CN216895543U - Clutch disc hub damping device - Google Patents
Clutch disc hub damping device Download PDFInfo
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- CN216895543U CN216895543U CN202122748394.7U CN202122748394U CN216895543U CN 216895543 U CN216895543 U CN 216895543U CN 202122748394 U CN202122748394 U CN 202122748394U CN 216895543 U CN216895543 U CN 216895543U
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- disc
- damping spring
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Abstract
The utility model relates to the field of clutches, in particular to a hub damping device of a clutch, which comprises a hub, a hub disc and a pre-damping spring, wherein the hub disc is connected with a buffer disc through a main damping spring, the middle part of the hub disc is rotatably provided with the hub, an inner hole of the hub is sleeved on an input shaft of a transmission, the pre-damping spring is arranged between the hub and the hub disc and comprises a stop spring, the length of the stop spring is shorter than that of the pre-damping spring, the compression distance of the pre-damping spring is limited, and the stop spring is arranged between the hub and the hub disc. The utility model utilizes the stop spring to determine the compression limit of the pre-damping spring through the damping action, thereby fundamentally solving the problem of clock noise generated when the power of the hub plate is transmitted to the hub.
Description
Technical Field
The utility model relates to the field of clutches, in particular to a disc hub damping device of a clutch.
Background
Generally, a clutch is a device that is provided between two power transmission mechanisms of an engine and a transmission to block or transmit power, and specifically, a clutch provided between an engine and a transmission selectively transmits power of a crankshaft of the engine to the transmission to effect gear shifting.
In a friction clutch using a disc, a disc unit is splined to an input shaft of a transmission and connected between a flywheel and a pressure plate, which transmits rotation of the flywheel to the transmission through the input shaft of the transmission.
As shown in fig. 1 to 2, the conventional clutch disc assembly includes a hub, a hub disc, an auxiliary disc, a main damping spring, a buffer disc, a friction disc, a pre-damping spring, and the like, wherein the hub is mounted on the transmission input shaft through a spline, and the pre-damping spring is mounted between the hub and the hub disc. The main damping spring and the pre-damping spring transmit engine power to an input shaft of a transmission to absorb vibration and noise caused by torsion due to a difference in rotational speed between a flywheel and an engine clutch shaft, for which the main damping spring has a high stiffness to effectively absorb shock and noise in a high torque region, and the pre-damping spring has a low stiffness to effectively absorb vibration and noise in a low torque region (idle section). The main damping spring corresponds to a high torque when the engine is started or accelerated, while the pre-damping spring corresponds mainly to a low torque when the engine is idling.
Fig. 3 is an enlarged cross-sectional view of the hub and the pre-damping spring in fig. 2, one side of the pre-damping spring is arranged on the hub, and the other side of the pre-damping spring is arranged on the hub disc, so that the connection between the hub and the hub disc is realized, meanwhile, the pre-damping spring is elastically deformed to transmit the power of the hub disc to the hub, the outer circumferential surface of the hub is provided with first limiting teeth, the circumferential surface of the inner hole of the hub disc is provided with second limiting teeth, the pre-damping spring limits the deformation range through the first limiting teeth and the second limiting teeth, namely, a damping space is formed between the adjacent first limiting teeth and the adjacent second limiting teeth, so that the elastic deformation of the pre-damping spring is met, and the pre-damping spring is used as a stopper to limit the rotation when the adjacent first limiting teeth and the adjacent second limiting teeth collide and offset.
However, during the damping process, clock noise may be generated due to the first limit tooth and the second limit tooth colliding with each other. In order to improve the problem, rubber is mounted on the inner wall of the second limit tooth of the hub disc in the prior art, but the rubber needs to be replaced frequently due to low durability of the rubber, the rubber is firmly arranged on the hub disc, the structure of the hub disc is complex, the rubber replacement is difficult, and a great deal of time and energy are consumed for each replacement.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a disk hub damping device of a clutch, which utilizes a stop spring to determine the compression limit of a pre-damping spring through damping action, thereby fundamentally solving the problem of clock noise generated when the power of a hub disk is transmitted to a hub.
The purpose of the utility model is realized by the following technical scheme:
a disk hub damping device of a clutch comprises a wheel hub, a wheel hub disk and a pre-damping spring, wherein the wheel hub disk is connected with a buffer disk through a main damping spring, the middle part of the wheel hub disk is rotatably provided with the wheel hub, an inner hole of the wheel hub is sleeved on an input shaft of a transmission, the pre-damping spring is arranged between the wheel hub and the wheel hub disk, the disk hub damping device further comprises a stop spring, the length of the stop spring is shorter than that of the pre-damping spring and limits the compression distance of the pre-damping spring, and the stop spring is arranged between the wheel hub and the wheel hub disk.
The stop spring is arranged on the outer circumferential surface of the hub, and the stop spring and the pre-damping spring are arranged in a staggered mode.
The outer circumferential surface of the hub is provided with first connecting grooves and second connecting grooves in a staggered mode, the pre-damping springs are arranged in the corresponding first connecting grooves, and the stop springs are arranged in the corresponding second connecting grooves.
The damping device is characterized in that a hub plate inner hole is formed in the middle of the hub plate and sleeved on the hub, first accommodating grooves and second accommodating grooves are formed in the hole wall of the hub plate inner hole in a staggered mode, the pre-damping springs are arranged in the corresponding first accommodating grooves, and the stop springs are movably arranged in the corresponding second accommodating grooves.
The second connecting groove is shorter than the corresponding second accommodating groove in length.
The stop spring comprises a spiral spring part and spring supporting parts which are arranged at two ends of the spiral spring part and are propped against the inner wall of the corresponding end of the corresponding second connecting groove.
The utility model has the advantages and positive effects that:
1. the utility model utilizes the stop spring to determine the compression limit of the pre-damping spring through the damping action, thereby fundamentally solving the problem of clock noise generated when the power of the hub disc is transmitted to the hub.
2. The utility model omits the first limit teeth, rubber and other structures, and simplifies the connecting structure between the hub plate and the hub.
Drawings
Figure 1 is a schematic diagram of a prior art clutch disc assembly,
figure 2 is a view a-a of figure 1,
figure 3 is an enlarged cross-sectional view of the hub and pre-damper spring of figure 1,
FIG. 4 is a schematic structural diagram of the present invention.
Wherein, 110 is the wheel hub, 111 is first spacing tooth, 112 is first connecting slot, 113 is the second connecting slot, 115 is the damping space, 120 is the wheel hub, 121 is the second spacing tooth, 122 is the wheel hub hole, 123 is the first holding tank, 124 is the second holding tank, 125 is rubber, 130 is the auxiliary disc, 140 is the main disc, 150 is main damping spring, 160 is the buffer disc, 170 is the friction disk, 180 is damping spring in advance, 25 is the spline groove, 40 is the retaining spring, 41 is the spiral spring portion, 42 is the spring supporting part.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
As shown in fig. 4, the present invention includes a hub 110, a hub plate 120, a pre-damping spring 180 and a stopping spring 40, wherein as shown in fig. 1, the outer side of the hub plate 120 is connected with a damping plate 160 through a main damping spring 150, the inner hole of the hub 110 is sleeved on the input shaft of the transmission, as shown in fig. 4, the inner hole 122 of the hub plate 120 is sleeved on the hub 110, and the pre-damping spring 180 and the stopping spring 40 are alternately arranged between the hub 110 and the hub plate 120 along the circumferential direction, wherein the pre-damping spring 180 realizes the connection between the hub 110 and the hub plate 120, and the stopping spring 40 is used for limiting the compression distance of the pre-damping spring 180.
As shown in fig. 1 to 2, the hub plate 120 is interlocked with the damping disk 160 through the main damping spring 150 to receive and transmit the engine power to the hub 110, and as shown in fig. 4, the hub plate 120 of the present invention is provided with the first receiving groove 123 and the second receiving groove 124 on the hole wall of the hub plate inner hole 122, and the hub 110 is axially rotatably fitted in the hub plate inner hole 122, unlike the conventional structure shown in fig. 1 and 3, as shown in fig. 4, the hub 110 of the present invention does not have the first stopper tooth 111 protruded on the outer circumferential surface, but is provided with the first coupling groove 112 and the second coupling groove 113 on the outer circumferential surface of the hub 110, so that the hub 110 of the present invention can rotate 360 ° with respect to the hub plate 120 without the pre-damping spring 180 and the stopper spring 40. On the other hand, in the conventional structure shown in fig. 1, the first limit teeth 111 are convex in the outer surface of the tooth shape, so even if the pre-damper spring 180 is removed, the rotation of the hub 110 is greatly restricted due to the collision of the first limit teeth 111 with the corresponding second limit teeth 121 on the hub plate 120, that is, when the first limit teeth 111 of the hub 110 collide with the second limit teeth 121 on the hub plate 120, the rotation of the hub 110 is restricted by the hub plate 120 and interlocked together.
As shown in fig. 4, the pre-damper spring 180 of the present invention is disposed in the corresponding first connecting groove 112 of the hub 110, the detent spring 40 is disposed in the corresponding second connecting groove 113 of the hub 110, the first connecting groove 112 and the second connecting groove 113 are alternately disposed at a predetermined interval along the circumferential direction, in this embodiment, three first connecting grooves 112 and three second connecting grooves 113 are disposed, and the second connecting groove 113 is disposed between two corresponding first connecting grooves 112.
As shown in fig. 4, similarly, the first receiving grooves 123 and the second receiving grooves 124 of the hub plate 120 are also staggered at a predetermined interval along the circumferential direction, and the center distance between the adjacent first receiving grooves 123 and the adjacent second receiving grooves 124 is equal to the center distance between the adjacent first connecting grooves 112 and the adjacent second connecting grooves 113, the first receiving grooves 123 on the hub plate 120 correspond to the first connecting grooves 112 on the hub 110 one by one and face each other, and the second receiving grooves 124 on the hub plate 120 correspond to the second connecting grooves 113 on the hub 110 one by one and face each other.
As shown in fig. 4, one side of the pre-damping spring 180 is disposed in the corresponding first receiving groove 123, and the other side of the pre-damping spring 180 is disposed in the corresponding first connecting groove 112, so as to achieve connection between the hub 110 and the hubcap 120, the length of the first connecting groove 112 is the same as that of the first receiving groove 123, and two ends of the pre-damping spring 180 respectively and correspondingly abut against two ends of the first receiving groove 123 and two ends of the first connecting groove 112, so that when the hubcap 120 receives engine power from the hubcap 160 through the main damping spring 150 and rotates, an inner wall of the first receiving groove 123 directly compresses the corresponding pre-damping spring 180.
As shown in fig. 4, the detent spring 40 is disposed in the corresponding second coupling groove 113 of the hub 110 and separates the adjacent pre-damper springs 180 in the circumferential direction of the hub 110. The second receiving groove 124 of the hub plate 120 is the same length as the first receiving groove 123, the second connecting groove 113 of the hub 110 corresponds to the second receiving groove 124 of the hub plate 120 and is shorter than the corresponding second receiving groove 124, the stopping spring 40 is the same length as the second connecting groove 113, and the stopping spring 40 is shorter than the first connecting groove 112 and the pre-damping spring 180, so that the stopping spring 40 is immovable at one side of the second connecting groove 113, and the stopping spring 40 is movable at one side of the second receiving groove 124, i.e. the stopping spring 40 can move in the second receiving groove 124 of the hub plate 120 in an uncompressed state.
As shown in fig. 4, the stopping spring 40 includes a spiral spring portion 41 and spring supporting portions 42 disposed at both ends of the spiral spring portion 41 and abutting against the inner walls of the corresponding ends of the corresponding second connecting grooves 113, and although the spring supporting portions 42 abut against the inner walls of the inclined ends of the second connecting grooves 113 to limit the positions, the spring supporting portions 42 do not contact the inner walls of both ends of the second receiving groove 124 because the stopping spring 40 and the second connecting grooves 113 have a length shorter than that of the second receiving groove 124.
When the engine power is transmitted to the hub plate 120 in the state shown in fig. 1, as shown in fig. 4, the pre-damper spring 180 is first compressed to drive the hub 110 to rotate, where the pre-damper spring 180 may be compressed until the stopper spring 40 collides with the inner wall of the second receiving groove 124 of the hub plate 120 and is maximally compressed, and when the spiral spring portion 41 of the stopper spring 40 is maximally compressed or the pair of spring supporting portions 42 contact each other, the pre-damper spring 180 is not compressed any more. The stop spring 40 thus determines the compression limit of the pre-damper spring 180 by damping action so that no clock noise is generated.
As shown in fig. 4, the hub 110 is provided with a spline groove 25 in the middle, and the transmission input shaft is inserted into the spline groove 25 through a spline connection.
The working principle of the utility model is as follows:
as shown in fig. 1 to 3, the conventional clutch disc assembly includes a hub 110, a hub 120, an auxiliary 130, a main 140, a main damping spring 150, a buffer 160, a friction disc 170, a pre-damping spring 180, and the like, wherein the hub 110 is mounted on the transmission input shaft by spline connection, the pre-damping springs 180 are uniformly arranged between the hub 110 and the hub 120 along the circumferential direction, as shown in fig. 3, the pre-damper spring 180 transmits the power of the hub plate 120 to the hub 110 while being compressed and elastically deformed, whereas the wheel hub 110 of the prior art is provided with the first limit tooth 111, the wheel hub plate 120 is provided with the second limit tooth 121, a damping space 115 is formed between the adjacent first limit tooth 111 and the second limit tooth 121 for limiting the elastic deformation of the pre-damping spring 180, and the first limit tooth 111 collides with the adjacent second limit tooth 121 to stop, but during damping, the collision of the first limit tooth 111 with the adjacent second limit tooth 121 generates clock noise.
As shown in fig. 4, the present invention does not provide the first limit tooth 111 protruded on the outer circumferential surface of the hub 110, but provides the first connection groove 112 and the second connection groove 113, the hub 110 can rotate 360 ° with respect to the hub plate 120 without the pre-damping spring 180 and the stopping spring 40, the hub plate inner hole 122 of the hub plate 120 is provided with the first receiving groove 123 and the second receiving groove 124 on the hole wall, the pre-damping spring 180 is provided on one side in the corresponding first receiving groove 123 and on the other side in the corresponding first connection groove 112, thereby achieving the connection of the hub 110 and the hub plate 120, and the length of the first connection groove 112 is the same as the length of the first receiving groove 123, the length of the stopping spring 40 is provided on one side in the corresponding second receiving groove 124 and on the other side in the corresponding second connection groove 113, and the length of the stopping spring 40 and the second connection groove 113 is the same as and shorter than the length of the second receiving groove 124, when the engine power is transmitted to the hub disk 120 in the state shown in fig. 1, as shown in fig. 4, the pre-damper spring 180 is first compressed to drive the hub 110 to rotate, and the pre-damper spring 180 may be compressed until the stopper spring 40 collides with the inner wall of the second receiving groove 124 of the hub disk 120 and is maximally compressed, because the present invention determines the compression limit of the pre-damper spring 180 by the damping action using the stopper spring 40, so that the clock noise is not generated.
Claims (6)
1. The utility model provides a dish hub damping device of clutch, includes wheel hub, wheel hub dish and damping spring in advance, and wherein the wheel hub dish is connected with the buffer disk through main damping spring, and wheel hub dish middle part rotationally is equipped with wheel hub, and the wheel hub inner hole suit is equipped with damping spring in advance on the input shaft of derailleur between wheel hub and the wheel hub dish, its characterized in that: a stopper spring (40) having a length shorter than the pre-damper spring (180) and limiting a compression distance of the pre-damper spring (180) is included, and the stopper spring (40) is provided between the hub (110) and the hub plate (120).
2. A clutch hub damping device according to claim 1, wherein: the stop spring (40) is arranged on the outer circumferential surface of the hub (110), and the stop spring (40) and the pre-damping spring (180) are arranged in a staggered mode.
3. A clutch hub damping device according to claim 2, wherein: the outer circumferential surface of the hub (110) is provided with first connecting grooves (112) and second connecting grooves (113) in a staggered mode, the pre-damping springs (180) are arranged in the corresponding first connecting grooves (112), and the stop springs (40) are arranged in the corresponding second connecting grooves (113).
4. A clutch hub damping device according to claim 3, wherein: the hub disc is characterized in that a hub disc inner hole (122) is formed in the middle of the hub disc (120) and sleeved on the hub (110), first accommodating grooves (123) and second accommodating grooves (124) are formed in the hole wall of the hub disc inner hole (122) in a staggered mode, the pre-damping spring (180) is arranged in the corresponding first accommodating groove (123), and the stop spring (40) is movably arranged in the corresponding second accommodating groove (124).
5. A clutch hub damping device according to claim 4, wherein: the second coupling groove (113) is shorter in length than the corresponding second receiving groove (124).
6. A clutch hub damping device according to claim 2, wherein: the stop spring (40) comprises a spiral spring part (41) and spring supporting parts (42) which are arranged at two ends of the spiral spring part (41) and are abutted against the inner wall of the corresponding end of the corresponding second connecting groove (113).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122748394.7U CN216895543U (en) | 2021-11-11 | 2021-11-11 | Clutch disc hub damping device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122748394.7U CN216895543U (en) | 2021-11-11 | 2021-11-11 | Clutch disc hub damping device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216895543U true CN216895543U (en) | 2022-07-05 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122748394.7U Active CN216895543U (en) | 2021-11-11 | 2021-11-11 | Clutch disc hub damping device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216895543U (en) |
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2021
- 2021-11-11 CN CN202122748394.7U patent/CN216895543U/en active Active
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