Damping element mounting and drivetrain assembly for a work vehicle

Abstract

Damping element holder (24) for torsion-free force bypass around a torsional damping element, wherein the holder (24) comprises: a shaft engagement section (26) configured to be rotatably coupled to a shaft (20) transmitting a torsional force; a damping element engagement section (28) configured to be coupled to the torsional damping element (22); and an intermediate section (30) arranged between the shaft engagement section (26) and the damping element engagement section (28) and configured to transmit a torsion-free force between the shaft (20) and the torsional damping element (22).

Description

BACKGROUND OF THE DISCLOSUREVehicles, such as tractors or other work vehicles, may be subject to spikes or transient events of high torsional force or vibration between the engine and another powertrain component, such as a transmission or driveshaft. A torsion damper may reduce extreme torque and / or vibration values in a vehicle powertrain, thereby preventing premature wear and / or damage to the engine, driveshaft, and / or other powertrain components. However, such vehicles may also be subjected to substantial, non-torsional forces, such as axial and / or radial forces, at or between powertrain components and / or between portions of the torsion damper. In a non-limiting example, a shift of a transmission of the work vehicle may generate and direct a substantial axial force through a torsion damper shaft. In addition, radial and imbalance loads may be directed from the mass and / or rotation of the driveshaft to or through the torsion damper. Such non-torsional forces may cause premature wear and / or damage to the torsion damper and / or other powertrain components.There is therefore a need for a damping element mount and powertrain assembly for a work vehicle that reduce the likelihood of premature wear and / or damage from non-torsion forces.Furthermore, DE 35 35 439 A1 discloses a drive arrangement for a motor vehicle, comprising: an internal combustion engine, the output shaft of which is connected to a first flywheel which is coaxial with its axis of rotation; a transmission, the input shaft of which runs substantially coaxial with the output shaft; a friction clutch between the output shaft and the input shaft, having a clutch housing which is fixedly connected to the first flywheel, a pressure plate which is guided in a rotationally fixed but axially displaceable manner relative to the first flywheel, a clutch plate which is arranged axially between the first flywheel and the pressure plate and is connected in a rotationally fixed but axially displaceable manner to the input shaft, and a clutch spring device which acts between the clutch housing and the pressure plate and presses the pressure plate against the first flywheel via the clutch plate.SUMMARY OF THE DISCLOSUREAccording to an aspect of the present disclosure, a damper bracket for non-torsionally force bypassing a torsion damper is provided. The bracket includes a shaft engagement portion configured to be rotatably coupled to a shaft that transmits a torsion force, a damper engagement portion configured to be coupled to the torsion damper, and an intermediate portion disposed between the shaft engagement portion and the damper engagement portion and configured to transmit a torsion-free force between the shaft and the torsion damper.According to an aspect of the present disclosure, a powertrain assembly for a work vehicle is provided. The assembly includes an engine having a flywheel configured to provide torsional force to the work vehicle, a driveline component receiving the torsional force from the engine, a shaft disposed between the flywheel of the engine and the driveline component, the shaft transmitting the torsional force between the flywheel and the driveline component, a torsion damping element coupled to the flywheel and the shaft to transmit the torsional force between the flywheel and the shaft through the torsion damping element, and a damping element mount having a damping element engagement portion coupled to the torsion damping element and an intermediate portion transmitting a non-torsion force between the shaft and the torsion damping element.Further features and aspects will become apparent in view of the detailed description and from the accompanying drawings.Brief Description of the DrawingsThe detailed description of the drawings refers to the accompanying figures, in which: FIG. 1 illustrates a work vehicle according to an embodiment of the present disclosure; FIG. 2 illustrates a powertrain assembly for a work vehicle according to an embodiment of the present disclosure; FIG. 3 illustrates a powertrain assembly for a work vehicle according to an embodiment of the present disclosure; FIG. 4 is a cross-sectional view of a powertrain assembly for a work vehicle according to an embodiment of the present disclosure; and FIG. 5 is a partial cross-sectional view of portions of a powertrain assembly for a work vehicle according to an embodiment of the present disclosure.Detailed Description of the DrawingsReferring to FIG. 1, a powertrain assembly 10 for a work vehicle 12 is provided according to an embodiment of the present disclosure. The assembly 10 of the embodiment illustrated in FIG. 1 includes an engine 14. the engine 14 includes a flywheel 16. the engine 14 generates and / or provides a torsional force that is at least partially provided by the flywheel 16 for movement or other operation of the work vehicle 12. The assembly 10 further includes at least one powertrain component 18. as part of at least one of its functions, the powertrain component 18 receives the torsional force from the engine 14. The assembly 10 further includes a shaft 20 disposed between the flywheel 16 of the engine 14 and the powertrain component 18. The shaft 20 of the illustrated embodiment transmits the torsional force between the flywheel 16 and the powertrain component 18.With reference to FIG. 2, with continued reference to FIG. 1, the assembly 10 further includes a torsion damping element 22 coupled to the flywheel 16 and the shaft 20. In the illustrated embodiment, the torsion damping element 22 is fixedly or rigidly coupled to the flywheel 16, i.e., is coupled against relative angular, axial, or other displacement or movement. As shown in FIG. 2, the torsion damping element 22 is generally disposed between the flywheel 16 and the shaft 20 behind the engine 14. The torsion damping element 22 transfers the torsional force between the flywheel 16 and the shaft 20 via the torsion damping element 22. the torsion damping element 22 is configured to reduce extremes or variations in the torsional force or vibration by incorporating springs or other biasing elements and / or viscous or other fluids that are acted upon by displacement, movement, torque, or vibration of or between the first portion 38 and the second portion 40 of the torsion damping element 22, as shown in FIGS. 4 and 5 and described in detail below.As shown in FIGS. 2 and 3, the assembly 10 further includes a damper bracket 24 coupled to the torsion damper 22. In the illustrated embodiment, the damper bracket 24 is rigidly or fixedly coupled to the torsion damper 22 at an outer circumferential portion 50 of the torsion damper 22. The damper bracket 24 allows axial, radial, and other non-torsional forces to bypass the torsion damper 22 and / or act around or be shared with the torsion damper 22, such that non-torsional forces transmitted across portions of the torsion damper 22 and not rigidly or fixedly coupled to the flywheel 16 are reduced or eliminated. In additional embodiments, not shown, the damper bracket 24 may be coupled to the torsion damper 22 at another portion of the torsion damper 22 to prevent or reduce non-torsion forces acting on or through one or more interfaces of the torsion damper 22.The damper bracket 24 includes a shaft engagement portion 26 rotatably coupled to the shaft 20, i.e., coupled to the shaft 20, while allowing relative pivoting or rotation. The damper bracket 24 further includes a damper engaging portion 28 coupled to the torsion damper 22, and an intermediate portion 30 that transmits a non-torsion force between the shaft 20 and the torsion damper 22 in the illustrated embodiment. The intermediate portion 30 is disposed between the shaft engagement portion 26 and the damper engagement portion 28 in the illustrated embodiment.FIG. 4 illustrates a cross-section of portions of the assembly 10 that include the torsion damping element 22, the damping element mount 24, and the shaft 20. As shown in FIG. 4, the assembly 10 and / or the damper bracket 24 include a bearing member 34 disposed on the shaft engagement portion 26 such that the damper bracket 24 is rotatable or pivotable relative to the shaft 20. The bearing element 34 in the illustrated embodiment is a ball bearing assembly, but may include one or more of a radial, thrust, roller, pin, fluid, sliding, sleeve, or other type of bearing or other bearing configuration to allow relative rotation between the shaft 20 and the shaft engagement portion 26 of the damper bracket 24. In the illustrated embodiment, the bearing member 34 is positioned on or on a damper shaft 48. The damper shaft 48 forms part of the shaft 20 in the illustrated embodiment, but may be coupled to the shaft 20 in one or more other embodiments. The damper shaft 48 of the illustrated embodiment extends through and is coaxial with the torsion damper 22 in the illustrated embodiment.The intermediate portion 30 includes a plurality of connecting members 36 that extend axially from the shaft engagement portion 26 to the damper engagement portion 28. In the illustrated embodiment, the plurality of fasteners 36 extend axially and radially outward from the shaft engagement portion 26 to the damper engagement portion 28. In the illustrated embodiment, the plurality of fasteners 36 include three spokes best shown in FIG. 3, but also include any number of spokes or other structure(s) capable of transmitting force between the damper engagement portion 28 and the shaft engagement portion 26 in other embodiments.Referring to FIG. 5, with continued reference to FIGS. 1-4, the torsion damping element 22 includes a first portion 38 and a second portion 40 disposed radially outward from the first portion 38. The first portion 38 of the torsion damping element 22 is rotatable or pivotable relative to the second portion 40 of the torsion damping element 22. In the illustrated embodiment, the first portion 38 and the second portion 40 of the torsion damping member 22 are configured to rotate or pivot relative to each other about their common axis 52. One or more spring members 42 or other biasing members is / are operatively disposed between the first portion 38 and the second portion 40. One or more fluid-tight cavities 44 is / are mechanically disposed between the first portion 38 and the second portion 40 to receive a viscous or other fluid. One or more rib(s) 46 is / are configured to rotate or pivot with each of the first portion 38 and the second portion 40 for relative movement between the ribs 46 in the cavities 44. In one or more embodiments, not shown, the torsion damping element 22 does not include fluid and / or other component described herein.The shaft 20 is coupled to the first portion 38 of the torsion damping member 22. In the illustrated embodiment, the shaft 20 is fixedly or rigidly coupled to the first portion 38 of the torsion damping member 22, i.e., is coupled against relative angular, axial, or other displacement or movement. The damper engaging portion 28 of the damper bracket 24 is rigidly or fixedly coupled to the second portion 40 of the torsion damper 22. The second portion 40 of the torsion damping element 22 is rigidly or fixedly coupled to the flywheel 16. When relatively large torsional loads are applied to the torsion damping member 22, the first portion 38 is angularly displaced from or does not correspond to the position or rotation of the second portion 40. Accordingly, during an occurrence of a high torsional load, as permitted by the bearing member 34 and / or another structure configured for rotational support, the shaft 20 is angularly displaced from the damper bracket 24.The shaft 20 transmits a torsional force to the first portion 38 of the torsion damping element 22 and / or the first portion 38 transmits a torsional force to the shaft 40 in one or more embodiments of the present disclosure. further, in one or more embodiments of the present disclosure, the damping element mount 24 transmits a non-torsional force to the second portion 40 of the torsion damping element 22 and / or the torsion damping element 22 transmits a non-torsional force to the second portion 40 of the damping element mount 24.In an embodiment not shown, the damper bracket 24 is rotatably coupled to the first portion of the torsion damper 22. In such an embodiment, the damper bracket 24 allows torsional force to be transferred between the first portion 38 and the second portion 40 but axial, radial, and / or other non-torsional forces to be transferred through the damper bracket 24, bypassing an interface 54 between the first portion 38 and the second portion 40, as generally shown in FIG. 5.According to the embodiments described herein, axial, radial, and / or other non-torsional forces acting on or through the damper element shaft 48 may also act through the bearing element 34 and thus through the damper element mount 24 and the outer, second portion 40 of the torsion damper element 22. Accordingly, one or more embodiments of the present disclosure reduce a non-torsional force difference between the first portion 38 coupled to the damper shaft 48 and the second portion 40 coupled to the damper bracket 24.Without limiting the scope, interpretation, or application of the claims below in any way, the embodiments described herein prevent or reduce a non-torsional force differential acting through or on the torsion damping element 22. Non-torsional forces in conventional systems, including but not limited to thrust, axial, radial, and / or imbalance forces, may act through or between driveline components and / or through or between the first portion 38 and the second portion 40 of the torsion damping element 22 to potentially cause premature wear and / or damage to the torsion damping element 22 and / or other driveline components. In a non-limiting example, a shift of a transmission of the vehicle 12 may generate and transmit axial forces through the shaft 20 such that the torsion damping element 22 may absorb positive or negative axial forces. Thrust loads of conventional systems act on the springs 42, the cavities 44, one or more seals or rings, and / or another portion of the torsion damping element 22 to cause damage or wear. The embodiments described herein provide the damper bracket 24 and the powertrain assembly 10 that facilitate bypassing, distributing, or balancing such non-torsional forces on or about the torsion damper 22. Additionally, the mass of the damper mount 24 of the described embodiments supplements the rotating mass of the flywheel 16, shaft 20, and motor 14, thereby further improving the torsional damping of the powertrain assembly 10, such as during transmission shift events or other operation of the powertrain component 18.While the above describes example embodiments of the present disclosure, these descriptions are not to be considered in a limiting sense. Rather, other variations and changes may be made without departing from the scope of the present disclosure as defined in the appended claims.

Claims

A damper bracket (24) for non-torsionally bypassing a torsion damper, the bracket (24) comprising: a shaft engagement portion (26) configured to be rotatably coupled to a shaft (20) that transmits a torsional force; a damper engagement portion (28) configured to be coupled to the torsion damper (22); and an intermediate portion (30) disposed between the shaft engagement portion (26) and the damper engagement portion (28) and configured to transmit a non-torsionally force between the shaft (20) and the torsion damper (22).The damper bracket (24) of claim 1, wherein the shaft (20) is configured to be coupled to a first portion (38) of the torsion damper (22).The damper bracket (24) of claim 2, wherein the damper engaging portion (28) is configured to be coupled to a second portion (40) of the torsion damper (22) disposed radially outward of the first portion (38) of the torsion damper.The damper bracket (24) of claim 3, wherein the second portion (40) of the torsion damper (22) is coupled to a flywheel (16).The damper bracket (24) of claim 3 or 4, wherein the first portion (38) of the torsion damper (22) is rotatable relative to the second portion (40) of the torsion damper (22).The damper bracket (24) of any of claims 1 to 5, further comprising a bearing member (34) disposed on the shaft engagement portion (26) to allow relative rotation between the damper bracket (24) and the shaft (20).The damper bracket (24) of any of claims 1 to 6, wherein the intermediate portion (30) comprises a plurality of connecting members (36) extending axially from the shaft engagement portion (26) to the damper engagement portion (28).A powertrain assembly (10) for a work vehicle (12), the assembly (10) comprising: an engine (14) having a flywheel (16) configured to provide a torsional force to the work vehicle (12); a powertrain component (18) receiving the torsional force from the engine (14); a shaft (20) disposed between the flywheel (16) of the engine (14) and the powertrain component (18), the shaft (20) transmitting the torsional force between the flywheel (16) and the powertrain component (18); a torsion damping element (22) coupled to the flywheel (16) and the shaft (20) to transmit the torsional force between the flywheel (16) and the shaft (20) through the torsion damping element (22); and a damping element holder (24) having a damping element engaging portion (28) coupled to the torsion damping element (22) and an intermediate portion (30) transmitting a torsion-free force between the shaft (20) and the torsion damping element (22), wherein the damping element holder (24) further includes a shaft engaging portion (26) rotatably coupled to the shaft (20), wherein the intermediate portion (30) is disposed between the shaft engaging portion (26) and the damping element engaging portion (28).The assembly (10) of claim 8, further comprising a bearing member (34) disposed on the shaft engagement portion (26) such that the damper bracket (24) is rotatable relative to the shaft (20).The assembly (10) of claim 8 or 9, wherein the intermediate portion (30) comprises a plurality of connecting members (36) extending axially from the shaft engagement portion (26) to the damper engagement portion (28).Assembly (10) according to any one of claims 8 to 10, wherein the torsion damping element (22) comprises a first portion (38) and a second portion (40) arranged radially outside the first portion (38).The assembly (10) of claim 11, wherein the shaft (20) is coupled to the first portion (38) of the torsion damping element (22).The assembly (10) of claim 11 or 12, wherein the damper engagement portion (28) of the torsion damper (22) is coupled to the second portion (40) of the torsion damper (22).The assembly (10) of any of claims 11 to 13, wherein the second portion (40) of the torsion damping element (22) is coupled to the flywheel (16).The assembly (10) of any of claims 11 to 14, wherein the first portion (38) of the torsion damping element (22) is rotatable relative to the second portion (40) of the torsion damping element (22).The assembly (10) of any of claims 11 to 15, wherein the shaft (20) and the first portion (38) of the torsion damping element (22) are configured to transmit a torsion force therebetween, and the damping element mount (24) and the second portion (40) of the torsion damping element (22) are configured to transmit a torsion-free force therebetween.The assembly (10) of any of claims 8 to 16, wherein the drive train component (18) is a transmission.

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