CN108443349B - Novel clutch driven plate with three-stage torsion vibration reduction structure with variable tooth side clearance - Google Patents
Novel clutch driven plate with three-stage torsion vibration reduction structure with variable tooth side clearance Download PDFInfo
- Publication number
- CN108443349B CN108443349B CN201810299185.9A CN201810299185A CN108443349B CN 108443349 B CN108443349 B CN 108443349B CN 201810299185 A CN201810299185 A CN 201810299185A CN 108443349 B CN108443349 B CN 108443349B
- Authority
- CN
- China
- Prior art keywords
- disc
- damping
- spring
- hub
- tooth
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D13/00—Friction clutches
- F16D13/58—Details
- F16D13/60—Clutching elements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
- F16F15/123—Wound springs
- F16F15/1238—Wound springs with pre-damper, i.e. additional set of springs between flange of main damper and hub
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D13/00—Friction clutches
- F16D13/58—Details
- F16D13/60—Clutching elements
- F16D13/64—Clutch-plates; Clutch-lamellae
- F16D13/68—Attachments of plates or lamellae to their supports
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
- F16F15/127—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs using plastics springs combined with other types of springs
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
The invention discloses a novel clutch driven disc with a three-stage torsional vibration damping structure with a variable tooth side gap, which comprises a main vibration damping cover plate, a disc hub steel sheet, a friction plate, a wave-shaped large disc, a driven disc steel sheet and a disc hub core, wherein a plurality of convex teeth are uniformly arranged on the peripheral wall of the disc hub core along the circumferential direction, internal teeth are arranged on the central hole of the disc hub steel sheet along the circumferential direction, and two disc hub core small tooth grooves and two disc hub core large tooth grooves are alternately arranged on the peripheral wall of the disc hub core along the circumferential direction at intervals of 90 degrees; the novel hub is characterized in that a pre-vibration damping spring is arranged in a small tooth socket of the hub core, a secondary vibration damping spring is arranged in a large tooth socket of the hub core, a gap L1 is arranged between a spring foot of the secondary vibration damping spring and an internal tooth meshing surface, and a gap L2 is arranged between a convex tooth and the internal tooth meshing surface, wherein L1 is smaller than L2. The invention can meet the requirements of vehicles on different rigidities and damping. The clutch is particularly suitable for the crawling working condition of the current urban road congestion, and solves the crawling and tooth knocking problem of the clutch with the common secondary vibration reduction structure.
Description
Technical Field
The invention relates to a torsion vibration reduction function of an automobile clutch driven plate, in particular to a novel clutch driven plate with a three-stage torsion vibration reduction structure with a variable tooth side gap.
Background
As traffic jams are increasingly serious, urban driving adopts crawling working conditions to drive the urban driving with longer and longer mileage. Under the crawling working condition of the automobile, the clutch transmits smaller torque but is larger than the idling working condition. The clutch driven plate of the two-stage torsion vibration reduction structure adopted at present is suitable for the small torque output working condition of an automobile in an idling state, and the main torsion vibration reduction structure is suitable for the working conditions of normal running, acceleration and climbing. When the automobile is in a creeping working condition, the traditional two-stage torsion damping structure clutch has overlarge main damping rigidity due to overlarge pre-damping rigidity, so that the torsion spring of the automobile clutch is always compressed back and forth between the pre-damping spring and the main damping spring, and an unstable working state is formed. The adverse phenomena of gear knocking, shrugging and the like of the gearbox are easy to occur, and the comfort of automobile driving and the service life of a clutch are seriously influenced. It is very significant to develop and use a clutch driven disc having a three-stage torsion damping structure in order to cope with the current urban traffic situation.
At present, designs of a driven disc of a three-stage torsional rigidity clutch have also been proposed. For example, a three-stage torsional rigidity clutch driven disc structure of Chinese patent application No. 201120361057.6. The patent creates a three-stage damper structure by designing different clutch damper disc window sizes to allow the secondary damper spring and the primary damper spring to operate in sequence. However, in this structure, the main damper spring cannot be fully positioned during installation because the damper disc window is longer than the length of the main damper spring. In the compression process, the problems of friction abnormal sound and the like are easy to generate due to the uncertainty of the position of the spring, and abnormal abrasion is easy to generate between the spring and the pressure plate due to the action of centrifugal force.
A clutch driven disc with a three-stage torsional vibration damping mechanism is also proposed in chinese patent application No. 201310205742.3, which additionally incorporates a set of secondary vibration damping springs between the pre-damper springs and the main damper springs, forming an independent secondary vibration damping mechanism by utilizing a damping sleeve plate for connection. However, the addition of a single ring of damper springs to the clutch disk creates a torsional vibration damper system at three different circumferential locations. Because the clutch driven plate is limited in overall size, the structural design makes overall arrangement and assembly difficult, and the structure is more complex.
Based on the current urban traffic condition and the development condition of the existing clutch, the clutch driven plate with the three-stage torsional vibration damping structure, which is compact in structure, reasonable in layout and easy to assemble, is urgently needed to solve the problems of rotational speed fluctuation and gearbox tooth knocking under the working condition that the clutch transmits small torque.
Disclosure of Invention
The invention provides a novel clutch driven plate with a three-stage torsion damping structure for changing a tooth side gap. The novel clutch of the three-stage torsion damping structure with the tooth side clearance is mainly characterized in that: in the circumferential direction, two-stage gear side gaps exist between the hub core and the hub steel sheet, so that three sets of damping springs sequentially rotate through the gear side gaps to sequentially intervene in the working state. In the axial direction, the disk hub core and the damping washer groove are matched to form a stepped boss, so that the compression amount of the disk spring is increased in a stepped manner in the rotation process of the gear, and three-level damping is generated under the action of dry friction. The formed three-stage torsional rigidity and three-stage torsional damping are mutually independent, and the parallel clutch three-stage torsional vibration reduction structure can be realized by matching corresponding design angles. The three-level vibration reduction structure can meet the requirements of different rigidities and damping on the idle speed working condition of a vehicle, the crawling small torque working condition of an urban road and the large torque working condition in normal running. The clutch is particularly suitable for the crawling working condition of the current urban road congestion, and solves the crawling and tooth knocking problem which cannot be solved by a clutch with a common secondary vibration reduction structure.
The invention is realized by the following technical modes:
the novel clutch driven disc comprises a main vibration damping cover plate, a disc hub steel sheet provided with a main vibration damping spring, friction plates, a wave-shaped large disc, a driven disc steel sheet and a disc hub core internally provided with spline holes, wherein the disc hub steel sheet is provided with the main vibration damping spring; the novel hub is characterized in that a pre-vibration damping spring is arranged in a small tooth socket of the hub core, a secondary vibration damping spring is arranged in a large tooth socket of the hub core, a gap L1 is arranged between a spring foot of the secondary vibration damping spring and an internal tooth meshing surface of the hub steel sheet, and a gap L2 is arranged between a convex tooth of the hub core and an internal tooth meshing surface of the hub steel sheet, wherein L1 is smaller than L2.
Further, spring legs at two ends of the pre-vibration reduction spring are tightly attached to the inner tooth side surfaces of the hub steel sheets.
Further, a three-stage torsion damping device is arranged on one side of the disc hub core and comprises a large disc spring, a small disc spring and a damping washer which are sequentially sleeved on one side of the disc hub core, four three-stage steps which are uniformly distributed in 90 degrees are uniformly arranged in the middle of the disc hub core in the axial direction, each three-stage step comprises a first-stage plane, a second-stage boss and a third-stage boss, the heights of the first-stage planes, the second-stage bosses and the third-stage bosses are sequentially increased, the bosses are transited through inclined planes, the lower plane of the damping washer is contacted with the first-stage plane, and the second-stage bosses and the third-stage bosses are embedded into damping washer grooves formed in the lower plane of the damping washer.
Further, a gasket is arranged between the large disc spring and the small disc spring.
Further, an upper positioning washer for limiting axial displacement of the large disc spring, the small disc spring, the gasket, the damping washer and the hub core is fixed on the inner side of the main damping cover plate; the inner side of the driven disc steel sheet is fixedly provided with a lower positioning washer for limiting the axial displacement of the disc hub core.
Furthermore, sockets are formed in the inner sides of the main vibration reduction cover plate and the driven disc steel sheet, and barbed plug connectors matched with the corresponding sockets are arranged on the upper positioning washer and the lower positioning washer.
Further, the main damping springs are uniformly distributed in 4 windows of the disc hub steel sheet according to the angle of 90 degrees, and the inner and outer springs are sleeved on the main damping springs in each window.
Further, the pre-damping spring works in the range that the torsion angle of the clutch driven disc is smaller than 8 degrees, and the rigidity of the pre-damping spring is 0.25-0.6 Nm/. The method is mainly used for solving the problem of tooth knocking caused by the idle speed working condition of the car when the car dragging torque is within the range of 1-1.5 Nm.
Further, the secondary damping spring works within the range of 8-13 degrees of torsion angle of the clutch driven disc, and the rigidity of the secondary damping spring falls into 1.7-2.2 Nm/. The gear-knocking device is mainly used for solving the problems of rotational speed fluctuation and gear-knocking of a gearbox caused by the fact that the creep working condition bearing torque of a car is in the range of 1.5-15Nm in urban congestion road conditions.
Further, the main damping spring works within the torsion angle 13-28 degrees of the clutch driven disc, and the rigidity of the main damping spring is 11-15 Nm/. The gear-knocking device is mainly used for solving the problems of rotational speed fluctuation and gear-knocking of a gearbox caused by the fact that the bearing torque of large-torque output working conditions such as normal running, acceleration, climbing and the like of a car is in the range of 15-240 Nm.
Compared with the prior art, the design scheme of the three-stage torsional vibration damping structure of the clutch driven disc is realized through the side clearance of the variable rule and the stepped boss, and mainly aims at solving the problem of gear knocking of the gearbox with small torque output under the sliding working condition of an automobile due to urban road congestion at present. The independent secondary vibration reduction mechanism and the pre-vibration reduction structure are positioned on the same circumference, and share one set of positioning and clamping device, so that the clutch structure is compact and the layout is convenient. In addition, a boss is arranged on the axial direction of the hub shaft, so that a three-level damping structure can be realized. The formed three-stage torsional rigidity and three-stage torsional damping are mutually independent, and the parallel clutch three-stage torsional vibration damping structure can be realized by matching corresponding design angles, so that the optimal clutch torsional vibration damping effect is provided for the crawling working condition of the automobile.
Drawings
Fig. 1 is an exploded view of a clutch driven plate of the present invention.
FIG. 2 is an overall assembly view of the clutch disk of the present invention (the damping steel sheet is cut away with the upper washer and upper locating block removed).
Fig. 3 is an enlarged view of the hub core and hub steel plate gear of the clutch driven plate at B in fig. 2.
Fig. 4 is a three-dimensional view of the hub core of the clutch disk of the present invention.
Fig. 5 is a block diagram of a clutch driven plate damping washer of the present invention.
FIG. 6 is a schematic cross-sectional view of A-A in FIG. 5.
Fig. 7 is a block diagram of a clutch driven plate implementing three-stage torsional damping of the present invention.
FIG. 8 is a cross-sectional view of a clutch driven plate of the present invention
Fig. 9 is an enlarged view of a portion of the belleville spring assembly at C in fig. 8.
Fig. 10 is a schematic diagram of a three-stage torsional vibration damping arrangement of the clutch driven plate of the present invention.
Fig. 11 is a graph of the three-stage torsional stiffness characteristic of the clutch driven plate of the present invention.
The reference numerals in the figures illustrate: 1, a main vibration reduction cover plate; 2 a main damping spring; 3 small disc springs; 4, a damping washer; 401 damping washer grooves; 402 damping washer lower plane; 5 big disc spring; 6, a gasket; a pre-damping spring; 8, a secondary vibration reduction spring; 9 a hub core; 901 convex teeth; 902 small tooth sockets of the hub core; 903 disk hub primary plane; 904 a hub core secondary boss; 905 hub core three-stage boss; 906 large tooth slots of the hub core; 10 wave-shaped big discs; a friction plate assembly; 12 supporting pins; 13 disc hub steel sheet; 14 positioning washers; 15 spring legs; 16 driven disc steel sheets; 17 hollow rivets; 18 lower locating washers.
Detailed Description
The present invention will be further described with reference to the drawings and the detailed description, so that those skilled in the art will further understand the present invention and the related technical matters.
As shown in fig. 1 and 2, the novel clutch driven disc with the three-stage torsional vibration damping structure with the tooth side gap comprises a main vibration damping cover plate 1, a disc hub steel sheet 13 provided with main vibration damping springs 2, friction plates 11, a wave-shaped large disc 10, a driven disc steel sheet 16 and disc hub cores 9 with spline holes arranged inside, wherein the main vibration damping springs 2 are uniformly distributed in 4 windows of the disc hub steel sheet according to 90 degrees, and the main vibration damping springs in each window are sleeved with an inner spring and an outer spring, and the number of the main vibration damping springs is eight. Engine torque is transmitted from the flywheel to the friction plate 11, and the friction plate 11 is riveted with the wave-shaped big disc 10 through a hollow rivet 17; the wave-shaped large disc 10 is riveted with the driven disc steel sheet 16 through a long rivet which is not shown in the drawing; the driven disc steel sheet 16 is fixedly connected with the main vibration reduction cover plate 1 by a supporting pin 12; and the support pin 12 is being located in the outer circumferential notch of the hub steel sheet 13.
As shown in fig. 3 and fig. 4, the peripheral wall of the hub core 9 is uniformly provided with a plurality of convex teeth 901 along the circumferential direction, the central hole of the hub steel sheet 13 is correspondingly provided with a plurality of internal teeth matched with the convex teeth along the circumferential direction, meanwhile, the peripheral wall of the hub core 9 is alternately provided with two hub core small tooth grooves 902 and two hub core large tooth grooves 906 at intervals of 90 ° along the circumferential direction, and simultaneously, the central hole of the hub steel sheet 13 is correspondingly provided with tooth grooves matched with the hub core small tooth grooves 902 and the hub core large tooth grooves 906 along the circumferential direction; the pre-vibration damping springs 7 are installed in the small tooth grooves 902 of the hub core, the large tooth grooves 906 of the hub core are installed with the secondary vibration damping springs 8, and it can be seen that in the embodiment, the pre-vibration damping springs 7 and the secondary vibration damping springs 8 are arranged on the same circumference, two opposite springs are installed at intervals of 180 degrees in each stage, and the pre-vibration damping springs 7 and the secondary vibration damping springs 8 are arranged on the same circumference in a 90-degree cross mode.
As shown in fig. 3, a gap L1 is provided between the spring leg 15 of the secondary damping spring 8 and the inner tooth engagement surface of the hub steel sheet 13, and a gap L2 is provided between the convex tooth of the hub core 9 and the inner tooth engagement surface of the hub steel sheet 13, wherein L1< L2. Spring legs at two ends of the pre-damping spring 7 are tightly attached to the inner tooth side surfaces of the hub steel sheets 13.
The clutch driven plate of this embodiment has a three-stage vibration damping structure, namely a pre-vibration damping structure, a two-stage vibration damping structure, and a main vibration damping structure. Wherein the rigidity and the damping of the secondary vibration reduction structure are between the pre-vibration reduction structure and the main vibration reduction structure, and the tertiary vibration reduction structure forms a parallel connection form. The pre-vibration reduction structure is used in a small torque output range of an idle speed working condition of the automobile, the secondary vibration reduction structure is used in a small and medium torque output range of a crawling working condition of the automobile, and the tertiary vibration reduction structure is used in a medium and large torque output working condition of normal running, acceleration, climbing and the like of the automobile.
As shown in fig. 4 to 9, a three-stage torsion damping device is arranged on one side of the hub core 9, the three-stage torsion damping device comprises a large disc spring 5, a small disc spring 3 and a damping washer 4 which are sequentially sleeved on one side of the hub core 9, as shown in fig. 4, four three-stage steps which are uniformly distributed at 90 degrees are uniformly arranged in the middle of the hub core 9 in the axial direction, each three-stage step comprises a first-stage plane 903, a second-stage boss 904 and a third-stage boss 905 with sequentially increasing heights, the lower damping washer plane 402 of the damping washer 4 is in contact with the first-stage plane 903, and the second-stage boss 904 and the third-stage boss 905 are embedded in a damping washer groove 401 arranged on the lower damping washer plane 402.
In addition, as shown in fig. 8 and 9, a gasket 6 is arranged between the large disc spring 5 and the small disc spring 3 to buffer the negative influence of the two disc springs on each other in the deformation process.
Meanwhile, an upper positioning washer 14 for limiting the axial displacement of the large disc spring 5, the small disc spring 3, the gasket 6, the damping washer 4 and the hub core 9 is fixed on the inner side of the main vibration reduction cover plate 1; the inner side of the driven disc steel sheet 16 is fixedly provided with an 18 lower positioning washer 18 for limiting the axial displacement of the hub core 9, the inner sides of the main vibration reduction cover plate 1 and the driven disc steel sheet 16 are respectively provided with a socket, and the upper positioning washer 14 and the lower positioning washer 18 are respectively provided with a barbed plug matched with the corresponding sockets. The upper and lower positioning washers 14, 18 axially position the damping element.
The pre-vibration reduction spring 7 works in the range that the torsion angle of the clutch driven disc is smaller than 8 degrees, and the rigidity of the pre-vibration reduction spring is 0.25-0.6 Nm/. The method is mainly used for solving the problem of knocking teeth caused by the automobile dragging torque of 1-1.5Nm under the idling condition of the car.
The secondary damping spring 8 works within the range of the torsion angle 8-13 degrees of the clutch driven disc, and the rigidity of the secondary damping spring falls into 1.7-2.2 Nm/. The gear-knocking device is mainly used for solving the problems of rotational speed fluctuation and gear-knocking of a gearbox caused by the fact that the creep working condition bearing torque of a car is in the range of 1.5-15Nm in urban congestion road conditions.
The main damping spring 2 works within the torsion angle 13-28 degrees of the clutch driven disc, and the rigidity of the main damping spring is 11-15 Nm/. The gear-knocking device is mainly used for solving the problems of rotational speed fluctuation and gear-knocking of a gearbox caused by the fact that the bearing torque of large-torque output working conditions such as normal running, acceleration, climbing and the like of a car is in the range of 15-240 Nm.
The clutch pre-damping torsional stiffness implementation process is described below with reference to fig. 1-3:
when the automobile is in idle working condition, the torque output is smaller, and the idle working condition transmits torque smaller, so that the main damping spring 2 and the secondary damping spring 8 are not compressed sufficiently, and the whole transmission path of the engine torque is as follows: flywheel-friction plate 11-wave big disc 10-driven disc steel sheet 16-main vibration damping cover plate 1-disc hub steel sheet 13-pre-vibration damping spring 7-disc hub core 9-gearbox. In this process, only the pre-damper spring 7 is engaged in the operation due to the small torque, so that a torsional stiffness of the pre-damper stage of the clutch is formed, wherein the main damper spring 2 is not compressed, and is omitted in the transmission process.
The clutch secondary torsional stiffness implementation process is described below with reference to fig. 1 to 3:
when the automobile is in a sliding working condition due to urban road congestion and the like, the torque output of the engine is larger than that of an idling working condition, but is far smaller than that of a sudden acceleration and climbing working condition. At this time, the pre-damper spring 7 is not enough to support the torsion transmission and is gradually compressed because the clutch driven plate transmits a relatively large torque. The clutch driven disc is relatively twisted, a gap L1 between a spring leg 15 of the secondary damping spring 8 and an internal tooth meshing surface of the hub steel sheet 13 is eliminated, at the moment, the spring leg 15 is engaged with an internal tooth side wall of the hub steel sheet 13, the secondary damping spring 8 is in intervention operation, and a torque transmission path is as follows: flywheel-friction plate 11-wave-shaped big disc 10-driven disc steel sheet 16-main vibration damping cover plate 1-disc hub steel sheet 13-pre-vibration damping spring 7-secondary vibration damping spring 8-disc hub core 9-gearbox, thereby forming secondary torsional vibration damping rigidity. Wherein the main damper spring 2 is not compressed and omitted in the transfer flow.
The clutch main damping torsional stiffness implementation process is described below with reference to fig. 1 to 3:
when the automobile is in working conditions such as normal running, acceleration, climbing and the like, the engine output torque is larger, the rigidities of the pre-vibration damping spring 7 and the secondary vibration damping spring 8 are insufficient to support the torque transmission, the pre-vibration damping spring is gradually compressed, a gap L1 between a spring foot 15 of the secondary vibration damping spring 8 and an internal tooth meshing surface of the disc hub steel sheet 13 and a gap L2 between a convex tooth 901 of the disc hub core 9 and an internal tooth meshing surface of the disc hub steel sheet 13 are sequentially eliminated, the convex tooth 901 of the disc hub core 9 is attached to the internal tooth of the disc hub steel sheet 13, the large torque transmission drives the disc hub steel sheet 13 to gradually compress the main vibration damping spring 2, and the main vibration damping stage torsional rigidity is formed, and a torque transmission path is as follows: flywheel-friction plate 11-wave big disc 10-driven disc steel sheet 16-main damping cover plate 1-main damping spring 2-disc hub steel sheet 13-pre-damping spring 7-secondary damping spring 8-disc hub core 9-gearbox. Thereby creating a primary vibration reduction stage torsional stiffness.
The implementation of three-stage torsional damping is described below in connection with fig. 4-7.
As shown in fig. 5 and 6, the damping washer 4 includes four uniformly distributed damping washer grooves 401, and when assembled with the upper side of the hub core 9, the hub core secondary boss 904 and the hub core tertiary boss 905 are embedded into the damping washer grooves 401, and the hub core primary plane 903 contacts with the damping washer lower plane 402, so as to slightly compress the small disc spring 3 and the large disc spring 5 under the action of the pre-tightening force of the assembly to generate primary damping.
As shown in fig. 7 to 9, the axial space of the three-stage torsional damping device therein is fixed due to the restraining action of the upper positioning washer 14. When the automobile runs under the crawling working condition, the clutch makes relative torsion movement, so that the second boss 904 of the hub core 9 slides out of the damping washer groove 401, and the damping washer 4 further compresses the small disc spring 3 and the large disc spring 5 on one side of the damping washer due to the limited axial space of the three-stage torsion damping device, so that the dry friction force is further increased, and the second damping of the clutch is formed. At this point the small belleville springs 3 have flattened to a final position and the large belleville springs 5 can still compress further. When the automobile runs under the working conditions of normal running, acceleration and climbing, the transmitted torque is further increased, the relative torsion angle of the clutch is larger, and the hub core three-stage boss 905 of the hub core 9 further slides out of the damping washer groove 401. Due to the limited axial space of the three-stage torsional damping device, the damping washer 4 then compresses the large belleville springs 5 on one side thereof further, thereby creating three-stage torsional damping.
Fig. 10 is a schematic diagram showing a three-stage torsional vibration damping structure of the clutch according to the structure of the present embodiment. The three-stage torsional rigidity and the three-stage torsional damping formed in the embodiment are mutually independent, and the parallel clutch three-stage torsional vibration damping structure can be realized by matching corresponding design angles. The clutch three-stage vibration reduction structure can meet the requirements of different rigidities and damping on the idle speed working condition of a vehicle, the crawling small torque working condition of an urban road and the large torque working condition in normal running. The clutch is particularly suitable for the crawling working condition of the current urban road congestion, and solves the crawling and tooth knocking problem which cannot be solved by a clutch with a common secondary vibration reduction structure.
A three-stage torsional stiffness profile of the above embodiment is shown in fig. 11. In one embodiment, the pre-damping spring 7 works within the range of the torsion angle alpha c1 = 0-8 degrees of the clutch driven disc, and the rigidity of the pre-damping spring is within the range of KC1 = 0.25-0.6Nm/, and the pre-damping spring is mainly used for solving the problem of tooth knocking caused by the automobile drag torque 1-1.5Nm under the idling condition of the automobile.
In one embodiment, the secondary damping spring 8 works within the range of the torsion angle αc2=8-13 ° of the clutch driven disc, and the rigidity of the secondary damping spring falls within the range of kc2=1.7-2.2 Nm/, which is mainly used for solving the problems of rotational speed fluctuation and gearbox tooth knocking caused by the fact that the vehicle is in urban congested road conditions and the vehicle creep working condition bearing torque is in the range of 1.5-15 Nm.
In one embodiment, the main damping spring 2 works within the range of the torsion angle alpha c3 = 13-28 degrees of the clutch driven disc, and the rigidity of the main damping spring is within the range of KC3 = 11-15Nm/, so that the problems of rotation speed fluctuation and gear knocking of the gearbox caused by the fact that the bearing torque of the large torque output working conditions such as normal running, acceleration and climbing of the car is within the range of 15-240Nm are mainly solved.
The three-stage torsional rigidity and the three-stage torsional damping formed by the novel clutch driven plate in the embodiment are mutually independent, and the parallel clutch three-stage torsional vibration reduction structure is realized by matching corresponding design angles. The three-level vibration reduction structure can meet the requirements of different rigidities and damping for idle speed working conditions of vehicles, middle and small torque working conditions of urban road crawling and large torque working conditions of normal running. The clutch is particularly suitable for the crawling working condition of the current urban road congestion, and solves the crawling and tooth knocking problem which cannot be solved by a clutch with a common secondary vibration reduction structure.
The foregoing description is only of the preferred embodiments of the invention and is not intended to limit the scope of the invention. Therefore, all equivalent structural changes made by the specification and the drawings of the present invention are included in the scope of the present invention.
Claims (8)
1. The utility model provides a become tertiary torsional vibration damping structure's of tooth side clearance clutch driven plate, includes main damping apron (1), is provided with disk hub steel sheet (13) of main damping spring (2), friction disc (11), wave form big dish (10) and driven plate steel sheet (16) of fixed connection in proper order, establishes hub core (9) of splined hole, its characterized in that: the novel hub comprises a hub core (9), wherein a plurality of convex teeth (901) are uniformly arranged on the peripheral wall of the hub core (9) along the circumferential direction, a plurality of internal teeth matched with the convex teeth (901) are correspondingly arranged on the central hole of the hub steel sheet (13) along the circumferential direction, two hub core small tooth grooves (902) and two hub core large tooth grooves (906) are alternately arranged on the peripheral wall of the hub core (9) along the circumferential direction at intervals of 90 DEG, and tooth grooves matched with the hub core small tooth grooves (902) and the hub core large tooth grooves (906) respectively are correspondingly arranged on the central hole of the hub steel sheet (13) along the circumferential direction; a pre-damping spring (7) is arranged in the small tooth socket (902) of the disc hub core, a secondary damping spring (8) is arranged in the large tooth socket (906) of the disc hub core, a gap L1 is arranged between a spring foot (15) of the secondary damping spring (8) and an internal tooth meshing surface of the disc hub steel sheet (13), and a gap L2 is arranged between a convex tooth (901) of the disc hub core (9) and the internal tooth meshing surface of the disc hub steel sheet (13), wherein L1 is smaller than L2; spring legs at two ends of the pre-vibration reduction spring (7) are tightly attached to the inner tooth side surfaces of the hub steel sheets (13); the novel damping device is characterized in that a three-stage torsion damping device is arranged on one side of the disc hub core (9), the three-stage torsion damping device comprises a large disc spring (5), a small disc spring (3) and a damping washer (4) which are sequentially sleeved on one side of the disc hub core (9), four three-stage steps which are uniformly distributed at 90 DEG are uniformly arranged in the middle of the disc hub core (9) in the axial direction, each three-stage step comprises a primary plane (903), a secondary boss (904) and a three-stage boss (905) with sequentially increased heights, the bosses are in inclined plane transition, a damping washer lower plane (402) of the damping washer (4) is in contact with the primary plane (903), and the secondary boss (904) and the three-stage boss (905) are embedded in a damping washer groove (401) arranged on the damping washer lower plane (402).
2. The variable tooth side gap three stage torsional vibration damping structured clutch driven plate of claim 1, wherein: a gasket (6) is arranged between the large disc spring (5) and the small disc spring (3).
3. The variable tooth side gap three stage torsional vibration damping structured clutch driven plate of claim 2, wherein: an upper positioning washer (14) used for limiting the axial displacement of the large disc spring (5), the small disc spring (3), the gasket (6), the damping washer (4) and the hub core (9) is fixed on the inner side of the main vibration reduction cover plate (1); the inner side of the driven disc steel sheet (16) is fixedly provided with a lower positioning washer (18) for limiting the axial displacement of the disc hub core (9).
4. A variable tooth side gap three stage torsional vibration damping structured clutch driven plate as defined in claim 3, wherein: the inner sides of the main vibration reduction cover plate (1) and the driven disc steel sheet (16) are respectively provided with a socket, and the upper positioning gasket (14) and the lower positioning gasket (18) are respectively provided with a barbed plug matched with the corresponding sockets.
5. The variable tooth side gap three stage torsional vibration damping structured clutch driven plate of claim 1, wherein: the main damping springs are uniformly distributed in 4 windows of the hub steel sheet according to the angle of 90 degrees, and the inner spring and the outer spring are sleeved on the main damping springs in each window.
6. The variable tooth side gap three stage torsional vibration damping structured clutch driven plate of claim 1, wherein: the pre-vibration reduction spring (7) works in the range that the torsion angle of the clutch driven disc is smaller than 8 degrees, and the rigidity of the pre-vibration reduction spring is 0.25-0.6 Nm/.
7. The variable tooth side gap three stage torsional vibration damping structured clutch driven plate of claim 1, wherein: the secondary vibration reduction spring (8) works within the range of the torsion angle of the clutch driven disc of 8-13 degrees, and the rigidity of the secondary vibration reduction spring falls into 1.7-2.2 Nm/.
8. The variable tooth side gap three stage torsional vibration damping structured clutch driven plate of claim 1, wherein: the main damping spring (2) works within the torsion angle 13-28 degrees of the clutch driven disc, and the rigidity of the main damping spring is 11-15 Nm/.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810299185.9A CN108443349B (en) | 2018-04-04 | 2018-04-04 | Novel clutch driven plate with three-stage torsion vibration reduction structure with variable tooth side clearance |
| PCT/CN2018/113224 WO2019192175A1 (en) | 2018-04-04 | 2018-10-31 | Novel clutch driven disc having three-stage torsional damping structure with variable tooth clearances |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810299185.9A CN108443349B (en) | 2018-04-04 | 2018-04-04 | Novel clutch driven plate with three-stage torsion vibration reduction structure with variable tooth side clearance |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108443349A CN108443349A (en) | 2018-08-24 |
| CN108443349B true CN108443349B (en) | 2023-06-16 |
Family
ID=63198263
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810299185.9A Active CN108443349B (en) | 2018-04-04 | 2018-04-04 | Novel clutch driven plate with three-stage torsion vibration reduction structure with variable tooth side clearance |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN108443349B (en) |
| WO (1) | WO2019192175A1 (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108443349B (en) * | 2018-04-04 | 2023-06-16 | 华南理工大学 | Novel clutch driven plate with three-stage torsion vibration reduction structure with variable tooth side clearance |
| CN111075886B (en) * | 2018-10-19 | 2024-05-31 | 宇通客车股份有限公司 | Torsional vibration damper and vehicle using same |
| CN109973586B (en) * | 2019-04-30 | 2023-11-10 | 内蒙古工业大学 | Compression roller and eccentric wheel connecting device with torsional vibration damping structure |
| WO2021000223A1 (en) * | 2019-07-01 | 2021-01-07 | 舍弗勒技术股份两合公司 | Clutch driven disc and clutch |
| CN110242698A (en) * | 2019-07-16 | 2019-09-17 | 芜湖大捷离合器有限公司 | A kind of torsion vibration absorber assembly |
| CN112128263B (en) * | 2020-10-28 | 2024-03-29 | 广西玉柴机器股份有限公司 | Low-vibration clutch driven disc |
| CN112303182B (en) * | 2020-11-19 | 2022-03-25 | 杭州电子科技大学 | Hierarchical vibration damper based on magnetic force |
| FR3130911B1 (en) * | 2021-12-17 | 2024-04-26 | Valeo Embrayages | CLUTCH FRICTION DEVICE AND CLUTCH MECHANISM |
| CN114932390B (en) * | 2022-04-27 | 2024-03-29 | 浙江华弈汽车零部件科技有限公司 | Intelligent assembly equipment for automobile clutch spring |
| CN114909434B (en) * | 2022-05-11 | 2022-11-25 | 湖北三环离合器有限公司 | Torsion-limiting shock absorber |
| CN116066519A (en) * | 2023-04-06 | 2023-05-05 | 浙江铁流离合器股份有限公司 | Torsion limiting vibration damper with variable damping four-stage vibration damping |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2346982Y (en) * | 1997-01-21 | 1999-11-03 | 上海离合器总厂 | Torsion shock absorbing mechanism |
| JP2000274487A (en) * | 1999-03-24 | 2000-10-03 | Exedy Corp | Damper mechanism and damper disc assembly |
| JP2000320569A (en) * | 1999-05-10 | 2000-11-24 | Exedy Corp | Damper disk assembly |
| JP2013083317A (en) * | 2011-10-11 | 2013-05-09 | Toyota Motor Corp | Vehicle damper device |
| CN104214234A (en) * | 2013-05-29 | 2014-12-17 | 上海汽车集团股份有限公司 | Clutch driven disc with three levels of torsion damping mechanisms and clutch |
| CN105508499A (en) * | 2015-12-28 | 2016-04-20 | 长春一东离合器股份有限公司 | Multistage-damping torsion damper for hybrid electric vehicle |
| CN205654731U (en) * | 2016-04-20 | 2016-10-19 | 湖北三环离合器有限公司 | Parallelly connected damping clutch |
| CN107208709A (en) * | 2015-02-10 | 2017-09-26 | 株式会社艾科赛迪 | Vibration damping sheet component |
| CN206668793U (en) * | 2017-03-09 | 2017-11-24 | 芜湖大捷离合器有限公司 | A kind of high vibration damping clutch plate |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0676812B2 (en) * | 1986-02-13 | 1994-09-28 | アイシン精機株式会社 | Clutch disk |
| JP5585498B2 (en) * | 2011-03-09 | 2014-09-10 | トヨタ自動車株式会社 | Torsional vibration damping device |
| KR101685286B1 (en) * | 2015-03-30 | 2017-01-03 | 주식회사평화발레오 | A device for demping a hub of a clutch |
| CN107654571B (en) * | 2017-09-21 | 2020-05-19 | 东风汽车集团有限公司 | Torsion-limiting shock absorber |
| CN108443349B (en) * | 2018-04-04 | 2023-06-16 | 华南理工大学 | Novel clutch driven plate with three-stage torsion vibration reduction structure with variable tooth side clearance |
| CN208294978U (en) * | 2018-04-04 | 2018-12-28 | 华南理工大学 | A kind of novel clutch driven disc for the three-level torsion damping structure becoming backlash |
-
2018
- 2018-04-04 CN CN201810299185.9A patent/CN108443349B/en active Active
- 2018-10-31 WO PCT/CN2018/113224 patent/WO2019192175A1/en active Application Filing
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2346982Y (en) * | 1997-01-21 | 1999-11-03 | 上海离合器总厂 | Torsion shock absorbing mechanism |
| JP2000274487A (en) * | 1999-03-24 | 2000-10-03 | Exedy Corp | Damper mechanism and damper disc assembly |
| JP2000320569A (en) * | 1999-05-10 | 2000-11-24 | Exedy Corp | Damper disk assembly |
| JP2013083317A (en) * | 2011-10-11 | 2013-05-09 | Toyota Motor Corp | Vehicle damper device |
| CN104214234A (en) * | 2013-05-29 | 2014-12-17 | 上海汽车集团股份有限公司 | Clutch driven disc with three levels of torsion damping mechanisms and clutch |
| CN107208709A (en) * | 2015-02-10 | 2017-09-26 | 株式会社艾科赛迪 | Vibration damping sheet component |
| CN105508499A (en) * | 2015-12-28 | 2016-04-20 | 长春一东离合器股份有限公司 | Multistage-damping torsion damper for hybrid electric vehicle |
| CN205654731U (en) * | 2016-04-20 | 2016-10-19 | 湖北三环离合器有限公司 | Parallelly connected damping clutch |
| CN206668793U (en) * | 2017-03-09 | 2017-11-24 | 芜湖大捷离合器有限公司 | A kind of high vibration damping clutch plate |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2019192175A1 (en) | 2019-10-10 |
| CN108443349A (en) | 2018-08-24 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108443349B (en) | Novel clutch driven plate with three-stage torsion vibration reduction structure with variable tooth side clearance | |
| CN107654571B (en) | Torsion-limiting shock absorber | |
| US3386264A (en) | Resilient couplings | |
| GB2093564A (en) | A clutch disc | |
| CN201129396Y (en) | Dual mass flywheel torsional vibration damper | |
| JP2015520342A (en) | Friction clutch assembly | |
| JP2717783B2 (en) | Torsional vibration prevention device | |
| CN109931364B (en) | Dual-mass flywheel based on nonlinear torsion vibration isolation principle | |
| JPH0141848B2 (en) | ||
| US4573945A (en) | Damper disc of a long travel type | |
| CN208294978U (en) | A kind of novel clutch driven disc for the three-level torsion damping structure becoming backlash | |
| US4499981A (en) | Damper disc with concentric springs including hourglass-shaped springs to reduce the effect of centrifugal forces | |
| CN2301575Y (en) | Torsion vibration damping mechanism | |
| KR100507068B1 (en) | Dual mass flywheel using air damping | |
| CN203641364U (en) | Large-rotation-angle multilevel-damping driven disc assembly | |
| CN103216572A (en) | Transfer unit with integrated damping system | |
| CN201794963U (en) | Space wedge-type friction overrunning clutch with bag-shaped component | |
| CN215444918U (en) | Torque damping device and hybrid vehicle | |
| WO2014194358A1 (en) | A clutch plate | |
| CN209892691U (en) | Dual-mass flywheel based on nonlinear torsional vibration isolation principle | |
| DE102012212620A1 (en) | Torsional vibration damper i.e. two-mass flywheel, for use between internal combustion engine and gear box in drive train of motor cars, has support parts and flange part that are axially overlapped at torque transfer regions | |
| CN215409838U (en) | Driven disc assembly of arc spring type torsional damper | |
| CN216158197U (en) | Asymmetric damping large-corner torsion-limiting shock absorber | |
| JP5459978B2 (en) | 3-part stator blade | |
| CN211737877U (en) | Flywheel device for torque limiting protection of vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |