CN214404527U

CN214404527U - Torsion damping flywheel for automatic transmission of hybrid electric vehicle

Info

Publication number: CN214404527U
Application number: CN202023089851.8U
Authority: CN
Inventors: 郑在翰
Original assignee: Shenyang Valeo Pyeong HWA Transmission Systems Co Ltd
Current assignee: Shenyang Valeo Pyeong HWA Transmission Systems Co Ltd
Priority date: 2020-12-21
Filing date: 2020-12-21
Publication date: 2021-10-15
Anticipated expiration: 2030-12-21

Abstract

The utility model relates to a thoughtlessly move car automatic transmission with twisting shock attenuation flywheel, including dish hub, spline hub, main flywheel lid and secondary flywheel, wherein spline hub middle part is equipped with the axle sleeve suit on the rotation axis, just be equipped with the spline on the rotation axis with spline hub middle part axle sleeve connection, dish hub middle part suit in spline hub middle part axle sleeve, the dish hub passes through the bolt and installs on the bent axle, and main flywheel locates the dish hub outside, and main flywheel passes through first rivet connection with the dish hub, is equipped with secondary flywheel and main flywheel lid in the spline hub outside, and secondary flywheel main flywheel lid inboard and the dish hub passes through second rivet connection, the main flywheel lid outside with the main flywheel outer fringe links firmly. The utility model discloses effective reduce cost can improve the part durability of doing relative motion to the noise abatement.

Description

Torsion damping flywheel for automatic transmission of hybrid electric vehicle

Technical Field

The utility model relates to a thoughtlessly move car automatic transmission with twisting shock attenuation flywheel.

Background

The damping flywheel is a device for absorbing torsional vibration of a rotating shaft according to torque change, a steel ring is arranged on rubber or silica gel and other substances around the rotating shaft, and the torsional vibration is absorbed by using the elasticity of the rubber or the viscosity of the silica gel.

FIG. 1 is a sectional view of a relevant portion of a prior art damped flywheel and FIG. 2 is a sectional view of another portion of the prior art damped flywheel.

As shown in fig. 1 to 2, a damper flywheel generally includes a primary flywheel and a secondary flywheel coupled with each other with a rotation shaft as a reference, a gear ring is provided on an outer side of the primary flywheel and the secondary flywheel, and a bearing is provided between the primary flywheel and the secondary flywheel, and the secondary flywheel is connected to a transmission through a clutch pin. In addition, as shown in fig. 2, a damping flywheel matched with a single mass flywheel is provided with a built-in spring structure, but the damping flywheel has the defects that the damping characteristic is difficult to diversify, and the damping effect is relatively low.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a thoughtlessly move car automatic transmission with twisting reverse shock attenuation flywheel, effective reduce cost can improve the part durability of being relative motion to noise abatement.

The purpose of the utility model is realized through the following technical scheme:

the utility model provides a thoughtlessly move car automatic transmission with twisting shock attenuation flywheel, includes hub, spline hub, main flywheel lid and secondary flywheel, wherein spline hub middle part is equipped with the axle sleeve suit on the rotation axis, just be equipped with on the rotation axis the spline with spline hub middle part axle sleeve connection, hub middle part suit in spline hub middle part axle sleeve, the hub passes through the bolt and installs on the bent axle, and main flywheel locates the hub outside, and main flywheel passes through first rivet with the hub, is equipped with secondary flywheel and main flywheel lid in the spline hub outside, and secondary flywheel inboard the main flywheel lid and the hub passes through the second rivet connection, the main flywheel lid outside with the main flywheel outer fringe links firmly.

The outer side of the main flywheel is provided with a bending part, and a mass ring is welded on the bending part.

And a gasket is arranged between the disk hub and the spline hub.

And one end of the gasket, which is close to the spline hub, is bent towards the outer side.

And a gasket is arranged between the outward bending part of the gasket and the spline hub.

The gasket is sleeved on the shaft sleeve in the middle of the spline hub in a cylindrical shape, and a gasket is arranged between the friction surfaces of the hub and the spline hub.

One end of the gasket, which is close to the disc hub, is bent inwards.

And a gasket is arranged between the inward bending part of the gasket and the spline hub.

And a spring is arranged on one side between the main flywheel and the secondary flywheel, which is close to the mass ring.

The utility model discloses an advantage does with positive effect:

1. the utility model discloses a main flywheel outer fringe is equipped with the mass ring, the mass ring outer lane is glossy anchor ring structure, consequently more is favorable to making, and the mass ring passes through the welding form to be fixed in the portion of bending in the main flywheel outside in addition, easily assembles.

2. The utility model discloses an installation packing ring and gasket make main flywheel and secondary flywheel can unobstructed rotation to can replace the bearing among the prior art, effective reduce cost, and the gasket has the lubrication action, can improve the part durability of being relative motion, and have noise abatement's effect.

3. The utility model discloses a shape of secondary flywheel becomes than the little annular shape of main flywheel diameter from the disc shape similar with main flywheel, and the shock attenuation flywheel body can reduce axial distance like this.

4. The utility model discloses can be at the outer tip internal spring of shock attenuation flywheel far away from the rotation axis, compare with the innerspring among the prior art, the utility model discloses spring length is longer, the rigidity is lower.

Drawings

Figure 1 is a schematic view of a prior art damped flywheel,

figure 2 is a schematic diagram of a prior art damped flywheel two,

figure 3 is a front view of the present invention,

figure 4 is a cross-sectional view of the present invention,

figure 5 is a perspective cross-sectional view of the present invention,

figure 6 is another perspective cross-sectional view of the present invention,

figure 7 is a schematic view of an installation structure of the rotating shaft in figure 4,

figure 8 is a schematic view of an alternative mounting arrangement for the spindle of figure 4,

figure 9 is a schematic view of yet another alternative mounting arrangement for the rotary shaft of figure 4,

fig. 10 is a schematic view of another installation structure of the rotary shaft in fig. 4.

Wherein 110 is a rotating shaft, 120 is a spline hub, 122 is a friction surface, 130 is a hub, 140 is a bolt, 150 is a washer, 152 is a gasket, 160 is a primary flywheel, 170 is a secondary flywheel, 1721 is a first rivet, 1722 is a second rivet, 180 is a primary flywheel cover, 200 is a spring, 210 is a diaphragm spring, and 220 is a mass ring.

Detailed Description

The present invention will be described in detail with reference to the accompanying drawings.

As shown in fig. 3 to 10, the present invention includes a hub 130, a spline hub 120, a main flywheel 160, a main flywheel cover 180 and a secondary flywheel 170, wherein a sleeve is provided at the middle of the spline hub 120 and sleeved on the rotation shaft 110, a spline is provided on the rotation shaft 110 and is in sleeve connection with the middle of the spline hub 120, the middle of the hub 130 is sleeved on the sleeve at the middle of the spline hub 120, a washer 150 and a washer 152 are provided between the hub 130 and the spline hub 120, the hub 130 is mounted on a crankshaft through a bolt 140, the main flywheel 160 is provided at a side of the hub 130 away from the spline hub 120 with the rotation shaft 110 as the center, the main flywheel 160 and the hub 130 are connected through a first rivet 1721, the side of the spline hub 120 away from the hub 130 is provided with the secondary flywheel 170 and the main flywheel cover 180, and the secondary flywheel 170, the inner side of the main flywheel cover 180 and the hub 130 are connected through a second rivet 1722, the outer side of the main flywheel cover 180 is fixedly connected with the outer edge of the main flywheel 160, as shown in fig. 4 and 6, a spring 200 is arranged in the outer end portion of the damping flywheel body near the outer side, and in addition, a mass ring 220 is welded on the outer circumferential surface of the main flywheel 160.

As shown in fig. 4 to 6, the main flywheel 160 is disposed outside the hub 130, and a bent portion is disposed on an outer ring of the main flywheel 160, and the mass ring 220 is mounted on the bent portion.

The utility model provides a quality ring 220 is different with ring gear 40 among the prior art (as shown in fig. 1), quality ring 220 outer lane does not have the profile of tooth, is glossy anchor ring structure, consequently more is favorable to making, and quality ring 220 passes through the welded form to be fixed in the portion of bending in the main flywheel 160 outside in addition, and easily the equipment can more effective realization main flywheel 160's assembly arrange.

The utility model discloses a secondary flywheel 170 is different with the secondary flywheel among the prior art (as shown by serial number 30 in fig. 1), also not with the main flywheel among the prior art (as shown by serial number 20 in fig. 1) similar disc shape, as shown in fig. 4, the utility model provides a secondary flywheel 170 diameter is the annular piece structure less than main flywheel 160, secondary flywheel 170 combines with main flywheel cover 180 of being connected with main flywheel 160 through second rivet 1722.

As shown in fig. 4, the shape of the secondary flywheel 170 is changed from a disc shape similar to the main flywheel 160 to a doughnut-shaped plate shape smaller than the main flywheel 160, so that the damper flywheel body can reduce the axial distance.

Spring mounting among the prior art is in the position that is closer to rotation axis 10, as shown in fig. 2, it can be regarded as innerspring 60, the utility model discloses then on the contrary, the utility model discloses can be at the outer tip internal installation spring 200 of shock attenuation flywheel 100 far away from rotation axis 110, as shown in fig. 4 and fig. 6, the utility model discloses a spring 200 installs between main flywheel 160 and secondary flywheel 170, and locates in the outside end that the shock attenuation flywheel body is close to mass ring 220 to each spring 200 uses rotation axis 110 as the center, compares with innerspring 60 among the prior art, the utility model discloses spring 200 length is longer, the rigidity is lower.

In addition, when the spring 200 is used, a small spring can be inserted into the spring, a multi-stage rigid structure can be realized, and when the torque variation is low, medium or high, the damping function can be realized corresponding to the corresponding torque variation.

As shown in fig. 4 and 5, a washer 150 is disposed between the contact surfaces of the middle portion of the spline hub 120 and the middle portion of the hub 130, the contact surfaces of the spline hub 120 and the hub 130 include a friction surface 122 where the spline hub 120 and the hub 130 contact, and an outer ring surface where the middle portion of the spline hub 120 and the hub 130 contact.

As shown in fig. 7, the washer 150 is fitted over the central boss of the spline hub 120 and is bent outward on the side close to the hub 130, and as shown in fig. 8, the washer 150 may have a cylindrical shape having a straight longitudinal (axial) cross section and capable of being directly fitted over the central boss of the spline hub 120, or as shown in fig. 9, the washer 150 may have a shape in which the end of the hub 130 side is bent inward, and different washers 150 may be used as needed.

As shown in fig. 7, 8 and 10, a spacer 152 may be additionally inserted into the washer 150, wherein the spacer 152 may be installed between the bent portion outside the washer 150 and the friction surface 122 of the spline hub 120 as shown in fig. 7, the spacer 152 may be installed between the end surface of the hub 130 and the spline hub 120 and perpendicular to the washer 150 as shown in fig. 8, or the spacer 152 may be installed between the bent portion of the washer 150 and the end surface of the spline hub 120 as shown in fig. 10.

As shown in fig. 4, when the diaphragm spring 210 is connected to both the splined hub 120 and the hub 130 by the second rivet 1722, the washer 150 functions as a seal when the splined hub 120 and the hub 130 rub against each other in a rotational manner.

As shown in fig. 7, a lubricating polymer washer 152 is installed between the bent end of the washer 150 and the friction surface 122 of the spline hub 120 to reduce friction and wear by reducing the rotational distance.

As shown in fig. 8, a lubricating polymer washer 152 is installed between the end of the spline hub 120 on the side and the friction surface of the hub 130 at right angles to the washer 150, the load of the diaphragm spring 210 with sealing function is transmitted to the spline hub 120 by the connection of the second rivet 1722, and the friction surface 122 of the spline hub 120 rubs against the washer 152.

As shown in fig. 9, the washer 150 of fig. 9 is a structure in which the washer 150 and the washer 152 of fig. 8 are coupled together, and friction occurs between the friction surface 122 of the spline hub 120 and the bent end portion of the washer 150.

As shown in fig. 10, the gasket 150 of fig. 10 is formed by adding a spacer 152 made of polymer material for increasing lubricity to the structure of the gasket 150 of fig. 9, so as to reduce the relative rotation distance and reduce the friction.

The washer 150 and the gasket 152 are installed in the present invention, so that the main flywheel 160 and the secondary flywheel 170 can rotate smoothly, and can replace the bearing 50 in fig. 1, thereby reducing the cost, and simultaneously realizing smooth sliding, and improving the durability and NVH (N: noise/V: vibration/H: rattling, which is the vibration and noise of the vehicle) performance between the parts moving with each other.

The utility model discloses a theory of operation does:

as shown in fig. 1 to 2, the conventional damper flywheel includes a main flywheel 20 and a secondary flywheel 30 coupled with a rotation shaft 110 as a reference, a ring gear 40 is provided outside the main flywheel 20, a bearing 50 is provided between the main flywheel 20 and the secondary flywheel 30, and an innerspring 60 is provided inside the damper flywheel close to the rotation shaft 110 as shown in fig. 2.

As shown in fig. 4 to 10, the present invention enables the main flywheel 160 and the secondary flywheel 170 to rotate smoothly by installing the washer 150 and the washer 152, therefore, the bearing 50 in fig. 1 can be replaced, the outer edge of the main flywheel 160 of the present invention is provided with the mass ring 220, the outer ring of the mass ring 220 is a smooth ring surface structure, so that the present invention is more convenient for manufacturing, in addition, the mass ring 220 is fixed on the bent portion of the outer side of the main flywheel 160 by welding, so that the assembly is easy, the shape of the secondary flywheel 170 of the present invention is changed from a disc shape similar to the main flywheel 160 to an annular plate shape having a smaller diameter than the main flywheel 160, thus, the axial distance of the damping flywheel body can be reduced, the spring 200 can be arranged in the outer end part of the damping flywheel 100 far away from the rotating shaft 110, compared with the built-in spring 60 in the prior art, the spring 200 of the present invention has a longer length and a lower rigidity.

Claims

1. The utility model provides a thoughtlessly move car automatic transmission with twisting shock attenuation flywheel which characterized in that: comprises a hub (130), a spline hub (120), a main flywheel (160), a main flywheel cover (180) and a secondary flywheel (170), wherein the middle part of the spline hub (120) is provided with a shaft sleeve sleeved on the rotating shaft (110), the rotating shaft (110) is provided with a spline which is connected with the middle part of the spline hub (120) through a shaft sleeve, the middle part of the disc hub (130) is sleeved on the middle part of the spline hub (120), the hub (130) is mounted on the crankshaft through a bolt (140), the main flywheel (160) is arranged outside the hub (130), and the main flywheel (160) is connected with the hub (130) through a first rivet (1721), a secondary flywheel (170) and a main flywheel cover (180) are arranged on the outer side of the spline hub (120), and the secondary flywheel (170), the inside of the main flywheel cover (180), and the hub (130) are connected by a second rivet (1722), the outer side of the main flywheel cover (180) is fixedly connected with the outer edge of the main flywheel (160).

2. The torsional vibration damper flywheel for an automatic transmission of a hybrid vehicle according to claim 1, characterized in that: the outer side of the main flywheel (160) is provided with a bending part, and a mass ring (220) is welded on the bending part.

3. The torsional vibration damper flywheel for an automatic transmission of a hybrid vehicle according to claim 1, characterized in that: a washer (150) is arranged between the disk hub (130) and the spline hub (120).

4. The torsional vibration damper flywheel for an automatic transmission of a hybrid vehicle according to claim 3, characterized in that: and one end of the gasket (150) close to the spline hub (120) is bent outwards.

5. The torsional vibration damper flywheel for an automatic transmission of a hybrid vehicle according to claim 4, characterized in that: and a gasket (152) is arranged between the outward bending part of the gasket (150) and the spline hub (120).

6. The torsional vibration damper flywheel for an automatic transmission of a hybrid vehicle according to claim 3, characterized in that: the gasket (150) is sleeved on the shaft sleeve in the middle of the spline hub (120) in a cylindrical shape, and a gasket (152) is arranged between the disc hub (130) and the friction surface (122) of the spline hub (120).

7. The torsional vibration damper flywheel for an automatic transmission of a hybrid vehicle according to claim 3, characterized in that: one end of the gasket (150) close to the hub (130) is bent inwards.

8. The torsional vibration damper flywheel for an automatic transmission of a hybrid vehicle according to claim 7, characterized in that: and a gasket (152) is arranged between the inward bent part of the gasket (150) and the spline hub (120).

9. The torsional vibration damper flywheel for an automatic transmission of a hybrid vehicle according to claim 1, characterized in that: and a spring (200) is arranged between the main flywheel (160) and the secondary flywheel (170) and close to one side of the mass ring (220).