Vibration damper and transmission system

Abstract

The present invention relates to a vibration damper and a transmission system. The vibration damper comprises a central hub and a spoke spring buffer member. The spoke spring buffer member is disposed on the outer peripheral side of the central hub, and the spoke spring buffer comprises an outer ring portion and a plurality of spoke springs, wherein the outer ring portion is disposed on the outer peripheral side of the central hub; the plurality of spoke springs are each connected between the central hub and the outer ring portion in a radial direction and are distributed at intervals in a circumferential direction; and the plurality of spoke springs are elastically deformable to allow the central hub to move relative to the outer ring portion. The vibration damper of the present invention can achieve a relatively large eccentricity compensation function, can absorb axial vibration, and can reduce noise. In addition, the vibration damper of the present invention is simple in structure and low in cost.

Description

Shock absorbers and transmission systems Technical Field

[0001] This invention relates to the field of vehicle transmission technology. Specifically, this invention relates to a shock absorber and transmission system for a vehicle. Background Technology

[0002] In hybrid vehicles, the engine and electric motor are connected via a hybrid torque-limiting damper, which serves to limit torque and reduce vibration. However, due to the eccentricity between the engine and transmission input shafts, and the inherent dynamic imbalance of the damper, this type of hybrid system often experiences eccentric noise. Alternatively, the hybrid torque-limiting damper can be omitted, with the generator rotor input shaft directly connected to the engine crankshaft output. This eccentricity between the engine crankshaft and generator rotor can lead to eccentric wear and failure of the engine and motor bearings, resulting in noise.

[0003] Current torsion dampers have very limited eccentricity compensation capabilities. To enable eccentricity compensation, the flange and hub are designed as separate units with radial and circumferential clearances between them, transmitting torque through internal and external toothed connections. However, during startup or shutdown, when the motor torque switches between positive and negative values ​​and crosses zero, significant knocking noise occurs inside the torsion damper.

[0004] As for straight-spoke spring vibration absorbers, they are generally used as a high-frequency decoupling vibration damper at the front of the engine. They do not transmit torque and have no eccentricity adjustment function. Summary of the Invention

[0005] Therefore, the present invention aims to solve the above-mentioned technical problems and provide an improved shock absorber and transmission system.

[0006] An embodiment of the present invention provides a vibration damper, comprising: a central hub and a spoke spring buffer. The spoke spring buffer is disposed on the outer periphery of the central hub; the spoke spring buffer includes: an outer ring portion and a plurality of spoke springs; the outer ring portion is disposed on the outer periphery of the central hub; the plurality of spoke springs are respectively radially connected between the central hub and the outer ring portion and are circumferentially spaced, and the plurality of spoke springs are elastically deformable to allow the central hub to move relative to the outer ring portion.

[0007] According to some embodiments of the present invention, the plurality of spoke springs are capable of elastic deformation in the circumferential direction to allow the central hub to rotate relative to the outer ring.

[0008] According to some embodiments of the present invention, the plurality of spoke springs are capable of elastic deformation in the radial direction to allow the central hub to be displaced in the radial direction relative to the outer ring.

[0009] According to some embodiments of the present invention, the spoke spring is wavy.

[0010] According to some embodiments of the present invention, the spoke spring buffer includes a plurality of spoke spring buffers, which are coaxially arranged along an axis.

[0011] According to some embodiments of the present invention, the outer ring portion and the plurality of spoke springs are integrally formed by a stamping process.

[0012] According to some embodiments of the present invention, the radially inner end of the spoke spring is fixedly connected to the central hub by bolts or rivets.

[0013] According to some embodiments of the present invention, the damper further includes: a flexible disc disposed on one axial side of the spoke spring buffer; the flexible disc is capable of elastic deformation in the axial direction.

[0014] According to some embodiments of the present invention, the outer peripheral side of the flexible disk is fixedly connected to the outer ring portion by bolts or rivets.

[0015] Embodiments of the present invention also provide a transmission system, including: an engine, a motor, and a shock absorber as described in any of the above embodiments, the shock absorber being disposed between the crankshaft output end of the engine and the rotor input end of the motor.

[0016] In the shock absorber of the embodiments of this application, the spoke springs can elastically deform in the circumferential direction, enabling the shock absorber to achieve torsional damping in the circumferential direction. Furthermore, the spoke springs can elastically deform in the radial direction, allowing the central disc of the shock absorber to displace radially relative to the outer ring, achieving eccentricity compensation. When applied to a range-extended hybrid system, this avoids eccentric noise and eccentric wear or oil leakage of the bearings. In addition, the shock absorber has no internal clearance, preventing knocking noise generated inside the shock absorber during frequent start-stop operations in hybrid vehicles. Moreover, the flexible disc of the shock absorber can elastically deform in the axial direction to absorb axial yaw vibration during high-speed operation. The shock absorber in the embodiments of this application has a simple structure, few parts, and low cost. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 shows a perspective view of a vibration damper according to some exemplary embodiments of the present invention;

[0019] Figure 2 shows a perspective view of a spoke spring buffer according to some embodiments of the present invention;

[0020] Figure 3 shows a schematic diagram of the circumferential deformation of a spoke spring according to some embodiments of the present invention; and

[0021] Figure 4 shows a schematic diagram of eccentric compensation for the elastic deformation of a spoke spring in a direction perpendicular to the axial direction according to some embodiments of the present invention. Detailed Implementation

[0022] The following describes specific embodiments of the vibration damper according to the present invention with reference to the accompanying drawings. The detailed description and drawings below are provided to illustrate the principles of the invention, and the invention is not limited to the described preferred embodiments; the scope of protection of the invention is defined by the claims.

[0023] According to embodiments of the present invention, a vibration damper and engine for a drivetrain system, particularly for a hybrid vehicle, are provided. This vibration damper is used for mounting on the crankshaft of the engine to dampen torque and axial vibrations of the crankshaft. This vibration damper can provide damping and shock absorption effects based on the elastic deformation of the spoke spring's own structure.

[0024] The specific structure of the vibration damper according to the present invention will be described below with reference to the exemplary embodiments shown in the accompanying drawings. FIG1 shows a perspective view of a vibration damper according to some exemplary embodiments of the present invention.

[0025] As shown in Figure 1, the shock absorber is generally disc-shaped. Specifically, the shock absorber includes a central hub 1 and spoke spring buffers 2. The spoke spring buffers 2 are disposed on the outer periphery of the central hub 1. The radially inner side of the spoke spring buffers 2 is fixed to the central hub 1. Figure 2 shows a perspective view of the spoke spring buffers 2 according to some embodiments of the present invention. Referring to Figures 1 and 2, the spoke spring buffers 2 include an outer ring portion 21 and a plurality of spoke springs 22. The outer ring portion 21 surrounds the outer periphery of the central hub 1 and is radially spaced from the central hub 1. The plurality of spoke springs 22 are respectively radially connected between the central hub 1 and the outer ring portion 21 and are distributed circumferentially at intervals, preferably evenly distributed circumferentially, and each spoke spring 22 preferably has substantially the same shape and size.

[0026] The radially inner end of the spoke spring 22 is fixed to the central hub 1, and the radially outer end of the spoke spring 22 is fixed to the outer ring portion 21. The multiple spoke springs 22 are elastically deformable to allow the central hub 1 to move relative to the outer ring portion 21.

[0027] The spoke spring 22 can be fixed to the outer periphery of the central hub 1 via the first fixing member 4. Optionally, the first fixing member 4 can be a bolt or a rivet, and pin holes are provided on the radially inner end of the spoke spring 22 and the outer periphery of the central hub 1. The first fixing member 4 passes through the pin holes to fix the spoke spring 22 to the central hub 1.

[0028] Specifically, referring to Figures 1 and 2, the center hub 1 is generally an annular component formed around a central axis. The inner circumference of the center hub 1 has a spline structure, allowing it to be torsionally connected to the rotor input shaft of the motor via the spline structure, thus enabling it to rotate around the central axis of the spoke spring buffer 2 along with the engine crankshaft. The spoke spring buffer 2 has a central axis in the axial direction, and its outer ring 21 can be torsionally connected to the output end of the engine crankshaft. Under normal conditions, the center hub 1 and the spoke spring buffer 2 are generally coaxially arranged; however, due to the eccentricity between the engine crankshaft and the motor rotor, the center hub 1 and the spoke spring buffer 2 are not always strictly coaxial.

[0029] In some embodiments, FIG3 shows a schematic diagram of the spoke spring 22 deforming in the circumferential direction according to some embodiments of the present invention. As shown in FIG3, the plurality of spoke springs 22 are capable of elastic deformation in the circumferential direction to allow the central hub 1 to rotate relative to the outer ring portion 21.

[0030] The spoke springs 22 of the spoke spring buffer 2 are made of a material with a certain tensile strength, such as C75S steel; therefore, when torque vibration occurs on the spoke spring buffer 2, these spoke springs 22 can undergo elastic deformation in the circumferential direction, thereby allowing the outer ring 21 to rotate relative to the central hub 1 within a certain range (depending on the magnitude of the torque and the elastic deformation capability of the spoke springs 22) around the central axis, thereby playing a torsion limiting role and buffering the torque impact.

[0031] In some embodiments, FIG4 shows a schematic diagram of eccentric compensation in which the spoke springs 22 elastically deform in a direction perpendicular to the axial direction according to some embodiments of the present invention. As shown in FIG4, the plurality of spoke springs 22 are capable of elastic deformation in a direction perpendicular to the axial direction to allow the central hub 1 to be displaced radially relative to the outer ring portion 21.

[0032] By setting the spoke springs 22 to undergo elastic deformation in the radial direction, when there is eccentricity between the engine crankshaft and the motor rotor, the center hub 1 of the damper can be displaced in the radial direction relative to the outer ring 21, and the eccentricity compensation function is achieved through the elastic deformation of the multiple circumferentially distributed spoke springs 22, and eccentric noise, as well as eccentric wear or oil leakage of the bearings can be avoided.

[0033] Furthermore, to better achieve radial elastic deformation performance of the spoke spring 22, in some embodiments, the spoke spring 22 can be designed as a wave shape. For example, each spoke spring 22 can be designed as a wave shape that undulates axially, with multiple crests and troughs. This allows the spoke spring 22 to achieve better radial elastic deformation performance. In addition, in other embodiments, the direction of the undulation of the wave shape of each spoke spring 22 can be deflected, for example, forming a certain angle between the axial and circumferential directions. This not only achieves better radial elastic deformation performance but also better circumferential elastic deformation performance.

[0034] Of course, the shape of the spoke spring 22 is not limited to a wave shape, but can be designed in other shapes, as long as it is conducive to the elastic deformation performance in the radial direction, and more importantly, can take into account the elastic deformation performance in both the radial and circumferential directions. This application does not limit it here.

[0035] In some embodiments, as shown in FIG1, the radial inner end of the spoke spring 22 and the pin hole on the outer peripheral side of the central hub 1 are opened in the axial direction, and the first fastener 4 can pass through the pin hole in the axial direction to fix the spoke spring 22 and the central hub 1 together.

[0036] In other embodiments, the spoke spring 22 can be designed with pin holes on its radially inner end and the outer periphery of the central hub 1 opened in the circumferential direction. For example, the outer periphery of the central hub 1 can be provided with multiple engaging protrusions that are fixed to the spoke spring 22, and the first fixing member 4 can pass through the pin holes circumferentially to fix the spoke spring 22 to the central hub 1. This design enables the spoke spring 22 to obtain better circumferential elastic deformation performance. Of course, there can be other ways to connect the spoke spring 22 and the central hub 1, as long as they can be connected in a torsional manner.

[0037] In some embodiments, the spoke spring buffer 2 comprises a plurality of spoke spring buffers 2, which are coaxially arranged along an axis. As shown in Figures 1 and 2, the spoke spring buffer 2 comprises two spoke spring buffers 2, which are arranged overlapping along the axial direction. The outer ring portions 21 of the two spoke spring buffers 2 are fixed together, and the radially inner ends of the spoke springs 22 of the two spoke spring buffers 2 are fixed together with the central hub 1. The two sets of spoke springs 22 of the two spoke spring buffers 2 are at least partially spaced apart in the axial direction. For example, in an embodiment where the spoke springs 22 are designed to be wavy in the axial direction, the wavy sections of the two corresponding spoke springs 22 of the two spoke spring buffers 2 are spaced apart by a certain distance in the axial direction. Typically, the wavy sections can be arranged in the middle section of the spoke springs 22 in the radial direction, while the two ends of the spoke springs 22 that are respectively fixed to the outer ring portion 21 and the central hub 1 in the radial direction can be tightly attached together for easy connection and fixation.

[0038] When the spoke spring 22 undergoes elastic deformation in the radial direction, the axial extension distance of the crests and troughs of the wavy section of the spoke spring 22 changes. For example, the axial extension distance of the wavy section of a compressed spoke spring 22 increases, while the axial extension distance of the wavy section of a stretched spoke spring 22 decreases. The axial spacing between two axially corresponding spoke springs 22 ensures that the axial extension of the spoke springs 22 does not interfere with each other. It should be understood that embodiments where the wavy sections of the two spoke springs 22 have no axial gap can also achieve the technical effects of this application, and therefore such embodiments should also be covered within the scope of protection of this application.

[0039] The above embodiments are merely exemplary. More spoke spring buffers 2 can be provided, overlapping each other along the axial direction, which is not limited here. Multiple spoke spring buffers 2 overlapping each other along the axial direction can increase the structural strength of the spoke spring buffers 2, and obtain greater eccentricity compensation capacity and circumferential torsional vibration reduction capacity.

[0040] It is understood that in the embodiment shown in Figure 1, the two spoke spring buffers 2 are arranged symmetrically with respect to the radial direction. More specifically, the wavy shape of the spoke springs 22 is symmetrical about the radial direction, that is, the wavy shape of the spoke springs 22 of the two spoke spring buffers 2 faces opposite directions. In other embodiments, the wavy shape of the spoke springs 22 of the two spoke spring buffers 2 can also be arranged with the wavy shape facing the same direction.

[0041] In some embodiments, the outer ring portion 21 and the plurality of spoke springs 22 are an integral structure. More specifically, the outer ring portion 21 and the plurality of spoke springs 22 can be integrally formed by a stamping process, and the spoke spring buffer 2 has a simple structure and is easy to manufacture.

[0042] In some embodiments, as shown in FIG1, the shock absorber further includes a flexible disc 3. The flexible disc 3 is disposed on one axial side of the spoke spring buffer 2. Specifically, as shown in FIG1, the outer peripheral side of the flexible disc 3 can be torsionally connected to the outer ring portion 21 via a second fixing member 5, and the flexible disc 3 can be torsionally connected to the engine crankshaft. Optionally, the second fixing member 5 can be a bolt or rivet, and pin holes are provided on the outer ring portion 21 and the outer peripheral side of the flexible disc 3. The second fixing member 5 passes through the pin holes to fix the outer ring portion 21 and the flexible disc 3 together. In embodiments where multiple spoke spring buffers 2 are provided, the second fixing member 5 can fix multiple spoke spring buffers 2 together with the flexible disc 3.

[0043] The flexible disk 3 can be designed in a disk shape, exhibiting axial flexible deformation characteristics. The flexible disk 3 can absorb axial yaw vibration during high-speed operation through axial elastic deformation. Optionally, the flexible disk 3 can be made of stainless steel or cast iron.

[0044] Embodiments of the present invention also provide a transmission system for use in vehicles, particularly hybrid vehicles. The transmission system includes an engine, an electric motor, and a shock absorber as described in any of the above embodiments, the shock absorber being disposed between the crankshaft output end of the engine and the rotor input end of the electric motor.

[0045] In the embodiments of this application, the spoke spring 22 can elastically deform in the circumferential direction, enabling the shock absorber to achieve torsional damping in the circumferential direction. Furthermore, the spoke spring 22 can elastically deform in the radial direction, allowing the central disc 1 of the shock absorber to displace radially relative to the outer ring 21, achieving eccentricity compensation. When applied to a range-extended hybrid system, this avoids eccentric noise and eccentric wear or oil leakage of the bearings. In addition, the shock absorber has no internal clearance, preventing knocking noise generated inside the shock absorber during frequent start-stop operations in hybrid vehicles. Furthermore, the flexible disc 3 of the shock absorber has axial flexible deformation characteristics to absorb axial yaw vibration during high-speed operation. The shock absorber in the embodiments of this application has a simple structure, few parts, and low cost.

[0046] While possible embodiments have been described exemplarily in the foregoing description, it should be understood that numerous variations of embodiments exist through combinations of all known and readily conceived technical features and implementation methods. Furthermore, it should be understood that the exemplary embodiments are merely examples and do not in any way limit the scope, application, or construction of the invention. The foregoing description is more intended to provide those skilled in the art with technical guidance for transforming at least one exemplary embodiment, wherein various changes, particularly regarding the function and structure of the components, can be made without departing from the scope of the claims.

[0047] Table of Reference Numerals 1. Center Hub 2. Spoke Spring Buffer 21. Outer Ring 22. Spoke Spring 3. Flexible Disc 4. First Fixing Member 5. Second Fixing Member

Claims

1. A vibration damper, characterized in that, include: Central hub (1); as well as A spoke spring buffer (2) is disposed on the outer periphery of the central hub (1); The spoke spring buffer (2) includes: The outer ring (21) surrounds the outer periphery of the central hub (1); as well as Multiple spoke springs (22) are radially connected between the central hub (1) and the outer ring (21) and are circumferentially spaced. The multiple spoke springs (22) are elastically deformable to allow the central hub (1) to move relative to the outer ring (21).

2. The vibration damper according to claim 1, characterized in that, The plurality of spoke springs (22) are capable of elastic deformation in the circumferential direction to allow the central hub (1) to rotate relative to the outer ring (21).

3. The vibration damper according to claim 1, characterized in that, The plurality of spoke springs (22) are capable of elastic deformation in the radial direction to allow the central hub (1) to be displaced in the radial direction relative to the outer ring (21).

4. The vibration damper according to claim 1, characterized in that, The spoke spring (3) is wavy.

5. The vibration damper according to claim 1, characterized in that, The spoke spring buffer (2) includes a plurality of spoke spring buffers (2) which are coaxially arranged along the axis.

6. The vibration damper according to claim 1, characterized in that, The outer ring (21) and multiple spoke springs (22) are integrally formed by a stamping process.

7. The vibration damper according to claim 1, characterized in that, The radially inner end of the spoke spring (22) is fixedly connected to the central hub (1) by bolts or rivets.

8. The vibration damper according to claim 1, characterized in that, Also includes: Flexible disc (3) is disposed on one axial side of the spoke spring buffer (2); The flexible disk (3) is capable of elastic deformation in the axial direction.

9. The vibration damper according to claim 1, characterized in that, The outer periphery of the flexible disk (3) is fixedly connected to the outer ring (21) by bolts or rivets.

10. A transmission system, characterized in that, include: An engine, an electric motor, and a vibration damper as described in any one of claims 1-9, the vibration damper being disposed between the crankshaft output end of the engine and the rotor input end of the electric motor.

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