A torsional vibration damper and a range-extended electric vehicle

Abstract

This utility model relates to the field of automotive parts technology, and in particular to a torsional vibration damper and a range-extended electric vehicle. The torsional vibration damper of this utility model includes an active disc for fixed connection to an engine crankshaft, a driven disc for drive connection to a motor shaft, and a damping bushing sandwiched between the active and driven discs. The active disc has a receiving space, within which the driven disc and the damping bushing are located. When torque is transmitted between the active and driven discs, the damping bushing can be compressed and undergo elastic deformation, absorbing and dissipating vibration energy during deformation and recovery. When torque is transmitted between the active and driven discs, the damping bushing of this utility model can absorb and dissipate vibration energy. It has fewer parts, a simpler structure, reduces costs, and is convenient for installation and disassembly.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, and in particular to a torsional shock absorber and a range-extended electric vehicle. Background Technology

[0002] Engines experience periodic torque fluctuations during operation. Rapid torque changes during acceleration and deceleration cause these fluctuations, and momentary shocks occur during starting and stopping, leading to vehicle vibration and impacting ride comfort and lifespan. To address engine vibration and shock issues, a dual-mass flywheel or torsional damper is typically added between the engine and the P1 motor or transmission to lower the system's natural frequency and avoid the engine's resonant operating range. Torsional dampers usually include elastic and damping elements. The elastic element lowers the transmission system's natural frequency to avoid engine torque fluctuations, while the damping element dissipates vibrational energy.

[0003] Traditional internal combustion engine vehicles typically operate within a speed range of 800 rpm to 6000 rpm. To avoid engine torque fluctuation resonance and meet engine torque requirements, dual-mass flywheels or torsional dampers require springs with low torsional stiffness and large spring compression stroke, increasing structural complexity. Dual-mass flywheels and torsional dampers typically consist of about 13 different parts, totaling approximately 20 parts, increasing manufacturing costs and assembly complexity and maintenance difficulty. However, for range-extended electric vehicles (REEVs), because their engine (i.e., the range extender) is decoupled from the vehicle speed, the engine can operate within a specific speed range, meaning the engine's operating speed range is small, and the range of resonance frequencies that need to be avoided is small, which can reduce resonance caused by torque fluctuations to some extent. Existing dual-mass flywheels or torsional dampers used in REEVs have a large number of parts, high cost, and are inconvenient to disassemble and assemble. Utility Model Content

[0004] The purpose of this utility model is to provide a torsional vibration damper and a range-extended electric vehicle. The torsional vibration damper has few parts, a simple structure, low cost, and is easy to assemble and disassemble.

[0005] To achieve the above objectives, this utility model proposes a torsional vibration damper, including an active disc for fixed connection with an engine crankshaft, a driven disc for drive connection with a motor shaft, and a damping bushing sandwiched between the active disc and the driven disc. The active disc has a receiving space, and the driven disc and the damping bushing are located within the receiving space. When torque is transmitted between the active disc and the driven disc, the damping bushing can be compressed and undergo elastic deformation, and absorb and dissipate vibration energy during the deformation and recovery process.

[0006] Optionally, the driven plate includes a driven plate body, the driven plate body having a connecting hole along its axial direction for mounting a motor shaft, and the inner surface of the connecting hole having an internal spline for drive connection with the motor shaft.

[0007] Optionally, at least two shift fingers are evenly distributed on the outer peripheral surface of the driven disc body. The shift fingers extend radially outward from the outer peripheral surface of the driven disc body, and the vibration damping bushing is fixedly connected to the shift fingers and abuts against the inner surface of the accommodating space.

[0008] Optionally, the center and edge of the drive plate are respectively provided with a central receiving hole and a peripheral receiving cavity that are connected. The peripheral receiving cavities are evenly distributed around the central receiving hole. The central receiving hole and the peripheral receiving cavities form a receiving space. The driven plate body is located in the central receiving hole, and the shift finger is located in the corresponding peripheral receiving cavity.

[0009] Optionally, the damping bushing has at least two damping protrusions, the surface of the end of the at least two damping protrusions away from the shift finger matching the inner surface of the peripheral receiving cavity.

[0010] Optionally, the drive plate is provided with a mounting plate located between two adjacent peripheral accommodating cavities for fixed connection with the engine crankshaft.

[0011] Optionally, the torsional vibration damper of this invention also includes a flywheel, which is used to clamp and fix between the drive disc and the engine crankshaft. The flywheel can store and release rotational kinetic energy through its rotational inertia.

[0012] Optionally, the flywheel includes a disc-shaped flywheel body with an inertia ring at its edge.

[0013] This utility model also proposes a range-extended electric vehicle, including an engine crankshaft, a motor shaft, and the aforementioned torsional damper, wherein the engine crankshaft is connected to the motor shaft via the torsional damper.

[0014] The range-extended electric vehicle of this utility model also includes fasteners, which pass through the drive disc, flywheel and engine crankshaft in sequence and are fixedly connected to the engine crankshaft, thereby fixing the drive disc and flywheel to the engine crankshaft.

[0015] The technical solution of this utility model has the following advantages compared with the prior art: When the torsional vibration damper of this invention transmits torque through the active and driven discs, the damping bushing can absorb and dissipate vibration energy. It has fewer parts, a simpler structure, reduces costs, and is easy to install and disassemble. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the torsional vibration damper of this utility model.

[0018] Figure 2 This is an exploded view of the torsional vibration damper of this utility model.

[0019] Figure 3 This is a schematic diagram of the structure of the torsional vibration damper of this utility model with the flywheel removed.

[0020] Figure 4 This is a structural schematic diagram of the torsional vibration damper of this utility model with the flywheel removed from another perspective.

[0021] Figure 5 This is a schematic diagram of the AA-direction cross-section of the torsional vibration damper of this utility model.

[0022] In the picture: 1-Driven disc; 11-Accommodation space; 111-Central accommodating hole; 112-Outer accommodating cavity; 12-Mounting plate; 121-First mounting hole; 2-Driven disc; 21-Driven disc body; 211-Connecting hole; 212-Internal spline; 22-Shift finger; 3-Vibration damping bushing; 31-Connecting groove; 32-Vibration damping protrusion; 4-Flywheel; 41-Flywheel body; 42-Inertia ring; 43-Second mounting hole; 5-Fastener. Detailed Implementation

[0023] The specific embodiments of this utility model will now be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some, not all, of the embodiments of this utility model. Based on the description of this utility model, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this utility model.

[0024] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connection," "setting," "installation," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can mean that two components are internally connected. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0025] The terms “upper,” “lower,” “left,” “right,” “front,” “back,” “center,” “top,” “bottom,” “inner,” “outer,” “vertical,” “horizontal,” “clockwise,” “counterclockwise,” “axial,” “radial,” and “circumferential” indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use. They are used only for the convenience of description and simplification, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0026] The terms “first”, “second”, etc., are used merely to distinguish elements with similar properties, not to indicate or imply relative importance or a specific order.

[0027] The terms “including,” “comprising,” or any other variations thereof are intended to cover non-exclusive inclusion, which includes not only the elements listed but also other elements not expressly listed.

[0028] The terms "an embodiment," "as an example," or "in an example," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which may be included in at least one embodiment or example of this application. These illustrative expressions do not necessarily refer to the same embodiment, nor are they independent or alternative embodiments mutually exclusive with other embodiments. Where there is no conflict, the embodiments and features described in these embodiments can be combined in a suitable manner.

[0029] This utility model provides a range-extended electric vehicle, including an engine (i.e., a range extender), a motor, and a torsional damper. The engine and the motor each include an engine crankshaft (not shown) and a motor shaft (not shown). The engine crankshaft is connected to the motor shaft via the torsional damper. The torsional damper can reduce the torsional vibration of the engine crankshaft, making the power transmission between the engine crankshaft and the motor shaft smoother and more stable, preventing the whole vehicle from shaking, thereby improving ride comfort and service life.

[0030] Traditional shock absorbers typically use multiple springs with different stiffnesses and strokes as elastic elements, which results in high manufacturing costs. Furthermore, a damping assembly is provided between the driving disc 1 and the driven disc 2. This damping assembly includes multiple damping pads, diaphragm springs, and support rings, and is prone to wear, leading to high costs.

[0031] Please see Figure 1-3This utility model discloses a torsional vibration damper, comprising a driving disc 1, a driven disc 2, and a damping bushing 3. The driving disc 1 is fixedly connected to the engine crankshaft, the driven disc 2 is drive-connected to the motor shaft, and the damping bushing 3 is sandwiched between the driving disc 1 and the driven disc 2. The damping bushing 3 is made of elastic materials such as rubber. When torque is transmitted between the driving disc 1 and the driven disc 2, the damping bushing 3 can be compressed and undergo elastic deformation, absorbing and dissipating vibration energy during deformation and recovery. In this utility model, the damping bushing 3 utilizes the inherent damping properties of rubber material, eliminating the need for additional damping components, reducing the number of parts, simplifying the structure, facilitating installation and disassembly, and lowering costs. Furthermore, by changing the hardness of the damping bushing 3, it can be adapted to different engine models, improving versatility.

[0032] In some embodiments, the drive disc 1 can be manufactured by die casting, forging, stamping, or other processing methods. Optionally, the drive disc 1 is made of die-cast aluminum alloy, which helps to reduce weight, increase strength, and facilitate processing and manufacturing. The drive disc 1 is fixedly connected to the engine crankshaft by fasteners, facilitating installation and disassembly. It should be noted that the drive disc 1 can also be fixedly connected to the engine crankshaft by welding or other methods.

[0033] Please see Figure 4 and Figure 5 In some embodiments, the driven disk 2 includes a driven disk body 21, which is a hollow cylindrical shape. The driven disk body 21 has a connecting hole 211 along its axial direction. Optionally, the inner surface of the connecting hole 211 is provided with an internal spline 212, and the motor shaft is provided with an external spline that mates with the internal spline 212. The motor shaft passes through the connecting hole 211 and is connected to the driven disk 2 via a spline connection. The internal spline 212 and the external spline cooperate to transmit torque, facilitating installation and disassembly. It should be noted that the driven disk 2 can also be connected to the motor shaft via an interference fit, fastener connection, or other connection methods.

[0034] In one embodiment, the outer surface of the driven disc body 21 is provided with a shift finger 22 for transmitting torque. The damping bushing 3 is fixedly connected to the shift finger 22. By combining the hardness of the damping bushing 3, the required torsional stiffness and compression stroke can be achieved. The number of shift fingers 22 is not limited; optionally, the number of shift fingers 22 is 2 to 5.

[0035] Please continue reading. Figure 2 and Figure 3The drive disc 1 has a receiving space 11, within which the driven disc 2 and the damping bushing 3 are located. Specifically, the drive disc 1 has a central receiving hole 111 and a peripheral receiving cavity 112 connected at its center and edge, respectively. The peripheral receiving cavities 112 are evenly distributed around the central receiving hole 111, forming the receiving space 11. The central receiving hole 111 accommodates the driven disc body 21, and the peripheral receiving cavities 112 accommodate the shift fingers 22 and the damping bushing 3. The number of peripheral receiving cavities 112 is the same as the number of shift fingers 22. During installation, the driven disc body 21 is located in the central receiving hole 111, and the shift fingers 22 are located in the peripheral receiving cavities 112.

[0036] Optionally, the torsional vibration damper of this invention also includes a flywheel 4, which is clamped and fixed between the engine crankshaft and the drive disc 1. The flywheel 4 has a large moment of inertia, which can store and release rotational kinetic energy during engine operation, thereby smoothing the output torque and suppressing speed fluctuations. Specifically, the flywheel 4 is detachably fixed to the engine crankshaft by fasteners 5 or other easily detachable connection methods, facilitating installation and disassembly. Furthermore, flywheels 4 with different moments of inertia can be selected according to the frequency of engine torsional vibration to be avoided, making it suitable for different engines. By selecting the flywheel 4, versatility is improved and development costs are reduced.

[0037] In one embodiment, the flywheel 4 includes a disc-shaped flywheel body 41, and an inertia ring 42 is provided on the edge of the flywheel body 41. The inertia ring 42 is used to increase the mass of the outer edge of the flywheel body 41, thereby increasing the rotational inertia of the flywheel 4. Optionally, the flywheel body 41 is bent and extended from its edge along its axial direction to form the inertia ring 42. It should be noted that the inertia ring 42 can also be fixed to the surface of the flywheel body 41 by welding, fastener connection, or other means.

[0038] In some embodiments, the drive disc 1 and flywheel 4 are fixedly connected to the engine crankshaft by fasteners 5. The fasteners 5 pass through the drive disc 1, flywheel 4, and engine crankshaft in sequence and are fixedly connected to the engine crankshaft. Specifically, the drive disc 1 is provided with a mounting plate 12, which is located between two adjacent peripheral accommodating cavities 112. The mounting plate 12, flywheel 4, and engine crankshaft are respectively provided with a first mounting hole 121, a second mounting hole 43, and a third mounting hole (not shown) for fasteners 5 to pass through. Optionally, the fasteners 5 are bolts, which pass through the aforementioned mounting holes and engage with nuts to fix the drive disc 1 and flywheel 4 to the engine crankshaft.

[0039] In one embodiment, the damping bushing 3 is provided with at least two damping protrusions 32, the surfaces of the ends of the at least two damping protrusions 32 away from the shift finger 22 matching the inner surface of the peripheral receiving cavity 112, so that the drive disc 1 and the damping bushing 3 can cooperate with each other radially. In this embodiment, the number of damping protrusions 32 is not limited, such as Figure 3 As shown, optionally, the number of vibration damping protrusions 32 is 4.

[0040] Optionally, the damping bushing 3 is made of rubber material through an integral vulcanization process. During vulcanization, the damping bushing 3 is firmly bonded to the shift finger 22 of the driven disc 2, improving connection strength, tensile strength, and peel resistance. It should be noted that the damping bushing 3 can also be fixedly connected to the shift finger 22 through interference fit or adhesive bonding. Specifically, the damping bushing 3 is also provided with a connecting groove 31, the shape of which matches the shape of the shift finger 22, into which the shift finger 22 is inserted and fixed. Alternatively, a sleeve made of metal material can be pre-embedded in the damping bushing 3, and the sleeve of the damping bushing 3 is fixedly connected to the shift finger 22 through fasteners, ensuring damping performance while improving connection strength. Furthermore, the number of damping bushings 3 is the same as the number of shift fingers 22. Multiple damping bushings 3 are evenly distributed within the peripheral accommodating cavity 112 of the driving disc 1, ensuring more uniform force distribution in all directions of the torsional vibration damper and reducing vibration or noise caused by imbalance.

[0041] The working principle of the torsional vibration damper of this utility model is as follows: During engine starting, the external spline of the motor shaft engages with the internal spline 212 of the driven plate 2. The torque output by the motor is transmitted to the driven plate 2 through the spline pair, causing the driven plate 2 to compress the damping bushing 3. Subsequently, the damping bushing 3 further transmits the torque to the driving plate 1 and acts on the engine crankshaft fixedly connected to the driving plate 1, driving the engine crankshaft to rotate. When the engine speed reaches the predetermined starting threshold, the engine is started.

[0042] In power generation mode, the engine crankshaft serves as the power input end. Through the active disc 1, torque is applied to the damping bushing 3 and it is compressed. The damping bushing 3 transmits the torque to the driven disc 2. The driven disc 2 transmits the torque to the motor shaft through the spline pair, driving the motor to run and converting mechanical energy into electrical energy.

[0043] During power transmission, the damping bushing 3 undergoes elastic deformation under torque. The stiffness characteristics of the damping bushing 3, together with the rotational inertia at the engine end and the motor end, constitute a new vibration model. By designing the stiffness parameters of the damping bushing 3, the natural frequency of the system composed of the engine, motor, and torsional damper is deviated from the main excitation frequency range of the engine, thereby avoiding the resonance region during engine operation and reducing vibration response. Furthermore, the damping bushing 3 exhibits damping characteristics during elastic deformation and recovery, which can absorb and dissipate torsional vibration energy, suppressing torsional vibration generated during engine operation, thereby improving the smoothness of power transmission between the engine and the motor.

[0044] The above description is only a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model.

Claims

1. A torsional vibration damper, characterized in that: It includes an active disk (1) for fixed connection with the engine crankshaft, a driven disk (2) for drive connection with the motor shaft, and a damping bushing (3) sandwiched between the active disk (1) and the driven disk (2). The active disk (1) is provided with a receiving space (11). The driven disk (2) and the damping bushing (3) are located in the receiving space (11). When torque is transmitted between the active disk (1) and the driven disk (2), the damping bushing (3) can be compressed and undergo elastic deformation, and absorb and dissipate vibration energy during the deformation and recovery process.

2. The torsional vibration damper according to claim 1, characterized in that: The driven disk (2) includes a driven disk body (21), the driven disk body (21) is provided with a connecting hole (211) for mounting a motor shaft along its axial direction, and the inner surface of the connecting hole (211) is provided with an internal spline (212) for transmission connection with the motor shaft.

3. The torsional vibration damper according to claim 2, characterized in that: At least two shift fingers (22) are evenly distributed on the outer peripheral surface of the driven disk body (21). The shift fingers (22) extend radially outward from the outer peripheral surface of the driven disk body (21). The damping bushing (3) is fixedly connected to the shift fingers (22) and abuts against the inner surface of the accommodating space (11).

4. The torsional vibration damper according to claim 3, characterized in that: The active disk (1) has a central receiving hole (111) and an outer receiving cavity (112) connected to each other at its center and edge. The outer receiving cavity (112) is evenly distributed around the central receiving hole (111). The central receiving hole (111) and the outer receiving cavity (112) form the receiving space (11). The driven disk body (21) is located in the central receiving hole (111), and the shift finger (22) is located in the corresponding outer receiving cavity (112).

5. The torsional vibration damper according to claim 4, characterized in that: The damping bushing (3) is provided with at least two damping protrusions (32), and the surface of the end of the at least two damping protrusions (32) away from the finger (22) matches the inner surface of the peripheral accommodating cavity (112).

6. The torsional vibration damper according to claim 4, characterized in that: The drive disc (1) is provided with a mounting plate (12), which is located between two adjacent peripheral accommodating cavities (112) and is used to fix it to the engine crankshaft.

7. The torsional vibration damper according to claim 1, characterized in that: It also includes a flywheel (4), which is used to clamp and fix between the drive disc (1) and the engine crankshaft. The flywheel (4) can store and release rotational kinetic energy through its rotational inertia.

8. The torsional vibration damper according to claim 7, characterized in that: The flywheel (4) includes a disc-shaped flywheel body (41), and an inertial ring (42) is provided on the edge of the flywheel body (41).

9. A range-extended electric vehicle, characterized in that: It includes an engine crankshaft, a motor shaft, and a torsional vibration damper as described in claim 7 or 8, wherein the engine crankshaft is connected to the motor shaft via the torsional vibration damper.

10. The range-extended electric vehicle according to claim 9, characterized in that: It also includes a fastener (5) which passes through the drive disc (1), the flywheel (4) and the engine crankshaft in sequence and is fixedly connected to the engine crankshaft, thereby fixing the drive disc (1) and the flywheel (4) to the engine crankshaft.

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