Torsional damper, engine and vehicle

Abstract

The present disclosure relates to a torsional damper, an engine and a vehicle, the torsional damper comprising a hub, a damping ring, an inertia ring and a spoke disc, the damping ring being sleeved on an outer peripheral wall of the hub, the inertia ring being sleeved on the damping ring so that the damping ring is located between the hub and the inertia ring, the spoke disc being arranged on a side of the hub in an axial direction and being connected with the hub, and the spoke disc being used for being connected with a crankshaft. The torsional damper mainly generates a damping effect by the damping ring in a low load and low speed section, so as to ensure reliability and NVH. In a high speed and high load section, the damping effect is mainly generated by the spoke disc, the damping ring is subjected to reduced load, and the reliability and NVH performance are ensured. Thus, the torsional damper can meet both the damping performance and the high temperature resistance performance, and the use effect of the torsional damper can be improved.

Description

Technical Field

[0001] This disclosure relates to the field of engine technology, and more particularly to a torsional damper, engine, and vehicle. Background Technology

[0002] In related technologies, torsional vibration dampers cannot simultaneously meet the requirements of vibration reduction performance and high temperature resistance, resulting in certain limitations in their application. Utility Model Content

[0003] The purpose of this disclosure is to provide a torsional damper, engine, and vehicle to solve the problems in the aforementioned related technologies.

[0004] To achieve the above objectives, one aspect of this disclosure provides a torsional vibration damper, comprising: Wheel hub; A vibration damping ring, wherein the vibration damping ring is fitted onto the outer peripheral wall of the hub; An inertia ring is fitted onto the damping ring so that the damping ring is located between the hub and the inertia ring; A spoke disc, on which the hub is fitted, the spoke disc is connected to the hub, and the spoke disc is used to connect to the crankshaft.

[0005] The above technical solution, through the placement of a damping ring located between the hub and the inertia ring, absorbs vibration energy and achieves vibration reduction. The connection between the spoke disc and the hub, and the multi-point connection force of the spoke disc, strengthens the structure at multiple points, providing strong support to the hub. This makes the spoke disc and hub less prone to cracking failure under prolonged high temperatures, thus extending the service life of the entire torsional vibration damper. In low-load and low-speed ranges, the damping ring primarily provides vibration reduction, ensuring reliability and NVH (noise, vibration, and harshness). In high-speed and high-load ranges, the spoke disc primarily provides vibration reduction, reducing the load on the damping ring and ensuring reliability and NVH performance. Therefore, this torsional vibration damper satisfies both vibration reduction and high-temperature resistance requirements, improving its overall performance.

[0006] In some possible implementations, the hub includes an annular body with a protrusion formed on the inner peripheral wall of the annular body, the protrusion protruding in the radial direction of the annular body, the spoke disk being connected to the protrusion, and the damping ring being sleeved on the outer peripheral wall of the annular body.

[0007] This design facilitates the installation and fixation of the spoke disc, allowing the annular body to be fitted onto the spoke disc.

[0008] In some possible implementations, the protrusion is provided with a first connecting portion, and the spoke disk is provided with a second connecting portion, the spoke disk being connected to the protrusion through the cooperation of the first connecting portion and the second connecting portion.

[0009] This design facilitates the connection between the spoke disc and the protrusion, making assembly easier.

[0010] In some possible implementations, one of the first connecting portion and the second connecting portion is configured as a rivet pin, and the other is configured as a connecting hole, wherein the rivet pin is used to be inserted into the connecting hole for riveting.

[0011] This setup enables rapid positioning and assembly, while also facilitating riveting operations.

[0012] In some possible implementations, there are multiple first connecting portions and multiple second connecting portions, with each first connecting portion and each second connecting portion corresponding to the other, and the multiple first connecting portions and multiple second connecting portions are spaced apart around the axis of the annular body.

[0013] This setup enables multi-point connections and improves connection strength.

[0014] In some possible implementations, the number of spokes is one or more; The spokes are stacked in the axial direction of the spokes.

[0015] With this configuration, the number of wheel spokes can be adjusted according to the required structural stiffness, making structural stiffness adjustment very convenient and adaptable to different engine models.

[0016] In some possible implementations, the spoke disc includes an inner ring disc, an outer ring disc, and a plurality of spokes. The outer ring disc is fitted onto the inner ring disc. Each spoke is located between the inner ring disc and the outer ring disc. One end of each spoke is connected to the inner ring disc, and the other end of each spoke is connected to the outer ring disc. The plurality of spokes are radially distributed around the axis of the inner ring disc. The outer ring disc is connected to the hub, and the inner ring disc is used to connect to the crankshaft. Each spoke is configured to produce elastic deformation.

[0017] This configuration ensures structural strength at low speeds and allows for torsional deformation to absorb energy at high speeds.

[0018] In some possible implementations, the damping ring is made of rubber, and the hub and spoke disc are made of metal.

[0019] This design helps reduce vibration while ensuring structural strength.

[0020] A second aspect of this disclosure also provides an engine including a crankshaft and the aforementioned torsional damper; The crankshaft is connected to the spoke disc of the torsional damper.

[0021] This configuration improves engine reliability and reduces noise generated by vibration.

[0022] A third aspect of this disclosure also provides a vehicle including the aforementioned torsional damper or the aforementioned engine.

[0023] This configuration can improve the vehicle's NVH performance, ride comfort, and reliability.

[0024] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0025] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of the structure of a torsional vibration damper according to one embodiment of the present disclosure.

[0026] Explanation of reference numerals in the attached figures 1. Hub; 11. Annular body; 12. Protrusion; 13. First connecting part; 2. Vibration damping ring; 3. Inertia loop; 4. Spoke disc, 41. Second connecting part, 42. Inner ring disc, 43. Outer ring disc, 44. Spoke. Detailed Implementation

[0027] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0028] In this disclosure, unless otherwise stated, "inner" and "outer" refer to the inner and outer parts of the relevant components. Furthermore, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0029] In the description of this disclosure, it should also be noted that, unless otherwise expressly specified and limited, the terms "setup" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can be a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0030] The torsional damper, located within the engine and connected to the crankshaft, eliminates the need for the crankshaft to pass through the engine hood. This eliminates the need for perforations and oil seals in the engine hood, resulting in lower crankshaft rotational resistance and reduced engine friction. This helps lower overall fuel consumption and reduces the path of engine noise transmission to the outside, thus improving engine NVH (noise, vibration, and harshness) and enhancing the user's driving experience. However, because it is located within the engine, the torsional damper must withstand high temperatures and vibrations.

[0031] In related technologies, torsional vibration dampers cannot simultaneously meet both vibration damping and high-temperature resistance requirements, leading to certain limitations in their application. Specifically, while ensuring high-temperature resistance, these dampers are prone to insufficient vibration damping performance; conversely, even when vibration damping performance is met, they are susceptible to cracking and failure due to prolonged exposure to high temperatures. For instance, rubber-type torsional vibration dampers are prone to cracking and failure under high temperatures and heavy loads, while spoked metal torsional vibration dampers can withstand high temperatures but lack sufficient vibration damping performance.

[0032] Therefore, such as Figure 1 As shown, one aspect of this disclosure provides a torsional vibration damper, including a hub 1, a damping ring 2, an inertia ring 3, and a spoke disc 4.

[0033] The damping ring 2 is fitted onto the outer circumferential wall of the hub 1. The inertia ring 3 is fitted onto the damping ring 2 so that the damping ring 2 is located between the hub 1 and the inertia ring 3. The hub 1 is fitted onto the spoke disc 4, which is connected to the hub 1 and is used to connect to the crankshaft.

[0034] In the above technical solution, the damping ring 2, located between the hub 1 and the inertia ring 3, absorbs vibration energy and achieves vibration reduction. The connection between the spoke disc 4 and the hub 1, and the multi-point connection force of the spoke disc 4, strengthens the structure at multiple points, providing strong support for the hub 1. This makes the spoke disc 4 and hub 1 less prone to cracking failure under prolonged high temperatures, thus improving the service life of the entire torsional vibration damper. In low-load and low-speed ranges, the damping ring 2 primarily provides vibration reduction, ensuring reliability and NVH (noise, vibration, and harshness). In high-speed and high-load ranges, the spoke disc 4 primarily provides vibration reduction, reducing the load on the damping ring 2 and ensuring reliability and NVH performance. Therefore, this torsional vibration damper satisfies both vibration reduction and high-temperature resistance requirements, improving its overall performance.

[0035] Optionally, in one embodiment of this disclosure, the hub 1 includes an annular body 11, the inner peripheral wall of the annular body 11 is formed with a protrusion 12, the protrusion 12 protrudes along the radial direction of the annular body 11, the spoke disk 4 is connected to the protrusion 12, and the damping ring 2 is sleeved on the outer peripheral wall of the annular body 11.

[0036] The annular body 11 is used to house the vibration damping ring 2, providing support for it so that the vibration damping ring 2 can be stably fitted onto the annular body 11. The protrusion 12 on the inner peripheral wall of the annular body 11 facilitates the installation and fixation of the wheel spoke disk 4, allowing the annular body 11 to be fitted onto the wheel spoke disk 4. In some examples, the protrusion 12 is integrally formed with the annular body 11, and the protrusion 12 is a raised ring formed on the inner peripheral wall of the annular body 11, which can provide annular support and fixation for the wheel spoke disk 4.

[0037] In the axial direction of the annular body 11, the width of the annular body 11 is greater than the width of the protrusion 12. The annular body 11 supports the vibration damping ring 2 and has a large width requirement, so it can be set to a larger size. The protrusion 12 is used for the installation of the spoke disc 4 and has a small width requirement, so it can be set to a smaller size, thereby saving costs.

[0038] Optionally, in one embodiment of this disclosure, a first connecting portion 13 is provided on the protrusion 12, and a second connecting portion 41 is provided on the spoke disk 4. The spoke disk 4 is connected to the protrusion 12 through the cooperation of the first connecting portion 13 and the second connecting portion 41. The first connecting portion 13 and the second connecting portion 41 facilitate the connection between the spoke disk 4 and the protrusion 12, making assembly convenient.

[0039] Optionally, in one embodiment of this disclosure, one of the first connecting portion 13 and the second connecting portion 41 is configured as a rivet pin, and the other is configured as a connecting hole. The rivet pin is inserted into the connecting hole for riveting. The rivet pin and the connecting hole enable quick positioning and assembly, and the riveting operation is convenient. It is understood that when the spoke disc 4 needs to be installed, the rivet pin is inserted into the connecting hole, and then the rivet pin is riveted, thus fixing the rivet pin in the connecting hole, thereby fixing the spoke disc 4 to the protrusion 12.

[0040] Optionally, in another embodiment of this disclosure, both the first connecting portion 13 and the second connecting portion 41 are configured as light holes, and the first connecting portion 13 and the second connecting portion 41 are connected and fixed by passing through fasteners. The fasteners can be bolts. It is understood that when the spoke disc 4 needs to be installed, the fasteners are inserted into the two light holes to secure the spoke disc 4 to the protrusion 12, thereby achieving the connection between the spoke disc 4 and the protrusion 12.

[0041] Optionally, in one embodiment of this disclosure, there are multiple first connecting portions 13 and multiple second connecting portions 41, with one-to-one correspondence between the first connecting portions 13 and the second connecting portions 41. The multiple first connecting portions 13 and multiple second connecting portions 41 are spaced apart around the axis of the annular body 11. This arrangement enables multi-point connection, improving connection strength. Simultaneously, the annular spacing of the multiple first connecting portions 13 and multiple second connecting portions 41 provides a circumferential fixing effect, ensuring the connection and fixation at multiple positions of the spoke disk 4. In some examples, the multiple first connecting portions 13 are equally spaced, and the multiple second connecting portions 41 are equally spaced. In other examples, the multiple first connecting portions 13 may be unequally spaced, and the multiple second connecting portions 41 may also be unequally spaced.

[0042] Optionally, in one embodiment of this disclosure, the number of spokes 4 is one or more. The multiple spokes 4 are stacked along their axial direction. This arrangement allows for adjustment of the number of spokes as needed to improve structural stiffness, making structural stiffness adjustment very convenient and adaptable to different engine models. It is understood that as the number of spokes 4 increases, the structural stiffness is stronger, making it suitable for engines with high structural strength requirements.

[0043] Optionally, in one embodiment of this disclosure, the spoke disk 4 includes an inner ring disk 42, an outer ring disk 43, and a plurality of spokes 44. The outer ring disk 43 is fitted onto the inner ring disk 42. Each spoke 44 is located between the inner ring disk 42 and the outer ring disk 43. One end of each spoke 44 is connected to the inner ring disk 42, and the other end of each spoke 44 is connected to the outer ring disk 43. The plurality of spokes 44 are radially distributed around the axis of the inner ring disk 42. The outer ring disk 43 is connected to the hub 1, and the inner ring disk 42 is used to connect to the crankshaft. Each spoke 44 is configured to produce elastic deformation.

[0044] The outer ring disk 43, the inner ring disk 42, and multiple spokes 44 are located on a radial plane. The outer ring disk 43 and the inner ring disk 42 are nested together and connected by multiple spokes 44 to form the entire spoke disk 4. The outer ring disk 43, the inner ring disk 42, and the multiple spokes 44 provide rigid support. At low speeds, the spokes 44 will not deform, meeting the structural strength requirements. At high speeds, the spokes 44 undergo torsional deformation, which can absorb energy, thereby attenuating the energy and reducing the energy acting on the damping ring 2, ensuring the service life of the damping ring 2.

[0045] The inner ring disk 42 has a through hole at its center, and the inner ring disk 42 is fitted onto the crankshaft through the through hole, thereby connecting the torsional damper to the crankshaft. It should be noted that when there are multiple spoke disks 4, the spokes 44 of the multiple spoke disks 4 are completely overlapped in the axial direction on the spoke disk 4, so that they can undergo torsional deformation together when subjected to force.

[0046] Optionally, in one embodiment of this disclosure, the damping ring 2 is made of rubber. The damping ring 2, made of rubber, can generate a damping effect. In some examples, the rubber material is selected as oil-resistant and high-temperature-resistant hydrogenated nitrile rubber, which can be connected to the inertia ring 3 and the hub 1 through a vulcanization process. Of course, in other examples, other oil-resistant and high-temperature-resistant rubber materials can also be selected.

[0047] Alternatively, in another embodiment of this disclosure, the vibration damping ring 2 may be made of plastic, silicone, or foam.

[0048] Optionally, in one embodiment of this disclosure, the hub 1 and the spoke disc 4 are made of metal. The hub 1 requires high strength and can be made of materials such as ductile iron 800, while the spoke disc 4 can be made of materials such as 65Mn steel. This ensures the structural strength of the torsional vibration damper.

[0049] A second aspect of this disclosure also provides an engine including a crankshaft and the aforementioned torsional damper. The crankshaft is connected to the spoke disc 4 of the torsional damper.

[0050] The engine oil temperature increases with engine speed and load. At low engine speeds, the engine oil temperature is low. For example, when the engine speed is 3000 rpm or below, centrifugal vibration is minimal. At this time, the spokes 44 of the wheel disc 4 do not deform, and vibration is mainly reduced by the damping ring 2, ensuring NVH (noise, vibration, and harshness). The rubber damping ring 2 has low temperature and deformation rate, and its lifespan meets the engine's design life.

[0051] When the engine operates under high-speed, high-load conditions, such as engine speeds above 3000 rpm, the spokes 44 of the wheel spoke disc 4 first undergo torsional deformation, attenuating the main energy, and then vibration is absorbed through the damping ring 2. The maximum deformation rate of the spokes 44 of the wheel spoke disc 4 does not exceed its design deformation rate, ensuring the service life of the wheel spoke disc 4. Because the spokes 44 of the wheel spoke disc 4 absorb energy, the deformation rate of the damping ring 2 is low or even non-deformed, maintaining reliability and ensuring a reliable service life even at high oil temperatures.

[0052] A third aspect of this disclosure also provides a vehicle including the aforementioned torsional damper or the aforementioned engine.

[0053] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0054] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0055] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A torsional vibration damper, characterized in that, include: Wheel hub; A vibration damping ring, wherein the vibration damping ring is fitted onto the outer peripheral wall of the hub; An inertia ring is fitted onto the damping ring so that the damping ring is located between the hub and the inertia ring; A spoke disc, on which the hub is fitted, the spoke disc is connected to the hub, and the spoke disc is used to connect to the crankshaft.

2. The torsional vibration damper according to claim 1, characterized in that, The hub includes an annular body, the inner peripheral wall of which has a protrusion that protrudes along the radial direction of the annular body. The spoke disc is connected to the protrusion, and the damping ring is fitted onto the outer peripheral wall of the annular body.

3. The torsional vibration damper according to claim 2, characterized in that, The protrusion is provided with a first connecting part, and the spoke disk is provided with a second connecting part. The spoke disk is connected to the protrusion through the cooperation of the first connecting part and the second connecting part.

4. The torsional vibration damper according to claim 3, characterized in that, One of the first connecting part and the second connecting part is configured as a rivet pin, and the other is configured as a connecting hole. The rivet pin is used to be inserted into the connecting hole for riveting.

5. The torsional vibration damper according to claim 3, characterized in that, There are multiple first connecting parts and multiple second connecting parts, and the first connecting parts and the second connecting parts correspond one-to-one. The multiple first connecting parts and multiple second connecting parts are arranged at intervals around the axis of the annular body.

6. The torsional vibration damper according to claim 1, characterized in that, The number of spokes is one or more; The spokes are stacked in the axial direction of the spokes.

7. The torsional vibration damper according to claim 1, characterized in that, The wheel spoke disc includes an inner ring disc, an outer ring disc, and a plurality of spokes. The outer ring disc is fitted onto the inner ring disc. Each spoke is located between the inner ring disc and the outer ring disc. One end of each spoke is connected to the inner ring disc, and the other end of each spoke is connected to the outer ring disc. The plurality of spokes are radially distributed around the axis of the inner ring disc. The outer ring disc is connected to the wheel hub, and the inner ring disc is used to connect to the crankshaft. Each spoke is configured to produce elastic deformation.

8. The torsional vibration damper according to any one of claims 1-7, characterized in that, The vibration damping ring is made of rubber, while the wheel hub and the wheel spoke disc are made of metal.

9. An engine, characterized in that, Includes a crankshaft and a torsional damper as described in any one of claims 1-8; The crankshaft is connected to the spoke disc of the torsional damper.

10. A vehicle, characterized in that, Includes the torsional damper as described in any one of claims 1-8, or the engine as described in claim 9.

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