CN215831046U

CN215831046U - Dual-mass flywheel and vehicle

Info

Publication number: CN215831046U
Application number: CN202120031107.8U
Authority: CN
Inventors: 刘增岗
Original assignee: Changzhou Shujia Machinery Co ltd
Current assignee: Changzhou Shujia Machinery Co ltd
Priority date: 2021-01-06
Filing date: 2021-01-06
Publication date: 2022-02-15
Anticipated expiration: 2031-01-06

Abstract

The utility model discloses a dual-mass flywheel, which comprises a first mass and a second mass which are coaxially arranged; the first mass and the second mass transmit torque through the elastic unit, the elastic unit comprises a first scroll spring, the first scroll spring is coaxially arranged with the first mass and the second mass, a first end of the first scroll spring is combined with the second mass, and a second end of the first scroll spring is combined with the first mass. The utility model also discloses a vehicle which comprises a power transmission system, wherein the power transmission system comprises the dual-mass flywheel.

Description

Dual-mass flywheel and vehicle

Technical Field

The utility model relates to a part of a vehicle and the vehicle using the part, in particular to a dual-mass flywheel and a vehicle.

Background

A Dual Mass Flywheel (DMFW) is a mechanical structure used in automotive power trains to isolate torsional vibrations of the engine crankshaft. The dual-mass flywheel has the characteristic of nonlinearity in the whole working rotating speed range of the engine under the condition that all parameters of the dual-mass flywheel are determined, the characteristic enables the load of torsional vibration of the power transmission system to be restrained in the working rotating speed range of the engine, particularly in the low-speed range where resonance is easy to occur, the torsional vibration amplitude of the power transmission system and noise caused by the torsional vibration amplitude are greatly reduced, and therefore the resonance phenomenon is difficult to occur.

A prior art dual mass flywheel has a first or primary flywheel and a second or secondary flywheel which are rotatable relative to the axis of rotation of the dual mass flywheel and which are rotationally and resiliently connected to each other by a connecting means. The first mass remains in position on the engine side for starting and transmitting the rotational torque of the engine. The second mass is arranged on one side of the transmission of the drive train for increasing the rotational inertia of the transmission. An annular cavity groove is arranged between the two parts of flywheels, a spring damper is arranged in the cavity groove, and the two parts of flywheels are connected into a whole by the spring damper so as to inhibit the torsional vibration from being transmitted to the speed changer from the engine.

The spring damper of the dual-mass flywheel in the prior art is an arc spring. As shown in fig. 1, the circular arc spring 3 better solves the problem of realizing low torsional rigidity of the shock absorber in a limited design space, and can reduce the production cost of the dual-mass flywheel. The arc spring of the dual-mass flywheel is divided into a long spiral spring and a short spiral spring. Friction is generated between the long coil spring and the holder, so that the torsion characteristics are affected, and the friction also affects the service life. The short spiral spring has larger distribution radius and is subjected to large centrifugal force. Under the same torque, the spring is easy to deform radially, and the failure of the spring is aggravated. On the other hand, the limit value of the torque transmitted by the dual mass flywheel is limited by the size of the dual mass flywheel, whether a long coil spring or a short coil spring is used.

In view of the foregoing, there is a need in the art for a new dual mass flywheel that overcomes one or more of the disadvantages of the prior art.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a dual-mass flywheel, which overcomes the technical problems of the existing dual-mass flywheel.

In order to achieve the purpose of the utility model, the utility model discloses a dual-mass flywheel, which comprises a first mass and a second mass which are coaxially arranged; the first mass and the second mass transmit torque through the elastic unit, the elastic unit comprises a first scroll spring, the first scroll spring is coaxially arranged with the first mass and the second mass, a first end of the first scroll spring is combined with the second mass, and a second end of the first scroll spring is combined with the first mass.

Further, the first spiral spring is located inside the dual mass flywheel.

Still further included is a first damping absorbing device located between coils of the first wrap spring and/or between the first wrap spring and the second mass and/or between the first wrap spring and the first mass.

Furthermore, a first limiting device is included, and the first limiting device is positioned between the first scroll spring and the second mass and/or between the first scroll spring and the first mass.

Further, the second mass comprises a snap groove in which the first limiting device is accommodated, and/or the first mass comprises a snap groove in which the first limiting device is accommodated.

Further, the first limiting device is made of polyamide containing glass fiber.

Still further, the scroll spring comprises a spindle, a first end of the spindle is connected with the first mass, a second end of the spindle is connected with the second mass, and the first scroll spring is located on the inner side face of the spindle.

Further, a thrust device is disposed between the spindle and the first mass.

Still further, still include second scroll spring, this second scroll spring sets up with first quality and second quality coaxial, and the first end of this second scroll spring combines together with this second quality, and the second end combines together with this first quality, and the coiling direction of this first scroll spring and second scroll spring is the same or opposite.

Further, the first mass and the second mass are connected by a first bearing, and/or the first mass and the gearbox drive shaft are connected by a second bearing.

The utility model also discloses a vehicle, which is characterized by comprising a power transmission system, wherein the power transmission system comprises the dual-mass flywheel.

Compared with the prior art, the dual-mass flywheel provided by the utility model can effectively eliminate the vibration frequency and amplitude generated by the crankshaft of the engine, the starting motor and the transmission shaft of the gearbox. The utility model can solve the problem that the existing dual-mass flywheel can not be suitable for high-power vehicles because the transferable torque is too small. The utility model can also solve the problems of overlarge swing of the vehicle during starting and stopping, NVH generated in the gear shifting and driving processes, and can also provide the buffering and vibration isolation effect in an overload working state.

Drawings

It will be appreciated by those skilled in the art that the drawings are provided for a better understanding of the utility model and do not constitute any limitation to the scope of the utility model. Wherein:

FIG. 1 is a schematic diagram of a dual mass flywheel used in the prior art;

FIG. 2 is a plan view of a dual mass flywheel according to a first preferred embodiment of the present invention;

FIG. 3 is a cross-sectional view of a dual mass flywheel according to a second preferred embodiment of the present invention;

FIG. 4 is an exploded view of a dual mass flywheel according to a second preferred embodiment of the present invention;

FIG. 5 is a schematic structural diagram of an elastic pad of a dual mass flywheel according to the present invention;

FIG. 6 is a graph of stiffness curves for a dual mass flywheel of the present invention.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein, but rather should be construed as broadly as the present invention is capable of modification in various respects, all without departing from the spirit and scope of the present invention.

It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," "up," "down," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment. The terms "outer" and "outboard" as used herein generally refer to a location away from the axis of the propeller shaft, and "inner" and "inboard" generally refer to a location closer to the axis of the propeller shaft. "axial" refers to the direction in which the drive shaft axis extends, and "radial" refers to the direction perpendicular to the drive shaft axis.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the utility model herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

The terms "first" and "second" used herein do not denote any particular order or quantity, but rather are used to distinguish one element from another. In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

The utility model aims to provide a dual-mass flywheel, which solves the problem that the conventional dual-mass flywheel can not be suitable for high-power vehicles because the torque can be transmitted too little. In order to achieve the above object of the present invention, the present invention provides a dual mass flywheel, which comprises a first mass and a second mass coaxially disposed; the first mass and the second mass transmit torque through the elastic unit, the elastic unit comprises a scroll spring, the scroll spring is coaxially arranged with the first mass and the second mass, a first end of the scroll spring is combined with the second mass, and a second end of the scroll spring is combined with the first mass. When the rotary power of the engine is transmitted to the first mass, the load of the torsional vibration of the braking system can be restrained through the elastic deformation of the spiral spring, and the noise, the impact and the vibration generated in the power transmission process are reduced.

The present invention will be described in detail below with reference to the drawings and embodiments, and typical examples and illustrations will be given for the sake of understanding in the course of the description, but are not intended to be the only way in which the present invention may be practiced.

FIG. 2 is a plan view of a dual mass flywheel according to a first preferred embodiment of the present invention. As shown in fig. 2, the dual mass flywheel includes a first mass 10. The first mass 10 is coaxially connected to a crankshaft of the engine, and for the sake of simplicity of explanation, an axis of the crankshaft of the engine will be referred to as an axis of the dual mass flywheel, since several components of the present invention are coaxially connected. The first mass 10 and the second mass are connected through a spiral spring 11, one end of the spiral spring 11 is combined with the first mass, and the other end of the spiral spring 11 is combined with the second mass to absorb vibration through elastic deformation. In the present embodiment, a recess 10a is provided on the first mass 10, and one end of the spiral spring 11 is received in the recess 10a and the other end is received in a recess 16a on the second mass 16. The spiral spring 11 may have only one turn, or two or more turns, and one skilled in the art can design the spiral spring according to the amount of torque transmitted by the transmission system.

In a preferred scheme, the spiral spring 11 and the joint end of the first mass and the second mass are positioned on the same radial extension line, and the technical scheme can effectively restrain excessive swing of the vehicle in the starting and stopping stages.

In another preferred embodiment, a damping absorbing element 12 may be disposed in the gap between the spiral spring 11 and the first and

second masses

10 and 16. The damping absorber element 12 is made of an elastically deformable material, such as a rubber strip or a plastic strip. The rubber strip is stuffed between coils of the spiral spring 11, or between the spiral spring 11 and the first and

second masses

10 and 16. The damping absorbing member 12 can fix the position of the spiral spring, prevent the spiral spring 11 from being excessively displaced, and can provide frictional damping to the spiral spring 11 by using the characteristic of the elastic pad 15 having a large frictional coefficient as a damping member. Therefore, in this embodiment, when the transmission shaft vibrates, the vibration is transmitted to the first mass 10 through the transmission shaft, the first spiral spring 11 generates elastic deformation to absorb the vibration, the damping absorbing element 12 further generates frictional resistance to prevent the first spiral spring 11 from generating elastic deformation, and the vibration absorbed twice is transmitted to the second mass 16 through the first spiral spring 11 again, so as to greatly reduce NVH ((noise, vibration and harshness of acoustic vibration) — in extreme cases, when the transmission shaft is overloaded, the dual-mass flywheel will enter an overload state, because the damping absorbing element 12 limits the spiral spring 11, the spiral spring 11 will not generate an extreme situation of losing elastic deformation, and even if the working stiffness is exceeded, will not completely fail.

In a preferred embodiment, the damping absorber element 12 is a notched annular rubber gasket. As shown in fig. 5, the rubber gasket 12 includes three

protrusions

12a, 12b, 12c from the outside to the inside, which are used to fill the gap. The shape of the rubber gasket 12 is similar to the shape iii when viewed in cross-section. Compared with a plurality of rubber strips, the rubber gasket is of a complete structure, and has better limiting and damping effects. If the number of turns of the spiral spring 11 is increased, the number of the protrusions of the rubber gasket 12 can be increased accordingly, and the design and the processing are very convenient.

The utility model also comprises a stop device 13 which is more rigid than the damping absorbing element, in other words, has less space for deformation. Utility model people through the experiment discovery, increase the stop device 13 back of rigidity, steady when can effectively increase the vehicle and shift is excessive.

The stopper 13 includes two stoppers, a first stopper 13b is located between the spiral spring 11 and the first mass 10, and a second stopper 13a is located between the spiral spring 11 and the second mass 16. Preferably, the first limiting blocks 13b are distributed on two sides of the groove 10a by taking the groove 10a as a center; the second stoppers 13a are distributed on both sides of the groove 16a with the groove 16a as the center. The first mass 10 is provided with a second groove 10b, and a part of the first stopper 13b is accommodated in the second groove 10 b. A second groove 16b is formed in the second mass 16, and a portion of the second stopper 13a is received in the second groove 13 b. The position limiter 13 may be made of a rigid material such as metal or polymer. Preferably, the limiting device 13 is made of polyamide containing glass fiber, and has the advantages of fatigue resistance and small friction coefficient.

In a preferred embodiment, the wrap spring 11 is located inside the dual mass flywheel. The inner side is that the volute spiral springs 11 are distributed on the middle point or between the axle center and the middle point by taking the radial length of the dual-mass flywheel as the reference. The design can reduce the manufacturing cost of the dual-mass flywheel and reduce the weight of the dual-mass flywheel, thereby reducing the total weight of the transmission system. In another preferred embodiment, the spiral spring 11 is located in the whole accommodating space formed by the first mass and the second mass of the dual mass flywheel, so that the maximum diameter of the dual mass flywheel can be reduced, and the size of the dual mass flywheel can be reduced.

Fig. 3 is a sectional view of a dual mass flywheel according to a second preferred embodiment of the present invention, and fig. 4 is an exploded view of the dual mass flywheel according to the second preferred embodiment of the present invention. A second embodiment of the present invention will be described in detail below with reference to fig. 3 and 4. As shown in fig. 3, the outer side surface of the first mass 10 includes three steps, the first step is connected to the starter motor gear 30, and the inner surface of the ring gear 22 is connected to the outer surface of the starter motor gear 30. The first mass is connected to the engine crankshaft 40 and to the transmission drive shaft 50 via the bearing 14. The second mass 16 is connected to the spindle 15 by means of screws 20. The mandrel 15 is connected at one end to the second mass 16 and at the other end is coupled to the first mass 10. In the present embodiment, the first mass 10 comprises an annular groove in which one end of the spindle 15 is accommodated.

In this embodiment, the spindle 15 divides the dual mass flywheel into an inner side and an outer side, i.e., the inner side is located in the space of the inner surface of the spindle 15 and the outer side is located in the space of the outer surface of the spindle 15. The elastic element is housed in the inner side, which design makes it possible to reduce the manufacturing costs of the dual mass flywheel itself and to reduce the weight of the dual mass flywheel. On the other hand, when the elastic unit is located inside the spindle 15, the weight ratio of the first mass and the second mass can be designed more efficiently, achieving an optimal balance. The first mass 10 and the second mass 16 are connected by a bearing 20, wherein the inner ring of the bearing 20 is connected to the first mass 10 and the outer ring of the bearing 20 is connected to the second mass 16.

The elastic element is located in the relatively closed accommodating space formed by the first mass 10, the second mass 16, the spindle 15 and the bearing 20, so that the external dust and oil stains are prevented from entering and causing the failure of the spiral spring and/or the elastic cushion. The present embodiment includes two sets of elastic elements, each of the two sets of elastic elements includes a spiral spring 11, and the two spiral springs 11 are wound in the same or different directions. Preferably, one is counterclockwise and the other is clockwise. The design can isolate and balance the vibration from two directions. The two spiral springs 11 are located in different rubber gaskets 12 from each other. In a preferred embodiment, a spacer 19 is disposed between the first and second scroll springs, and the spacer 19 can separate the two scroll springs without interfering with each other. The spiral spring 11 is connected at a first end to the first mass 10 and at the other end to the spindle 15.

In a preferred embodiment, a thrust device is included between the spindle 15 and the first mass 10. The thrust stopping device in this embodiment is a thrust ring 18, and may also be a thrust plate distributed between the core shaft 15 and the first mass 10. In a preferred embodiment, the side of the mandrel 15 close to the first mass 10 comprises a receiving groove for receiving the thrust collar 18, which prevents the thrust collar 18 from being displaced, affecting the sealing effect.

When the dual mass flywheel is operated, torque is transmitted from the ring gear 22 to the first mass 10. When the first mass 10 is rotated by the torsional moment, the spiral spring 11 is elastically deformed to absorb the vibration. The elastically deformed spiral spring 11 transmits torque to the spindle 15, and since the spindle 15 and the second mass 16 are fixed by the screw 20, the torque is transmitted to the second mass 16 through the spindle 15. The second mass is twisted relative to the first mass and torque is again transmitted to the clutch disc to which the second mass 16 is connected, thereby completing the transmission of torque.

As shown in fig. 6, fig. 6 is a stiffness graph of a dual mass flywheel of the present invention, the stiffness graph being three-stage with a smooth transition. The stiffness graph includes segments k1 and k 2. The damping absorption element is mainly used for realizing the buffer damping at the section k1, the volute spiral spring is used for realizing the buffer damping at the section k2, and even if the transmitted torque reaches 400Nm, the buffering and damping effects are good, and the failure or the slippage cannot be caused. Compared with a dual-mass flywheel capable of transmitting 300Nm torque in the prior art, the upper limit value is improved by 141%, and the technical effect is very obvious. Furthermore, the transition curve between k1 and k2 is made very smooth due to the provision of the limit unit, which demonstrates that the dual mass flywheel can still achieve good damping effect during gear shifting. It follows that the dual mass flywheel is particularly suitable for high power vehicles.

Compared with the prior art, the dual-mass flywheel provided by the utility model can effectively eliminate the vibration frequency and amplitude generated by the crankshaft of the engine, the starting motor and the transmission shaft of the gearbox. The utility model can solve the problem that the existing dual-mass flywheel can not be suitable for high-power vehicles because the transferable torque is too small. The utility model can also solve the problems of overlarge swing of the vehicle during starting and stopping and NVH generated in the gear shifting process, and can also provide the buffer vibration isolation effect in an overload working state.

The above description is only for the purpose of describing the preferred embodiments of the present invention, and is not intended to limit the scope of the present invention, and any variations and modifications made by those skilled in the art based on the above disclosure are within the scope of the appended claims.

Claims

1. A dual-mass flywheel comprises a first mass and a second mass which are coaxially arranged; the torque is transmitted between the first mass and the second mass through the elastic unit, and the elastic unit is characterized by comprising a first scroll spring, the first scroll spring is coaxially arranged with the first mass and the second mass, the first end of the first scroll spring is combined with the second mass, and the second end of the first scroll spring is combined with the first mass.

2. The dual mass flywheel of claim 1, wherein said first wrap spring is located inside said dual mass flywheel.

3. A twin mass flywheel as defined in claim 1 which further includes a first damping absorber means located between the coils of said first volute spring and/or between said first volute spring and said second mass and/or between said first volute spring and said first mass.

4. A twin mass flywheel as defined in claim 1 which further includes a first stop means located between the first wrap spring and the second mass and/or between the first wrap spring and the first mass.

5. A twin mass flywheel as defined in claim 4 in which the second mass comprises a catch slot and the first stop means is received in the catch slot of the second mass and/or the first mass comprises a catch slot and the first stop means is received in the catch slot of the first mass.

6. A twin mass flywheel as defined in claim 4 in which the first stop means is made of polyamide containing glass fibres.

7. A dual mass flywheel as defined in claim 1 further comprising a spindle having a first end connected to said first mass and a second end connected to said second mass, said first scroll spring being located on an inner side of said spindle.

8. A twin mass flywheel as defined in claim 7 in which a thrust device is provided between the spindle and the first mass.

9. A dual mass flywheel as defined in claim 1 further comprising a second spiral spring disposed coaxially with said first and second masses, said second spiral spring having a first end coupled to said second mass and a second end coupled to said first mass, said first and second spiral springs being wound in the same or opposite directions.

10. A twin mass flywheel as defined in claim 1 in which the first and second masses are connected by a first bearing and/or the first mass and gearbox drive shaft are connected by a second bearing.

11. A vehicle comprising a driveline comprising a dual mass flywheel, wherein the dual mass flywheel is as claimed in any one of claims 1 to 10.