CN220770044U - Torsional vibration damper and vehicle - Google Patents

Abstract

The utility model discloses a torsional vibration damper and a vehicle, the torsional vibration damper comprises a torque limiter, the torque limiter comprises a flywheel side cover plate, a transmission side cover plate and a friction steel sheet, the flywheel side cover plate and the transmission side cover plate are stacked and connected, and the friction steel sheet is located between the flywheel side cover plate and the transmission side cover plate; the vibration damper comprises a first clamping plate, a second clamping plate, a driving plate, a damping outer ring, and a damping inner ring, the driving plate is arranged between the first clamping plate and the second clamping plate and is stacked with the first clamping plate and the second clamping plate, the damping outer ring is sleeved outside the damping inner ring, in the direction from the second clamping plate to the driving plate, the inner peripheral wall of the damping outer ring is inclined toward the central axis of the damping outer ring, and the outer peripheral wall of the damping inner ring is inclined toward the central axis of the damping inner ring, according to the torsional vibration damper of the embodiment of the utility model, the damping inner ring and the damping outer ring form a conical friction, thereby improving the damping effect and the vibration reduction effect, and the structure is simple, the assembly is simple, and the cost is low.

Description

Torsional vibration damper and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a torsional vibration damper and a vehicle.

Background technique

Traditional torsional vibration dampers increase the damping effect by increasing the number of corresponding parts, but they have complex structures, are difficult to assemble, and are costly.

Utility Model Content

The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model provides a torsional vibration damper, which improves friction resistance, damping effect, and vibration reduction effect, and has a simple structure, simple assembly, and low cost.

The utility model also provides a vehicle, comprising the torsional vibration damper.

According to the torsional vibration damper of the embodiment of the utility model, it includes a torque limiter, which includes a flywheel side cover plate, a transmission side cover plate and a friction steel plate, the flywheel side cover plate and the transmission side cover plate are stacked and connected, and the friction steel plate is located between the flywheel side cover plate and the transmission side cover plate; a vibration damper, which includes a first clamping plate, a second clamping plate, a driving plate, a damping outer ring, and a damping inner ring, the first clamping plate and the second clamping plate are stacked and connected, the driving plate is arranged between the first clamping plate and the second clamping plate and is stacked with the first clamping plate and the second clamping plate, the first clamping plate and the second clamping plate and the friction steel plate The outer damping ring is arranged on the side of the driving disk facing the second clamping disk and is connected to the driving disk, the inner damping ring is arranged on the side of the second clamping disk facing the driving disk and is connected to the second clamping disk, the outer damping ring is sleeved outside the inner damping ring, and in the direction from the second clamping disk to the driving disk, the inner circumferential wall of the outer damping ring is inclined toward the central axis of the outer damping ring, the outer circumferential wall of the inner damping ring is inclined toward the central axis of the inner damping ring, and the outer circumferential wall of the inner damping ring is fitted with the inner circumferential wall of the outer damping ring, and at least one of the inner circumferential wall of the outer damping ring and the outer circumferential wall of the inner damping ring is provided with a first friction structure.

According to the torsional vibration damper of the embodiment of the utility model, a first clamping disk and a second clamping disk are provided which are stacked and connected, a driving disk is stacked between the first clamping disk and the second clamping disk, a damping outer ring connected to the driving disk is provided on the side of the driving disk facing the second clamping disk, a damping inner ring connected to the second clamping disk is provided on the side of the second clamping disk facing the driving disk, the damping outer ring is sleeved outside the damping inner ring, in the direction from the second clamping disk to the driving disk, the inner peripheral wall of the damping outer ring is inclined toward the central axis of the damping outer ring, the outer peripheral wall of the damping inner ring is inclined toward the central axis of the damping inner ring, and the outer peripheral wall of the damping inner ring is fitted with the inner peripheral wall of the damping outer ring, and at least one of the inner peripheral wall of the damping outer ring and the outer peripheral wall of the damping inner ring is provided with a first friction structure. Thus, the damping inner ring and the damping outer ring form a conical friction, which improves the friction resistance, the damping effect, and the vibration reduction effect, and the structure is simple, the assembly is simple, and the cost is low.

In some embodiments of the present invention, the first friction structure is a friction material layer adhered to the inner circumferential wall of the damping outer ring or the outer circumferential wall of the damping inner ring, or a screw thread structure arranged on the inner circumferential wall of the damping outer ring or the outer circumferential wall of the damping inner ring.

In some embodiments of the utility model, the second clamping disk is provided with a plurality of first clamping grooves spaced apart along the circumferential direction of the second clamping disk, and a side of the damping inner ring facing the second clamping disk is provided with a plurality of first claws spaced apart along the circumferential direction of the damping inner ring, and the plurality of first claws are respectively clamped in the plurality of first clamping grooves; and/or, the driving disk is provided with a plurality of second clamping grooves spaced apart along the circumferential direction of the driving disk, and the outer peripheral wall of the damping outer ring is provided with a plurality of second claws extending toward the driving disk, and the plurality of second claws are spaced apart along the circumferential direction of the damping outer ring, and the plurality of second claws are respectively clamped in the plurality of second clamping grooves.

In some embodiments of the utility model, the shock absorber further includes: a first damping disc spring, which is one and is arranged between the damping outer ring and the driving disc.

In some embodiments of the utility model, a side of the damping outer ring facing the driving disk is provided with an annular limiting groove extending along the circumferential direction of the damping outer ring, and a portion of the first damping disc spring is arranged in the limiting groove.

In some embodiments of the utility model, the shock absorber further includes: a damping ring, which is arranged between the first clamping plate and the driving plate and connected to the first clamping plate, and a second friction structure is provided on a surface of the damping ring facing the driving plate.

In some embodiments of the utility model, a plurality of bosses are provided on the side of the damping ring facing the first clamping disk, the plurality of bosses are spaced apart along the circumferential direction of the damping ring, a plurality of positioning grooves are provided on the first clamping disk, the plurality of positioning grooves are spaced apart along the circumferential direction of the first clamping disk, and the plurality of bosses are respectively arranged in the plurality of positioning grooves; and/or the second friction structure is a friction material layer adhered to the damping ring or a screw thread structure arranged on the damping ring.

In some embodiments of the utility model, the shock absorber has a plurality of mounting holes spaced apart along the circumferential direction of the shock absorber, each of the mounting holes passes through the first clamping plate, the driving plate and the second clamping plate, and the shock absorber also includes: a spring assembly, the spring assemblies are multiple and are respectively arranged in the multiple mounting holes, the spring assembly includes a spring seat and a spring, the spring seats are two and are respectively arranged at both ends of the mounting holes along the circumferential direction of the shock absorber, and the two ends of the spring in the length direction are respectively connected to the two spring seats.

In some embodiments of the present utility model, the torque limiter also includes a first friction plate, a second friction plate, a pressure plate and a second damping disc spring, the first friction plate is arranged between the friction steel plate and the flywheel side cover plate, the second friction plate is arranged between the friction steel plate and the transmission side cover plate, the pressure plate is arranged between the second friction plate and the transmission side cover plate, and the second damping disc spring is arranged between the pressure plate and the transmission side cover plate.

The vehicle according to the embodiment of the utility model comprises: an engine; a transmission; the above-mentioned torsional vibration damper, the flywheel side cover plate and the transmission side cover plate are connected to the flywheel of the engine, and the drive plate is connected to the input shaft of the transmission.

According to the vehicle of the embodiment of the utility model, by setting the above-mentioned torsional vibration damper, a first clamping plate and a second clamping plate are stacked and connected, a driving plate is stacked between the first clamping plate and the second clamping plate, a damping outer ring connected to the driving plate is set on the side of the driving plate facing the second clamping plate, and a damping inner ring connected to the second clamping plate is set on the side of the second clamping plate facing the driving plate, the damping outer ring is sleeved outside the damping inner ring, in the direction from the second clamping plate to the driving plate, the inner peripheral wall of the damping outer ring is inclined toward the central axis of the damping outer ring, the outer peripheral wall of the damping inner ring is inclined toward the central axis of the damping inner ring, and the outer peripheral wall of the damping inner ring is affixed to the inner peripheral wall of the damping outer ring, and at least one of the inner peripheral wall of the damping outer ring and the outer peripheral wall of the damping inner ring is provided with a first friction structure. Thus, the damping inner ring and the damping outer ring form a conical friction, which improves the friction resistance, the damping effect, and the vibration reduction effect, and the structure is simple, the assembly is simple, and the cost is low.

Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and/or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

FIG1 is an exploded view of a torsional vibration damper according to an embodiment of the present utility model;

FIG2 is a cross-sectional view of a damping ring of a torsional vibration damper according to an embodiment of the present utility model, wherein the first friction structure is a screw thread structure;

3 is a front view of a damping ring of a torsional vibration damper according to an embodiment of the present utility model, wherein the first friction structure is a screw thread structure;

4 is a cross-sectional view of a damping ring of a torsional vibration damper according to an embodiment of the present utility model, wherein it is shown that the first friction structure is a friction coating provided on the damping ring;

5 is a front view of a damping ring of a torsional vibration damper according to an embodiment of the present utility model, wherein it is shown that the first friction structure is a friction coating provided on the damping ring;

6 is a cross-sectional view of the damping outer ring of the torsional vibration damper according to an embodiment of the present utility model;

7 is a front view of the damping outer ring of the torsional vibration damper according to an embodiment of the present utility model;

8 is a cross-sectional view of a damping inner ring of a torsional vibration damper according to an embodiment of the present utility model;

9 is a front view of the damping inner ring of the torsional vibration damper according to an embodiment of the present utility model;

10 is a front view of a friction steel sheet of a torque limiter of a torsional vibration damper according to an embodiment of the present utility model;

11 is a front view of a first clamping plate of a torsional vibration damper according to an embodiment of the present utility model;

12 is a front view of a second clamping plate of the torsional vibration damper according to an embodiment of the present utility model;

13 is a front view of a drive plate of a torsional vibration damper according to an embodiment of the present utility model;

14 is a schematic diagram of the cooperation between the driving plate and the damping outer ring of the torsional vibration damper according to an embodiment of the present utility model;

FIG. 15 is an enlarged view of point A in FIG. 14 .

Reference numerals:

10. Torsional vibration damper;

1. Torque limiter; 11. Flywheel side cover; 12. Transmission side cover; 13. Friction steel plate; 14. First friction plate; 15. Second friction plate; 16. Pressure plate; 17. Second damping disc spring;

2. shock absorber; 21. first clamping plate; 211. positioning groove; 22. second clamping plate; 221. first clamping groove; 23. driving plate; 231. second clamping groove; 24. damping outer ring; 241. second clamping claw; 242. limiting groove; 25. damping inner ring; 251. first friction structure; 252. first clamping claw; 26. first damping disc spring; 27. damping ring; 271. second friction structure; 272. boss; 28. spring assembly; 281. spring seat; 282. spring; 29. mounting hole;

3. Limit hole; 4. Limit pin.

Detailed ways

The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

The torsional vibration damper 10 according to an embodiment of the present utility model will be described below with reference to FIGS. 1 to 13 .

As shown in FIG. 1 , a torsional vibration damper 10 according to an embodiment of the present utility model includes a torque limiter 1 and a vibration damper 2 .

Specifically, referring to FIG1 , the torque limiter 1 includes a flywheel side cover plate 11, a transmission side cover plate 12 and a friction steel plate 13. The flywheel side cover plate 11 and the transmission side cover plate 12 are stacked and connected, and the friction steel plate 13 is located between the flywheel side cover plate 11 and the transmission side cover plate 12. The flywheel side cover plate 11 and the transmission side cover plate 12 are connected by fasteners such as screws. The flywheel side cover plate 11 and the transmission side cover plate 12 are connected to the engine flywheel. When driving in the forward direction (vehicle acceleration), the engine flywheel transmits torque to the flywheel side cover plate 11 and the transmission side cover plate 12, and the flywheel side cover plate 11 and the transmission side cover plate 12 transmit torque to the friction steel plate 13. When driving in the reverse direction (vehicle braking), the friction steel plate 13 transmits torque to the flywheel side cover plate 11 and the transmission side cover plate 12, and the flywheel side cover plate 11 and the transmission side cover plate 12 transmit torque to the engine flywheel.

Further, as shown in Figures 1, 6 and 8, the shock absorber 2 includes a first clamping plate 21, a second clamping plate 22, a driving plate 23, a damping outer ring 24, and a damping inner ring 25. The first clamping plate 21 and the second clamping plate 22 are stacked and connected. The driving plate 23 is arranged between the first clamping plate 21 and the second clamping plate 22 and is stacked with the first clamping plate 21 and the second clamping plate 22. The first clamping plate 21 and the second clamping plate 22 are connected to the friction steel plate 13. The damping outer ring 24 is arranged on the side of the driving plate 23 facing the second clamping plate 22 and is connected to the driving plate 23. The damping inner ring 25 is arranged on the side of the second clamping disk 22 facing the driving disk 23 and is connected to the second clamping disk 22. The damping outer ring 24 is sleeved on the outside of the damping inner ring 25. In the direction from the second clamping disk 22 to the driving disk 23, the inner circumferential wall of the damping outer ring 24 is inclined toward the central axis of the damping outer ring 24, and the outer circumferential wall of the damping inner ring 25 is inclined toward the central axis of the damping inner ring 25. The outer circumferential wall of the damping inner ring 25 is in contact with the inner circumferential wall of the damping outer ring 24, and at least one of the inner circumferential wall of the damping outer ring 24 and the outer circumferential wall of the damping inner ring 25 is provided with a first friction structure 251.

It can be understood that the first clamping plate 21 is connected to the friction steel plate 13 relative to the second clamping plate 22, and the first clamping plate 21 and the second clamping plate 22 are connected to the friction steel plate 13, so that the torque between the friction steel plate 13, the first clamping plate 21 and the second clamping plate 22 can be transmitted to each other, thereby realizing the torque transmission between the torque limiter 1 and the shock absorber 2. The driving plate 23 is connected to the input shaft of the transmission, so that the torque can be transmitted on the transmission and the shock absorber 2, thereby realizing the speed change of the vehicle.

The driving plate 23 is connected to the damping outer ring 24, so that the damping outer ring 24 and the driving plate 23 do not rotate relative to each other, and torque can be transmitted to each other. The damping inner ring 25 is connected to the second clamping plate 22, so that the damping inner ring 25 and the second clamping plate 22 do not rotate relative to each other, and torque can be transmitted to each other. When the vehicle maintains a certain speed, the damping outer ring 24 and the damping inner ring 25 are fixed to each other by static friction and do not rotate relative to each other, so that the torque from the torque limiter 1 can be transmitted to the driving plate 23, and then transmitted to the transmission, so that the vehicle can be driven.

During forward driving (vehicle acceleration), the first clamping plate 21 and the second clamping plate 22 rotate relative to the driving plate 23, and the damping outer ring 24 and the damping inner ring 25 rotate relative to each other. The friction between the damping inner ring 25 and the damping outer ring 24 forms a damping effect, thereby absorbing the torsional vibration caused by vehicle acceleration, so that the torque of the engine flywheel can be smoothly transmitted to the transmission, reducing the noise during vehicle acceleration, improving driving comfort, and protecting the vehicle structure.

During reverse driving (vehicle braking), the transmission transmits torque to the drive plate 23, causing the first clamping plate 21 and the second clamping plate 22 to rotate relative to the drive plate 23, and the damping outer ring 24 and the damping inner ring 25 to rotate relative to each other. The friction between the damping inner ring 25 and the damping outer ring 24 forms a damping effect, thereby absorbing the torsional vibration caused by vehicle braking, so that the torque of the transmission can be smoothly transmitted to the engine flywheel, reducing the noise during vehicle braking, improving driving comfort, and protecting the vehicle structure.

At the same time, in the direction from the second clamping plate 22 to the driving plate 23, the inner peripheral wall of the damping outer ring 24 is inclined toward the central axis of the damping outer ring 24, and the outer peripheral wall of the damping inner ring 25 is inclined toward the central axis of the damping inner ring 25, so that the damping inner ring 25 and the damping outer ring 24 form a conical surface friction, which improves the friction resistance and the damping effect compared to the flat surface friction, and there is no need to add additional structure to improve the damping effect. The structure is simple, the assembly is simple, and the cost is low.

In addition, the friction between the damping outer ring 24 and the damping inner ring 25 can be changed by changing the inclination angle of the inner wall of the damping outer ring 24 toward the central axis of the damping outer ring 24 and changing the inclination angle of the outer wall of the damping inner ring 25 toward the central axis of the damping inner ring 25 in the direction from the second clamping plate 22 to the driving plate 23, thereby meeting different damping torque requirements. The modification operation is simple, can adapt to different vehicle models, and has wide adaptability.

In the examples shown in Figures 10-12, the friction steel plate 13, the first clamping plate 21 and the second clamping plate 22 all have four limiting holes 3 arranged at intervals along their circumferential direction, so that the friction steel plate 13, the first clamping plate 21 and the second clamping plate 22 can be connected and fixed by the limiting pin 4 to prevent the friction steel plate 13, the first clamping plate 21 and the second clamping plate 22 from rotating relative to each other, so that torque can be transmitted between the friction steel plate 13 and the first clamping plate 21 and the second clamping plate 22, but the utility model is not limited to this, and the friction steel plate 13, the first clamping plate 21 and the second clamping plate 22 can also be connected by fasteners such as screws.

In the examples shown in Figures 6 and 8, both the inner circumferential wall of the damping outer ring 24 and the outer circumferential wall of the damping inner ring 25 have a first friction structure 251, but the utility model is not limited to this. It can be that only the inner circumferential wall of the damping outer ring 24 has the first friction structure 251, or the outer circumferential wall of the damping inner ring 25 has the first friction structure 251.

According to the torsional vibration damper 10 of the utility model embodiment, a first clamping plate 21 and a second clamping plate 22 are provided which are stacked and connected, a driving plate 23 is stacked between the first clamping plate 21 and the second clamping plate 22, a damping outer ring 24 connected to the driving plate 23 is provided on the side of the driving plate 23 facing the second clamping plate 22, a damping inner ring 25 connected to the second clamping plate 22 is provided on the side of the second clamping plate 22 facing the driving plate 23, the damping outer ring 24 is sleeved on the outside of the damping inner ring 25, in the direction from the second clamping plate 22 to the driving plate 23, the inner circumferential wall of the damping outer ring 24 is inclined toward the central axis of the damping outer ring 24, the outer circumferential wall of the damping inner ring 25 is inclined toward the central axis of the damping inner ring 25, and the outer circumferential wall of the damping inner ring 25 is in contact with the inner circumferential wall of the damping outer ring 24, and at least one of the inner circumferential wall of the damping outer ring 24 and the outer circumferential wall of the damping inner ring 25 is provided with a first friction structure 251. Thereby, the damping inner ring 25 and the damping outer ring 24 form a conical surface friction, which improves the friction resistance, the damping effect, and the vibration reduction effect, and has a simple structure, simple assembly, and low cost.

In some embodiments of the present invention, as shown in FIG6 and FIG8, the first friction structure 251 is a friction material layer adhered to the inner peripheral wall of the damping outer ring 24 or the outer peripheral wall of the damping inner ring 25, or a screw thread structure provided on the inner peripheral wall of the damping outer ring 24 or the outer peripheral wall of the damping inner ring 25. Thus, the friction coefficient between the damping outer ring 24 and the damping inner ring 25 is further increased, so that when the damping outer ring 24 and the damping inner ring 25 rotate relative to each other, the friction force is increased, thereby improving the damping effect, thereby improving the vibration reduction effect.

In some embodiments of the utility model, as shown in Figures 8, 9 and 12, the second clamping disk 22 is provided with a plurality of first clamping grooves 221 spaced apart along the circumferential direction of the second clamping disk 22, and the side of the damping inner ring 25 facing the second clamping disk 22 is provided with a plurality of first claws 252 spaced apart along the circumferential direction of the damping inner ring 25, and the plurality of first claws 252 are respectively clamped in the plurality of first clamping grooves 221.

It is understandable that the multiple first claws 252 are located in the multiple first grooves 221, thereby limiting the relative rotation of the damping inner ring 25 and the second clamping plate 22, so that torque can be transmitted between the second clamping plate 22 and the damping inner ring 25, so that the shock absorber 2 can work normally.

In the examples shown in Figures 9 and 12, there are four first slots 221 and four first claws 252, but the present invention is not limited to this. There can be more first slots 221 and there can be correspondingly more first claws 252, such as 5, 6, 7 or 8.

Furthermore, as shown in Figures 7 and 13-15, the driving disk 23 is provided with a plurality of second clamping grooves 231 spaced apart along the circumferential direction of the driving disk 23, and the outer peripheral wall of the damping outer ring 24 is provided with a plurality of second clamping claws 241 extending toward the driving disk 23, and the plurality of second clamping claws 241 are spaced apart along the circumferential direction of the damping outer ring 24, and the plurality of second clamping claws 241 are respectively clamped in the plurality of second clamping grooves 231.

The two ends of the second claw 241 along the circumferential direction of the damping outer ring 24 are respectively spaced apart from the two ends of the second slot 231 along the circumferential direction of the driving disk 23. When the vehicle speed fluctuates slightly, the second clamping disk 22 drives the damping inner ring 25 to rotate. At this time, the two ends of the second claw 241 along the circumferential direction of the damping outer ring 24 are always spaced apart from the two ends of the second slot 231 along the circumferential direction of the driving disk 23. The damping inner ring 25 drives the damping outer ring 24 to rotate synchronously by a certain angle through friction force. No relative rotation occurs between the damping inner ring 25 and the damping outer ring 24, and no damping effect is generated between the damping inner ring 25 and the damping outer ring 24. At the same time, the second clamping disk 22 and the driving disk 23 rotate relative to each other.

When the vehicle speed fluctuates greatly, the second clamping plate 22 drives the damping inner ring 25 to rotate. First, when the two ends of the second claw 241 along the circumferential direction of the damping outer ring 24 are respectively spaced apart from the two ends of the second slot 231 along the circumferential direction of the driving plate 23, the damping inner ring 25 drives the damping outer ring 24 to rotate synchronously by a certain angle through friction force, and no relative rotation occurs between the damping inner ring 25 and the damping outer ring 24. However, when one end of the second claw 241 along the circumferential direction of the damping outer ring 24 stops at one end of the second slot 231 along the circumferential direction of the driving plate 23, at this time, due to the large fluctuation in vehicle speed, the second clamping plate 22 continues to drive the damping inner ring 25 to rotate, thereby causing relative rotation between the damping inner ring 25 and the damping outer ring 24, generating a damping effect between the damping inner ring 25 and the damping outer ring 24 to absorb torsional vibrations in the system, and at the same time, the second clamping plate 22 and the driving plate 23 rotate relative to each other.

In addition, when the second clamping plate 22 and the driving plate 23 rotate relative to each other by 3-5°, such as 3°, 4°, 4.5° or 5°, one end of the second claw 241 along the circumferential direction of the damping outer ring 24 just contacts one end of the second slot 231 along the circumferential direction of the driving plate 23.

In some embodiments of the utility model, as shown in FIG1 , the shock absorber 2 further includes a first damping disc spring 26, which is one and is disposed between the damping outer ring 24 and the driving plate 23. It is understandable that the first damping disc spring 26 can make the damping inner ring 25, the damping outer ring 24, the driving plate 23, the first clamping plate 21 and the second clamping plate 22 mutually pressed, so that when the damping inner ring 25 and the damping outer ring 24 rotate relative to each other, a greater friction force can be generated between the damping inner ring 25 and the damping outer ring 24, thereby improving the damping effect and thus improving the vibration reduction effect.

In some embodiments of the utility model, as shown in Fig. 6 and Fig. 7, a side of the damping outer ring 24 facing the driving disk 23 is provided with an annular limiting groove 242 extending along the circumferential direction of the damping outer ring 24, and a portion of the first damping disc spring 26 is arranged in the limiting groove 242. Thus, the first damping disc spring 26 can be fixed on the damping outer ring 24, and the first damping disc spring 26 is prevented from radially moving relative to the damping outer ring 24, so that the damping inner ring 25, the damping outer ring 24, the driving disk 23, the first clamping disk 21 and the second clamping disk 22 can be pressed against each other to improve the damping effect, thereby improving the vibration reduction effect.

In some embodiments of the present invention, as shown in Figures 2 to 5, the shock absorber 2 also includes a damping ring 27, which is arranged between the first clamping plate 21 and the driving plate 23 and connected to the first clamping plate 21, and a second friction structure 271 is provided on the side surface of the damping ring 27 facing the driving plate 23.

It can be understood that the first clamping plate 21 drives the damping ring 27 to rotate. When the vehicle generates speed fluctuations, the damping ring 27 and the driving plate 23 generate relative rotation. The friction resistance between the damping ring 27 and the driving plate 23 absorbs the speed fluctuations of the vehicle, thereby further improving the damping effect.

At the same time, the damping effect of the damping ring 27 and the driving plate 23 is the first stage damping effect, and the damping effect of the damping inner ring 25 and the damping outer ring 24 is the second stage damping effect. When the speed of the vehicle produces a small fluctuation, the damping ring 27 and the driving plate 23 rotate relative to each other, producing the first stage damping effect, absorbing the torsional vibration in the system. At this time, the damping inner ring 25 and the damping outer ring 24 do not rotate relative to each other, and no damping effect is produced. When the speed of the vehicle produces a large fluctuation, the damping ring 27 and the driving plate 23 rotate relative to each other, producing the first stage damping effect, absorbing the torsional vibration in the system. At this time, the damping inner ring 25 and the damping outer ring 24 also rotate relative to each other, producing the second stage damping effect, further absorbing the torsional vibration in the system, and improving the vibration reduction effect.

Therefore, through the first damping effect of the damping ring 27 and the driving plate 23 and the second damping effect of the damping inner ring 25 and the damping outer ring 24, the torsional vibration damper 10 can adapt to the vibration reduction effect under different driving conditions of the vehicle, thereby improving driving comfort.

Of course, when the vehicle speed is stable, the static friction between the damping ring 27 and the driving plate 23 and the static friction between the damping inner ring 25 and the damping outer ring 24 can keep the driving plate 23 and the first clamping plate 21 and the second clamping plate 22 stationary, so that the driving plate 23 and the first clamping plate 21 and the second clamping plate 22 can rotate synchronously, allowing the vehicle to run smoothly.

In some embodiments of the present invention, as shown in Figures 2-5 and 11, a plurality of bosses 272 are provided on the side of the damping ring 27 facing the first clamping plate 21, and the plurality of bosses 272 are spaced apart along the circumferential direction of the damping ring 27. A plurality of positioning grooves 211 are provided on the first clamping plate 21, and the plurality of positioning grooves 211 are spaced apart along the circumferential direction of the first clamping plate 21, and the plurality of bosses 272 are respectively arranged in the plurality of positioning grooves 211.

As a result, the damping ring 27 and the first clamping plate 21 do not rotate relative to each other, so that torque can be transmitted between the first clamping plate 21 and the damping ring 27, so that the shock absorber 2 can work normally.

In the examples shown in Figures 2-5 and 11, there are four bosses 272 and four positioning grooves 211, but the utility model is not limited to this. The bosses 272 can be more and the positioning grooves 211 can be correspondingly multiple, such as 5, 8, 10 or 12.

Further, as shown in Fig. 2 to Fig. 5, the second friction structure 271 is a friction material layer adhered to the damping ring 27 or a screw thread structure provided on the damping ring 27. Thus, the friction coefficient between the damping ring 27 and the driving plate 23 is increased, thereby increasing the friction resistance when the damping ring 27 and the driving plate 23 rotate relative to each other, improving the damping effect, and improving the vibration reduction effect.

In some embodiments of the present utility model, as shown in Figures 11 to 13, the shock absorber 2 has a plurality of mounting holes 29 spaced apart along the circumferential direction of the shock absorber 2, each mounting hole 29 passes through the first clamping plate 21, the driving plate 23 and the second clamping plate 22, the shock absorber 2 also includes a spring assembly 28, there are multiple spring assemblies 28 and they are respectively arranged in the multiple mounting holes 29, the spring assembly 28 includes a spring seat 281 and a spring 282, there are two spring seats 281 and they are respectively arranged at both ends of the mounting hole 29 along the circumferential direction of the shock absorber 2, and the two ends of the spring 282 in the length direction are respectively connected to the two spring seats 281.

It can be understood that when the speed of the vehicle fluctuates, relative rotation will occur between the driving plate 23 and the first clamping plate 21 and the second clamping plate 22, so that the spring seats 281 in each spring assembly 28 move toward each other, thereby causing the springs 282 in each spring assembly 28 to contract, thereby forming a damping effect, further improving the shock absorption effect.

In the examples shown in Figures 11-13, there are 4 mounting holes 29 and 4 spring assemblies 28, but the utility model is not limited to this. The number of mounting holes 29 can be more, and the number of spring assemblies 28 can also be correspondingly more, such as 5, 6, 7 or 8.

In some embodiments of the utility model, as shown in Figure 1, the torque limiter 1 also includes a first friction plate 14, a second friction plate 15, a pressure plate 16 and a second damping disc spring 17, the first friction plate 14 is arranged between the friction steel plate 13 and the flywheel side cover 11, the second friction plate 15 is arranged between the friction steel plate 13 and the transmission side cover 12, the pressure plate 16 is arranged between the second friction plate 15 and the transmission side cover 12, and the second damping disc spring 17 is arranged between the pressure plate 16 and the transmission side cover 12.

It can be understood that the flywheel side cover plate 11 and the transmission side cover plate 12 are connected to the flywheel of the engine, and the first friction plate 14, the second friction plate 15, the flywheel side cover plate 11 and the transmission side cover plate 12 are connected by fasteners, so that the flywheel of the engine can drive the first friction plate 14, the second friction plate 15, the flywheel side cover plate 11 and the transmission side cover plate 12 to rotate. When the torque limiter 1 is assembled, the second damping disc spring 17 and the pressure plate 16 can press the friction steel plate 13 with the first friction plate 14 and the second friction plate 15, so that friction force is generated between the friction steel plate 13 and the first friction plate 14 and the second friction plate 15, so that when the first friction plate 14 and the second friction plate 15 rotate, the friction steel plate 13 can be driven to rotate, and since the friction steel plate 13 is connected to the first clamping plate 21 and the second clamping plate 22, the torque of the torque limiter 1 can be transmitted to the shock absorber 2.

In addition, when the torque of the engine flywheel is too large, the first friction plate 14 and the second friction plate 15 will rotate relative to the friction steel plate 13, that is, the first friction plate 14 and the second friction plate 15 rotate along the central axis of the torque limiter 1, and the friction steel plate 13 is stationary, thereby avoiding excessive torque from being transmitted to the shock absorber 2, thereby protecting the shock absorber 2 and other structures.

A vehicle according to an embodiment of the present invention is described below.

The vehicle according to the embodiment of the utility model comprises an engine, a transmission and the above-mentioned torsional vibration damper 10. The flywheel side cover plate 11 and the transmission side cover plate 12 are connected to the flywheel of the engine, and the drive plate 23 is connected to the input shaft of the transmission. It can be understood that the center of the drive plate 23 has an internal spline, and the peripheral wall of the input shaft has an external spline that matches with it. Through the cooperation of the internal spline and the external spline, the torque can be transmitted on the transmission and the vibration damper 2, and the transmission is connected to the wheel, so that the torque is transmitted in the wheel and the transmission, thereby realizing the speed change of the vehicle.

When forward driving is performed (such as when the vehicle is accelerating), the flywheel of the engine drives the torque limiter 1 to rotate, and the torque limiter 1 drives the shock absorber 2 to rotate. After the shock absorber 2 reduces vibration and transmits torque, the torque is transmitted to the transmission, and the transmission transmits the torque to the wheels, thereby achieving vehicle acceleration.

When reverse driving is performed (such as when the vehicle is braking), the wheels transmit torque to the transmission, and the transmission transmits the torque to the shock absorber 2. Through the vibration reduction and torque transmission of the shock absorber 2, the torque is transmitted to the torque limiter 1, and finally the torque is transmitted to the engine flywheel to achieve vehicle braking.

According to the vehicle of the embodiment of the utility model, by setting the above-mentioned torsional vibration damper 10, a first clamping plate 21 and a second clamping plate 22 which are stacked and connected are set, a driving plate 23 is stacked between the first clamping plate 21 and the second clamping plate 22, a damping outer ring 24 connected to the driving plate 23 is set on the side of the driving plate 23 facing the second clamping plate 22, and a damping inner ring 25 connected to the second clamping plate 22 is set on the side of the second clamping plate 22 facing the driving plate 23, the damping outer ring 24 is sleeved on the outside of the damping inner ring 25, in the direction from the second clamping plate 22 to the driving plate 23, the inner circumferential wall of the damping outer ring 24 is inclined toward the central axis of the damping outer ring 24, the outer circumferential wall of the damping inner ring 25 is inclined toward the central axis of the damping inner ring 25, and the outer circumferential wall of the damping inner ring 25 is in contact with the inner circumferential wall of the damping outer ring 24, and at least one of the inner circumferential wall of the damping outer ring 24 and the outer circumferential wall of the damping inner ring 25 is provided with a first friction structure 251. Thereby, the damping inner ring 25 and the damping outer ring 24 form a conical surface friction, which improves the friction resistance, the damping effect, and the vibration reduction effect, and has a simple structure, simple assembly, and low cost.

In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims (10)

1. A torsional vibration damper, comprising: A torque limiter, the torque limiter comprising a flywheel side cover plate, a transmission side cover plate and a friction steel plate, the flywheel side cover plate and the transmission side cover plate are stacked and connected, and the friction steel plate is located between the flywheel side cover plate and the transmission side cover plate; The shock absorber comprises a first clamping plate, a second clamping plate, a driving plate, a damping outer ring, and a damping inner ring. The first clamping plate and the second clamping plate are stacked and connected. The driving plate is arranged between the first clamping plate and the second clamping plate and is stacked with the first clamping plate and the second clamping plate. The first clamping plate and the second clamping plate are connected to the friction steel plate. The damping outer ring is arranged on the side of the driving plate facing the second clamping plate and is connected to the driving plate. The damping inner ring is arranged on the side of the driving plate facing the second clamping plate and is connected to the driving plate. The second clamping disk is disposed on one side of the driving disk and is connected to the second clamping disk. The damping outer ring is sleeved outside the damping inner ring. In the direction from the second clamping disk to the driving disk, the inner circumferential wall of the damping outer ring is inclined toward the central axis of the damping outer ring, the outer circumferential wall of the damping inner ring is inclined toward the central axis of the damping inner ring, and the outer circumferential wall of the damping inner ring is fitted with the inner circumferential wall of the damping outer ring. A first friction structure is provided on at least one of the inner circumferential wall of the damping outer ring and the outer circumferential wall of the damping inner ring. 2. The torsional vibration damper according to claim 1 is characterized in that the first friction structure is a friction material layer adhered to the inner circumferential wall of the damping outer ring or the outer circumferential wall of the damping inner ring, or a screw thread structure arranged on the inner circumferential wall of the damping outer ring or the outer circumferential wall of the damping inner ring. 3. The torsional vibration damper according to claim 1, characterized in that the second clamping plate is provided with a plurality of first clamping grooves spaced apart along the circumferential direction of the second clamping plate, a side of the damping inner ring facing the second clamping plate is provided with a plurality of first clamping claws spaced apart along the circumferential direction of the damping inner ring, and the plurality of first clamping claws are respectively clamped in the plurality of first clamping grooves; And/or, the driving disk is provided with a plurality of second clamping grooves spaced apart along the circumferential direction of the driving disk, the outer peripheral wall of the damping outer ring is provided with a plurality of second clamping claws extending toward the driving disk, the plurality of second clamping claws are spaced apart along the circumferential direction of the damping outer ring, and the plurality of second clamping claws are respectively clamped in the plurality of second clamping grooves. 4. The torsional vibration damper according to claim 1, characterized in that the vibration damper further comprises: The first damping disc spring is one and is arranged between the damping outer ring and the driving disc. 5. The torsional vibration damper according to claim 4 is characterized in that a side of the damping outer ring facing the driving disk is provided with an annular limiting groove extending along the circumferential direction of the damping outer ring, and a portion of the first damping disc spring is arranged in the limiting groove. 6. The torsional vibration damper according to claim 1, characterized in that the vibration damper further comprises: A damping ring is arranged between the first clamping disk and the driving disk and connected to the first clamping disk, and a second friction structure is arranged on a surface of the damping ring facing the driving disk. 7. The torsional vibration damper according to claim 6, characterized in that a plurality of bosses are provided on one side of the damping ring facing the first clamping plate, the plurality of bosses are spaced apart along the circumferential direction of the damping ring, a plurality of positioning grooves are provided on the first clamping plate, the plurality of positioning grooves are spaced apart along the circumferential direction of the first clamping plate, and the plurality of bosses are respectively arranged in the plurality of positioning grooves; And/or, the second friction structure is a friction material layer adhered to the damping ring or a screw thread structure arranged on the damping ring. 8. The torsional vibration damper according to claim 1, characterized in that the vibration damper has a plurality of mounting holes spaced apart along the circumferential direction of the vibration damper, each of the mounting holes passes through the first clamping plate, the driving plate and the second clamping plate, and the vibration damper further comprises: A spring assembly, wherein the spring assemblies are multiple and are respectively arranged in the multiple mounting holes, the spring assembly includes a spring seat and a spring, the spring seats are two and are respectively arranged at the two ends of the mounting holes along the circumferential direction of the shock absorber, and the two ends of the spring in the length direction are respectively connected to the two spring seats. 9. The torsional vibration damper according to claim 1 is characterized in that the torque limiter also includes a first friction plate, a second friction plate, a pressure plate and a second damping disc spring, the first friction plate is arranged between the friction steel plate and the flywheel side cover plate, the second friction plate is arranged between the friction steel plate and the transmission side cover plate, the pressure plate is arranged between the second friction plate and the transmission side cover plate, and the second damping disc spring is arranged between the pressure plate and the transmission side cover plate. 10. A vehicle, comprising: engine; transmission; According to the torsional vibration damper according to any one of claims 1 to 9, the flywheel side cover plate and the transmission side cover plate are connected to the flywheel of the engine, and the drive plate is connected to the input shaft of the transmission.