CN115217904A - Dual-mass flywheel for hybrid vehicle - Google Patents
Dual-mass flywheel for hybrid vehicle Download PDFInfo
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- CN115217904A CN115217904A CN202110827448.0A CN202110827448A CN115217904A CN 115217904 A CN115217904 A CN 115217904A CN 202110827448 A CN202110827448 A CN 202110827448A CN 115217904 A CN115217904 A CN 115217904A
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- flywheel
- friction wheel
- main
- hybrid vehicle
- dual mass
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D43/00—Automatic clutches
- F16D43/02—Automatic clutches actuated entirely mechanically
- F16D43/20—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure
- F16D43/21—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members
- F16D43/213—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces
- F16D43/215—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces with flat friction surfaces, e.g. discs
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
- F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
- F16D7/024—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces
- F16D7/025—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs
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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
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
- F16F15/123—Wound springs
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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
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
- F16F15/123—Wound springs
- F16F15/1232—Wound springs characterised by the spring mounting
- F16F15/12346—Set of springs, e.g. springs within springs
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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
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
- F16F15/123—Wound springs
- F16F15/12353—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The invention provides a dual-mass flywheel for a hybrid vehicle, which comprises a first flywheel component in transmission connection with a crankshaft of an engine and a second flywheel component in transmission connection with a main shaft of a gearbox, wherein the first flywheel component comprises a main flywheel, an annular cover plate and a damping spring; the second flywheel component comprises a driving disc, a secondary flywheel, a disc spring, a friction wheel and a spline hub which are in transmission connection with the first flywheel component, and an internal spline connected with a main shaft of the transmission is arranged on the inner side of the spline hub; the friction wheel is sleeved on the outer circumferential surface of the spline hub and is in transmission connection with the spline hub through friction force. The dual-mass flywheel for the hybrid vehicle can be suitable for being used in hybrid vehicles, the transmission is disconnected when the torque overload occurs on one side of an engine or one side of a gearbox, and the torque limiting effect can be realized while the problem of vibration noise of a power assembly is solved.
Description
Technical Field
The invention relates to the technical field of automobile power transmission systems, in particular to a dual-mass flywheel for a hybrid electric vehicle.
Background
Along with the continuous improvement of the living standard of people, people also have higher and higher demands on automobiles. The comfort requirements of consumers for driving automobiles are more rapidly improved. The dual mass flywheel for the hybrid vehicle is used as a main part capable of solving the vibration noise problem (NVH) of a power assembly and an important part for improving the driving comfort of the vehicle, and is increasingly widely applied to a transmission system of the vehicle.
In recent years, with the increasing awareness of environmental protection, hybrid vehicles are also popular among consumers. In order to improve the NVH performance of hybrid vehicles, dual mass flywheels for hybrid vehicles, which were originally used in conventional fuel vehicles, are gradually introduced into hybrid vehicles for use. But the engine, the motor, the transmission shaft and the wheels in the hybrid electric vehicle are all directly and fixedly connected. The powertrain is damaged by the transient torque generated when the engine burns or the wheels pass through the impact road. In order to avoid damage caused by the condition, the torque limiting assembly is required to be arranged when the system is connected, and the torque transmission is automatically disconnected when the transient torque of the power system is too large. The conventional power assembly of the hybrid electric vehicle does not have a power disconnecting structure such as a conventional clutch and a conventional torque converter. Therefore, the dual-mass flywheel for the hybrid vehicle used in the conventional fuel vehicle cannot be directly introduced into the hybrid vehicle for use, so that the existing dual-mass flywheel for the hybrid vehicle cannot meet the requirement of the power system of the hybrid vehicle for transmitting torque.
The existing dual-mass flywheel for the hybrid vehicle not only needs to increase axial parts to cause structural complication and also needs to occupy more axial space, so that the axial size of the dual-mass flywheel for the hybrid vehicle is increased, and the space arrangement of a power assembly system of the hybrid vehicle is not facilitated.
Disclosure of Invention
The invention aims to solve the defects that the conventional dual-mass flywheel for the hybrid vehicle cannot meet the requirement of power transmission of the hybrid vehicle, or the dual-mass flywheel for the hybrid vehicle which realizes torque limitation through axial pressure has a complex structure and increased axial size and is not beneficial to the spatial arrangement of the hybrid vehicle, and provides the dual-mass flywheel for the hybrid vehicle.
The technical scheme adopted by the invention for solving the technical problems is as follows: a dual mass flywheel for a hybrid vehicle comprises a first flywheel component in transmission connection with a crankshaft of an engine and a second flywheel component in transmission connection with a main shaft of a gearbox, wherein the first flywheel component comprises a main flywheel, an annular cover plate fixedly connected with the main flywheel and a damping spring arranged between the main flywheel and the annular cover plate, and the main flywheel is fixed on the crankshaft; the second flywheel component comprises a driving disc in transmission connection with the first flywheel component, a secondary flywheel fixedly connected with the driving disc, a disc spring, a friction wheel and a spline hub, wherein the disc spring, the friction wheel and the spline hub are arranged between the secondary flywheel and the driving disc; the friction wheel is sleeved on the outer circumferential surface of the spline hub, and the friction wheel is in transmission connection with the spline hub through friction force.
Furthermore, the outside of spline wheel hub be provided with at least one with the annular arch that the friction pulley is connected, friction pulley center department is provided with the cover and locates spline wheel hub's mounting hole, in the inner wall of mounting hole is provided with at least round and supplies spline wheel hub's annular groove that annular arch inlays and establishes.
Specifically, adjacent annular protrusions on the spline hub are arranged at intervals along the axial direction of the spline hub, and adjacent annular grooves on the friction wheel are arranged at intervals along the axial direction of the mounting hole.
Specifically, first flywheel subassembly still including set up in the flywheel owner with crankshaft bolt gasket between the friction pulley, crankshaft bolt gasket is fixed in through a plurality of first retaining member the flywheel is close to damping spring's one side.
Specifically, the first flywheel assembly further comprises a first damping ring disposed between the crankshaft bolt washer and the friction wheel.
Specifically, first flywheel subassembly still is located including the cover starting ring gear on the outer periphery of main flywheel, be provided with on the outer periphery of main flywheel and supply the installation step that starts the ring gear butt.
Further, the secondary flywheel comprises a first outer ring and a second inner ring which is sunken from the first outer ring to one side of the main flywheel.
Specifically, the annular cover plate comprises an outer ring segment fixed with the main flywheel and an inner ring segment extending from the outer ring segment to the center, and the inner ring segment of the annular cover plate is located between the disc spring and the first outer ring of the secondary flywheel.
Specifically, the second flywheel assembly further comprises a second damping ring arranged between the inner ring segment of the annular cover plate and the belleville spring.
Specifically, the second flywheel assembly further comprises a plurality of second locking pieces, and the second locking pieces sequentially penetrate through the second inner circular ring of the secondary flywheel and the friction wheel to be fixed on the driving disc.
The dual-mass flywheel for the hybrid vehicle has the advantages that:
(1) The dual-mass flywheel can be suitable for being used in a hybrid vehicle type, and the transmission is disconnected when the torque overload occurs on one side of an engine or one side of a gearbox, so that the problem of vibration noise of a power assembly is solved, and the effect of limiting the torque can be realized;
(2) The friction wheel in the second flywheel assembly is in transmission connection with the spline hub through friction force between contact surfaces, when transmission torque between the engine and the gearbox is smaller than friction force between the friction wheel and the spline hub, the friction wheel can realize normal transmission between the first flywheel assembly and the second flywheel assembly, and when the transmission torque between the engine and the gearbox is larger than the friction force between the friction wheel and the spline hub, the friction wheel and the spline hub slip, so that power transmission between the engine and the gearbox is interrupted, the effect of limiting torque is realized by the friction wheel between the friction wheel and the spline hub, and the structure of the power assembly is protected from damage of excessive load;
(3) The friction wheel in the second flywheel component is matched with the spline hub through a radial contact surface, so that the effect of limiting torsion of friction force is realized, the structure of the whole dual-mass flywheel is more compact, the axial size of the dual-mass flywheel cannot be additionally increased, and the spatial arrangement of the hybrid electric vehicle cannot be influenced;
(4) The first flywheel component is internally provided with a damping spring which plays a role in first-level attenuation of torsional fluctuation; a disc spring is arranged in the second flywheel component, so that the second-stage attenuation of the torsional fluctuation is realized; a first damping ring is arranged in the first flywheel component, a second damping ring is arranged in the second flywheel component, and the first damping ring and the second damping ring act together to play a third-stage damping role of torsional fluctuation.
Drawings
Fig. 1 is a perspective view illustrating a dual mass flywheel for a hybrid vehicle according to the present invention;
FIG. 2 is a full sectional view of a dual mass flywheel for a hybrid vehicle according to the present invention;
FIG. 3 is a partial enlarged cross-sectional view of the connection between a friction wheel and a splined hub in a dual mass flywheel for a hybrid vehicle according to the present invention
FIG. 4 is a schematic perspective view illustrating a friction wheel in a dual mass flywheel for a hybrid vehicle according to the present invention;
fig. 5 is a schematic perspective view illustrating a splined hub in a dual mass flywheel for a hybrid vehicle according to the present invention.
In the figure: 100-dual mass flywheel;
10-a first flywheel component, 11-a main flywheel, 111-a mounting step, 12-an annular cover plate, 121-an outer ring segment, 122-an inner ring segment, 13-a spring guide rail, 14-a damping spring, 15-a crankshaft bolt gasket, 16-a first locking piece, 17-a first damping ring and 18-a starting gear ring;
20-a second flywheel assembly, 21-a driving disc, 22-a secondary flywheel, 221-a first outer ring, 222-a second inner ring, 23-a belleville spring, 24-a friction wheel, 241-a mounting hole, 242-an annular groove, 25-a spline hub, 251-an inner spline, 252-an annular protrusion, 26-a second damping ring and 27-a second locking member.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Referring to fig. 1 to 5, a dual mass flywheel 100 for a hybrid vehicle according to the present invention is provided. The dual-mass flywheel 100 can be applied to hybrid vehicles, and can cut off transmission when torque overload occurs on one side of an engine or one side of a gearbox, so that the problem of vibration noise of a power assembly is solved, and the effect of limiting torque can be realized.
Further, as shown in fig. 2, the dual mass flywheel 100 provided by the present invention comprises a first flywheel assembly 10 in driving connection with the crankshaft of the engine and a second flywheel assembly 20 in driving connection with the main shaft of the gearbox. The first flywheel assembly 10 is located at one side of the engine and is used for being fixedly connected with a crankshaft of the engine, the first flywheel assembly 10 is driven by the crankshaft of the engine, and the rotating torque of the engine is transmitted to the second flywheel assembly 10. And the second flywheel module 20 is located on the side of the gearbox to transfer the rotational torque of the engine to the side of the gearbox, thereby increasing the rotational inertia of the gearbox. The first flywheel component 10 and the second flywheel component 20 are in transmission connection and are fixedly connected to form a whole, so that torsional vibration in a power transmission system can be effectively reduced, low-order natural frequency in the transmission system of the hybrid electric vehicle is reduced, the problem of vibration noise of a power assembly is solved, the service life of each part in the transmission system is prolonged, and the comfort of vehicle driving is improved.
Specifically, as shown in fig. 1, 2 and 3, the first flywheel assembly 10 of the dual mass flywheel 100 provided by the present invention includes a main flywheel 11, an annular cover plate 12 fixedly connected to the main flywheel 11, and a damper spring 14 disposed between the main flywheel 11 and the annular cover plate 12. The primary flywheel 11 of the first flywheel assembly 10 is fixed to the crankshaft (not shown) of the engine; the primary flywheel 11 is fixedly connected with a crankshaft of the engine, so that the first flywheel assembly 10 can be driven by and rotate around the crankshaft of the engine, thereby playing a role of transmitting the rotation torque of the engine. When the engine works, the components in the whole first flywheel assembly 10 can rotate along with the main flywheel 11, the crankshaft of the engine drives the main flywheel 11 to rotate, the main flywheel 11 compresses the damping spring 14 in the main flywheel 11, the damping spring 14 transmits the rotation torque to the second flywheel assembly 20, and the rotation torque is transmitted to the gearbox through the second flywheel assembly 20. In the present embodiment, the damper spring 14 is fixed between the main flywheel 11 and the annular cover plate 12 via the spring rail 13.
Specifically, the main flywheel 11 in the first flywheel assembly 10 provided by the present invention includes a circular disk body, a central hole installed with a crankshaft of an engine is provided at the center of the circular disk body, a protrusion extending towards one side of the second flywheel assembly 20 is provided at the outer edge of the circular disk body, a concave cavity structure is formed between the protrusion and the circular disk body, and a plurality of mounting holes, connecting holes, positioning holes, driving blocks, etc. are provided on the circular disk body for realizing mutual matching and fixing with each component in the first flywheel assembly 10 and the second flywheel assembly 20.
As shown in fig. 1 and fig. 2, the annular cover plate 12 of the first flywheel assembly 10 is an annular disc fixed on the main flywheel 11, and an outer edge of the annular cover plate 12 is fixed on the main flywheel 11 by welding, so that a cavity for placing the damper spring 14 is defined between the annular cover plate 12 and the main flywheel 11. At the same time, some of the components of the second flywheel assembly 20 are also distributed within the cavity. The annular cover plate 12 is provided with a driving block corresponding to the main flywheel 11 and a boss or a mounting plane for positioning an adjusting spring seat on one side end surface close to the main flywheel 11, so as to be matched with the main flywheel 11 to fix the spring guide rail 13.
Specifically, the damping component of the first flywheel assembly 10 between the main flywheel 11 and the annular cover plate 12 is a damping spring 14 disposed on a spring guide rail 13, and the spring guide rail 13 is an arc-shaped guide rail, that is, the cross section of the guide rail is an arc shape disposed around the central hole of the main flywheel 11. In the present embodiment, the spring guide 13 is composed of a plurality of small arc-shaped guide rails with initial mating end faces and spring mounting seats, so that the damping springs 14 can be uniformly distributed inside the circular plate body of the main flywheel 11. The damping spring 14 provided by the invention can be formed by a single arc spring, or formed by combining a plurality of arc springs which are embedded inside and outside, or formed by combining a plurality of short straight springs. The damping spring 14 is matched and fixed between the main flywheel 11 and the driving disc 21 with the spring guide rail 13, and two ends of the damping spring 14 are respectively matched with a driving block of the main flywheel 11 and a driving block of the driving disc 21, so that after the damping spring 14 is driven by the main flywheel 11, the driving disc 21 of the second flywheel assembly 20 is driven by the damping spring 14 to be in transmission connection. The damper components provided in the first flywheel module 10, namely the damper rails 13 and the damper springs 14, can serve as a first stage for damping torsional vibrations in the drivetrain.
Further, as shown in fig. 1, fig. 2 and fig. 3, the second flywheel assembly 20 of the dual mass flywheel 100 provided by the present invention includes a driving plate 21 in transmission connection with the first flywheel assembly 10, a secondary flywheel 22 fixedly connected with the driving plate 21, and a belleville spring 23, a friction wheel 24 and a spline hub 25 disposed between the secondary flywheel 22 and the driving plate 21. The driving disc 21 in the second flywheel assembly 20 is in transmission connection with the first flywheel assembly 10, specifically, the driving disc 21 includes a circular disc body, a plurality of driving blocks are arranged on the side surface of one side of the circular disc body facing the first flywheel assembly 10, the driving blocks are abutted against the damping springs 13 on the first flywheel assembly 10, when the damping springs 13 are rotationally extruded by the main flywheel 11 on the first flywheel assembly 10, the damping springs 13 push the driving blocks on the driving disc 21, so as to drive the driving disc 21 to rotate, and thus, the power transmission from the main flywheel 11 to the driving disc 21 is realized. The secondary flywheel 22 is fixedly connected to the driving plate 21, so that the rotation of the driving plate 21 will drive the rotation of the components in the second flywheel assembly 20.
Specifically, the belleville spring 23, the friction wheel 24 and the spline hub 25 which are positioned between the driving disc 21 and the secondary flywheel 22 are sleeved with each other to realize the torsional transmission. As shown in fig. 2 and 3, the disc spring 23 is sleeved on the outer circumferential surface of the friction wheel 24, the friction wheel 24 is sleeved on the outer circumferential surface of the spline hub 25, the disc spring 23 and the driving disc 21 are both disposed between the main flywheel 11 and the annular cover plate 12 of the first flywheel assembly 10, the annular cover plate 12 presses the disc spring 23 on the driving disc 21, and the disc spring 23 is a damping component disposed in the second separating assembly 20, that is, the disc spring 23 plays a role in damping torsional vibration in the power transmission system.
Specifically, as shown in fig. 5, an internal spline 251 connected to the main shaft of the transmission is provided inside the spline hub 25. An external spline (not shown in the figure) is arranged on a main shaft of the gearbox, the second flywheel assembly 20 is in transmission connection with the gearbox through the spline hub 25, and the spline hub 25 is sleeved on the external spline of the main shaft of the gearbox, so that the transmission connection between the spline hub 25 and the gearbox is realized.
Further, as shown in fig. 2 and 3, the second flywheel assembly 20 of the present invention is provided in which a friction wheel 24 is located between the driving disc 21 and the secondary flywheel 22. The friction wheel 24 is a plane disc-shaped structure, wherein the side surface of one side of the disc-shaped structure is abutted with the driving disc 21, the side surface of the other side is abutted with the secondary flywheel 22, the second flywheel assembly 20 is provided with the secondary flywheel 22, the friction wheel 24 and the driving disc 21 in sequence from outside to inside, and the three are fixedly connected and driven to synchronously rotate by the driving disc 21. The friction wheel 24 is sleeved on the outer circumferential surface of the spline hub 25, and the friction wheel 24 is in transmission connection with the spline hub 25 through friction force, the friction force generated on the contact surface between the friction wheel 24 and the spline hub 25 drives the spline hub 25 to rotate, and finally, the rotation torque is transmitted to the main shaft of the gearbox through the spline hub 25. The friction wheel 24 is in transmission connection with the spline hub 25 through friction force, so that torque can be limited between the friction wheel 24 and the spline hub 25, impact larger than a preset value torque is filtered, and normal operation of a power assembly system is protected. That is, the friction force that can be borne between the friction wheel 24 and the spline hub 25 is the preset torque value formed on the dual mass flywheel 100, and when the torque transmitted between the dual mass flywheel 100 is smaller than the preset torque value, the friction force drives the friction wheel 24 and the spline hub 25 to synchronously rotate, so as to complete the power transmission from the engine to the transmission. When the impact torque applied to the dual mass flywheel 100 exceeds the preset torque value, the friction wheel 24 and the spline hub 25 slip, that is, the friction wheel 24 and the spline hub 25 rotate relatively, rather than synchronously, so that the torque transmission between the friction wheel 24 and the spline hub 25 is interrupted, and the structure of the power assembly is protected from being damaged by a large load. While the contact surface between the friction wheel 24 and the spline hub 25 is provided on the radial contact surface thereof, the friction force between the contact surfaces does not affect the dimension of the second flywheel assembly 20 in the axial direction, so that the axial dimension of the dual mass flywheel 100 is not increased, and the layout of the powertrain system of the hybrid vehicle is not affected.
Further, as shown in fig. 4, a schematic perspective view of the friction wheel 24 provided by the present invention is shown. Fig. 5 is a perspective view of a spline hub 25 provided by the present invention. In the dual mass flywheel 100 provided by the present invention, at least one annular protrusion 252 connected to the friction wheel 24 is disposed outside the spline hub 25, a mounting hole 241 sleeved on the spline hub 25 is disposed at the center of the friction wheel 24, and at least one annular groove 242 for the annular protrusion 252 of the spline hub 25 to be embedded is disposed on the inner wall of the mounting hole 241. When the friction wheel 24 is sleeved on the outer circumferential surface of the spline hub 25, the annular protrusion 252 of the spline hub 25 is embedded in the annular groove 242 of the friction wheel 24. By providing the annular protrusion 252 on the outer side of the spline hub 25 and the annular groove 242 on the inner wall of the mounting hole 241 of the friction wheel 24, the contact area between the two can be increased in a limited contact area. That is, on the premise of not increasing the axial lengths of the spline hub 25 and the friction wheel 24, the contact area between the spline hub 25 and the friction wheel 24 is increased, so that the preset value of the torsional moment between the spline hub 25 and the friction wheel 24 is increased.
Specifically, when it is desired to increase the number of annular protrusions 252 on the splined hub 25, adjacent annular protrusions 252 on the splined hub 25 are spaced apart in the axial direction of the splined hub 25. Correspondingly, the annular groove 242 on the friction wheel 24 also increases with the number of the annular protrusions 252 on the splined hub 25, and the annular groove 242 and the annular protrusions 252 are arranged in one-to-one correspondence. That is, one annular projection 252 is fitted into one annular groove 242, and the adjacent annular grooves 242 located on the mounting hole 241 of the friction wheel 24 are arranged at intervals in the axial direction of the mounting hole 241. In the present embodiment, as shown in fig. 3 and 5, three annular protrusions 252 are uniformly arranged on the spline hub 25 along the axial direction thereof, and correspondingly, as shown in fig. 3 and 4, three annular grooves 242 are uniformly arranged on the inner wall of the mounting hole 241 of the friction wheel 24 to match therewith.
Further, as shown in fig. 1 and 2, the first flywheel assembly 10 further includes a crankshaft bolt pad 15 disposed between the main flywheel 11 and the friction wheel 24, and the crankshaft bolt pad 15 is fixed to a side of the main flywheel 11 adjacent to the damper spring 14 by a plurality of first locking members 16. The crankshaft bolt gasket 15 is selected and installed according to the installation axial force of the flywheel bolt and the material of the main flywheel 11, and when the material of the main flywheel 11 cannot bear the axial force of the flywheel bolt, the crankshaft bolt gasket 15 needs to be added between the main flywheel 11 and the flywheel bolt. The crankshaft bolt gasket 15 is a planar steel gasket, a through hole for the crankshaft bolt to pass through is formed in the center of the gasket, and eight connecting holes for fixedly connecting with the main flywheel 11 are formed around the through hole. One side surface of the spacer abuts against the main flywheel 11, and the other side surface abuts against the friction wheel 24. And the crankshaft bolt washer 15 is fixedly connected to the main flywheel 11 by eight first locking pieces 16, and in the present embodiment, the first locking pieces 16 are rivets arranged between the main flywheel 11 and the crankshaft bolt washer 15.
Specifically, as shown in fig. 1, 2 and 3, the first flywheel assembly 10 of the dual mass flywheel 100 provided by the present invention further includes a first damping ring 17 disposed between the crankshaft bolt washer 15 and the friction wheel 24. The first damping ring 17 is disposed at a contact area between the crank bolt pad 15 and the friction wheel 24, and is made of a material having a large friction force, such as nylon, and one side of the first damping ring 17 is abutted to the crank bolt pad 15, and the other side thereof is abutted to a side surface of the friction wheel 24. The first damping ring 17 is provided to increase the friction between the crankshaft bolt washer 15 and the friction wheel 24.
Specifically, the first flywheel assembly 10 in the dual mass flywheel 100 provided by the present invention further includes a starting gear ring 18 sleeved on the outer circumferential surface of the main flywheel 11, and the outer circumferential surface of the main flywheel 11 is provided with a mounting step 111 for the starting gear ring 18 to abut against. When the hybrid electric vehicle needs a transmission starter as an engine starting mode, a starting ring gear 18 needs to be arranged on the outer side of the main flywheel 11, the starting ring gear 18 is a ring gear with a standard tooth shape, and can be fixed on a mounting step 111 on the outer circumferential surface of the main flywheel 11 through interference fit or fixed on the mounting step 111 through welding, the radial position of the starting ring gear 18 is determined by the main flywheel 11, and the axial position of the starting ring gear 18 on the main flywheel 11 is limited through the mounting step 111.
Further, as shown in fig. 2, the secondary flywheel 22 of the second flywheel assembly 20 of the dual mass flywheel 100 provided by the present invention comprises a first outer ring 221 and a second inner ring 222 recessed from the first outer ring 221 toward one side of the main flywheel 11. The secondary flywheel 22 is selected depending on the vehicle NVH requirements and the level of overall powertrain torsional vibration. The secondary flywheel 22 has a disc-shaped structure and has two different stages, namely an inner ring and an outer ring, wherein the outer ring is a first outer ring 221, and the first outer ring 221 is a flat plate ring body and is disposed on a side surface of the annular cover plate 12 of the first flywheel assembly 10 away from the main flywheel 11. The second inner circular ring 222 located inside the first outer circular ring 221 is a tapered ring that is recessed from the flat plate ring body toward one side of the main flywheel 11, and the tapered ring gradually approaches the main flywheel 11 as the radius decreases. The second inner ring 222 is in contact with and fixedly connected to the friction wheel 24.
Specifically, as shown in fig. 2, a plurality of connection holes are provided in the second inner ring 222 of the secondary flywheel 22, and the side surface of the second inner ring 222 abuts against the outer side surface of the friction wheel 24. The friction wheel 24 is located between the driving disc 21 and the second inner circular ring 222 of the secondary flywheel 22, the second flywheel assembly 20 further comprises a plurality of second locking members 27, and the second locking members 27 sequentially penetrate through the second inner circular ring 222 of the secondary flywheel 22 and the friction wheel 24 to be fixed on the driving disc 21. In this embodiment, eight connecting holes are formed on the second inner ring 222 of the secondary flywheel 22, and correspondingly, eight second locking members 27 matched with the second inner ring are arranged in the second flywheel assembly 20 for fixing the driving disk 21 of the secondary flywheel 22. And the second locking member 27 is a rivet which in turn fixes the driving disc 21, the friction wheel 24 and the secondary flywheel 22 in a single body.
Specifically, as shown in fig. 2, the annular cover plate 12 of the first flywheel assembly 10 includes an outer ring section 121 fixed to the main flywheel 11 and an inner ring section 122 extending from the outer ring section 121 toward the center. The outer ring segment 121 of the annular cover plate 12 is fixed to the outer edge of the main flywheel 11 by welding, and forms a cavity with the main flywheel 11, through which the damper spring 14 is fixed. And the drive disc 21 and the disc spring 23 in the second flywheel assembly 20 are both arranged in the cavity, so that the drive disc 21 is located between the main flywheel 11 and the outer ring section 121 of the annular cover plate 12, the inner ring section 122 of the annular cover plate 12 is located between the disc spring 23 and the first outer ring 221 of the secondary flywheel 22, and the inner ring section 122 of the annular cover plate 12 is not in direct contact with the secondary flywheel 22, and the disc spring 23 can be pressed by the inner ring section 122 of the annular cover plate 12.
Specifically, the second flywheel assembly 20 in the dual mass flywheel 100 provided by the present invention further comprises a second damping ring 26 disposed between the inner ring section 122 of the annular cover plate 12 and the belleville springs 23. The second damping ring 26 is disposed at a contact region between the disc spring 23 and the annular cover plate 12, and is made of a material with a relatively large friction force, such as nylon, and the friction force between the disc spring 23 and the annular cover plate 12 can be increased due to the arrangement of the second damping ring 26. The first damping ring 17 and the second damping ring 26 are children in the dual mass flywheel 100, and together form the dynamic characteristics of the dual mass flywheel 100, and complete the third stage of damping of torsional fluctuations from the engine to the transmission.
The invention provides a dual mass flywheel 100 for a hybrid vehicle, which comprises a first flywheel component 10 and a second flywheel component 20, wherein a damping spring 14 is arranged in the first flywheel component 10 to play a first-stage damping role of torsional fluctuation, a belleville spring 23 is arranged in the second flywheel component 20 to play a second-stage damping role of torsional fluctuation, a first damping ring 17 is arranged in the first flywheel component 10, a second damping ring 26 is arranged in the second flywheel component 20, and the first damping ring 17 and the second damping ring 26 jointly play a third-stage damping role of torsional fluctuation.
According to the dual-mass flywheel 100, the friction wheel 24 in the second flywheel assembly 20 is in transmission connection with the spline hub 25 through the friction force between the contact surfaces, when the transmission torque between the engine and the gearbox is smaller than the friction force between the friction wheel 24 and the spline hub 25, the friction wheel 24 can achieve normal transmission between the first flywheel assembly 10 and the second flywheel assembly 20, and when the transmission torque between the engine and the gearbox is larger than the friction force between the friction wheel 24 and the spline hub 25, the friction wheel 24 and the spline hub 25 can slip, so that power transmission between the engine and the gearbox is interrupted, the friction wheel between the friction wheel 24 and the spline hub 25 is used for achieving the effect of limiting torque conventionally, and the structure of a power assembly is protected from damage of excessive load.
In the second flywheel assembly 20 provided by the invention, the friction wheel 24 is matched with the spline hub 25 through a radial contact surface, so that the effect of limiting the torsion of the friction force is realized, the whole dual-mass flywheel 100 is more compact in structure, the axial size of the dual-mass flywheel 100 is not additionally increased, and the spatial arrangement of a hybrid electric vehicle is not influenced.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A dual mass flywheel for a hybrid vehicle, comprising a first flywheel assembly drivingly connected to a crankshaft of an engine and a second flywheel assembly drivingly connected to a main shaft of a transmission,
the first flywheel component comprises a main flywheel, an annular cover plate fixedly connected with the main flywheel and a damping spring arranged between the main flywheel and the annular cover plate, and the main flywheel is fixed on the crankshaft;
the second flywheel component comprises a driving disc in transmission connection with the first flywheel component, a secondary flywheel fixedly connected with the driving disc, a disc spring, a friction wheel and a spline hub, wherein the disc spring, the friction wheel and the spline hub are arranged between the secondary flywheel and the driving disc;
the friction wheel is sleeved on the outer circumferential surface of the spline hub, and the friction wheel is in transmission connection with the spline hub through friction force.
2. A dual mass flywheel for a hybrid vehicle as claimed in claim 1, wherein at least one annular protrusion connected to the friction wheel is provided at an outer side of the splined hub, a mounting hole sleeved on the splined hub is provided at a center of the friction wheel, and at least one ring of annular groove for the annular protrusion of the splined hub to be fitted is provided at an inner wall of the mounting hole.
3. A dual mass flywheel for a hybrid vehicle as set forth in claim 2, wherein adjacent ones of said annular protrusions on said splined hub are spaced axially of said splined hub, and adjacent ones of said annular recesses on said friction wheel are spaced axially of said mounting hole.
4. A dual mass flywheel for a hybrid vehicle as set forth in claim 1, wherein said first flywheel assembly further comprises a crank bolt pad disposed between said main flywheel and said friction wheel, said crank bolt pad being secured to a side of said main flywheel adjacent to said damper spring by a plurality of first retaining members.
5. A dual mass flywheel for a hybrid vehicle as set forth in claim 4 wherein said first flywheel assembly further comprises a first damping ring disposed between said crankshaft bolt washer and said friction wheel.
6. A dual mass flywheel for a hybrid vehicle as claimed in claim 1, wherein said first flywheel assembly further includes a starting ring gear fitted around an outer circumferential surface of said main flywheel, and a mounting step on which said starting ring gear abuts is provided on the outer circumferential surface of said main flywheel.
7. A dual mass flywheel for a hybrid vehicle according to claim 1, wherein said secondary flywheel includes a first outer ring and a second inner ring recessed from said first outer ring toward a side of said main flywheel.
8. A dual mass flywheel for a hybrid vehicle as set forth in claim 7, wherein said annular cover plate includes an outer ring segment fixed to said main flywheel and an inner ring segment extending from said outer ring segment toward a center, said inner ring segment of said annular cover plate being located between said belleville springs and said first outer ring of said secondary flywheel.
9. A dual mass flywheel for a hybrid vehicle as set forth in claim 8 wherein said second flywheel assembly further comprises a second damping ring disposed between said inner ring segment of said annular cover plate and said disc spring.
10. The dual mass flywheel for a hybrid vehicle according to claim 7, wherein the second flywheel assembly further comprises a plurality of second locking members, the second locking members sequentially passing through the second inner ring of the secondary flywheel and the friction wheel to be fixed to the driving plate.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110827448.0A CN115217904A (en) | 2021-07-21 | 2021-07-21 | Dual-mass flywheel for hybrid vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110827448.0A CN115217904A (en) | 2021-07-21 | 2021-07-21 | Dual-mass flywheel for hybrid vehicle |
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| CN115217904A true CN115217904A (en) | 2022-10-21 |
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| CN202110827448.0A Pending CN115217904A (en) | 2021-07-21 | 2021-07-21 | Dual-mass flywheel for hybrid vehicle |
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