A kind of elastic baffle ring fixing type disc hub core for clutch driven plate

Abstract

The utility model relates to the technical field of automobile clutch manufacturing, and specifically discloses a elastic baffle ring fixing type disc hub core for clutch driven plate; the utility model discloses a disc hub core, disc hub sleeve and disc hub core baffle ring that are coaxially arranged outside the disc hub core, an annular clamping groove is formed in the outer wall of the disc hub core, and the disc hub core baffle ring is clamped in the annular clamping groove; a idling shock absorbing mechanism comprising an idling shock absorbing disc and an idling spring is arranged between the disc hub core and the disc hub sleeve, the disc hub core baffle ring abuts against the side surface of the idling shock absorbing disc, and axial limiting and fixing are provided for the components installed on the disc hub core; in addition, the device also realizes the main shock absorbing function through the cooperation of the shock absorbing disc, the spring and the driven plate assembly. The utility model replaces the conventional nut fixing with the cooperation of the elastic baffle ring and the clamping groove, simplifies the overall structure, improves the assembly convenience, ensures the connection reliability by using the limiting step, and effectively solves the gear knocking noise problem under the idling working condition of the vehicle.

Description

Technical Field

[0001] This utility model relates to the field of automotive clutch manufacturing technology, and in particular to a disc hub core for fixing a clutch driven disc with an elastic retaining ring. Background Technology

[0002] The clutch driven plate assembly is a key component of the automotive transmission system, primarily responsible for smoothly transmitting the power output from the engine flywheel to the gearbox input shaft, while absorbing torsional vibrations generated by the engine through an internal damping mechanism. The disc hub, as the core hub for power output, not only needs to be connected to the gearbox input shaft via splines, but also requires the installation of multiple components such as the disc bushing, damping disc, and idle damping mechanism. The installation precision and connection reliability of these components directly determine the overall performance of the clutch.

[0003] In existing driven disc structure designs, to meet the dual requirements of main damping and idle damping, the disc core and the outer disc sleeve are usually designed as separate structures, allowing for a certain relative rotation angle between them. However, the primary challenge brought by this separate structure is how to reliably achieve axial positioning and fixation. Traditional technologies often use end riveting and flanges, interference fits, or threaded lock nuts to limit the axial displacement of the disc sleeve and damping mechanism, preventing parts from falling off during operation.

[0004] While riveting and flanging provide a relatively secure fixation, they cause permanent deformation to the parts, making disassembly and maintenance difficult once assembled, and requiring extremely high precision in the machining equipment. Using nuts for locking significantly increases the axial length of the hub core, not only occupying valuable internal space in the gearbox but also posing a risk of the nuts loosening due to high-frequency engine vibration. Furthermore, while some existing technologies attempt to use retaining rings for fixation, their designs are often not compact enough, requiring additional adjusting shims for positioning. This increases the number of parts, complicates the assembly process, and, under long-term axial impact loads, existing axial limiting structures are prone to fatigue and loosening, thus affecting the stability and safety of the clutch operation.

[0005] Therefore, this utility model proposes a disc hub core for fixing the driven disc of a clutch with an elastic retaining ring to overcome the shortcomings of the prior art. Utility Model Content

[0006] To overcome the above shortcomings, this utility model provides a clutch driven disc fixed by an elastic retaining ring, which aims to improve the problem of complex axial limiting structure and low assembly efficiency of clutch disc hub assembly in the prior art.

[0007] To achieve the above objectives, the present invention provides the following technical solution: a hub core for fixing a clutch driven plate with an elastic retaining ring, comprising: a hub core, a hub sleeve coaxially disposed on the outside of the hub core, and a hub core retaining ring.

[0008] The hub core retaining ring has an elastic open annular structure suitable for snap-fit ​​fixing. An annular groove is provided on the outer wall of the hub core, and the hub core retaining ring is snapped into the annular groove, forming a physical barrier by utilizing its own structural characteristics.

[0009] Furthermore, an idle speed damping mechanism is provided between the hub core and the hub sleeve. The hub core retaining ring is used to provide axial limiting and fixing for the components installed on the hub core. By abutting adjacent components, the axial freedom is restricted to prevent the components from falling off during operation.

[0010] Preferably, the present invention further includes a copper substrate, a driven disk, and a driven disk clamping plate; the copper substrate is fixedly connected to the outer circumferential surface of the driven disk by copper substrate rivets, serving as the main friction contact carrier; the driven disk and the driven disk clamping plate are respectively located on the outer wall of the disk hub sleeve and are fixedly connected by driven disk clamping plate rivets to form a cage-like structure that encloses the disk hub sleeve.

[0011] Preferably, the present invention further includes a shock-absorbing disc and a disc hub rivet; the shock-absorbing disc is sleeved on the outside of the disc hub core, and the disc hub sleeve is fixedly connected to the shock-absorbing disc by the disc hub rivet to achieve synchronous rotation; the driven disc, the driven disc clamp, and the shock-absorbing disc are all provided with corresponding windows, and springs are installed in the windows to provide a buffering effect when transmitting torque and absorb impact energy.

[0012] Preferably, the idle speed damping mechanism includes an idle speed damping disc and an idle speed spring; the idle speed damping disc is sleeved on the disc hub core, and the idle speed spring is installed in the cavity formed by the idle speed damping disc and the disc hub sleeve to absorb minor vibrations; the disc hub core retaining ring abuts against the side of the idle speed damping disc or the adjacent positioning element, limiting the axial displacement of the idle speed damping disc through direct contact.

[0013] Preferably, the present invention further includes a washer and a wave spring; the washer and the wave spring are disposed between the driven disc and the damping disc, or between the driven disc clamp and the disc hub sleeve, and utilize elastic pressure to generate frictional force to provide axial damping force to consume vibration energy.

[0014] Preferably, the center of the hub core is provided with a spline hole for connecting with the input shaft of the transmission to output power; the outer wall of the hub core is provided with external splines, and the inner hole of the hub sleeve is provided with internal splines. The two are connected by splines to achieve torque transmission and allow a small circumferential rotation angle, providing operating space for idle speed damping.

[0015] Preferably, the hub core retaining ring is an open elastic retaining ring made of spring steel, which has good elastic recovery ability; the end of the hub core is provided with a limiting step, and the hub core retaining ring cooperates with the limiting step to prevent the hub sleeve from coming off, forming a double limiting protection.

[0016] Preferably, the copper substrate has a circular annular sheet structure and several groups are evenly distributed along the circumference; the driven disc clamping rivet also serves as a limiting pin for the rotation of the driven disc and the driven disc clamping plate relative to the shock-absorbing disc, limiting the maximum torsional angle.

[0017] This utility model has the following beneficial effects:

[0018] 1. In this utility model, by opening an annular groove on the outer wall of the disc hub core and snapping a high-strength elastic disc hub core retaining ring as the main axial limiting element, the problem of the existing technology of axial fixation of clutch disc hub assembly usually relying on nuts or complex multiple retaining rings, resulting in structural redundancy, low assembly efficiency and large axial space occupation, is solved. The technical effect of simplifying the overall structure, significantly improving assembly convenience, shortening axial dimension and ensuring connection stability is achieved.

[0019] 2. In this utility model, by setting an idle speed damping mechanism including an idle speed damping disc and an idle speed spring between the disc core and the disc sleeve, and by utilizing the small circumferential rotation clearance reserved in the spline fit between the disc core and the disc sleeve, the problem of high-frequency vibration of the engine being directly transmitted to the transmission and causing gear knocking noise under low load conditions such as idling or coasting in neutral is solved. This achieves the technical effect of effectively filtering out small torsional vibrations and significantly optimizing the quietness performance of the transmission system and ride comfort.

[0020] 3. In this utility model, the axial locking is achieved by directly or indirectly contacting the idle speed damping disc with the disc core retaining ring, and combined with the limiting step structure at the end of the disc core that is larger than the bottom diameter of the slot, the safety hazard of the internal components of the clutch being prone to axial loosening or even disengagement when the clutch is rotating at high speed and bearing axial reciprocating impact load is solved. This achieves the technical effect of providing double anti-disengagement protection and ensuring the integrity of the power transmission chain structure and reliable operation under harsh working conditions. Attached Figure Description

[0021] Figure 1 This is a three-dimensional structural diagram of a clutch driven disc fixed by an elastic retaining ring according to the present invention.

[0022] Figure 2 This is a schematic diagram of the hub sleeve structure for fixing the hub core of a clutch driven plate using an elastic retaining ring, as proposed in this utility model.

[0023] Figure 3 for Figure 2 Enlarged view of point A in the image;

[0024] Figure 4 for Figure 2 Enlarged view of point B in the image.

[0025] Legend:

[0026] 1. Copper base plate; 2. Copper base plate rivet; 3. Driven disc; 4. Shock absorber disc; 5. Spring; 6. Driven disc clamp; 7. Driven disc clamp rivet; 8. Washer; 9. Wave spring; 10. Disc hub core; 11. Disc hub sleeve; 12. Disc hub rivet; 13. Disc hub core retaining ring; 14. Idle speed damping disc; 15. Idle speed spring. Detailed Implementation

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0028] Example:

[0029] Please refer to Figures 1 to 4 This utility model provides a clutch driven disc fixed by an elastic retaining ring, which aims to solve the problem of complex axial limiting structure and low assembly efficiency of clutch disc hub assembly in the prior art.

[0030] The clutch driven plate retaining type disc hub core includes a disc hub core 10, a disc hub sleeve 11 coaxially disposed on the outside of the disc hub core 10, and a disc hub retaining ring 13. The disc hub core 10 serves as the power output core and mounting base of the entire device, and is used to connect with the transmission input shaft and transmit torque. The disc hub sleeve 11 serves as an intermediate carrier for torque input, and is sleeved on the outside of the disc hub core 10 and used to connect the peripheral damping and friction components.

[0031] The hub core 10 has a spline hole extending axially through its center. The inner wall of the spline hole has internal teeth for connecting with the external spline of the transmission input shaft. The outer wall of the hub core 10 has external spline teeth, and the inner hole of the hub sleeve 11 has internal spline teeth that match the external spline teeth. The hub core 10 and the hub sleeve 11 achieve torque transmission through this internal and external spline connection. This spline connection is not completely rigid, but allows the hub sleeve 11 to have a slight circumferential rotation angle relative to the hub core 10. This slight circumferential rotation angle provides the necessary angular displacement space for the subsequent idle speed damping function.

[0032] To achieve axial fixation of the components, an annular groove is provided on the outer wall of the hub core 10. The hub core retaining ring 13 is engaged in the annular groove. The hub core retaining ring 13 is an open elastic retaining ring made of spring steel. It is tightly held at the bottom of the annular groove by utilizing the elastic restoring force of the material itself. The hub core retaining ring 13 is used to provide axial limiting and fixing for the components installed on the hub core 10. Specifically, an idle speed damping mechanism is provided between the hub core 10 and the hub sleeve 11. The hub core retaining ring 13 directly or indirectly restricts the axial displacement of the idle speed damping mechanism and the hub sleeve 11 to prevent them from axially falling off during operation.

[0033] The end of the hub core 10 is also provided with a limiting step. The outer diameter of the limiting step is larger than the bottom diameter of the annular groove. After the hub core retaining ring 13 is installed in place, its side cooperates with the limiting step to form a double blocking structure, which further prevents the hub sleeve 11 and related components from coming off when subjected to axial impact load, and ensures the stability of the hub core 10 and hub sleeve 11.

[0034] The copper base plate 1 has a circular sheet structure and several groups are evenly distributed along the circumference. The copper base plate 1 is fixedly connected to the outer circumferential surface of the driven plate 3 by the copper base plate rivet 2. Its function is to serve as a carrier for the installation of friction material to receive power input from the engine flywheel. The driven plate 3 and the driven plate clamp 6 are located on the outer wall of the hub sleeve 11 and are fixedly connected by the driven plate clamp rivet 7 to form a cage structure that surrounds the hub sleeve 11. The driven plate clamp rivet 7 also serves as a limiting pin for the rotation of the driven plate 3 and the driven plate clamp 6 relative to the shock absorber 4. By cooperating with the pre-reserved notch on the shock absorber 4, it limits the maximum relative rotation angle between the input end and the output end.

[0035] Meanwhile, the damping disc 4 is provided with a connection hole that mates with the hub sleeve 11. The damping disc 4 is sleeved on the outside of the hub core 10. The hub sleeve 11 is fixedly connected to the damping disc 4 by the hub rivet 12, so that the damping disc 4 and the hub sleeve 11 are completely fixed in the rotation direction. The driven disc 3, the driven disc clamp 6 and the damping disc 4 are all provided with corresponding windows. Springs 5 ​​are installed in the windows. In the assembled state, the springs 5 ​​are limited in the cavity formed by these windows. This spring embedded mating structure ensures that when the driven disc 3 receives torque and rotates, the springs 5 ​​must be compressed first to drive the damping disc 4 and the hub sleeve 11 to rotate, thereby realizing flexible torque transmission and impact absorption.

[0036] For the system damping setting, the device also includes a washer 8 and a wave spring 9. The washer 8 and the wave spring 9 are set between the driven plate 3 and the damping plate 4, or between the driven plate clamp 6 and the plate hub sleeve 11. After the wave spring 9 is compressed, it generates an axial thrust, pressing the washer 8 against the surface of the adjacent parts. The friction generated by the relative motion provides axial damping force and consumes vibration energy.

[0037] As an implementation method optimized for idling conditions, in order to solve the problem of gear knocking noise and vibration generated by the transmission in the vehicle idling state, an idling damping mechanism is provided in the clutch driven plate elastic retaining ring fixing disc core. The idling damping mechanism is mainly composed of an idling damping disc 14 and an idling spring 15. The idling damping disc 14 is sleeved on the outer cylindrical surface of the disc core 10 and can rotate relative to the disc core 10 or the disc sleeve 11 within a certain angle range.

[0038] The idle speed spring 15 is installed in the cavity formed by the idle speed damping disc 14 and the disc sleeve 11. This cavity is usually enclosed by the groove on the idle speed damping disc 14 and the corresponding structure on the end face of the disc sleeve 11. The idle speed spring 15 is pre-compressed in this cavity. When a small relative rotation occurs between the disc core 10 and the disc sleeve 11, the idle speed spring 15 is compressed or released, thereby providing low stiffness damping characteristics and absorbing small torque fluctuations. This small relative rotation is the circumferential rotation angle allowed by the fit clearance between the outer spline teeth of the disc core 10 and the inner spline teeth of the disc sleeve 11.

[0039] In this structure, the hub core retaining ring 13 plays a key axial positioning role. After the hub core retaining ring 13 is inserted into the annular groove of the hub core 10, its side directly abuts against the side of the hub core 10. Through this physical obstruction, the hub core 10 is restricted from moving axially outward, thereby axially locking the entire idle speed damping mechanism and hub sleeve 11 assembly in the predetermined position of the hub core 10, ensuring the axial positional stability of each component under high-speed rotation and vibration environment.

[0040] This fixing method, which uses the hub core retaining ring 13 in conjunction with the idle speed damping disc 14, replaces the traditional nut or complex snap ring combination, simplifies the assembly process, and at the same time uses the limiting step at the end of the hub core 10 to prevent the hub sleeve 11 from coming off, making the structure more compact and easier to disassemble and maintain later.

[0041] Working principle: When the clutch is engaged, the rotational power from the engine flywheel first acts on the copper base plate 1, which in turn drives the driven plate 3 and the driven plate clamp 6, which is fixedly connected to it by the driven plate clamp rivet 7, to rotate together. At this time, the torque is not directly transmitted to the output end, but forces the spring 5 installed in the window to compress and deform. The torque after being buffered by the spring 5 is transmitted to the damping plate 4. Since the damping plate 4 is fixedly connected to the hub sleeve 11 by the hub rivet 12, the hub sleeve 11 then rotates and drives the outer spline teeth of the hub core 10 through its inner spline teeth. Finally, the power is output to the transmission input shaft through the spline hole in the center of the hub core 10, realizing the flexible transmission of power.

[0042] During this transmission process, if the engine output torque fluctuates significantly or the vehicle is subjected to road impact, the driven disc 3 and the driven disc clamp 6 will rotate relative to the damping disc 4 and the disc bushing 11 at a large angle. At this time, the spring 5 is compressed violently to absorb the impact energy. At the same time, the wave spring 9 set in the interlayer structure continuously provides axial pressure, which causes the washer 8 to generate frictional damping force on the contact surface of the relative rotation, converting mechanical energy into heat energy for dissipation, thereby attenuating torsional vibration. When the relative rotation angle reaches the design limit, the driven disc clamp rivet 7 contacts the notch edge on the damping disc 4, which plays a limiting protection role.

[0043] When the vehicle is idling or coasting in neutral, the high-frequency, low-amplitude vibrations generated by the engine are transmitted to the hub sleeve 11. At this time, the hub sleeve 11 uses the reserved fit gap between its inner spline teeth and the outer spline teeth of the hub core 10 to perform a slight circumferential reciprocating rotation relative to the hub core 10. This slight rotation directly compresses the idle spring 15 installed in the cavity between the idle damping disc 14 and the hub sleeve 11. The low stiffness of the idle spring 15 effectively filters out the slight vibrations and eliminates the gear knocking noise in the transmission.

[0044] Under all the above working conditions, whether it is high-speed rotation generating centrifugal force or axial load fluctuation, the disc core retaining ring 13, which is engaged in the annular groove of the disc core 10, always plays an axial thrust resisting role. The disc core retaining ring 13 tightly abuts against the end face of the idle speed damping disc 14, firmly restricting the disc sleeve 11, the damping disc 4 and the idle speed damping assembly to the preset axial position of the disc core 10. Together with the limiting step at the end of the disc core 10, it ensures the structural integrity and operational stability of the entire transmission chain.

Claims

1. A disc hub core for fixing a clutch driven disc with an elastic retaining ring, characterized in that, include: The hub core (10), the hub sleeve (11) coaxially disposed on the outside of the hub core (10), and the hub core retaining ring (13). An annular groove is provided on the outer wall of the hub core (10), and the hub core retaining ring (13) is engaged in the annular groove. An idle speed damping mechanism is provided between the hub core (10) and the hub sleeve (11), and the hub core retaining ring (13) is used to provide axial limiting and fixing for the components installed on the hub core (10).

2. A disc hub core for fixing a clutch driven disc with an elastic retaining ring according to claim 1, characterized in that, It also includes a copper base plate (1), a driven disk (3) and a driven disk clamping plate (6); the copper base plate (1) is fixedly connected to the outer circumferential surface of the driven disk (3) by copper base plate rivets (2); the driven disk (3) and the driven disk clamping plate (6) are respectively located on the outer wall of the disk hub sleeve (11) and are fixedly connected by driven disk clamping plate rivets (7).

3. A disc hub core for fixing a clutch driven disc with an elastic retaining ring according to claim 2, characterized in that, It also includes a shock absorber (4) and a hub rivet (12); the shock absorber (4) is sleeved on the outside of the hub core (10), and the hub sleeve (11) is fixedly connected to the shock absorber (4) through the hub rivet (12); the driven plate (3), the driven plate clamp (6) and the shock absorber (4) are all provided with corresponding windows, and springs (5) are installed in the windows.

4. A disc hub core for fixing a clutch driven disc with an elastic retaining ring according to claim 3, characterized in that, The idle speed damping mechanism includes an idle speed damping disc (14) and an idle speed spring (15); the idle speed damping disc (14) is sleeved on the disc core (10), and the idle speed spring (15) is installed in the cavity formed by the idle speed damping disc (14) and the disc core sleeve (11); the disc core retaining ring (13) abuts against the side of the disc core 10 to restrict the axial displacement of the idle speed damping disc (14).

5. A disc hub core for fixing a clutch driven disc with an elastic retaining ring according to claim 4, characterized in that, It also includes a washer (8) and a wave spring (9); the washer (8) and the wave spring (9) are disposed between the driven disc (3) and the damping disc (4), or between the driven disc clamp (6) and the disc hub sleeve (11), for providing axial damping force.

6. A disc hub core for fixing a clutch driven disc with an elastic retaining ring according to claim 1, characterized in that, The center of the hub core (10) is provided with a spline hole for connection with the input shaft of the transmission; the outer wall of the hub core (10) is provided with external spline teeth, and the inner hole of the hub sleeve (11) is provided with internal spline teeth. The two are connected by spline to achieve torque transmission and allow a small circumferential rotation angle.

7. A disc hub core for fixing a clutch driven disc with an elastic retaining ring according to claim 3, characterized in that, The hub core retaining ring (13) is an open elastic retaining ring made of spring steel; the end of the hub core (10) is provided with a limiting step, and the hub core retaining ring (13) cooperates with the limiting step to prevent the hub sleeve (11) from coming off.

8. A disc hub core for fixing a clutch driven disc with an elastic retaining ring according to claim 2, characterized in that, The copper base plate (1) is a circular sheet structure, and several groups are evenly distributed along the circumference; the driven disk clamping rivet (7) also serves as a limiting pin for the rotation of the driven disk (3) and the driven disk clamping plate (6) relative to the shock-absorbing disk (4).

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