CN114905963A - Vibration damping device and hybrid power device - Google Patents

Abstract

The invention relates to a vibration damping device and a hybrid power device. The vibration damping device includes: a damping flange which is connected to the torque transmission element in a rotationally fixed manner; a side plate assembly including first and second side plates fixedly connected to each other and axially spaced apart, and rotatable relative to the vibration reduction flange; and the damping spring abuts between the damping flange and the side plate assembly along the rotation direction. The first side plate and the second side plate are used as two parallel torque transmission ends of the vibration damper to input or output torque. The vibration damping device of the present invention has an improved structural design.

Description

Vibration damping device and hybrid power device

Technical Field

The invention relates to the technical field of vehicles. In particular, the invention relates to a vibration damping device for the drive train of a motor vehicle and a hybrid device comprising such a vibration damping device.

Background

In the current society with increasingly severe environmental and energy problems, new energy vehicles are receiving more and more attention from the industry. Among the various new energy vehicles at present, a hybrid vehicle that uses an internal combustion engine and an electric motor for common driving is a common type. The layout of a hybrid vehicle can be generally divided according to the position of the motor in the drive train. For example, P1 refers to the layout of the electric machine disposed after the engine and before the clutch, while P3 refers to the layout of the electric machine disposed at the output of the transmission.

For vehicles with a P1 motor, particularly hybrid vehicles with a P1+ P3 layout, the input of the vibration damping device is connected to the engine, while the output needs to be connected in parallel with both the P1 motor and the transmission. Therefore, two parallel torque transmission paths need to be led out from the vibration damping device. And in order to control the torque transmission between the engine and the transmission, it is often necessary to provide a clutch between the damper device and the transmission, and this clutch is often integrated into the damper device.

In the prior art, the two required parallel torque transmission paths are usually routed through two different components of the damping device connected in series. For example, the torque output can be simultaneously led out of the side plates and the damping flange in parallel. This design makes the structure of the damping device more complex, and often requires additional rotating parts.

Disclosure of Invention

Therefore, the technical problem to be solved by the present invention is to provide an improved vibration damping device and a hybrid device.

The above-mentioned technical problem is solved by a vibration damping device according to the present invention. The vibration damping device includes: a damper flange, which is connected in a rotationally fixed manner to a torque transmission element, such as a flywheel; a side plate assembly including first and second side plates fixedly connected to each other and axially spaced apart, and rotatable relative to the vibration reduction flange; and the damping spring is abutted between the damping flange and the side plate assembly along the rotation direction. The first side plate and the second side plate are used as two parallel torque transmission ends of the vibration damper to input or output torque. In this damper device, the two side plates of the side plate unit are used as torque transmission ends for leading out the parallel torque transmission paths, and therefore the leading positions of the two parallel torque transmission ends in the torque transmission paths of the damper device are the same. The design does not need to increase the number of transmission parts, has simple structure and easy realization, thereby being beneficial to realizing compact layout and saving production cost.

According to a preferred embodiment of the present invention, the damping device may include a clutch connected to the second side plate, and the second side plate may input or output torque through the clutch. Adding a clutch to one of the two parallel torque transfer paths facilitates controlling the switching on and off of that torque transfer path. Particularly in a hybrid vehicle of P1+ P3 layout, the clutch can switch on or off the torque transmission path of the damper device and the transmission, so that it is possible to select whether to drive the vehicle by only the P3 motor.

According to another preferred embodiment of the present invention, the first side plate may be axially closer to the flywheel than the second side plate. In a damper device, a flywheel is a member attached to a side close to a crankshaft of an engine, that is, the flywheel is generally used as a torque input terminal of the damper device when transmitting torque from the engine to the damper device. Therefore, in this case, the second side plate, which is away from the flywheel, is selected to output torque to the motor or transmission.

According to a further preferred embodiment of the invention, the clutch may comprise a clutch hub and a toothed sleeve, the second side plate may be axially adjacent to the clutch hub, the toothed sleeve being arranged in an axially movable manner to establish a connection or disconnection between the clutch hub and the second side plate via the toothed sleeve, so that the second side plate and the clutch hub can be connected or disconnected in a rotationally fixed manner. The gear sleeve can be connected in a rotationally fixed manner to the second side plate and the clutch hub, for example by means of splines. The clutch has a simple structure, is convenient to control, and can transmit large torque.

According to a further preferred embodiment of the invention, the clutch may comprise an actuator for actuating an axial movement of the toothed sleeve in order to control the torque-proof connection or disconnection of the second side plate to or from the clutch hub. Preferably, the actuator may be an electromagnetic coil arranged radially outside of the toothed sleeve, the toothed sleeve being axially displaced under the magnetic action of the electromagnetic coil. Alternatively, the actuator may be another form of actuation mechanism, such as a mechanical actuation mechanism or a hydraulic actuation mechanism.

According to a further preferred embodiment of the invention, the clutch hub may have an axially extending inner axial section, and the damping device may further comprise a bearing by means of which the second side plate may be supported on the inner axial section so as to radially locate the side plate assembly.

According to a further preferred embodiment of the invention, the second side plate may comprise a second body part and a second hub fixedly connected with the second body part, by means of which the second side plate may be engaged with the gear sleeve and/or radially supported on a bearing.

According to another preferred embodiment of the present invention, the first side plate may include a first body portion and a first hub fixedly connected to the first body portion, and the first side plate may input or output torque through the first hub. The main body portion of the first side plate or the second side plate is generally a thin plate-like structure extending in a plane perpendicular to the axial direction, while the portion connected to the driveshaft needs to have a certain axial length, i.e., a hub needs to be formed for radial support and torque transmission. The two parts have larger difference in axial length, so that the two parts are processed into two independent parts and then fixed together, which is beneficial to reducing the manufacturing difficulty.

The above problem is also solved by a hybrid power unit according to the present invention. The hybrid power device comprises a first transmission shaft, a second transmission shaft and a vibration damping device with the characteristics. The first transmission shaft is connected with the first side plate, the second transmission shaft is connected with the second side plate, the second transmission shaft is a hollow shaft, and the first transmission shaft penetrates through the second transmission shaft. The hybrid device accordingly has the corresponding features and advantages of the vibration damping device described above.

Drawings

The invention is further described below with reference to the accompanying drawings. In the figures, elements having the same function are denoted by the same reference numerals. Wherein:

fig. 1 shows a schematic view of a vibration damping device according to an embodiment of the invention; and

fig. 2 shows a schematic diagram of a vehicle power train to which a hybrid power unit according to an embodiment of the invention is applied.

Detailed Description

Specific embodiments of a vibration damping device and a hybrid device according to the present invention will be described below with reference to the accompanying drawings. The following detailed description and drawings are included to illustrate the principles of the invention, which is not to be limited to the preferred embodiments described, but is to be defined by the appended claims.

According to an embodiment of the present invention, there is provided a vibration damping device. The vibration damping device is used for the drive trains of various motor vehicles, and is particularly suitable for hybrid vehicles.

Fig. 1 shows an exemplary embodiment of a vibration damping device according to the present invention. As shown in fig. 1, the damping device includes a flywheel 1, a damping flange 4, a damping spring 5, a side plate assembly, and the like.

The flywheel 1 is a disk-shaped component with a large moment of inertia, which is connected in a rotationally fixed manner as a torque transmission end of the damping device, for example, to the engine crankshaft, so that a torque from the engine can be supplied to the damping device. The flywheel 1 can damp the torque vibration from the engine by its own rotational inertia.

The damping flange 4 is a substantially circular ring-shaped member. The damping flange 4 is arranged coaxially with the flywheel 1 and is fixedly connected with the flywheel 1. For example, the damper flange 4 may be fixed to the flywheel 1 by fastening members such as bolts 6 or by welding or the like.

The side panel assembly comprises two fixedly connected side panels, namely a first side panel 2 and a second side panel 3. The first and second side plates 2, 3 are coaxially arranged, substantially annular members, axially spaced apart and connectable together, for example by rivets or other fastening means. Wherein the first side plate 2 is located on a side closer to the flywheel 1 in the axial direction with respect to the second side plate 3.

The side plate assembly is arranged coaxially with the damping flange 4 and can be rotated relative thereto. The damper spring 5 abuts in the direction of rotation between the side plate assembly and the damper flange 4, so that both can transmit torque via the damper spring 5. The damper flange 4 is connected at its radially outer edge to the flywheel 1 and extends radially inward between the first side plate 2 and the second side plate 3. An annular friction gasket is arranged between the damping flange 4 and the second side plate 3, and an annular friction gasket and a diaphragm spring 7 are arranged between the damping flange 4 and the first side plate 2. Under the action of axial pretightening force applied by the diaphragm spring 7, the two side plates are in frictional contact with the vibration reduction flange 4 through corresponding friction gaskets, so that relative axial positioning of the two side plates and the vibration reduction flange is realized in a manner of allowing relative rotation, and friction damping can be provided between the first side plate 2, the second side plate 3 and the vibration reduction flange 4.

In this vibration damping device, two parallel torque transmission paths are led out from the two side plates of the side plate assembly, that is, the first side plate 2 and the second side plate 3 can output torque to the outside or input torque from the outside, respectively, as two independent torque transmission ends. The first side plate 2 can be connected in a rotationally fixed manner to the first drive shaft 14, while the second side plate 3 can be connected in a rotationally fixed manner to the second drive shaft 15. The second transmission shaft 15 is a hollow shaft, and the first transmission shaft 14 can pass through the second transmission shaft 15, so that the relative rotation can be realized without mutual interference.

In a preferred embodiment, the first side plate 2 may be non-rotatably connected to the first transmission shaft 14, for example by splines at the radially inner edge. Since the portion of the first side plate 2 for holding the damper spring 5 needs to be formed as a plate-like structure extending perpendicular to the axial direction, while the portion for torque-proof connection with the first transmission shaft 14 is formed as a boss portion having a certain axial length, it is possible to preferably form the first side plate 2 as an assembled component. The assembled first side plate 2 may include a radially outer first body portion and a radially inner first hub 8 that are separately formed and fixedly attached together by welding or by fastening means such as rivets. The first hub 8 is formed with internal splines radially on the inside, and the first side plate 2 can be connected in a rotationally fixed manner to the first transmission shaft 14 via the first hub 8 and is thus supported radially on the first transmission shaft 14. Similarly, the second side plate 3 may also include a radially outer second body portion and a radially inner second hub 9 that are separately formed and fixedly connected together by welding or by fastening means such as rivets.

In a preferred embodiment, the damping device may further comprise a clutch connected between the second side plate 3 and the second transmission shaft 15. As shown in fig. 1, the clutch includes a clutch hub 10 and a sleeve gear 11. The clutch hub 10 is supported radially on the outside of the second transmission shaft 15 and is connected in a rotationally fixed manner to the second transmission shaft 15. For example, the clutch hub 10 may be non-rotatably connected to the second drive shaft 15 by splines. The clutch hub 10 is axially adjacent to the second side plate 3. Specifically, the radially outer edge portion of the clutch hub 10 is substantially axially aligned with the radially inner edge portion of the second side plate 3, and is located on the side of the radially inner edge portion of the second side plate 3 facing away from the first side plate 2 in the axial direction. An annular toothed sleeve 11 is mounted in a rotationally fixed manner on the radial outer side of the clutch hub 10 and can be displaced in the axial direction relative to the clutch hub 10. This mounting can be realized, for example, by splines. The gear sleeve 11 is also located radially outward of the radially inner edge portion of the second side plate 3 in the radial direction. When the toothed sleeve 11 slides into position close to the second side plate 3, the toothed sleeve 11 is simultaneously in anti-torque engagement with both the radially inner edge portion of the second side plate 3 and the clutch hub 10, thereby enabling torque to be transmitted between the second side plate 3 and the clutch hub 10; when the sleeve gear 11 slides to a position away from the second side plate 3, the sleeve gear 11 is separated from the radially inner edge portion of the second side plate 3, thereby interrupting the torque transmission between the second side plate 3 and the clutch hub 10.

The clutch may also comprise an actuator 13 for driving the toothed sleeve 11 in axial direction. The actuator 13 may be mounted radially outside the toothed sleeve 11. The actuator 13 may be, for example, a solenoid which can drive the sleeve gear 11 to move by electromagnetic force. The actuator 13 may also be another form of drive mechanism, such as a mechanical actuator, a hydraulic actuator, or the like.

In a further preferred embodiment, the damping device may further comprise a bearing 12 for radially supporting the second side plate 3. A bearing 12 is mounted radially inside the second side plate 3, and the second side plate 3 may be supported on the inner axial section of the clutch hub 10 by the bearing 12. Wherein the inner edge axial section of the clutch hub 10 is a section extending in the axial direction at the radially inner edge of the clutch hub 10. Alternatively, the bearing 12 can also be supported directly on the second transmission shaft 15. The bearing 12 allows the second side plate 3 to rotate relative to the second drive shaft 15 and the clutch hub 10 when the clutch is disengaged.

When the second side plate 3 includes the second main body portion and the second hub 9, the radially inner edge portion of the second side plate 3 is seated on the second hub 9, that is, the second side plate 3 is connected to the clutch through the second hub 9. In addition, the second side plate 3 may also be supported on the bearing 12 by the second hub 9.

According to another embodiment of the present invention, there is also provided a hybrid device for a hybrid vehicle. Fig. 2 schematically shows a power train layout to which a hybrid power device according to an embodiment of the invention is applied. As shown in fig. 2, the hybrid device includes a damper device D according to the foregoing embodiment, a first transmission shaft 14, and a second transmission shaft 15. The damper D is provided at the rear end of the engine E, and an output shaft of the engine E is connected to an input end (i.e., the flywheel 1) of the damper D, so that torque can be transmitted between the engine E and the damper D. The first propeller shaft 14 is connected to or integrally formed with the input shaft of the first motor M1, and the second propeller shaft 15 is connected to or integrally formed with the input shaft of the transmission. Fig. 2 shows only a schematic illustration of a partial structure of the transmission, which may include, for example, a third transmission shaft 16 arranged parallel to the first transmission shaft 14 and the second transmission shaft 15. The second transmission shaft 15 and the third transmission shaft 16 can transmit power through a gear set for changing the rotating speed of the output torque. Further, at the rear end of the transmission, a second electric machine M2 may also be provided. The output of the second motor M2 may also be drivingly connected to the third drive shaft 16, for example, by a gear set or the like.

In the arrangement shown in fig. 2, the inputs and outputs of the individual components are merely relative to one another, and in different operating states of the vehicle, the inputs and outputs of the same component may be switched over to one another. For example, in a first motor drive state, the first electric motor M1 may input torque into the damper device D through the first driveshaft 14 and transmit through the damper device D into the third driveshaft 16 of the transmission. In this case, the first drive shaft 14 is actually the input of the damping device D. The damper device D according to the present invention incorporates a clutch, so that the clutch can be engaged or disengaged as necessary to constitute a torque transmission combination of the first electric machine M1, the engine E, and the second electric machine M2. At this time, it can be found that in the aforementioned first motor drive state, the first electric motor M1 is at the front end of the clutch in the torque transmission path toward the clutch, i.e., the P1 position described hereinabove. In this case, the second motor M2 is in the P3 position described above. That is, FIG. 2 shows a powertrain layout P1+ P3.

The vibration damping device and the hybrid device according to the embodiment of the invention can lead out two parallel torque transmission paths from two side plates of a side plate assembly, can arrange a clutch in one torque transmission path, have simple structure, high integration level and low cost, and are very suitable for a transmission system of a hybrid vehicle.

Although possible embodiments have been described by way of example in the above description, it should be understood that numerous embodiment variations exist, still by way of combination of all technical features and embodiments that are known and that are obvious to a person skilled in the art. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. From the foregoing description, one of ordinary skill in the art will more particularly provide a technical guide to convert at least one exemplary embodiment, wherein various changes may be made, particularly in matters of function and structure of the components described, without departing from the scope of the following claims.

List of reference numerals

1 flywheel

2 first side plate

3 second side plate

4 damping flange

5 damping spring

6 bolt

7 diaphragm spring

8 first hub

9 second hub

10 Clutch hub

11 tooth sleeve

12 bearing

13 actuator

14 first transmission shaft

15 second transmission shaft

16 third drive shaft

D vibration damper

E engine

M1 first motor

M2 second motor.

Claims (10)

1. A vibration damping device comprising:

a damping flange (4) which is connected to the torque transmission element in a rotationally fixed manner;

a side plate assembly comprising a first side plate (2) and a second side plate (3) fixedly connected to each other and axially spaced apart, and rotatable relative to the damping flange (4); and

a damper spring (5) which abuts in the rotational direction between the damper flange (4) and the side plate assembly;

it is characterized in that the preparation method is characterized in that,

the first side plate (2) and the second side plate (3) are used as two parallel torque transmission ends of the vibration damper to input or output torque.

2. Damping device according to claim 1, characterized in that the damping device comprises a clutch connected to the second side plate (3), by means of which clutch the second side plate (3) is brought to input or output torque.

3. The vibration damping device according to claim 2, characterized in that the first side plate (2) is axially closer to the flywheel (1) than the second side plate (3).

4. The vibration damping device according to claim 3, characterized in that the clutch comprises a clutch hub (10) and a toothed sleeve (11), the second side plate (3) being axially adjacent to the clutch hub (10), the toothed sleeve (11) being axially movable for establishing a connection or disconnection between the clutch hub (10) and the second side plate (3) via the toothed sleeve (11), so that the second side plate (3) and the clutch hub (10) can be connected or disconnected in a rotationally fixed manner.

5. Damping device according to claim 4, characterized in that the clutch comprises an actuator (13) for actuating the axial movement of the toothed sleeve (11).

6. Damping device according to claim 5, characterized in that the actuator (13) is an electromagnetic coil arranged radially outside the toothed sleeve (11), the toothed sleeve (11) producing the axial movement under the magnetic action of the electromagnetic coil.

7. The vibration damping device according to claim 4, characterized in that the clutch hub (10) has an inner axial section extending in the axial direction, the vibration damping device further comprising a bearing (12), the second side plate (3) being supported on the inner axial section by the bearing (12).

8. Damping device according to claim 7, characterized in that the second side plate (3) comprises a second body part and a second hub (9) fixedly connected to the second body part, the second side plate (3) being engaged with the gear sleeve (11) via the second hub (9) and/or being radially supported on the bearing (12) via the second hub (9).

9. The vibration damping device according to any one of claims 1 to 8, characterized in that the first side plate (2) comprises a first body portion and a first hub (8) fixedly connected to the first body portion, the first side plate (2) inputting or outputting torque through the first hub (8).

10. Hybrid power unit comprising a first transmission shaft (14), a second transmission shaft (15) and a vibration damping device according to any one of claims 1 to 9, characterized in that the first transmission shaft (14) is connected with the first side plate (2), the second transmission shaft (15) is connected with the second side plate (3), the second transmission shaft (15) is a hollow shaft, and the first transmission shaft (14) passes through the second transmission shaft (15).

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