CN112503139B - Novel dual-mass flywheel torsion damper - Google Patents
Novel dual-mass flywheel torsion damper Download PDFInfo
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- CN112503139B CN112503139B CN202011426276.8A CN202011426276A CN112503139B CN 112503139 B CN112503139 B CN 112503139B CN 202011426276 A CN202011426276 A CN 202011426276A CN 112503139 B CN112503139 B CN 112503139B
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- 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
- F16F15/30—Flywheels
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- 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
- F16F15/28—Counterweights, i.e. additional weights counterbalancing inertia forces induced by the reciprocating movement of masses in the system, e.g. of pistons attached to an engine crankshaft; Attaching or mounting same
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- 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
- F16F15/30—Flywheels
- F16F15/31—Flywheels characterised by means for varying the moment of inertia
Abstract
The invention discloses a novel dual-mass flywheel torsion damper, which comprises: a drive shaft; an active flywheel; a transmission gear; the driven flywheel is coaxially sleeved on the transmission gear in an empty mode; the force transmission device is used for transmitting power from the driving flywheel to the driven flywheel; the first liquid storage cavity and the second liquid storage cavity are respectively arranged in the driven flywheel and are symmetrically arranged; the first rack and the second rack are movably arranged in the driven flywheel and are respectively in meshing transmission with the transmission gear; two first pistons which are respectively and fixedly connected to two ends of the first rack; the two second pistons are respectively and fixedly connected to two ends of the second rack; a first piston accommodating cavity and a second piston accommodating cavity are respectively arranged at two ends of the first liquid storage cavity and the second liquid storage cavity; the two first pistons are respectively arranged in the two first piston accommodating cavities in a matching manner, and the two second pistons are respectively arranged in the two second piston accommodating cavities in a matching manner; and the excitation device is coaxially sleeved on the outer circumference of the driven flywheel in a hollow manner.
Description
Technical Field
The invention belongs to the technical field of torsional vibration reduction components in an automobile power transmission system, and particularly relates to a novel dual-mass flywheel torsional vibration reducer.
Background
With the development and application of new technologies of automobiles such as light-weight, low-speed and high-torque engines, car diesel engines and the like, torsional vibration of a power transmission system generated by the rotation speed fluctuation of the automobile engine is difficult to control. The traditional automobile limits the torsional vibration of a transmission system by installing a torsional vibration damper in a clutch driven disc, but due to the limitation of size and arrangement space, the elastic element of the torsional vibration damper of the clutch is often short in length, large in rigidity and small in relative rotation angle, so that the torsional vibration damping effect is poor, the service life of parts is shortened, and the comfort requirement is difficult to meet. The dual-mass flywheel is characterized in that the traditional flywheel is divided into two parts, and the torsion damping device is additionally arranged in the middle, and the arrangement space is large, so that the allowable relative rotation angle is increased, the rigidity of the damping element can be designed to be small, the problem of overlarge torsional vibration of an automobile transmission system is effectively solved, the fatigue life of parts is ensured, and the driving comfort is improved.
The traditional dual-mass flywheel torsional damper is only provided with an elastic damping element, and torsional damping is provided only by friction of an arc spring and lubricating grease, so that the damping is small and uncontrollable, and the torsional vibration at the end of an engine is difficult to attenuate quickly. The emerging semi-active magneto-rheological dual-mass flywheel can control the viscous damping of magneto-rheological fluid through an external magnetic field, so that the damping of the dual-mass flywheel torsion damper is changed under different working conditions, and the dual-mass flywheel torsion damper has a better torsion damping effect. In the prior art, for example, an intelligent magnetorheological fluid dual-mass flywheel disclosed in chinese patent CN103758923A, a semi-active magnetorheological fluid dual-mass flywheel disclosed in chinese patent CN103758923A, and a semi-active control variable inertia device flywheel based on magnetorheological fluid invented in chinese patent CN 109944906. In the technical scheme, the axial size is large and difficult to arrange; the weight is too large, so that the light weight requirement of the automobile is difficult to meet; the magnetorheological fluid is used in a large amount, so that the production and manufacturing cost is increased, and the requirements on a processing process and a sealing process are high; and the electric control variable inertia system has the defects of difficult wiring and the like.
Disclosure of Invention
The invention aims to provide a novel dual-mass flywheel torsion damper, which is matched with two liquid storage cavities through a gear rack mechanism, so that the damping of a dual-mass flywheel is adjustable, and the torsional vibration transmissibility of the dual-mass flywheel can be effectively reduced; and the semi-active control of the magnetorheological fluid is changed from rotary motion to linear motion, so that the sealing area of the dual-mass flywheel is reduced, the damping control effect can be effectively improved, and the requirements on the sealing technology and the precision requirements on processing and assembly are reduced.
The technical scheme provided by the invention is as follows:
a novel dual mass flywheel torsional damper comprising:
a drive shaft;
the driving flywheel is coaxially and fixedly arranged on the transmission shaft;
the transmission gear is coaxially and fixedly arranged on the transmission shaft and is arranged at an interval with the driving flywheel;
the driven flywheel is coaxially arranged with the driving flywheel and is sleeved on the transmission gear in an empty way;
the force transmission device is arranged between the driving flywheel and the driven flywheel and is used for transmitting power from the driving flywheel to the driven flywheel;
the first liquid storage cavity is formed in the driven flywheel;
the second liquid storage cavity is formed in the driven flywheel and is symmetrically arranged with the first liquid storage cavity;
the first liquid storage cavity and the second liquid storage cavity are respectively filled with magnetorheological fluid;
the first rack is movably arranged in the driven flywheel and is in meshed transmission with the transmission gear;
the second rack is movably arranged in the driven flywheel and is in meshed transmission with the transmission gear;
the transmission gear is positioned in an area formed by enclosing the first liquid storage cavity, the second liquid storage cavity, the first rack and the second rack;
the two first pistons are respectively and fixedly connected to two ends of the first rack;
the two second pistons are respectively and fixedly connected to two ends of the second rack;
a first piston accommodating cavity and a second piston accommodating cavity are respectively arranged at two ends of the first liquid storage cavity and the second liquid storage cavity; the two first pistons are respectively arranged in the two first piston accommodating cavities in a matching manner, and the two second pistons are respectively arranged in the two second piston accommodating cavities in a matching manner;
and the excitation device is annular and coaxially and idly sleeved on the outer circumference of the driven flywheel.
Preferably, the novel dual-mass flywheel torsional damper further comprises two variable inertia devices;
two inertia changing device accommodating cavities are symmetrically formed in the driven flywheel, and the inertia changing devices are arranged in the inertia changing device accommodating cavities in a one-to-one correspondence manner;
the variable inertia device includes:
a straight spring;
the additional mass block is cylindrical and is coaxially and fixedly connected to one end of the straight spring;
the other end of the straight spring is fixedly connected to the end face, close to the transmission shaft, in the variable inertia device accommodating cavity;
the steel ball spring accommodating cavities are respectively formed along the radial direction of the additional mass block and are uniformly distributed along the outer circumference of the additional mass block;
a plurality of steel balls;
the steel ball springs are arranged in one-to-one correspondence with the steel balls, and one ends of the steel ball springs are fixedly connected to the steel balls;
the steel ball springs and the steel balls are correspondingly arranged in the steel ball spring accommodating cavities one by one; a plurality of grooves are formed in the driven flywheel and are in one-to-one correspondence with the steel balls;
and in an initial state, the steel ball is abutted against the groove.
Preferably, the excitation device includes:
the bracket is fixedly connected to the outer shell of the engine;
the magnetic yoke is in a ring shape and is fixedly arranged on the bracket;
an excitation coil which is a multi-turn annular wire and is fixedly installed in the yoke;
wherein, the excitation coil is connected with a power supply.
Preferably, the first liquid storage cavity and the second liquid storage cavity are arc-shaped cavities which are arranged oppositely;
the two liquid flow channel bodies are respectively arranged in the first liquid storage cavity and the second liquid storage cavity in a matching mode;
wherein the flow channel body comprises:
the shell is fixedly arranged in the first liquid storage cavity or the second liquid storage cavity along the extending direction of the liquid storage cavity;
the two liquid separation plates are respectively arranged in the shell at intervals along the extending direction of the shell, and the liquid separation plates are fixedly connected to the inner wall of the shell;
arc-shaped liquid flowing channels are formed between the two liquid separating plates and the inner wall of the shell respectively.
Preferably, the force transfer device comprises:
a sealing plate fixedly mounted on the driving flywheel; two first spring mounting grooves are formed in one side of the sealing plate at intervals in a centrosymmetric manner;
the force transmission plate is coaxially and fixedly connected with the driven flywheel, and two side lug plates extending outwards are symmetrically arranged on the force transmission plate along the radial direction;
a force transmission plate accommodating cavity is formed in the driving flywheel; two second spring mounting grooves are respectively formed in the driving flywheel corresponding to the two first spring mounting grooves; the two first spring mounting grooves and the two second spring mounting grooves are buckled to form two spring mounting cavities respectively; two side ear plates of the force transmission plate are respectively arranged between the two spring installation cavities;
one of the two arc springs is correspondingly arranged in the two spring mounting cavities;
one end of the arc-shaped spring is fixedly connected to the side ear plate, and the other end of the arc-shaped spring abuts against the end part of the spring accommodating cavity.
Preferably, the pitch of the arc-shaped spring is gradually increased from the two ends of the spring to the middle.
Preferably, the novel dual mass flywheel torsional damper further comprises:
the two liquid injection plugs are embedded in the driven flywheel, and one ends of the two liquid injection plugs are respectively communicated with the first liquid storage cavity and the second liquid storage cavity through channels;
magnetorheological fluid is injected into the first liquid storage cavity and the second liquid storage cavity through the liquid injection plug.
Preferably, the driving flywheel comprises a plurality of first circular ring bodies and second circular ring bodies which are arranged at intervals;
wherein the first torus and the second torus are concentric rings; the first ring body is made of 45# steel, and the second ring body is made of engineering plastics;
the transmission gear and the driving flywheel have the same composition form;
the transmission shaft comprises a first shaft section and a second shaft section which are arranged at intervals along the axial direction;
the first shaft section is made of 45# steel, and the second shaft section is made of engineering plastics.
Preferably, the novel dual mass flywheel torsional damper further comprises:
and the connecting flange is coaxially and fixedly arranged on the transmission shaft, and the end part of the connecting flange is fixedly connected with the crankshaft of the engine.
The invention has the beneficial effects that:
(1) by introducing the magnetorheological fluid semi-dynamic control, the damping of the dual-mass flywheel can be adjusted, and the damping can be adjusted according to the working condition so as to effectively reduce the torsional vibration transfer rate.
(2) The dual-mass flywheel torsional damper can well attenuate unbalanced torque and unstable rotating speed transmitted by an engine, and has better damping performance compared with the traditional clutch torsional damper.
(3) Through the gear rack mechanism, the semi-active control of the magnetorheological fluid is changed from rotary motion to linear motion, the sealing area of the dual-mass flywheel is reduced, the requirements on the sealing technology and the precision requirements on processing and assembling are reduced, and the magnetorheological fluid is easier to fill, store, seal and maintain in the dual-mass flywheel.
(4) The magnetorheological fluid working cavity is changed into a column shape from a disc shape, so that the volume of the magnetorheological fluid working cavity is reduced, the using amount of the magnetorheological fluid is reduced, and the manufacturing cost and the possibility of oil leakage are reduced.
(5) The magnetorheological fluid dual-mass flywheel has the advantages that the structure is compact, the axial size of the semi-active control magnetorheological fluid dual-mass flywheel is shortened, and the magnetorheological fluid dual-mass flywheel is easy to arrange and implement on a real vehicle.
(6) By introducing the fence type liquid flow channel body, the magnetorheological fluid has a multi-gap working condition, can be designed and adjusted automatically according to the actual use condition, and has low structure change cost and high controllability.
(7) By introducing the variable-pitch arc-shaped spring, the nonlinear change of the rigidity of the dual-mass flywheel is realized; namely low-frequency large rigidity and high-frequency small rigidity; meanwhile, the rigidity of the spring continuously changes along with the compression amount without sudden change, and the clockwise vibration impact caused by the sudden change of the rigidity of the traditional multistage rigidity dual-mass flywheel is reduced.
(8) Through designing the transmission shaft, the driving flywheel and the driving gear into a bragg phonon crystal structure, the torsional vibration excitation caused by unbalanced engine torque in a specific frequency band is effectively reduced, and the vibration damping performance of the dual-mass flywheel in a middle-high frequency band is further improved.
(9) By introducing the variable inertia device into the secondary flywheel set, the inertia ratio of the dual-mass flywheel is automatically increased and decreased, and the smoothness of the automobile in high-speed running is improved.
Drawings
Fig. 1 is a schematic end view of a dual mass flywheel torsional damper according to the present invention.
FIG. 2 is a schematic sectional view taken along line A-A in FIG. 1.
Fig. 3 is a schematic cross-sectional view of a-a in fig. 1.
FIG. 4 is a general assembly view of the novel dual mass flywheel torsional damper of the present invention.
FIG. 5 is an exploded view of the overall assembly of the new dual mass flywheel torsional damper of the present invention.
Fig. 6 is a schematic structural diagram of the active flywheel according to the present invention.
Fig. 7 is a schematic structural view of the force transmission plate according to the present invention.
Fig. 8 is a schematic structural view of a sealing plate according to the present invention.
Fig. 9 is a schematic structural view of a variable pitch arcuate spring according to the present invention.
Fig. 10 is a schematic structural view of a transmission shaft according to the present invention.
Fig. 11 is a schematic structural view of a transmission gear according to the present invention.
Fig. 12 is a schematic structural diagram of the internal driven flywheel according to the present invention.
Fig. 13 is a schematic structural diagram of a variable inertia device according to the present invention.
Fig. 14 is a schematic view of a rack and piston mechanism according to the present invention.
Fig. 15 is a schematic end view of the phononic crystal structure of the active flywheel of the present invention.
Fig. 16 is a schematic radial cross-sectional view of the phononic crystal structure of the active flywheel of the present invention.
Fig. 17 is a schematic view of the phononic crystal structure of the transmission gear according to the present invention.
Fig. 18 is a schematic view of the phononic crystal structure of the transmission shaft according to the present invention.
Fig. 19 is a schematic structural view of a first semi-liquid flow channel body according to the present invention.
Detailed Description
The present invention is further described in detail below with reference to the attached drawings so that those skilled in the art can implement the invention by referring to the description text.
As shown in fig. 1-19, the present invention provides a novel dual mass flywheel torsional damper, which mainly comprises: starting the gear ring 1; a driving flywheel 2; the driving flywheel arc-shaped groove 2 a; a connecting flange 3; a spline 4; a shaft end clamp spring 5; a transmission shaft 6; a sliding bearing 7; a force transmission plate 8; a variable pitch arc spring 9; a first semi-flow channel body 10; a second semi-flow channel body 11; a magnetorheological fluid 12; an oil filler plug 13; an inner driven flywheel 14; an external driven flywheel 15; a shaft shoulder clamp spring 16; a transmission gear 17; a seal end cap 18; a woodruff key 19; a shaft end clamp spring 20; a first rack 21 a; a second rack 21 b; a connecting bolt 22; a slide bearing 23; a straight spring 24; a sealing plate 25; a seal plate arc groove 25 a; an additional mass 26; a steel ball spring 27; a steel ball 28; a cushion pad 29; a seal gasket 30; an excitation coil 31; a yoke 32; a fixed bracket 33; a first piston 34 a; a second piston 34b and a piston ring 35.
The novel double-mass flywheel torsion damper consists of a primary flywheel set, a secondary flywheel set, an arc-shaped spring set, a damping adjusting system, a variable inertia device and a phononic crystal assembly. The arc-shaped spring group is arranged between the primary flywheel group and the secondary flywheel group to form a dual-mass flywheel body; the damping adjusting system comprises a damping adjusting device and an exciting device; the damping adjusting device and the inertia changing device are embedded in the secondary flywheel set together and respectively play a role in damping and inertia; the excitation device is fixed on the outer shell of the engine and surrounds the periphery of the secondary flywheel set; the phononic crystal component is present in the primary flywheel set and is used for reducing the torsional vibration transmissibility in a specific frequency band range.
The primary flywheel set comprises a driving flywheel 2, a starting gear ring 1, a connecting flange 3, a sealing plate 25, a transmission shaft 6 and a transmission gear 17. The starting gear ring 1 is sleeved on the driving flywheel 2, the sealing plate 25 is fixedly connected with the driving flywheel 2, and the transmission shaft 6 penetrates through the driving flywheel 2 and is sleeved with the transmission gear 17 and the connecting flange 3 at two ends respectively.
The driving flywheel 2 is of a disc structure, a starting gear ring 1 is sleeved on the outer circumference of the driving flywheel 2, and the inner cylindrical surface of the starting gear ring 1 is in interference fit with the outer circumferential surface of the driving flywheel 2; the inner hole of the driving flywheel 2 is a through hole provided with a rectangular spline and is used for inserting a transmission shaft 6 with the rectangular spline 4 with the same size; the right end of the shaft shoulder of the transmission shaft 6 is a full-length rectangular spline shaft, the rectangular spline shaft is inserted into the rectangular spline hole of the driving flywheel 2 from the left side of the driving flywheel 2, and the right end surface of the shaft shoulder of the transmission shaft and the end surface of the inner circular ring body of the driving flywheel 2 are axially positioned at the left end; the connecting flange 3 is of a disc-shaped structure, an inner rectangular spline through hole matched with an outer spline of the transmission shaft 6 is formed in the connecting flange, and 8 uniformly distributed bolt holes are formed in the outer circular surface of the large-diameter end of the connecting flange 3 and used for connecting a flange plate at the crankshaft end of an engine; the connecting flange 3 is sleeved on the transmission shaft 6 at the end with the small diameter end extending out of the driving flywheel 2 from the transmission shaft 6, and is axially positioned by the end face of the small diameter end contacting with the end face of the small circular ring body arranged outside the driving flywheel 2. An annular groove is formed at the outermost end of the spline shaft part of the transmission shaft 6, and the shaft end clamp spring 5 is sleeved on the annular groove, so that the assembly positions of the transmission shaft 6, the driving flywheel 2 and the connecting flange 3 are axially positioned. The left end shaft of transmission shaft 6 is opened there is the keyway, and drive gear 17 passes through keyway and half-round key 19 suit on transmission shaft 6 to fix a position axial position through the shaft shoulder jump ring 16 of installing on transmission shaft 6 and the axle head jump ring 20 of installing at the transmission shaft left end, avoid axial float. The sealing plate 25 is a disc structure, the outer diameter size of the sealing plate is equal to the outer diameter size of the driving flywheel 2, the inner diameter of the sealing plate is sleeved and supported on the sliding bearing 23, and the sliding bearing 23 is sleeved on the outer annular body of the force transmission plate 8 and is supported by the outer annular body of the force transmission plate 8; the right side surface of the sealing plate 25 is tightly attached to the left side end surface of the driving flywheel 2 and is fixedly connected with the driving flywheel 2 through spot welding on the outer circumference, so that a space (a force transmission plate accommodating cavity) formed between the sealing plate 25 and the driving flywheel 2 is used for accommodating a force transmission plate 8, an adjusting washer and two arc-shaped springs 9; the right side of the sealing plate 25 is punched inward with two arc-shaped grooves 25 a; two arc-shaped grooves 2a are punched inwards on the left side surface of the driving flywheel 2; the two arc-shaped grooves 25a and the two arc-shaped grooves 2a are both non-communicating grooves and are arranged in a one-to-one correspondence manner, when the sealing plate 25 is buckled on the driving flywheel 2, the two arc-shaped grooves 25a are respectively combined with the two corresponding arc-shaped grooves 2a to form two spring mounting cavities, and the size of each spring mounting cavity is matched with the arc-shaped spring 9.
The secondary flywheel set comprises a force transmission plate 8, a driven flywheel, a sealing gasket 30 and all parts arranged in the driven flywheel; the driven flywheel is composed of an inner driven flywheel 14 and an outer driven flywheel 15 which are coaxially and oppositely arranged. The force transmission plate 8 is arranged between the sealing plate 25 and the driving flywheel 2, the inner driven flywheel 14 is arranged on the left side of the sealing plate 25 and clings to the sealing plate 25, and the outer driven flywheel 15 is arranged on the left side of the inner driven flywheel 14; the inner driven flywheel 14 and the outer driven flywheel 15 are both in disc structures, the outer diameter size is the same as that of the driving flywheel 2, and the inner diameter size is slightly larger than the addendum circle radius of the transmission gear 17; the inner driven flywheel 14 and the outer driven flywheel 15 determine the assembly position through positioning pins and are fixedly connected through evenly distributed bolts distributed on the outer circumference; the force transmission plate 8 is fixedly connected with the inner driven flywheel 14 through bolts 22 uniformly distributed around the small diameter of the inner driven flywheel 14.
The force transmission plate 8 is of a disc structure, two side ear plates 8a symmetrically extend out of the periphery of the disc and extend towards one side to form a small-diameter end, a round hole 8b is formed in the small-diameter end, and a sliding bearing 7 is installed in the round hole 8 b; the force transmission plate 8, the sliding bearing 7 and the adjusting washer are sleeved together and supported on a circular ring body extending out of the left end of the driving flywheel 2; the adjusting washer is arranged at the bottom of the force transfer plate accommodating cavity on the driving flywheel 2 and is used for adjusting the axial position of the force transfer plate 8 to enable the middle surface of the force transfer plate 8 to be coplanar with the central line of the arc-shaped spring 9.
The arc spring group comprises two identical variable-pitch arc springs 9. The two variable-pitch arc-shaped springs 9 are symmetrically arranged in two spring installation cavities formed between the sealing plate 25 and the driving flywheel 2; one end of the arc spring 9 is simultaneously abutted against the end face of the arc groove 25a on the same side as the arc groove 2a, and the other end of the arc spring is welded and fixed with the side lug plate 8a of the force transmission plate 8 to complete torque transmission and damping torsional vibration between the driving flywheel and the driven flywheel; the pitch of the variable-pitch arc-shaped spring 9 at the two ends is the smallest, the pitch of the middle part is the largest, the pitches are sequentially and uniformly increased from the two ends to the middle part, and the variable-pitch arc-shaped spring has a nonlinear rigidity characteristic, so that smaller rigidity can be provided under the condition of high-frequency small-corner vibration, high-frequency vibration is effectively relieved, and the stability of a transmission system is improved; the large rigidity is provided under the condition of low-frequency large rotation angle impact, so that the relative rotation angle is limited, and the impact on a transmission system is relieved.
The damping adjusting system consists of a damping adjusting device and an excitation device; the damping adjusting device comprises an inner driven flywheel 14, an outer driven flywheel 15, a transmission shaft 6, a transmission gear 17, a first rack 21a, a second rack 21b, a first piston 34a, a second piston 34b and a piston ring 35, a first semi-liquid flow passage body 10, a second semi-liquid flow passage body 11, magnetorheological fluid 12, an oil filling plug 13 and a sealing gasket 30.
Wherein, the outer driven flywheel 15 is provided with a step hole more than the inner driven flywheel 14 on the left end surface for installing and positioning the sealing end cover 18 for sealing the driven flywheel; except for this structure, the inner driven flywheel 14 is identical to the outer driven flywheel 15; the inner driven flywheel 14 and the outer driven flywheel 15 are symmetrically provided with identical semi-cylindrical grooves on the contact surface side of the two, and form a cylindrical variable inertia device accommodating cavity 143 for accommodating a variable inertia device through the matching of the two. The inner driven flywheel 14 and the outer driven flywheel 15 are symmetrically provided with an arc-shaped groove, two piston accommodating grooves and a semi-cylindrical thin groove communicated with the piston accommodating grooves on one side of the contact surface of the inner driven flywheel and the outer driven flywheel. As shown in fig. 12, the internal driven flywheel 14 is taken as an example and further explained as follows: two arc-shaped grooves 144 are symmetrically formed in the inner driven flywheel 14, and two ends of each arc-shaped groove 144 are respectively connected with a semi-cylindrical first piston accommodating groove 141 and a semi-cylindrical second piston accommodating groove 142; two semi-cylindrical slots are connected between the corresponding two first piston receiving grooves 141 and between the corresponding two second piston receiving grooves 142 for receiving the first and second racks 21a and 21b, respectively. The two arc-shaped grooves on the outer driven flywheel 15 are buckled with the two arc-shaped grooves 144 symmetrically formed on the inner driven flywheel 14 to form a first liquid storage cavity and a second liquid storage cavity which are symmetrical to each other, and the cross sections of the first liquid storage cavity and the second liquid storage cavity are circular. The two first piston accommodating grooves 141 and the two piston accommodating grooves (corresponding to the positions of the first piston accommodating grooves 141) formed on the external driven flywheel 15 are combined to form a first piston accommodating cavity; the two second piston receiving grooves 142 and the two piston receiving grooves (corresponding to the positions of the second piston receiving grooves 142) formed in the external driven flywheel 15 are combined to form a second piston receiving chamber. The sealing gasket 30 is disposed between the inner driven flywheel 14 and the outer driven flywheel 15 to seal the liquid chamber in which the magnetorheological fluid 12 is located against leakage of the magnetorheological fluid 12.
For the convenience of installation, each of the flow passage bodies corresponding to the inner driven flywheel 14 and the outer driven flywheel 15 is divided into a first half flow passage body 10 and a second half flow passage body 11. The two first half fluid channel bodies 10 are respectively and symmetrically arranged in the two arc-shaped grooves 144, and the two second half fluid channel bodies 11 are respectively and symmetrically arranged in the arc-shaped grooves corresponding to the two arc-shaped grooves 144 in the outer driven flywheel 15. The first half-flow channel body 10 and the second half-flow channel body 11 have the same structure, and the following description will be given by taking the first half-flow channel body 10 as an example. As shown in fig. 19, the first semi-flow channel body 10 includes: a base plate 101 having a semicircular cross section; and two half liquid separation plates 102 and 103 which are arranged in the bottom plate 101 at intervals along the extending direction of the bottom plate 101 respectively, wherein the two half liquid separation plates 102 and 103 are fixedly connected to the inner wall of the bottom plate 101. The two second half-flow channel bodies 11 and the two first half-flow channel bodies 10 are correspondingly buckled one by one to form two integrated flow channel bodies. The bottom plate 101 and the corresponding second half liquid flow channel body 11 are buckled to form a shell of the liquid flow channel body, and the two half liquid separation plates 102 and 103 are respectively butted with the two half liquid separation plates in the corresponding second half liquid flow channel body 11 to form an integral liquid separation plate; and arc-shaped liquid flowing channels are respectively formed between the two liquid separating plates and the inner wall of the shell.
The arc-shaped liquid flow channel structure ensures that the magnetorheological fluid has multiple working gaps, and the passing area and the working gaps of the magnetorheological fluid are adjusted by designing and adjusting the size of the gaps between the two liquid separation plates and between the liquid separation plates and the inner wall of the shell, so that the semi-active control based on the magnetorheological fluid is in an ideal state. The liquid separation plate is adhered or welded with the inner wall of the shell. The two liquid flow channel bodies are made of silicon steel materials, the silicon steel has high magnetic track performance, and under the action of an external magnetic field, magnetic domains are regularly arranged along the direction of the external magnetic field to form an additional magnetic field superposed on the external magnetic field, so that the magnetic flow channel has the functions of guiding the direction of the magnetic field and enhancing the local magnetic field intensity, and can reduce the energy consumption and improve the damping control effect of the magnetic field intensity of a working area of the magnetorheological fluid.
The two oil filling plugs 13 are symmetrically arranged in oil filling plug holes of the outer driven flywheel 15, oil passages are formed in the bottoms of the oil filling plug holes and are connected with liquid chambers of magnetorheological fluid 12, and the magnetorheological fluid 12 is filled into the liquid chambers through the oil filling plugs 13; the magnetorheological fluid 12 is a suspension formed by mixing fine soft magnetic particles with high magnetic conductivity and low magnetic hysteresis and a non-magnetic conductive liquid.
As shown in fig. 12 and 14, the first rack 21a and the second rack 21b are both cylindrical long structures, and are inserted into the middle of the structures to form a rack shape, and both ends of the structures still maintain a cylindrical rod shape and are provided with external threads; the first piston 34a and the second piston 34b are short cylinders, one end of each short cylinder is provided with a threaded hole, and the outer cylindrical surfaces of the first piston 34a and the second piston 34b are sleeved with two piston rings 35 to ensure the sealing property so as to prevent oil leakage; two ends of the first rack 21a are respectively connected with two first pistons 34a through threads, and two ends of the second rack 21b are respectively connected with two second pistons 34b through threads, so that two sets of bidirectional piston connecting rod mechanisms are formed; the two first pistons 34a are symmetrically arranged in the two first piston accommodating cavities between the inner driven flywheel 14 and the outer driven flywheel 15; the two second pistons 34b are symmetrically arranged in the two second piston accommodating chambers between the inner driven flywheel 14 and the outer driven flywheel 15. The toothed parts of the first rack 21a and the second rack 21b are meshed with the transmission gear 17, so that the transmission shaft 6 drives the transmission gear 17 to rotate through the key slot and drives the first piston 34a and the second piston 34b on the first rack 21a and the second rack 21b to do reciprocating translational motion through the meshing of the gear and the rack each time the primary flywheel set and the secondary flywheel set generate relative vibration, and the magnetorheological fluid is pushed to flow back and forth in the first fluid storage cavity and the second fluid storage cavity along the fluid channel.
All structures in the damping adjusting system are symmetrically arranged and installed relative to the axis center, so that the damping adjusting mechanism can ensure the rotation balance of the secondary flywheel set no matter the damping adjusting mechanism is in any working position.
The excitation device is composed of an excitation coil 31, a magnetic yoke 32 and a bracket. The magnetic yoke 32 is of a ring structure and is fixedly connected to the fixing support 33 through bolts, wherein the axis of the excitation device is coaxial with the central axis of the dual-mass flywheel. The fixed bracket 33 is fixedly connected to the outer shell of the engine through bolts and is kept still; the excitation coil 31 is formed by winding a long wire, is in a multi-turn annular shape, and is fixedly arranged in the magnetic yoke 32; two sections of lead wires are connected out from the small holes of the magnetic yoke 32 and are connected with an external power supply, and when the power supply is switched on, the excitation device generates a magnetic field in the space around the whole dual-mass flywheel body so as to control the flow characteristic of the magnetorheological fluid; the excitation device is fixed and does not change the circumferential position along with the rotation of the dual-mass flywheel.
As shown in fig. 1, 12-13, the variable inertia device is composed of an additional mass 26, a straight spring 24, a steel ball 28, a steel ball spring 27, and a cushion 29. The inertia adjusting mechanism is integrally installed in an inertia changing device accommodating cavity 143 formed between the inner driven flywheel 14 and the outer driven flywheel 15, and vent holes communicated with the outside are symmetrically formed in the two inertia changing device accommodating cavities 143 to balance air pressure; one end of the straight spring 24 is welded on the end face, close to the transmission shaft 6, in the variable inertia device accommodating cavity 143, and the other end of the straight spring is welded with the additional mass block 26 to form a spring oscillator structure, wherein the spring oscillator can reciprocate in the cavity; the additional mass block 26 is a cylindrical structure, and 4 steel ball spring accommodating cavities 261 which are cylindrical deep holes and are slightly larger than the steel ball spring in size are uniformly and inwards formed in the middle of the circumferential surface around the circumferential surface in the circumferential direction, and are used for installing the steel ball spring; four circular arc-shaped grooves 145 matched with the steel balls are punched in the driven flywheel, and in an initial state (when the driven flywheel does not rotate), the straight springs are in a small stretching state, the steel balls abut against the grooves 145 under the pre-compression force of the steel ball springs, but most of the steel balls are still in the steel ball spring accommodating cavities 261 of the additional mass blocks 26, so that the initial positions and the initial motion conditions of the additional mass blocks 26 are limited, namely: the additional mass 26 changes initial position and moves only when subjected to centrifugal force sufficient to push the four balls 28 and their pre-loaded ball springs 27 inward until the balls 28 are fully retracted into the ball spring receiving cavity 261. The initial conditions for the motion of the additional mass 26 can be varied by varying the diameter of the steel ball 28, the depth of the groove 145, the stiffness and pre-tension of the ball spring 27. When the rotating speed of the driven flywheel is increased, the additional mass block 26 breaks away from the limiting mechanism to be bound to move radially outwards and finally stops at the end face of one end, close to the large diameter, of the variable inertia device accommodating cavity 143, and the end face of the variable inertia device accommodating cavity 143 is provided with a buffer pad 29 made of a vibration absorption material to relieve the impact of the mass block and reduce additional vibration and noise; the additional mass 26 in its rest position should still ensure that the straight spring connected to it has a certain pretension, so that the return movement of the additional mass 26 is smoothly performed.
As shown in fig. 15-18, the phononic crystal group is composed of a transmission shaft 6 having a periodically arranged composite structure, i.e., a phononic crystal structure, a driving flywheel 2 and a transmission gear 17; the three are connected through a rectangular spline and transmit the torque of the engine. The driving flywheel 2 and the transmission gear 17 are structurally both in a disc type, and the composite structure of the driving flywheel and the transmission gear is formed by alternately combining concentric circular rings made of two different materials (45# steel and engineering plastics) to form a one-dimensional r-shaped generalized phonon crystal circular plate, wherein the phonon crystal structure of the driving flywheel only exists in a partial disc without thickness mutation between the inner diameter of a large circular ring and the outer diameter of a small circular ring; the transmission shaft 6 is a shaft part, and the composite structure of the transmission shaft is also formed by combining shaft sections made of two different materials (45 steel and engineering plastics) to form a one-dimensional phononic crystal shaft; the transmission shaft 6, the driving flywheel 2 and the transmission gear 17 together form a shaft two-plate type phonon crystal group to work in a matching way.
The working principle of the novel dual-mass flywheel torsion damper is as follows:
when the automobile engine works, the torque and the rotating speed generated by the engine are transmitted to the connecting flange 3 at the right end of the dual-mass flywheel from the flange at the end part of the crankshaft, and the rotating speed and the torque are transmitted to the transmission shaft 6 by the connecting flange 3 through the rectangular spline 4. The transmission shaft 6 drives the driving flywheel 2 and the transmission gear 17 to rotate through the rectangular spline 4 on the shaft, the driving flywheel 2 is welded with the sealing plate 25, and the gear ring 1 is in interference fit with the driving flywheel 2, so that the whole primary flywheel set keeps synchronous rotation. The driving flywheel 2 and the sealing plate 25 act on the pair of variable-pitch arc springs 9 through the ends of the arc grooves, and the variable-pitch arc springs 9 are compressed and transmit the torque to the force transmission plate 8 through the side lug plates. The force transmission plate 8 is fixedly connected with the inner driven flywheel 14 and the outer driven flywheel 15 through bolts, so that the whole secondary flywheel set and other parts arranged on the secondary flywheel set are driven to rotate together, and the received torque is transmitted to the input end of the transmission by the secondary flywheel set. When the primary flywheel set and the secondary flywheel set generate relative rotation angles, instantaneous impact can be buffered under the action of the variable-pitch arc-shaped spring 9, the rigidity of the primary flywheel set and the secondary flywheel set can be adjusted according to rotation angle change (spring compression amount), the requirements of small rigidity at small rotation angles and large rigidity at large rotation angles can be met, and torsional vibration transmitted to the secondary flywheel set is effectively reduced;
in addition, when the primary flywheel set and the secondary flywheel set generate relative rotation angles, because the transmission gear 17 is fixedly connected on the transmission shaft 6 and rotates together with the primary flywheel set, and the first rack 21a, the second rack 21b, the first piston 34a and the second piston 34b are installed on the secondary flywheel set and rotate synchronously with the secondary flywheel set, and because the secondary flywheel set is rigidly connected with the whole transmission system, relative motion must also occur between the transmission gear 17 and the first rack 21a and the second rack 21b, namely, the transmission gear 17 drives the first rack 21a and the second rack 21b to move along the first piston accommodating cavity and the second piston accommodating cavity, the first piston 34a and the second piston 34b push the magnetorheological fluid stored in the first fluid storage cavity and the second fluid storage cavity to flow back and forth through the gap between the first fluid chamber and the second fluid passage, so as to generate viscous damping of the magnetorheological fluid, the torsional vibration transmitted from the primary flywheel set to the secondary flywheel set is attenuated; the magnetorheological fluid has Newtonian fluid characteristics in the absence of an external magnetic field and is in a low-viscosity and small-damping state; when the controller adjusts the current output to the excitation coil 31 according to the working condition so as to generate magnetic fields with different strengths near the liquid storage cavity and the liquid flow channel, the polar particles in the magnetorheological liquid instantly form particle chains, the shear yield strength of the particle chains is greatly increased and is proportional to the magnetic field strength, and the particle chains are represented as Bingham fluid characteristics with high viscosity and fluidity, so that the damping of the dual-mass flywheel torsion damper is adjusted to adapt to the current working condition, and the semi-active control of the torsional vibration is realized.
When the automobile runs at a high speed, the inertia ratio of the secondary flywheel set to the primary flywheel set is increased, so that the working stability of the transmission system can be improved, and the interference of vibration impact and micro-amplitude torsional vibration can be reduced; when the additional mass block 26 of the variable inertia device rotates along with the secondary flywheel set, radial centrifugal force is generated to force the additional mass block to move outwards along the cylindrical variable inertia device accommodating cavity 143, but due to the pre-tightening and limiting effects of the steel ball 28 and the steel ball spring 27, the additional mass block 26 cannot generate displacement under the low-speed small centrifugal force; when the automobile runs at a high speed, the rotating speed of the secondary flywheel set is increased, the centrifugal force of the additional mass block 26 is correspondingly increased, when the centrifugal force is larger than the pre-tightening force generated by the steel ball 28 and the steel ball spring 27, the steel ball 27 is ejected out of the groove 145 and is retracted into the deep hole of the additional mass block 26, the additional mass block 26 is also loosened to move outwards under the constraint of the steel ball, and J-mr is larger than J-mr2Therefore, the rotational inertia of the secondary flywheel set is increased, and the stable running of the automobile at high speed is ensured; when the vehicle speed is reduced, the rotating speed of the secondary flywheel set is reduced, and the additional mass block 26 is separated from the secondary flywheel setThe force drop will be pulled back into place by the bottom attached straight spring 24, at which point the ball 28 is pushed back into the recess 145 by the inference of the ball spring 27, creating a repositioning of the additional mass 26.
When the dual-mass flywheel works, the phonon crystal assembly, namely the transmission shaft 6, the driving flywheel 2 and the transmission gear 17 are rigidly connected and rotate together, and torque is transmitted along the interior of the phonon crystal structure. The torsional vibration resonance component of the engine, which is transmitted due to the rotation speed change and the rotation speed unbalance, extends over the whole frequency band, and the elastic wave in the photonic crystal band gap cannot be transmitted because the corresponding vibration mode cannot be found and is limited at the defect, so that the torsional transmission member with the photonic crystal structure has the effect of inhibiting the transmission of the torsional vibration elastic wave in the specific frequency band range, namely the torsional vibration in the specific frequency band cannot be transmitted to a transmission system through the photonic crystal group.
While embodiments of the invention have been described above, it is not limited to the applications set forth in the description and the embodiments, which are fully applicable in various fields of endeavor to which the invention pertains, and further modifications may readily be made by those skilled in the art, it being understood that the invention is not limited to the details shown and described herein without departing from the general concept defined by the appended claims and their equivalents.
Claims (9)
1. A novel dual mass flywheel torsional damper, comprising:
a drive shaft;
the driving flywheel is coaxially and fixedly arranged on the transmission shaft;
the transmission gear is coaxially and fixedly arranged on the transmission shaft and is arranged at an interval with the driving flywheel;
the driven flywheel is coaxially arranged with the driving flywheel and is sleeved on the transmission gear in an empty way;
the force transmission device is arranged between the driving flywheel and the driven flywheel and is used for transmitting power from the driving flywheel to the driven flywheel;
the first liquid storage cavity is formed in the driven flywheel;
the second liquid storage cavity is formed in the driven flywheel and is symmetrically arranged with the first liquid storage cavity;
the first liquid storage cavity and the second liquid storage cavity are respectively filled with magnetorheological fluid;
the first rack is movably arranged in the driven flywheel and is in meshed transmission with the transmission gear;
the second rack is movably arranged in the driven flywheel and is in meshed transmission with the transmission gear;
the transmission gear is positioned in an area formed by enclosing the first liquid storage cavity, the second liquid storage cavity, the first rack and the second rack;
the two first pistons are respectively and fixedly connected to two ends of the first rack;
the two second pistons are respectively and fixedly connected to two ends of the second rack;
a first piston accommodating cavity and a second piston accommodating cavity are respectively arranged at two ends of the first liquid storage cavity and the second liquid storage cavity; the two first pistons are respectively arranged in the two first piston accommodating cavities in a matching manner, and the two second pistons are respectively arranged in the two second piston accommodating cavities in a matching manner;
and the excitation device is annular and coaxially and idly sleeved on the outer circumference of the driven flywheel.
2. The new dual mass flywheel torsional damper of claim 1 further comprising two variable inertia devices;
two inertia changing device accommodating cavities are symmetrically formed in the driven flywheel, and the inertia changing devices are arranged in the inertia changing device accommodating cavities in a one-to-one correspondence manner;
the variable inertia device includes:
a straight spring;
the additional mass block is cylindrical and is coaxially and fixedly connected to one end of the straight spring;
the other end of the straight spring is fixedly connected to the end face, close to the transmission shaft, in the variable inertia device accommodating cavity;
the steel ball spring accommodating cavities are respectively formed along the radial direction of the additional mass block and are uniformly distributed along the outer circumference of the additional mass block;
a plurality of steel balls;
the steel ball springs are arranged in one-to-one correspondence with the steel balls, and one ends of the steel ball springs are fixedly connected to the steel balls;
the steel ball springs and the steel balls are correspondingly arranged in the steel ball spring accommodating cavities one by one; a plurality of grooves are formed in the driven flywheel and are in one-to-one correspondence with the steel balls;
and in an initial state, the steel ball is abutted against the groove.
3. The new dual mass flywheel torsional damper of claim 2, wherein the excitation device comprises:
the bracket is fixedly connected to the outer shell of the engine;
the magnetic yoke is in a ring shape and is fixedly arranged on the bracket;
an excitation coil which is a multi-turn annular wire and is fixedly installed in the yoke;
wherein, the excitation coil is connected with a power supply.
4. The new dual mass flywheel torsional damper of claim 3, wherein the first fluid reservoir and the second fluid reservoir are oppositely disposed arcuate cavities;
the two liquid flow channel bodies are respectively arranged in the first liquid storage cavity and the second liquid storage cavity in a matching way;
wherein the flow channel body comprises:
the shell is fixedly arranged in the first liquid storage cavity or the second liquid storage cavity along the extending direction of the arc-shaped cavity;
the two liquid separation plates are respectively arranged in the shell at intervals along the extending direction of the shell, and the liquid separation plates are fixedly connected to the inner wall of the shell;
arc-shaped liquid flowing channels are formed between the two liquid separating plates and the inner wall of the shell respectively.
5. The new dual mass flywheel torsional damper of any one of claims 1-4, wherein the force transfer device comprises:
a sealing plate fixedly mounted on the driving flywheel; two first spring mounting grooves are formed in one side of the sealing plate at intervals in a centrosymmetric manner;
the force transmission plate is coaxially and fixedly connected with the driven flywheel, and two side lug plates extending outwards are symmetrically arranged on the force transmission plate along the radial direction;
a force transmission plate accommodating cavity is formed in the driving flywheel; two second spring mounting grooves are respectively formed in the driving flywheel corresponding to the two first spring mounting grooves; the two first spring mounting grooves and the two second spring mounting grooves are buckled to form two spring mounting cavities respectively; two side ear plates of the force transmission plate are respectively arranged between the two spring installation cavities;
one of the two arc springs is correspondingly arranged in the two spring mounting cavities;
one end of the arc-shaped spring is fixedly connected to the side ear plate, and the other end of the arc-shaped spring abuts against the end part of the spring installation cavity.
6. The new dual mass flywheel torsional damper of claim 5, wherein the pitch of the arcuate springs increases from the ends of the springs to the middle.
7. The new dual mass flywheel torsional damper of claim 6, further comprising:
the two liquid injection plugs are embedded in the driven flywheel, and one ends of the two liquid injection plugs are respectively communicated with the first liquid storage cavity and the second liquid storage cavity through channels;
magnetorheological fluid is injected into the first liquid storage cavity and the second liquid storage cavity through the liquid injection plug.
8. The new dual mass flywheel torsional damper of claim 7, wherein the active flywheel comprises a plurality of first and second toroids spaced apart from one another;
wherein the first torus and the second torus are concentric rings; the first ring body is made of 45# steel, and the second ring body is made of engineering plastics;
the transmission gear and the driving flywheel have the same composition form;
the transmission shaft comprises a first shaft section and a second shaft section which are arranged at intervals along the axial direction;
the first shaft section is made of 45# steel, and the second shaft section is made of engineering plastics.
9. The new dual mass flywheel torsional damper of claim 8, further comprising:
and the connecting flange is coaxially and fixedly arranged on the transmission shaft, and the end part of the connecting flange is fixedly connected with the crankshaft of the engine.
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| DE3726926C1 (en) * | 1987-08-13 | 1989-02-02 | Ulrich Dr-Ing Rohs | Device for changing the temporal flow rate of a liquid damping agent in a torsional vibration damper |
| JP2000304099A (en) * | 1999-04-22 | 2000-10-31 | Valeo Unisia Transmission Kk | Flywheel |
| US6883655B2 (en) * | 2003-09-19 | 2005-04-26 | Borgwarner, Inc. | Variable torsional damper having magneto-rheological fluid damping in parallel with a spring damper |
| CN203702984U (en) * | 2014-01-22 | 2014-07-09 | 吉林大学 | Semi-active magnetorheological fluid DMF-CS |
| CN103758923B (en) * | 2014-01-22 | 2015-10-14 | 吉林大学 | Intellectual magnetic flow liquid double mass flywheel |
| CN106194413A (en) * | 2015-05-02 | 2016-12-07 | 徐文磊 | A kind of IC engine moves back and forth the mechanism being converted to circular motion |
| CN106763486A (en) * | 2017-01-04 | 2017-05-31 | 四川大学 | New Multiple level magnetic flow liquid double mass flywheel |
| CN107956839B (en) * | 2017-11-27 | 2019-06-28 | 吉林大学 | A kind of compound Adjustable transmission system torsional vibration damper with particle damping and electromagnetic damping |
| CN211009727U (en) * | 2019-08-07 | 2020-07-14 | 法雷奥凯佩科液力变矩器(南京)有限公司 | Torsional vibration damping system for a hydrodynamic torque coupling |
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