 is connected to the signal disk 11 and the inertia disk 12 by rivets.

[0041] The advantages of adopting the above-mentioned preferred scheme are: it helps to limit the driven disc assembly, large disc spring and friction disc in the axial direction, thereby improving the stability during operation.

[0042] Preferred, such as Figure 3 and Figure 4As shown, the driven disc assembly 2 includes: two friction plates 21, a driven plate 22, a front damping disc 23, a rear damping disc 24, two damping plates 25, a self-aligning disc hub assembly 26, and multiple damping components 29. The driven plate 22 is disposed between the two friction plates 21, and the ends of the two friction plates 21 that are far apart from each other are respectively abutted against the friction disc 5 and the inertia disc 12. The front damping disc 23 is riveted to the driven plate 22. The self-aligning disc hub assembly 26 is axially disposed between the front damping disc 23 and the rear damping disc 24. The front damping disc 23 and the rear damping disc 24 are connected by a limiting pin 30. The two damping plates 25 are respectively disposed on the self-aligning disc hub assembly 26. Both ends of the self-aligning hub assembly 26 pass through the front damping disc 23 and the rear damping disc 24 axially, respectively. The front damping disc 23, the rear damping disc 24, and the self-aligning hub assembly 26 are all provided with a plurality of damping component mounting holes 272 in the circumferential direction. The damping component mounting holes 272 are axial through holes. The plurality of damping component mounting holes 272 on the front damping disc 23, the rear damping disc 24, and the self-aligning hub assembly 26 correspond one-to-one and are coaxially arranged. A plurality of damping components 29 are circumferentially arranged and are respectively disposed in the plurality of damping component mounting holes 272.

[0043] It should be noted that in the technical solution of this utility model, the vibration damping component mounting hole 272 is provided on the support plate 261 of the self-aligning hub assembly 26.

[0044] Since the front damping disc 23, the rear damping disc 24, and the self-aligning disc hub assembly 26 are all provided with multiple damping component mounting holes 272 in the circumferential direction, the multiple damping component mounting holes 272 on the front damping disc 23, the multiple damping component mounting holes 272 on the rear damping disc 24, and the multiple damping component mounting holes 272 on the self-aligning disc hub assembly 26 form multiple sets of damping component mounting holes 272 in the axial direction, and the multiple damping components 29 are respectively arranged in the multiple sets of damping component mounting holes 272.

[0045] The beneficial effects of adopting the above-mentioned preferred scheme are: the front damping disc, the rear damping disc, and the self-aligning disc hub assembly are conducive to limiting multiple damping components, improving the damping performance of the driven disc assembly; the friction plate abuts against the friction disc and the inertia disc, which is conducive to limiting the driven disc assembly in the axial direction, improving the stability during operation.

[0046] Preferred, such as Figure 6As shown, the self-aligning disc hub assembly 26 includes a support plate 261 and a disc hub 262. The support plate 261 is arranged around the disc hub 262. The disc hub 262 has a spline-like structure with multiple arc-shaped protrusions on its outer circumference. The support plate 261 has multiple arc-shaped inner grooves on its inner circumference. The multiple arc-shaped protrusions of the disc hub 262 are matched one-to-one and spaced together in the multiple arc-shaped inner grooves of the support plate 261.

[0047] It should be noted that in the technical solution of this utility model, since the outer circumference of the hub 262 is provided with multiple arc-shaped protrusions, the external structure is similar to the external structure of a spline, so it is described as a "sponge-like structure".

[0048] The advantages of adopting the above preferred solution are: the multiple arc-shaped protrusions of the hub are matched one-to-one and with clearance fit in the multiple arc-shaped inner grooves of the support plate. On the one hand, this helps to make the structure of the support plate and the hub compatible and improve the stability during operation. On the other hand, it helps to make the hub have a certain displacement adjustment inside the support plate and realize the self-aligning function.

[0049] Preferred, such as Figure 6 As shown, the hub 262 has a plurality of second crankshaft mounting holes 2621 in the circumferential direction, and the second crankshaft mounting holes 2621 are axial through holes; the outer edge of the hub 262 is provided with a plurality of hub arc grooves 2622 in the circumferential direction, and the inner edge of the support plate 261 is provided with a plurality of support plate arc grooves 2611 in the circumferential direction. The plurality of hub arc grooves 2622 and the plurality of support plate arc grooves 2611 correspond one-to-one and form a plurality of first crankshaft mounting holes 263.

[0050] The beneficial effects of adopting the above-mentioned preferred solution are: the multiple first crankshaft assembly holes and multiple second crankshaft assembly holes formed by the hub and the support plate eliminate the need for the keyway used for self-alignment in the prior art. While achieving the self-alignment function, the space originally occupied by the keyway is reserved for the assembly with the crankshaft of new energy vehicles.

[0051] Preferred, such as Figure 2 and Figure 3 As shown, the vibration damping assembly 29 includes: a first vibration damping spring 291, a second vibration damping spring 292, and two spring seats 293. The first vibration damping spring 291 is sleeved on the second vibration damping spring 292, and the two spring seats 293 are respectively disposed at both ends of the first vibration damping spring 291 and the second vibration damping spring 292.

[0052] The advantages of adopting the above preferred solution are: the first damping spring and the second damping spring are conducive to realizing the damping function of the torsion-limiting damper, and the spring seat is conducive to stably setting the damping component in the mounting hole of the damping component.

[0053] Preferred, such as Figure 5 As shown, the beneficial effects of adopting the above preferred solution are: it also includes a wave spring 28, and a limiting groove 251 is provided at one end of the damping plate 25 near the rear damping plate 24. One end of the wave spring 28 is adapted to be disposed in the limiting groove 251, and the other end is connected to the rear damping plate 24.

[0054] The beneficial effect of adopting the above preferred solution is that the wave spring helps to improve the axial vibration reduction performance of the driven disc assembly.

[0055] Preferred, such as Figures 2 to 6 As shown, the front damping disc 23, the rear damping disc 24, and the self-aligning disc hub assembly 26 are all provided with a plurality of return adjustment holes 271 in the circumferential direction. The return adjustment holes 271 are axial through holes. The plurality of return adjustment holes 271 on the front damping disc 23, the plurality of return adjustment holes 271 on the rear damping disc 24, and the plurality of return adjustment holes 271 on the self-aligning disc hub assembly 26 correspond one-to-one and are coaxially arranged.

[0056] It should be noted that, in the technical solution of this utility model, the return adjustment hole 271 is provided on the support plate 261 of the self-aligning hub assembly 26.

[0057] The advantages of adopting the above-mentioned preferred solution are: setting return adjustment holes on the front damping disc, rear damping disc and self-aligning disc hub assembly is beneficial to the use of tooling to return to the original position after slippage occurs inside the torsion damper, and solves the problem that the existing integrated torsion damper cannot be disassembled after slippage of the internal structure of the damper.

[0058] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0059] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0060] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0061] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0062] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0063] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A self-aligning integrated torsional damper device, characterized in that, include: Flywheel assembly (1), driven disc assembly (2), cover (3), large disc spring (4) and friction disc (5); The driven disc assembly (2), the cover (3), the large disc spring (4), and the friction disc (5) are all disposed inside the flywheel assembly (1). The large disc spring (4) is axially disposed between the cover (3) and the friction disc (5). The two axial sides of the large disc spring (4) abut against the cover (3) and the friction disc (5) respectively. The cover (3) and the flywheel assembly (1) are riveted together. The driven disc assembly (2) is axially disposed between the friction disc (5) and the flywheel assembly (1). The two axial sides of the driven disc assembly (2) abut against the friction disc (5) and the flywheel assembly (1) respectively. The driven disc assembly (2) is circumferentially movable between the flywheel assembly (1), the cover (3), and the friction disc (5).

2. The self-aligning integrated torsional damper device according to claim 1, characterized in that, The flywheel assembly (1) includes a signal disk (11) and an inertia disk (12). The inertia disk (12) is disposed inside the signal disk (11). The signal disk (11) and the inertia disk (12) are connected by multiple rivets. The inertia disk (12) is a plate-shaped structure with circumferential flanges.

3. The self-aligning integrated torsional damper device according to claim 2, characterized in that, The cover (3) is a plate-like structure with a zigzag lower edge in the circumference. The lower edge of the cover (3) is connected to the signal disk (11) and the inertia disk (12) by rivets.

4. The self-aligning integrated torsional damper device according to claim 2, characterized in that, The driven disc assembly (2) includes: two friction plates (21), a driven plate (22), a front damping disc (23), a rear damping disc (24), two damping plates (25), a self-aligning disc hub assembly (26), and multiple damping components (29); The driven plate (22) is disposed between the two friction plates (21), and the ends of the two friction plates (21) that are far apart from each other are respectively abutted against the friction disk (5) and the inertia disk (12). The front damping disk (23) is riveted to the driven plate (22). The self-aligning disc hub assembly (26) is axially disposed between the front damping disk (23) and the rear damping disk (24). The front damping disk (23) and the rear damping disk (24) are connected by a limiting pin (30). The two damping plates (25) are respectively disposed at both ends of the self-aligning disc hub assembly (26) and respectively pass through the front damping disk (23) and the rear damping disk (24) axially. The vibration damping disc (24), the front vibration damping disc (23), the rear vibration damping disc (24) and the self-aligning disc hub assembly (26) are all provided with a plurality of vibration damping component mounting holes (272) in the circumferential direction. The vibration damping component mounting holes (272) are axial through holes. The plurality of vibration damping component mounting holes (272) on the front vibration damping disc (23), the plurality of vibration damping component mounting holes (272) on the rear vibration damping disc (24) and the plurality of vibration damping component mounting holes (272) on the self-aligning disc hub assembly (26) correspond one-to-one and are coaxially arranged. The plurality of vibration damping components (29) are circumferentially arranged and are arranged one-to-one in the plurality of vibration damping component mounting holes (272).

5. The self-aligning integrated torsional damper device according to claim 4, characterized in that, The self-aligning disc hub assembly (26) includes a support plate (261) and a disc hub (262). The support plate (261) is arranged around the disc hub (262). The disc hub (262) has a spline-like structure with multiple arc-shaped protrusions on its outer circumference. The support plate (261) has multiple arc-shaped grooves on its inner circumference. The multiple arc-shaped protrusions of the disc hub (262) are matched one-to-one and spaced together in the multiple arc-shaped grooves of the support plate (261).

6. The self-aligning integrated torsional damper device according to claim 5, characterized in that, The hub (262) is provided with a plurality of second crankshaft mounting holes (2621) in the circumferential direction, and the second crankshaft mounting holes (2621) are axial through holes; the outer edge of the hub (262) is provided with a plurality of hub arc grooves (2622) in the circumferential direction, and the inner edge of the support plate (261) is provided with a plurality of support plate arc grooves (2611) in the circumferential direction. The plurality of hub arc grooves (2622) and the plurality of support plate arc grooves (2611) correspond one-to-one and form a plurality of first crankshaft mounting holes (263).

7. The self-aligning integrated torsional damper device according to claim 4, characterized in that, The vibration damping assembly (29) includes: a first vibration damping spring (291), a second vibration damping spring (292), and two spring seats (293). The first vibration damping spring (291) is sleeved on the second vibration damping spring (292), and the two spring seats (293) are respectively disposed at both ends of the first vibration damping spring (291) and the second vibration damping spring (292).

8. The self-aligning integrated torsional damper device according to claim 4, characterized in that, It also includes a wave spring (28), and the damping plate (25) is provided with a limiting groove (251) at one end near the rear damping plate (24). One end of the wave spring (28) is adapted to be disposed in the limiting groove (251), and the other end is connected to the rear damping plate (24).

9. The self-aligning integrated torsional damper device according to claim 4, characterized in that, The front damping disc (23), the rear damping disc (24), and the self-aligning disc hub assembly (26) are all provided with multiple return adjustment holes (271) in the circumferential direction. The return adjustment holes (271) are axial through holes. The multiple return adjustment holes (271) on the front damping disc (23), the multiple return adjustment holes (271) on the rear damping disc (24), and the multiple return adjustment holes (271) on the self-aligning disc hub assembly (26) correspond one-to-one and are coaxially arranged.

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