CN110657196B

CN110657196B - Torsional vibration damper

Info

Publication number: CN110657196B
Application number: CN201810701476.6A
Authority: CN
Inventors: 刘春晖
Original assignee: Nanjing Valeo Clutch Co Ltd
Current assignee: Nanjing Valeo Clutch Co Ltd
Priority date: 2018-06-29
Filing date: 2018-06-29
Publication date: 2022-10-11
Anticipated expiration: 2038-06-29
Also published as: CN110657196A

Abstract

The present invention provides a torsional vibration damper, comprising: a first rotating member; a second rotating member coupled with the first rotating member such that torque is transferred from the first rotating member to the second rotating member; a hub that rotates integrally with the second rotating member, and a first stop disk and a second stop disk, wherein the hub includes an annular disk and a sub-hub having a reduced radial dimension that is detachably connected to the annular disk. The torsional vibration damping system according to the invention enables the crankshaft threads to be accessed during installation, and is simple in structure and convenient to install.

Description

Torsional vibration damper

Technical Field

The present invention relates to a torsional vibration damper, in particular for a motor vehicle driveline.

Background

In the transmission system of a motor vehicle, a torsional vibration damper is provided between a gear box or a clutch and an engine to isolate torsional vibration of a crankshaft of a transmitter, thereby reducing undesirable noise, vibration, and the like caused by vibration entering the gear box, and further improving the transmission performance of the motor vehicle.

A dual mass flywheel is an example of a torque damping system. In dual mass flywheels, such as dual clutch transmissions, the hub for transmitting torque to the output shaft is typically designed with an opening through which an operator can access a crankshaft bolt for securing the primary mass flywheel and crankshaft from one side of the secondary mass flywheel to complete the installation of the dual mass flywheel. The diameter of the crankshaft bolt relative to the axis of rotation is defined as the Pitch Center Diameter (PCD). In some cases, the PCD is small and the output shaft diameter is large (and thus the central bore of the hub is large), and therefore, openings cannot be provided in the hub to allow access through the crankshaft bolts.

Disclosure of Invention

In order to solve the problems of the prior art, it is an object of the present invention to provide a torsional vibration damper which enables the crankshaft threads to be accessed during installation, and which is simple in construction and easy to install.

One aspect of the present invention provides a torsional vibration damper including: a first rotating member; a second rotating member coupled with the first rotating member such that torque is transferred from the first rotating member to the second rotating member; a hub rotating together with the second rotating member, and a first stopper disc and a second stopper disc, wherein the hub includes an annular disc and a sub-hub having a reduced radial dimension detachably connected to the annular disc, the annular disc being coupled to the sub-hub in a circumferential direction, the first stopper disc and the second stopper disc protruding inward in a radial direction from the annular disc, and the sub-hub being sandwiched between the first stopper disc and the second stopper disc in an axial direction such that the first stopper disc and the second stopper disc stop the sub-hub in the axial direction on a side of the first rotating member and a side of the second rotating member, respectively.

Preferably, the annular disc is coupled to the sub-hub in the circumferential direction via a toothed connection.

Preferably, the annular disc is separate from the second rotary member and is fixedly connected to the second rotary member.

Preferably, the annular disc is formed in one piece with the second rotary member.

Preferably, a drive plate disposed between the first rotational member and the second rotational member on a torque transmission path of the torsional vibration damper and fixed to the second rotational member, wherein the annular plate is separate from both the second rotational member and the drive plate and is fixedly connected to the second rotational member and the drive plate.

Preferably, the torsional vibration damper further includes a drive plate disposed between the first rotational member and the second rotational member on a torque transmission path of the torsional vibration damper and fixed to the second rotational member, wherein the annular plate is formed in one piece with the drive plate.

Preferably, the first stop disc and the second stop disc are fixed to the annular disc, respectively.

Preferably, the second stop disc is fixed to the annular disc via a temporary pin.

Preferably, the sub-hub is a splined hub connected to the output shaft.

Preferably, the torsional vibration damper is for a dual mass flywheel, the first rotational member being a primary mass flywheel and the second rotational member being a secondary mass flywheel.

Another aspect of the invention provides a driveline for a motor vehicle comprising a torsional vibration damper as hereinbefore described.

A further aspect of the invention provides a motor vehicle comprising a transmission system as described above.

The hub of the present invention comprises two separate components, namely a sub-hub and an annular disc, and the crankshaft bolts can be accessed through openings left at the locations where the sub-hubs are to be installed before the sub-hubs are installed in place, so that the torsional vibration damper is convenient to install. In addition, the torsional vibration damper of the invention has at least one of the advantages of simple structure, convenient processing, low cost, high strength and the like.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

FIG. 1 is a cross-sectional view of a torsional vibration damper according to an embodiment of the present invention;

fig. 2 is a sectional view taken along line B-B of fig. 1.

Detailed Description

Hereinafter, a torsional vibration damper according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the embodiments described are only a few embodiments of the present invention, and not all embodiments.

Thus, the following detailed description of the embodiments of the present invention, presented in conjunction with the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention. In addition, descriptions of well-known functions and constructions may be omitted for clarity and conciseness.

The terms and words used in the following description and claims are not limited to their bibliographic meanings, but are used by the inventors to convey a clear and consistent understanding of the invention. Accordingly, it will be appreciated by those skilled in the art that the following descriptions of the various embodiments of the present invention are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.

It is to be understood that the terms "radial," "axial," "inward," "outward," and the like are used herein and in the claims to indicate an orientation or positional relationship that is merely convenient for describing the invention and to simplify the description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be taken as limiting the invention. In general, "axial" refers to a direction parallel to the axis of rotation of the torsional vibration damper, "radial" refers to a direction normal to the axis of rotation, "radially inward" refers to a direction normal to and pointing toward the axis of rotation, and "radially outward" refers to a direction normal to and away from the axis of rotation.

It will be appreciated that in the drawings, some components have been omitted for clarity to avoid confusion.

Referring to fig. 1, the torsional vibration damper includes a first rotary member 1 and a second rotary member 2, and the second rotary member 2 and the first rotary member 1 are coupled such that torque is transmitted from the first rotary member 1 to the second rotary member 2. Also, the first and

second rotation members

1, 1 may be relatively rotatable about a rotation axis. The first rotation member 1 is fixed to an engine-side crankshaft by a plurality of crankshaft bolts (not shown). The first rotational member 1 receives the torque of the crankshaft and transmits the torque to the drive plate 3 through, for example, a spring damping system, a friction damping system, or the like. The drive plate 3 is arranged between the first rotational component 1 and the second rotational component 2 on the torque transmission path of the torsional vibration damper. Then, the drive plate 3 transmits the torque to the second rotating member 2.

In a conventional torsional vibration damper, an integrally formed hub is fixed to the second rotational member 2 and/or the drive plate 3 by fixing rivets and outputs torque to an output shaft.

In the case shown in fig. 1, the PCD of the crankshaft bolt with respect to the axis of rotation is small, while the diameter D of the output shaft is large. It is therefore difficult to provide an opening in the hub to allow access to the crankshaft bolt via the opening. Therefore, the first rotation member 1 cannot be fixed to the crankshaft, and the installation of the torsional vibration damper cannot be completed.

As shown in fig. 1, in the torsional vibration damper according to the embodiment of the present invention, the hub includes an annular disk 4 and a sub-hub 5 which is detachable from the annular disk 4 and reduced in radial size. Fig. 2 is a view of a section taken along line B-B of fig. 1. As shown in fig. 2, the sub-hub 5 has a plurality of protrusions 51 protruding radially outward, the annular disk 4 has a plurality of recesses 41 recessed radially outward, and the plurality of protrusions 51 are inserted into the plurality of recesses 41 to couple the sub-hub 5 and the annular disk 4 in the circumferential direction so that torque can be transmitted between the annular disk 4 and the sub-hub 5. (from another perspective, it can also be said that the sub-hub 5 has a plurality of recesses that are recessed radially outward, the annular disc 4 has a plurality of projections that project radially outward, and the plurality of projections cooperate with the plurality of recesses.) furthermore, the annular disc 4 is fixed with the second rotation member 2 and the drive disc 3 by means of fixing rivets (or in another manner). Thus, the annular disc 4 transmits the torque received from the drive disc 3 and/or the second rotary member 2 to the sub hub 5, and further to the output shaft, which is coupled with the sub hub 5 via the spline.

Because the sub-hub 5 is a separate part from the annular disc 4, the sub-hub 5 can be mounted in place after the crankshaft bolts are installed. The diameter of the sub-hub 5 is designed to be smaller, equal or larger than PCD, as long as the opening left on the side of the second rotational member 2 when the sub-hub 5 is not mounted allows access to the crankshaft bolt. The diameter of the sub-hub 5 is preferably larger than the PCD.

The torsional vibration damper also comprises a first stop disk 6 and a second stop disk 7 which are fixed to the annular disk 4. Wherein the sub-hub 5 is clamped in axial direction between a first stop disk 6 and a second stop disk 7. The first stop disk 6 and the second stop disk 7 each overlap at least a part of the annular disk 4 and the sub-hub 5 in the radial direction to stop the sub-hub 5 in the axial direction on the side of the first rotational member 1 and on the side of the second rotational member 2, respectively. Specifically, the first stopper disk 6 is fixed to the annular disk 4 from the side of the first rotation member 1 via a plurality of first screws 8, and the second stopper disk 7 is fixed to the annular disk 4 from the side of the second rotation member 2 via a plurality of second screws 9. Besides the first and second screws 8, 9, other types of fasteners are possible.

In this way, the sub-hub 5 is coupled to the annular disc 4 in the circumferential direction via the toothed connection and is positioned in the axial direction via the first stop disc 6 and the second stop disc 7.

In particular, the first stop disk 6 and the second stop disk 7 may have flexibility, more particularly steel flexible plates. In this way, the first and second stopper discs 6, 7 help to absorb vibrations of the sub-hub 5 in the axial direction.

A torsional vibration damper according to one embodiment of the present invention may be delivered to a user as three mounting assemblies. The first mounting portion includes an annular disc 4, a first stop disc 6, a first rotating member 1, a second rotating member 2, a drive disc 3, and various damping systems between the first and second

rotating members

1, 2, etc. The second mounting portion comprises a sub-hub 5. The third mounting portion comprises a second stop disk 7. The user can first mount the first mounting portion to the engine side via the crank bolt; then the sub-hub 5 is put in place, wherein the sub-hub 5 can be mounted in place from the side of the second rotation member 2 without being blocked by the first mounting portion in the axial direction; finally a second stop disk 7 is mounted to axially position the sub-hub 5.

A torsional vibration damper according to another embodiment of the present invention may be delivered to a user as two mounting assemblies. The first mounting portion includes an annular disc 4, a first stop disc 6, a first rotating member 1, a second rotating member 2, a drive disc 3, and various damping systems between the first and second

rotating members

1, 2, etc. The second mounting portion comprises a sub-hub 5 and a second stop disc 7 fixed to the sub-hub 5. The user can first mount the first mounting portion to the engine side via the crank bolt; the sub-hub 5 and the second stop disk 7 are then placed and fixed in place.

In this embodiment, the sub-hub 5 and the second stopper plate 7 may be fixed by fasteners such as screws, pins, or welding. The fasteners can then be removed again as needed. Preferably, the sub-hub 5 and the second stopper disc 7 may be fixed by a temporary pin 10. There may be a slight relative rotation between the sub-hub 5 and the annular disc 4, due to, for example, machining tolerances in the toothed connection between the sub-hub 5 and the annular disc 4. In the event of relative rotation between the sub-hub 5 and the annular disc 4, the temporary pins 10 can break substantially along the contact plane of the second stop disc 7 with the sub-hub 5, so that the broken temporary pins 10 have substantially no effect on the performance of the torsional vibration damping system and do not have to be removed.

In the embodiment described above, the annular disc 4 is a separate component with respect to the second rotation member 2. Furthermore, in a further embodiment according to the invention, the annular disc 4 may be integrally formed with the second rotation member 2. In other words, the annular disc 4 may be formed in one piece with the second rotation member 2. In addition, in a further embodiment according to the invention, the annular disc 4 may be integrally formed with the drive disc 3. In other words, the annular disc 4 may be formed in one piece with the driving disc 3.

It is noted that in the embodiment shown in fig. 1, the first rotational member 1 and the second rotational member 2 are a primary mass flywheel and a secondary mass flywheel, respectively, of a dual mass flywheel. In other embodiments, first and second

rotational members

1 and 2 may be included in other types of torsional vibration damping systems.

The scope of the present invention is defined not by the above-described embodiments but by the appended claims and equivalents thereof.

List of reference numerals

First rotating member 1

Second rotating member 2

Drive plate 3

Diameter D of the output shaft

Annular disc 4

Sub-hub 5

Concave 41

Projection 51

First stop disk 6

Second stop disk 7

First screw 8

Second screw 9

A temporary pin 10.

Claims

1. A torsional vibration damper, comprising:

a first rotating member;

a second rotational member coupled with the first rotational member such that torque is transferred from the first rotational member to the second rotational member;

a hub co-rotating with the second rotating member, an

A first stop disk and a second stop disk, wherein,

the hub includes an annular disc and a sub-hub detachably connected to the annular disc and having a reduced radial dimension, the first stopper disc and the second stopper disc protruding inward in a radial direction from the annular disc, and

the sub-hub is sandwiched between the first stopper disc and the second stopper disc in the axial direction so that the first stopper disc and the second stopper disc stop the sub-hub in the axial direction on a side of the first rotating member and a side of the second rotating member, respectively.

2. The torsional vibration damper of claim 1,

the annular disc is coupled to the sub-hub in a circumferential direction via a toothed connection.

3. The torsional vibration damper of claim 1,

the annular disc is separate from the second rotating member and is fixedly connected to the second rotating member.

4. The torsional vibration damper of claim 1,

the annular disc is formed in one piece with the second rotary member.

5. The torsional vibration damper of claim 1, further comprising,

a drive plate that is provided between the first rotating member and the second rotating member on a torque transmission path of the torsional vibration damper and that is fixed to the second rotating member, wherein

The annular disc is separate from and fixedly connected to both the second rotating member and the drive disc.

6. The torsional vibration damper of claim 1, further comprising,

The annular disc is formed in one piece with the drive disc.

7. The torsional vibration damper of claim 1, further comprising

The first stopper disc and the second stopper disc are fixed to the annular discs, respectively.

8. The torsional vibration damper of claim 1,

the second stopper disc is fixed to the annular disc via a temporary pin.

9. The torsional vibration damper according to any of claims 1-8,

the sub-hub is a splined hub connected to the output shaft.

10. The torsional vibration damper according to any of claims 1-8,

the torsional vibration damper is used for a dual mass flywheel, the first rotating member is a primary mass flywheel, and the second rotating member is a secondary mass flywheel.

11. A transmission system for a motor vehicle comprising

The torsional vibration damper as defined in any of claims 1-10.

12. A motor vehicle comprises

A transmission system according to claim 11.