Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
  • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
  • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
  • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
  • F16F15/13142—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses characterised by the method of assembly, production or treatment
  • F16F15/1315—Multi-part primary or secondary masses, e.g. assembled from pieces of sheet steel
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
  • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
  • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
  • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
  • F16F15/13107—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses for damping of axial or radial, i.e. non-torsional vibrations
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
  • F16F2222/00—Special physical effects, e.g. nature of damping effects
  • F16F2222/04—Friction

Definitions

• This invention relates generally to engine flywheels. BACKGROUND OF THE INVENTION It relates more particularly to a flywheel of a torque transmission device of an engine which comprises a hub and an annular inertial mass of larger diameter than the hub and integral with this hub, and damping means oscillations of the annular inertial mass with respect to this hub, comprising at least one damping member connecting the hub to the annular inertial mass and able to deform elastically in the direction of the axis of rotation of the flywheel.
• the invention finds a particularly advantageous application for flexible type flywheels.
• the flexibility of the flywheel can cause, by bending of the inertial mass, deflections of the flywheel in the axial direction of the drive shaft which exceed the tolerable limit. This results in mechanical strength problems of the flywheel and the clutch disc that cooperates with the flywheel.
• the damping member is attached with a fastening system on the hub and is located between the hub and the inertial mass of the flywheel.
• the damping device is mounted in the flywheel during the assembly of the hub and the flywheel flywheel mass.
• the inertial mass and the hub of such a flywheel necessarily form two separate parts.
• the manufacturing cost and the assembly time of the parts of such a flywheel are important.
• the damping member comprises an outer portion of which a single face bears against and cooperates by friction with the annular inertial mass of the flywheel. The damping of the axial deflections of the flywheel is therefore limited.
• the present invention proposes a new flywheel whose axial movements are reduced.
• a flywheel of a torque transmission device of an engine comprising a hub and an annular inertial mass of larger diameter than the hub and secured to this hub, means of damping oscillations of the annular inertial mass with respect to this hub, comprising at least one damping member connecting the hub to the annular inertial mass and able to deform elastically in the direction of the axis of rotation of the flywheel, in which the damping member is formed in the form of an insert around which the flywheel is cast.
• the damping member rubs on the parts of the annular inertial mass of the flywheel with which it is in contact which reduces the axial movements of the flywheel annular mass of the flywheel. Thanks to the damping member adapted to deform elastically, the flywheel retains the flexibility provided by its bending capabilities. Thus the large amplitudes of the axial movements of the inertial mass are decreased, without significantly impacting the flexing capabilities of the entire flywheel. In addition, such a damping member does not require any means of attachment. Finally the size of the transmission device is reduced because the damping member is integrated in the flywheel.
• the damping member extends radially and has a central portion inserted into the thickness of the hub and an outer portion inserted into the annular inertial mass;
• the central portion of the damping member is integral with the hub and the outer portion of the damping member is movable radially relative to the annular inertial mass;
• the central part of the damping member is of annular shape and the damping member comprises two tabs which extend radially from the central part and whose end portion constitutes the outer part of the damping member ;
• each tongue is disposed along a preferred axis of bending of the flywheel;
• the annular inertial mass is provided with recessed sleeves adapted to receive the outer portion of the damping member
• the surface state of the end portions of the tongues is adapted to promote contact between said end portions and the annular inertial mass
• the flywheel comprising a plurality of inserts according to one of the preceding claims, axially spaced so that during the casting of the flywheel of the material envelops each of the inserts individually;
• the damping member is a plate
• Figure 1 is a side view of a flywheel and a crankshaft
• FIG. 2A is a sectional view in the median plane of the flywheel according to a first embodiment
• - Figure 2B is an axial sectional view of the flywheel of Figure 2A;
• - Figure 3A is a sectional view in the median plane of the flywheel according to a second embodiment;
• FIG. 3B is an axial sectional view of the flywheel of Figure 3A;
• FIG. 4A is a sectional view in the median plane of the flywheel according to a third embodiment
• FIG. 4B is an axial sectional view of the flywheel of Figure 4A;
• FIG. 5A is a sectional view in the median plane of the flywheel according to a fourth embodiment
• - Figure 5B is an axial sectional view of the flywheel of Figure 5A;
• - Figure 6A is a sectional view in the median plane of the flywheel according to a fifth embodiment;
• FIG. 6B is an axial sectional view of the flywheel of Figure 6A.
• FIG. 1 there is shown a portion of a torque transmission device of an internal combustion engine of a motor vehicle.
• This torque transmission device comprises a driving shaft, here a crankshaft 10 provided with a plate 1 1 attachment, and a flywheel 20 for cooperating with a clutch disc (not shown).
• the flywheel 20 comprises, on the one hand, a hub 22 adapted to be fixed to the plate 1 1 of the crankshaft 10 and, on the other hand, an annular inertial mass 21 which, moreover large diameter that the hub 22, is integral with the hub 22.
• the inertial mass 21 has a rear radial face oriented on the side of the crankshaft 10 and an opposite front radial face intended to cooperate by friction with the clutch disc (not shown).
• the hub 10 is the central portion of the flywheel 20.
• the flywheel 20 has openings, or through windows 23, 24, 25, 26 formed in the hub or central portion of the flywheel.
• the two through windows 25, 26 are diametrically opposed and symmetrical to one another relative to the axis X perpendicular to the plane of symmetry of the crankshaft 10 which allows to have flexibility around this axis X.
• the two through windows 23, 24 are diametrically opposed and symmetrical to each other with respect to the Y axis, that is to say the axis defined by the intersection of the average plane of the flywheel 20 and the plane of symmetry of the crankshaft 10 which allows to have flexibility around this axis.
• the levels of flexibility around the two preferred axes X and Y can be adjusted by acting on the size and shape of the through windows.
• the positions of these preferred axes with respect to each other and with respect to the plane of the crankshaft can be adjusted in order to decouple the bending modes around each of these two axes, that is to say in order to position , in the frequency range, the bending mode of the wheel around the X axis far enough from the bending mode around the Y axis not to increase the vibration of the crankshaft.
• the flywheel also comprises means for damping oscillations of the annular inertial mass 21 with respect to the hub 22.
• damping means comprise a damping member 30 connecting the hub 22 to the annular inertial mass 21 and capable of elastically deform in the direction of the axis of the crankshaft 10 coincides with the A1 axis of rotation of the flywheel.
• the damping member 30 is made in the form of an insert around which the flywheel 20 is cast.
• the damping member 30 extends in a plane transverse to the axis A1 and has a central portion 33 inserted into the thickness of the hub 22 and an outer portion 312, 322 inserted into the inertial mass 21 annular.
• the central portion 33 of the damping member 30 is integral with the hub 22 and the outer portion 312, 322 of the damping member 30 is movable radially with respect to the annular inertial mass 21, by sliding accompanied by a energy dissipation by friction, when the flywheel vibrates in flexion.
• the damping member is a flexible plate 30 made of a material, for example steel, sufficiently elastic to be able to deform under the effect of the deflections of the inertial mass and sufficiently strong mechanically to be able to hold under the effect of the alternating stresses imposed by the inertial mass in flexion.
• the plate is in one piece and is obtained by stamping then cutting (or punching).
• the plate has a small thickness, for example between 1.5 mm and 3 mm.
• the flexible plate 30 comprises tongues 31, 32 which extend radially from the central portion 33 and whose end portion constitutes the outer portion 312, 322 of the damping device.
• the central portion 33 is here in the form of a ring and interconnects the two tabs.
• These tongues 31, 32 also include an intermediate portion 31 1, 321.
• the hub 22 of the flywheel 20 has holes 27 for the passage of fastening screws 12.
• the central portion 33 of the plate is disposed between the orifices 27 and the through windows 23, 24, 25, 26 formed in the hub 22.
• each tab is disposed along a preferred bending axis of the flywheel 20, here the Y axis.
• the surfaces of the end portions of the tabs and portions of the annular inertial mass intended to be in contact can be adapted to promote friction between said parts by sliding by means of a suitable machining process and / or by removal of a specific coating.
• the mounting of the transmission device is carried out as follows.
• the flexible plate 30 composed of the ring 33 and the tongues 31, 32 is firstly produced. If necessary, it is possible to treat the surfaces of the end portions of the tongues in contact with the annular mass in order to allow relative mobility between the tongues and the annular mass.
• the plate is placed in a flywheel mold with a support for positioning the plate in the mold.
• molding of the flywheel is performed by overmolding the hub around the ring and overmolding the annular mass around the tongues.
• the flywheel 20 comprises a second damping insert 40 axially spaced from the first damping insert 30 so that, during the casting of the flywheel 20, the material wraps each of the inserts 30 and 40 individually.
• the plates 30, 40 are not contiguous to each other but are in contact on each of their face with the inertial mass to increase the friction surfaces of the inertial mass 21 on the plates during bending oscillations of the flywheel 20.
• FIGS. 5A and 5B which is a variant of the first embodiment (FIGS. 2A and 2B)
• a plate 60 provided with tongues 61, 62 whose external parts 63, 64 are expanded.
• the contact surfaces between the tongues and the annular inertial mass are increased.
• the annular inertial mass is also possible for the annular inertial mass to be provided with recessed sleeves 71, 72 adapted to receive the outer portion of the damping member 30 in order to improve the endurance behavior of the interfaces between the steel tongues and the cast ring mass.
• the sleeves are integral with the annular mass and the tongues slide in the sleeves.
• the sleeves are assembled on the tongues with a certain level of prestress so that the tongues always remain in contact with the sleeves while being able to slide when there is a movement relative between the annular mass and the hub of the steering wheel. Then, the flywheel is overmolded around the sleeves and the damping member.
• the plate has the shape of a washer, that is to say a hollow disc at the passage of the crankshaft and fixing screws to be in contact with the hub and the mass annular inertia of the flywheel throughout their radial extent.
• FIGS. 4A and 4B which is a variant of the first embodiment (FIGS. 2A and 2B)
• the damping member is in this embodiment consists of two parts each comprising a tongue 53, 57 whose end near the hub 22 is extended by a base 54, 56 widened, here rectangular, inserted into the hub 22.
• the two bases 54, 56 rectangular are distinct and constitute the central part of the damping device.
• flywheel is perforated.
• damping member as described above with a solid flywheel.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• Acoustics & Sound (AREA)
• Aviation & Aerospace Engineering (AREA)
• Mechanical Engineering (AREA)
• Manufacturing & Machinery (AREA)
• Mechanical Operated Clutches (AREA)
• Pulleys (AREA)

Applications Claiming Priority (2)

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• 2005
  • 2005-12-27 FR FR0513353A patent/FR2895479B1/fr not_active Expired - Fee Related
• 2006
  • 2006-12-06 EP EP06842107A patent/EP1966509A2/de not_active Withdrawn
  • 2006-12-06 WO PCT/FR2006/051296 patent/WO2007074252A2/fr active Application Filing

Non-Patent Citations (1)

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