WO2020133070A1 - Ensemble volant destiné à être utilisé avec des véhicules - Google Patents

Ensemble volant destiné à être utilisé avec des véhicules Download PDF

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Publication number
WO2020133070A1
WO2020133070A1 PCT/CN2018/124369 CN2018124369W WO2020133070A1 WO 2020133070 A1 WO2020133070 A1 WO 2020133070A1 CN 2018124369 W CN2018124369 W CN 2018124369W WO 2020133070 A1 WO2020133070 A1 WO 2020133070A1
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WO
WIPO (PCT)
Prior art keywords
flywheel
ring
rotational speed
assembly
flywheel assembly
Prior art date
Application number
PCT/CN2018/124369
Other languages
English (en)
Inventor
Jonathan ROST
Jialei TANG
Fei GAN
Zhen DUAN
Original Assignee
Nanjing Valeo Clutch Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nanjing Valeo Clutch Co., Ltd. filed Critical Nanjing Valeo Clutch Co., Ltd.
Priority to PCT/CN2018/124369 priority Critical patent/WO2020133070A1/fr
Priority to CN201880100500.9A priority patent/CN113677914B/zh
Publication of WO2020133070A1 publication Critical patent/WO2020133070A1/fr

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    • 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
    • F16F15/133—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 using springs as elastic members, e.g. metallic springs
    • F16F15/134—Wound springs
    • F16F15/13469—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations
    • F16F15/13476—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations resulting in a staged spring characteristic, e.g. with multiple intermediate plates
    • F16F15/13484—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations resulting in a staged spring characteristic, e.g. with multiple intermediate plates acting on multiple sets of springs
    • 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
    • F16F15/13121—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 clutch arrangements, e.g. for activation; integrated with clutch members, e.g. pressure member

Definitions

  • This disclosure relates generally to vehicles and, more particularly, to flywheel apparatus for use with vehicles.
  • an engine of a vehicle often produces harmful torsional vibrations during operation (e.g., at relatively low engine speeds) .
  • moving components e.g., gears, shafts, etc.
  • spring and mass dampers that are configured to absorb engine vibrations.
  • a dual-mass flywheel (DMF) or a pendulum damper is operatively coupled between the vehicle engine and a vehicle transmission system, which increases part life for moving components that are sensitive to these vibrations.
  • An aspect of the present disclosure includes a flywheel assembly for a vehicle.
  • the flywheel assembly includes a first flywheel.
  • the flywheel assembly also includes a second flywheel movably coupled to the first flywheel and configured to receive a torque generated by an engine of the vehicle.
  • the flywheel assembly also includes a first spring interposed between the first and second flywheels. Rotation of the second flywheel relative to the first flywheel compresses and decompresses the first spring.
  • the flywheel assembly also includes a ring positioned on an outer surface of the first flywheel and configured to expand as a rotational speed of the ring increases to decrease a total inertia of the first flywheel and the ring applied to the first spring.
  • the ring includes an inner surface that maintains engagement with the outer surface of the first flywheel when the rotational speed of the ring is below a first predetermined rotational speed.
  • the ring disconnects from the first flywheel when the rotational speed of the ring is at or above the first predetermined rotational speed.
  • the inner surface of the ring separates from the outer surface of the first flywheel to form a gap between the inner and outer surfaces when the rotational speed of the ring is at or above the first predetermined rotational speed.
  • the ring includes an outer surface that engages an inner surface of the second flywheel when the rotational speed of the ring is at or above the first predetermined rotational speed to transfer an inertia of the ring from the first flywheel to the second flywheel.
  • the ring is c-shaped such that the ring has first and second ends that are spaced from each other.
  • the first and second ends of the ring move away from each other as the ring expands to increase a diameter of the ring.
  • the ring includes a recessed area positioned thereon between the two ends to balance the ring.
  • the ring includes a first portion and a second portion that are movably coupled together.
  • the ring includes a second spring coupled between first ends of the respective first and second portions and a third spring coupled between second ends of the respective first and second portions.
  • the second and third springs provide tension to the ring.
  • the first flywheel, the second flywheel, and the ring are concentric.
  • the ring has a cross-sectional area that is rectangular.
  • the flywheel assembly also includes a third flywheel movably coupled to the second flywheel and configured to couple to a crankshaft of the engine.
  • the flywheel assembly also includes a second spring interposed between the second and third flywheels. Rotation of the third flywheel relative to the second flywheel compresses and decompresses the second spring.
  • the ring is a first ring and the flywheel assembly further includes a second ring positioned on a different outer surface of the first flywheel.
  • the second ring is configured to expand as a rotational speed of the second ring increases to further decrease the total inertia applied to the first spring.
  • the first ring disconnects from the first flywheel when the rotational speed of the first ring is at or above a first predetermined rotational speed
  • the second ring disconnects from the first flywheel when the rotational speed of the second ring is at or above a second predetermined rotational speed greater than the first predetermined rotational speed
  • the first and second flywheels form first and second cavities.
  • the first ring is positioned in the first cavity and the second ring is position in the second cavity.
  • the first cavity is positioned at or near a first radius associated with the first and second flywheels and the second cavity is positioned at or near a second radius associated with the first and second flywheels different than the first radius.
  • the vehicle powertrain system includes an engine to generate a torque.
  • the vehicle powertrain system also includes a transmission system operatively coupled to the engine to receive the torque.
  • the vehicle powertrain system also includes a damper system operatively interposed between the engine and the transmission system to dampen relative rotational movement between the engine and the transmission system when the engine generates the torque.
  • the damper system includes a rotatable portion and one or more rings supported by the rotatable portion that at least partially define a natural frequency of the damper system. Each of the one or more rings is configured to change between expanded and contracted states in response to rotation of the rotatable portion to change the natural frequency.
  • the one or more rings are configured to successively disconnect from the rotatable portion as a rotational speed of the rotatable portion increases.
  • the one or more rings are configured to successively reconnect to the rotatable portion as the rotational speed decreases.
  • FIG. 1 is a schematic illustration of an example vehicle in which examples disclosed herein can be implemented
  • FIG. 2 is an exploded view of an example powertrain system of the example vehicle of FIG. 1 and shows an example flywheel assembly in accordance with the teachings of this disclosure;
  • FIGS. 3-6 are partial cross-sectional views of the example flywheel assembly of FIG. 2 along line A-A and show different example operational states of the example flywheel assembly;
  • FIG. 7 is a partial cross-sectional view of the example flywheel assembly of FIG. 2 along line A-A and shows example ring cavities thereof;
  • FIGS. 8-10 are views of example inertia rings in accordance with the teachings of this disclosure.
  • FIG. 11 is an example graph showing data corresponding to operation of the example flywheel assembly of FIG. 2.
  • Some vehicle powertrain systems include known pendulum dampers that are configured to absorb torsional vibrations generated by a vehicle engine.
  • known pendulum dampers are expensive to produce due to their complex designs and may generate noise during certain driving conditions (e.g., engine stop) , which may be undesirable to a driver or vehicle owner.
  • Some other vehicle powertrain systems include known DMFs that are similarly configured to absorb these torsional vibrations.
  • such known DMFs are tuned to a single natural frequency corresponding to a relatively low engine speed (e.g., about 1,500 revolutions per minute (RPM) ) , which is defined by an inertia and a spring stiffness associated with one of these known DMFs.
  • RPM revolutions per minute
  • these known DMFs may fail to properly absorb the torsional vibrations generated by the vehicle engine, which may wear, degrade and/or otherwise damage a vehicle transmission system and/or other vehicle driveline components.
  • Flywheel apparatus for use with vehicles are disclosed.
  • Examples disclosed herein provide an example flywheel assembly (e.g., a DMF) that is configured to be operatively coupled between an engine of a vehicle and a transmission system of the vehicle to absorb torsional vibrations and/or sudden rotational movements generated by the engine. That is, the disclosed flywheel assembly dampens relative rotational movement between the engine and the transmission system of the vehicle, thereby reducing, mitigating, and/or eliminating harmful torsional vibrations and/or sudden rotational movements that would have otherwise been transferred from the engine to the transmission system and/or one or more other vehicle driveline components.
  • a flywheel assembly e.g., a DMF
  • the disclosed flywheel assembly dampens relative rotational movement between the engine and the transmission system of the vehicle, thereby reducing, mitigating, and/or eliminating harmful torsional vibrations and/or sudden rotational movements that would have otherwise been transferred from the engine to the transmission system and/or one or more other vehicle driveline components.
  • the disclosed flywheel assembly includes a first example flywheel and a second example flywheel movably or relatively rotatably coupled to the first flywheel such that the first and second flywheels can partially rotate relative to each other.
  • the disclosed flywheel assembly also includes one or more example springs coupled to and/or interposed between the first and second flywheels such that, when the first and second flywheels receive a torque generated by the engine, the first and second flywheels partially rotate relative to each other to compress and decompress the spring (s) , which provides a damping effect.
  • the first flywheel and the spring (s) are sized and/or shaped to define a particular or predetermined natural frequency associated with the flywheel assembly corresponding to a range of engine speeds in which these torsional vibrations and/or rotational movements are effectively absorbed.
  • disclosed examples increase the natural frequency associated with the flywheel assembly.
  • disclosed examples decrease the natural frequency associated with the flywheel assembly.
  • disclosed examples improve flywheel performance across a substantially wide range of engine speeds, which would have otherwise been unattainable using the above-mentioned known flywheels and/or pendulums. Further, disclosed examples reduce costs that would have otherwise been incurred by using the above-mentioned known pendulums.
  • Some disclosed examples provide one or more example rings (e.g., one or more snap rings and/or c-shaped rings) that are adjustably or non-fixedly coupled to the first flywheel such that the ring (s) can detach from the first flywheel during certain driving conditions.
  • a first disclosed ring is positioned on an outer surface (e.g., a curved and/or circular surface) of the first flywheel and is sized, shaped, structured, and/or otherwise configured to couple or connect to (e.g., via tension of the first ring) the first flywheel when a rotational speed of the flywheel assembly is below a predetermined rotational speed (e.g., 1,500 RPM) such that the first ring and the first flywheel rotate cooperative or simultaneously.
  • a predetermined rotational speed e.g., 1,500 RPM
  • This predetermined rotational speed is sometimes referred to as disengagement speed and/or a re-engagement speed.
  • disengagement speed When the rotational speed of the flywheel assembly is below the first predetermined rotational speed, the first flywheel experiences the inertia and/or the mass of the first ring whereby the first ring partially defines the natural frequency associated with the flywheel assembly.
  • centrifugal or rotational forces experienced by the first ring cause the first ring to expand (e.g., a radius or diameter of the first ring increases) to substantially decouple or disconnect the first ring from the first flywheel.
  • an inertia and/or a mass of the first flywheel and the first ring applied to the spring (s) decreases and, thus, the natural frequency associated with the flywheel assembly increases.
  • the disclosed flywheel assembly has a variable and/or an adjustable inertia that changes based on engine speed.
  • each of the rings is configured to decouple or disconnect from the first flywheel at or near a unique predetermined rotational speed of the flywheel assembly.
  • the rings expand to successively detach from the first flywheel according to a first order.
  • the rings contract to successively recouple or reconnect to the first flywheel according to a second order opposite to the first order. In this manner, disclosed examples improve flywheel performance for a substantially large range of engine speeds.
  • the disclosed ring (s) include one or more example features that facilitate controlling expansion and/or contraction of the ring (s) .
  • the first disclosed ring includes a single portion that is c-shaped such that the first ring has two opposing ends to facilitate bending of the first ring (i.e., changing the radius and/or the diameter of the first ring) when the first ring experiences the centrifugal or rotational forces.
  • the first ring also includes an example recessed area (e.g., a notch) positioned thereon between the two ends, which balances the first ring and/or better enables the first ring to bend by decreasing a strength and/or rigidity of the first ring (i.e., by weakening the first ring) .
  • the first ring includes multiple portions (e.g., c-shaped portions and/or semi-circular shaped portions) that are movably coupled together via springs interposed between the portions to provide tension to the first ring.
  • FIG. 1 is a view of an example vehicle (e.g., a car, a truck, a sport utility vehicle (SUV) , etc. ) 100 in which examples disclosed herein can be implemented.
  • the vehicle 100 includes an example powertrain system 102 and one or more examples wheels 104, 106 (sometimes referred to as road wheels) , two of which are shown in this examples, (i.e., a first or front wheel 104 and a second or rear wheel 106) .
  • the powertrain system 102 is structured and/or configured to generate torque and provide to the torque to one or more of the wheel (s) 104, 106, for example, via one or more of an engine, one or more clutches, a transmission, a fluid coupling (e.g., a torque converter) , one or more driveshafts, one or more differentials, one or more axles, etc., as discussed further below.
  • a fluid coupling e.g., a torque converter
  • the powertrain system 102 of FIG. 1 includes an example engine (e.g., an internal combustion engine) 108, an example damper system 110, and an example transmission system (e.g., an automatic transmission, a continuous variable transmission (CVT) , a manual transmission, etc. ) 112.
  • the engine 108 of FIG. 1 is structured and/or configured to generate a torque (i.e., an engine torque) for the wheel (s) 104, 106.
  • the transmission system 112 of FIG. 1 is operatively coupled to the engine 108 to receive the torque from the engine 108.
  • the damper system 110 dampens relative rotational movement between the engine 108 and the transmission system 110.
  • the damper system increases part life of one or more components associated with the transmission system 110 and/or one or more other components associated with a driveline of the vehicle 100.
  • the damper system 110 is implemented using one or more spring and mass dampers such as, for example, one or more of a pendulum damper, a DMF, a tilger, etc., as discussed further below in connection with FIGS. 2-11.
  • spring and mass dampers such as, for example, one or more of a pendulum damper, a DMF, a tilger, etc., as discussed further below in connection with FIGS. 2-11.
  • the transmission system 112 of FIG. 1 is operatively interposed between the engine 108 and the vehicle wheel (s) 104, 106 and is structured and/or configured to transfer torque from the engine 108 to the wheel (s) 104, 106 to cause the vehicle 100 to move.
  • the engine 108 generates the torque and, in response, the transmission system 112 controls (e.g., via an example gearbox 208 (shown in FIG. 2) ) an amount or degree of the torque provided to the wheel (s) 104, 106.
  • the vehicle 100 has rear-wheel drive functionality such that the transmission system 112 provides the engine torque to only the rear vehicle wheel (s) 106.
  • the vehicle 100 may be implemented differently (e.g., having front-wheel drive and/or all-wheel drive functionality) .
  • the vehicle 100 has cylinder deactivation functionality that affects operation of one or more cylinders of the engine 108. That is, in such examples, the vehicle 100 is configured to change (e.g., via an electronic control units ECU) between a first example driving mode corresponding to a first operating characteristic of the engine 108 and a second example driving mode corresponding to a second operating characteristic of the engine 108 different from the first driving characteristic.
  • the vehicle 100 is in the first driving mode (i.e., cylinder deactivation is disengaged) , all of cylinders of the engine 108 generate torque and/or are otherwise active.
  • the vehicle 100 when the vehicle 100 is in the second driving mode (i.e., cylinder deactivation is engaged) , at least some of the cylinders of the engine 108 do not generate torque and/or are otherwise deactivated, which improves fuel economy and/or reduces carbon emission of the vehicle 100 during certain driving conditions.
  • the vehicle 100 automatically changes from the first driving mode to the second driving mode when a speed of the engine 108 is at or above a particular speed (e.g., about 1,500 RPM) .
  • FIG. 2 is an exploded view of the powertrain system 102 of the vehicle 100 of FIG. 1 and shows an example flywheel assembly (e.g. a DMF) 200 in accordance with the teachings of this disclosure, which is sometimes referred to as a spring and mass damper.
  • the flywheel assembly 200 of FIG. 2 is used to implement at least a portion of the damper system 110.
  • the flywheel assembly 200 is configured to be operatively interposed between the engine 108 and the transmission system 112.
  • the flywheel assembly 200 is structured and/or configured to absorb torsional vibrations and/or sudden rotational movements generated by the engine 108.
  • the flywheel assembly 200 is configured to relatively non-rotatably (i.e., fixedly) couple to a rotatable or output portion of the engine 108 and a rotatable or input portion of the transmission system 112.
  • a first portion of the flywheel assembly 200 receives an example crankshaft 333 (shown in FIG. 3) and a second portion of the flywheel assembly 200 receives an example shaft 202 of the transmission system 112.
  • the shaft 202 includes an outer surface 206 having splines thereon, which facilitate relatively non-rotatably (i.e., fixedly) coupling the shaft 202 to a portion of the flywheel assembly 200.
  • examples disclosed herein change a natural frequency associated with the flywheel assembly 200 and/or the damper system 110, as discussed further below in connection with FIGS. 3-11. In this manner, disclosed examples better absorb the torsional vibrations and/or sudden rotational movements of the engine 108 through a substantially wide range of engine speeds, which better protects the aforementioned gearbox 208 of the transmission system 112 and/or one or more other components associated with the transmission system 112 and/or the vehicle driveline.
  • FIG. 3 is a partial cross-sectional view of the flywheel assembly 200 of FIG. 2 along line A-A and shows a first example operational state of the flywheel assembly 200.
  • the flywheel assembly 200 includes a first example flywheel (e.g., an annular body such as a wheel, a plate, a disc, etc.
  • first flywheel 302 is sometimes referred to as a dynamic damper. Additionally, the first flywheel 302 is also sometimes referred to as a rotatable portion of the damper system 110.
  • each of the ring (s) 304, 306, 308 is sized, shaped, structured, and/or otherwise configured expand and/or contract based on a speed of the engine 108, which changes an inertia and/or a mass experienced by the first flywheel 302 and, thus, changes the natural frequency associated with the flywheel assembly 200 and/or the damper system 110, as discussed further below in connection with FIGS. 4-11.
  • the flywheel assembly 200 of FIG. 3 also includes a second example flywheel (e.g., an annular body such as a wheel, a plate, a disc, etc. ) 310 movably or relatively rotatably coupled to the first flywheel 302 such that the first and second flywheels 302, 310 can partially rotate relative to each other (e.g., by about 5 degrees, 10 degrees, 15 degrees, etc. ) , for example, via an example bearing 312 operatively coupled to and/or interposed between the first and second flywheels 302, 310.
  • a second example flywheel e.g., an annular body such as a wheel, a plate, a disc, etc.
  • 310 movably or relatively rotatably coupled to the first flywheel 302 such that the first and second flywheels 302, 310 can partially rotate relative to each other (e.g., by about 5 degrees, 10 degrees, 15 degrees, etc. ) , for example, via an example bearing 312 operatively coupled to and/or
  • the flywheel assembly 200 also includes one or more first example damping elements (e.g., one or more springs such as coil spring (s) ) 314 operatively coupled to and/or interposed between the first and second flywheels 302, 310 to dampen relative rotational movement therebetween, one of which is shown in this example.
  • the first damping element (s) 314 are sometimes referred to as torsional vibration damper (s) .
  • the first and second flywheels 302, 310 partially rotate relative to each other, the first and second flywheels 302, 310 compress and decompress the first damping element (s) 314 to provide a damping effect.
  • rotation of the second flywheel 310 relative to the first flywheel 302 causes the first damping element (s) 314 to compress and decompress.
  • the first and second flywheels 302, 310 form and/or define one or more example first cavities (e.g., annular shaped cavities) 316 (sometimes referred to as spring cavities) that are sized, shaped, structured, and/or otherwise configured to receive respective ones of the first damping element (s) 314, one of which is shown in this example. That is, the first damping element (s) 314 are positioned within and/or extend through respective ones of the first cavities 316. As such, in examples where the flywheel assembly 200 includes more than one of the first damping elements 314, the first cavities 316 and the first damping elements 314 are radially distributed relative to the axis 204. In particular, the first cavities 316 is/are sized and/or shaped to allow sufficient compression and decompression of the first damping element (s) 314.
  • first cavities 316 is/are sized and/or shaped to allow sufficient compression and decompression of the first damping element (s) 314.
  • the second flywheel 310 includes one or more first example abutment portions (e.g., one or more protrusions) 318 positioned thereon (e.g., radially distributed relative to the axis 204) and extending toward the first flywheel 302 to receive respective ones of the first damping element (s) 314.
  • the first flywheel 302 similarly includes one or more second example abutment portions (e.g., one or more protrusions) 320 positioned thereon (e.g., radially distributed relative to the axis 204) to receive respective ones of the first damping element (s) 314.
  • each of the first damping element (s) 314 has a first end that engages one of the first abutment portion (s) 318 and a second end, opposite the first end, that engages one of the second abutment portion (s) 320.
  • the flywheel assembly 200 also includes a third example flywheel (e.g., an annular body such as a wheel, a plate, a disc, etc. ) 322 movably or relatively rotatably coupled to the second flywheel 310 such that the second and third flywheels 310, 322 can partially rotate relative to each other (e.g., by about 5 degrees, 10 degrees, 15 degrees, etc. ) , for example, via an example bearing operatively coupled to and/or interposed between the second and third flywheels 310, 322.
  • a third example flywheel e.g., an annular body such as a wheel, a plate, a disc, etc.
  • the flywheel assembly 200 also includes one or more second example damping elements (e.g., one or springs such as coil spring (s) ) 324 operatively coupled to and/or interposed between the second and third flywheels 310, 322 to dampen relative rotational movement therebetween, one of which is shown in this example.
  • the second damping element (s) 324 are sometimes referred to as torsional vibration damper (s) .
  • the second and third flywheels 310, 322 partially rotate relative to each other, the second and third flywheels 310, 322 compress and decompress the second damping element (s) 324 to provide a damping effect.
  • rotation of the third flywheel 322 relative to the second flywheel 310 causes the second damping element (s) 324 to compress and decompress.
  • the third flywheel 322 forms and/or defines one or more example second cavities (e.g., annular shaped cavities) 325 (sometimes referred to as spring cavities) that are sized, shaped, structured, and/or otherwise configured to receive respective ones of the second damping element (s) 324, one of which is shown in this example. That is, the second damping element (s) 324 are positioned within and/or extend through respective ones of the second cavities 325.
  • the flywheel assembly 200 includes more than one of the second damping elements 324
  • the second cavities 325 and the second damping elements 324 are radially distributed relative to the axis 204.
  • the second cavities 325 is/are sized and/or shaped to allow sufficient compression and decompression of the second damping element (s) 324.
  • the second flywheel 310 includes one or more example third abutment portions 327 positioned thereon (e.g., radially distributed relative to the axis 204) that extend radially outward relative to the axis 204 to receive respective ones of the second damping element (s) 325. That is, the third abutment portion (s) 327 of FIG. 3 extend into respective ones of the second cavities 325.
  • each of the second damping element (s) 324 has a first end that engages one of the abutment portions 327 and a second end, opposite the first end, that engages a portion of the third flywheel 322.
  • the flywheel assembly 200 of FIG. 3 includes an example casing or housing 326 that is sized, shaped, structured, and/or otherwise configured to receive one or more components of the flywheel assembly 200.
  • the first flywheel 302, the ring (s) 304, 306, 308, the second flywheel 310, the bearing 312, the first damping element (s) 314, the third flywheel 322, and the second damping element (s) 324 are positioned within the housing 326.
  • the housing 326 is relatively non-rotatably (i.e., fixedly) coupled to the third flywheel 322 such that the third flywheel 322 and the housing 326 rotate cooperatively or simultaneously, for example, via one or more example fastening methods or techniques (e.g., welding) and/or one or more example fasteners.
  • the flywheel assembly 200 includes an example input portion 328 configured to receive the engine torque from the vehicle engine 108 and an example output portion 330 configured to provide the engine torque to the transmission system 112. That is, engine torque is transmitted from the input portion 328 to the output portion 330 of the flywheel assembly 200.
  • the input portion 328 is implemented using the third flywheel 322. For example, as shown in FIG.
  • a portion (e.g., an inner radial portion) of the third flywheel 322 is relatively non-rotatably (i.e., fixedly) coupled to an example connecting portion (e.g., a flange) 331 of the aforementioned engine crankshaft 333, for example, via one or more fastening methods or techniques and/or one or more example fasteners (e.g., bolts, studs, nuts, etc. ) 332 (one of which is shown in this example) .
  • the output portion 330 of the flywheel assembly 200 is implemented using the housing 326.
  • the housing 326 includes an example connecting portion (e.g., a receptacle) 334 that is sized, shaped, structured, and/or otherwise configured to receive a portion of the transmission 202.
  • the connecting portion 334 defines an inner surface (e.g., a curved and/or circular surface) having splines thereon that engage the splines of the transmission shaft surface 206, thereby relatively non-rotatably (i.e., fixedly) coupling the housing 326 to the transmission shaft 204.
  • an inner surface e.g., a curved and/or circular surface
  • the crankshaft 333, the third flywheel 322, the housing 326, and the transmission shaft 202 rotate cooperatively or simultaneously during operation of the engine 108.
  • the engine torque causes one or more of the first flywheel 302, the ring (s) 304, 306, 308, the second flywheel 310, the first damping element (s) 314, the third flywheel 322, the second damping element (s) 324, the housing 326, and/or, more generally, the flywheel assembly 200 to rotate relative to the axis 204.
  • the flywheel assembly 200 is/are configured to receive the torque generated by the engine 108.
  • FIG. 3 depicts the flywheel assembly 200 having the three flywheels 302, 310, 322, in some examples, the flywheel assembly 200 is implemented differently. In some examples, the flywheel assembly 200 includes only the first and second flywheels 302, 310 but not the third flywheel 322. Thus, although FIG. 3 depicts the second flywheel 310 coupled to the third flywheel 322, in some examples, the second flywheel 310 is configured to couple (e.g., relatively non-rotatably couple or relatively rotatably couple) to one or more other components of the powertrain system 102 and/or the damper system 110. For example, the second flywheel 310 may be positioned on and/or coupled to the connecting portion 331 of the engine crankshaft 333, similar to the third flywheel 322. In another example, the second flywheel 310 may be positioned on and/or coupled to a pendulum damper of the damper system 110.
  • the second flywheel 310 may be positioned on and/or coupled to a pendulum damper of the damper system 110.
  • the first and second flywheels 302, 310 form and/or define one or more example ring cavities (e.g., annular shaped cavities) 336, 338, 340, three of which are shown in this example (i.e., a first ring cavity 336, a second ring cavity 338, and a third ring cavity 340) .
  • Each of the ring cavities 336, 338, 340 is configured to receive respective ones of the ring (s) 304, 306, 308.
  • the first ring 304 is positioned within and/or extends through the first ring cavity 336.
  • each of the ring cavities 336, 338, 340 is sized and/or shaped to allow respective ones of the ring (s) 304, 306, 308 to sufficiently expand and/or contract therein.
  • the damper system 110 and/or the flywheel assembly 200 have one or more example damping characteristic (s) (e.g., one or more natural frequencies) that is/are defined by one or more of the components associated therewith.
  • the damping characteristic (s) are based on Equation (1) below:
  • f represents a value corresponding to a natural frequency of the first flywheel 302.
  • k represents a value corresponding to a stiffness associated with the first flywheel 302, which is substantially provided by the first damping element (s) 314.
  • m represents a value corresponding to a mass (e.g., a total mass) associated with the first flywheel 302 that is applied to the first damping element (s) 314, which is substantially provided by masses of respective ones of the first flywheel 302 and the ring (s) 304, 306, 308 (e.g., when the ring (s) 304, 306, 308 are coupled or connected to the first flywheel 302) .
  • r 2 represents a value corresponding to a radius associated with the first flywheel 302.
  • the quantity mr 2 represents a value corresponding to an inertia (e.g., a total inertia) associated with the first flywheel 302 that is applied to the first damping element (s) 314, which is substantially provided by inertias of respective ones of the first flywheel 302 and the ring (s) 304, 306, 308 (e.g., when the ring (s) 304, 306, 308 are coupled or connected to the first flywheel 302) .
  • inertia e.g., a total inertia
  • the natural frequency f of the first flywheel 302 is based on the inertia mr 2 and/or the mass m associated with the first flywheel 302 that is applied to the first damping element (s) 314. As such, if the inertia mr 2 and/or the mass m associated with the first flywheel 302 changes (e.g., increases or decreases) resulting from expansion and/or contraction of the ring (s) 304, 306, 308, the natural frequency f of the first flywheel 302 also changes (e.g., increases or decreases) .
  • the flywheel assembly 200 is particularly effective in absorbing torsional vibrations and/or sudden rotational movements when the speed of the engine 108 is increasing and/or relatively high.
  • the inertia mr 2 and/or the mass m associated with the first flywheel 302 increases resulting from contraction of the ring (s) 304, 306, 308, the natural frequency f of the first flywheel 302 decreases.
  • the flywheel assembly 200 is particularly effective in absorbing torsional vibrations and/or sudden rotational movements when the speed of the engine 108 is decreasing and/or relatively low.
  • the flywheel assembly 200 of FIG. 3 is in the first operational state thereof. That is, one or more of the first flywheel 302, the ring (s) 304, 306, 308, the first damping element (s) 314, the third flywheel 322, the second damping element (s) 324, the housing 326, and/or, more generally, the flywheel assembly 200 is/are rotating (e.g., resulting from engine output) relative to the axis 204 at a rate that is less than a first example rotational speed (e.g., about 1,400 RPM) , which provides the first operational state of the flywheel assembly 200.
  • a first example rotational speed e.g., about 1,400 RPM
  • the first flywheel 302 experiences respective inertias and/or masses of all the ring (s) 304, 306, 308. That is, while the flywheel assembly 200 is in the first operational state, each of the ring (s) 304, 306, 308 is substantially coupled or connected to the first flywheel 302 resulting from tensions of the respective ring (s) 304, 306, 308 such that the first flywheel 302 supports the ring (s) 304, 306, 308. As such, the first ring 304 of FIG. 3 is considered to be in a contracted state, the second ring 306 of FIG.
  • the first flywheel 302 when in the first operational state, has a first or initial natural frequency that is at least partially defined by the first, second, and third rings 304, 306, 308.
  • the inertia mr 2 and/or the mass m associated with the first flywheel 302 of FIG. 3 includes and/or is at least partially defined by the inertia and/or the mass of the first ring 304, the inertia and/or the mass of the second ring 306, and the inertia and/or the mass of the third ring 306.
  • the first ring 304 includes an inner surface (e.g., a curved and/or circular surface) 342 that is engaging and/or otherwise directly contacting a first outer surface (e.g., a curved and/or circular surface) 344 of the first flywheel 302.
  • the inner surface 342 of the first ring 304 maintains such engagement with the first outer surface 344 of the first flywheel 302 while the rotational speed of the first flywheel assembly 200 relative to the axis 204 remains below the first rotational speed (i.e., the first ring substantially remains in the contracted state) .
  • the first ring 304 includes an outer surface (e.g., a curved and/or circular surface) 346 that is separated and/or spaced from a first inner surface (e.g., a curved and/or circular surface) 348 of the second flywheel 310 such that a first example gap (e.g., a relatively small gap and/or a substantially uniform gap) 350 is formed by the first ring 304 and the second flywheel 310.
  • a first example gap e.g., a relatively small gap and/or a substantially uniform gap
  • the second ring 306 includes an inner surface (e.g., a curved and/or circular surface) 352 that is engaging and/or otherwise directly contacting second outer surface (e.g., a curved and/or circular surface) 354 of the first flywheel 302. Additionally, the second ring 306 of FIG. 3 includes an outer surface (e.g., a curved and/or circular surface) 356 that is separated and/or spaced from a second inner surface (e.g., a curved and/or circular surface) 358 of the second flywheel 310 such that a second example gap (e.g., a relatively small gap and/or a substantially uniform gap) 360 is formed by the second ring 306 and the second flywheel 310.
  • a second example gap e.g., a relatively small gap and/or a substantially uniform gap
  • the third ring 308 includes an inner surface (e.g., a curved and/or circular surface) 362 that is engaging and/or otherwise directly contacting a third outer surface (e.g., a curved and/or circular surface) 364 of the first flywheel 302. Additionally, the third ring 308 includes an outer surface (e.g., a curved and/or circular surface) 366 that is separated and/or spaced from a third inner surface (e.g., a curved and/or circular surface) 368 of the second flywheel 310 such that a third example gap (e.g., a relatively small gap and/or a substantially uniform gap) 370 is formed by the third ring 308 and the second flywheel 310.
  • a third example gap e.g., a relatively small gap and/or a substantially uniform gap
  • one or more (e.g., all) of the ring (s) 304, 306, 308 of the flywheel assembly 200 have respective cross-sectional areas that are substantially rectangular.
  • the cross-sectional area of the first ring 304 is rectangular and/or substantially uniform across a length of the first ring 304, which provides a greater area of the inner surface 342 of the first ring 304 to contact the first outer surface 344 of the first flywheel 302 and a greater area of the outer surface 346 of the first ring 304 to contact the first inner surface 348 of the second flywheel 310.
  • FIG. 3 the cross-sectional area of the first ring 304 is rectangular and/or substantially uniform across a length of the first ring 304, which provides a greater area of the inner surface 342 of the first ring 304 to contact the first outer surface 344 of the first flywheel 302 and a greater area of the outer surface 346 of the first ring 304 to contact the first inner surface 348 of the second flywheel 310.
  • the cross-sectional area of the second ring 306 is rectangular and/or substantially uniform across a length of the second ring 306, which provides a greater area of the inner surface 352 of the second ring 306 to contact the second outer surface 354 of the first flywheel 302 and a greater area of the outer surface 356 of the second ring 306 to contact the second inner surface 358 of the second flywheel 310.
  • FIG. 3 shows that as shown in FIG. 3
  • the cross-sectional area of the third ring 308 is rectangular and/or substantially uniform across a length of the third ring 308, which provides a greater area of the inner surface 362 of the third ring 308 to contact the third outer surface 364 of the first flywheel 302 and a greater area of the outer surface 366 of the third ring 308 to contact the third inner surface 368 of the second flywheel 310.
  • FIG. 3 depicts all of the inertia rings 304, 306, 308 having the particularly shaped cross-sectional areas, in some examples, one or more of the ring cross-sectional areas are shaped differently.
  • the first flywheel 302, each of the ring (s) 304, 306, 308, the second flywheel 310, the third flywheel 322, and the housing 326 are concentric, as shown in FIG. 3. That is, in such examples, the first flywheel 302, each of the ring (s) 304, 306, 308, the second flywheel 310, the third flywheel 322, and the housing 326 are positioned on the same axis 204.
  • FIG. 4 is another partial cross-sectional view of the flywheel assembly 200 of FIG. 2 along line A-A and shows a second example operational state of the flywheel assembly 200.
  • the flywheel assembly 200 is/are rotating (e.g., resulting from engine output) relative to the axis 204 at a rate that is greater than or equal to the first rotational speed (e.g., about 1,400 RPM) but less than a second example rotational speed (e.g., about 1,800 RPM) , which provides the second operational state of the flywheel assembly 200.
  • first rotational speed e.g., about 1,400 RPM
  • a second example rotational speed e.g., about 1,800 RPM
  • the first flywheel 302 experiences all of the inertias and/or the masses of the respective second and third rings 306, 308 but not all of the inertia and/or the mass of the first ring 304. That is, while the flywheel assembly 200 is in the second operational state, only the second and third rings 306, 308 are substantially coupled or connected to the first flywheel 302 resulting from the tensions of the respective second and third rings 306, 308 such that the first flywheel 302 supports the second and third rings 306, 308.
  • the first ring 304 expands (e.g., a diameter or radius 400 of the first ring 304 increases) to substantially decouple or disconnect from the first flywheel 304. That is, such centrifugal or rotational forces cause the first ring 304 to change from the contracted state to an expanded state.
  • the inertia mr 2 and/or the mass m associated with the first flywheel 302 decreases when the flywheel assembly 200 changes and/or transitions from the first operational state to the second operational state.
  • the natural frequency f of the first flywheel 302 increases when the flywheel assembly 200 changes and/or transitions from the first operational state to the second operational state, which improves damping performance of the flywheel assembly 200 at engine speeds corresponding to the second operational state of the flywheel assembly 200.
  • the first natural frequency of the first flywheel 302 changes to a second natural frequency that is greater than the first natural frequency.
  • the first ring 304 is configured to expand enough to separate from the first flywheel 302 when the rotational speed of the first ring 304 is at or above the first rotational speed, which provides a fourth example gap (e.g., a relatively small gap and/or a substantially uniform gap) 402 that is formed by and/or defined between the first ring 304 and the first flywheel 302.
  • the first ring 304 floats between the first and second flywheels 302, 310 until the rotational speed of the first ring 304 decreases or further increases. For example, if the rotational speed of the first ring 304 further increases, the first ring 304 further expands to engage and/or otherwise directly contact the second flywheel 310.
  • the first ring 304 maintains engagement with the second flywheel 310 until the rotational speed of the first ring 304 decreases and/or is below the first rotational speed (i.e., the first ring 304 substantially remains in the expanded state) .
  • the inner surface 352 of the second ring 306 is still engaging and/or otherwise directly contacting the second outer surface 354 of the first flywheel 302.
  • the inner surface 352 of the second ring 306 maintains such engagement with the second outer surface 354 of the first flywheel 302 while the rotational speed of the flywheel assembly 200 remains below the second rotational speed (i.e., the second ring 306 substantially remains in the contracted state) .
  • the inner surface 362 of the third ring 308 is still engaging and/or otherwise directly contacting the third outer surface 364 of the first flywheel 302.
  • the inner surface 342 of the first ring 304 is separated and/or spaced from the first outer surface 344 of the first flywheel 302 to provide the fourth gap 402. That is, the first gap 350, which exists between the first ring 304 and the first outer surface 348 of the second flywheel 310 when the flywheel assembly 200 is operating in the first operational state, is closed. Further still, the outer surface 346 of the first ring 304 is engaging and/or otherwise directly contacting the first inner surface 348 of the second flywheel 310 such that the second flywheel 310 experiences the inertia and/or the mass of the first ring 304. Thus, according to the illustrated example of FIG. 5, the inertia and/or the mass of the first ring 304 is shifted or transferred from the first flywheel 302 to the second flywheel 310 when the flywheel assembly 200 changes and/or transitions from the first operational state to the second operational state.
  • FIG. 5 is another partial cross-sectional view of the flywheel assembly 200 of FIG. 2 along line A-A and shows a third example operational state of the flywheel assembly 200.
  • the flywheel assembly 200 is/are rotating (e.g., resulting from engine output) relative to the axis 204 at a rate that is greater than or equal to the second rotational speed (e.g., about 1,800 RPM) but less than a third example rotational speed (e.g., about 2,300 RPM) , which provides the third operational state of the flywheel assembly 200.
  • the second rotational speed e.g., about 1,800 RPM
  • a third example rotational speed e.g., about 2,300 RPM
  • the first flywheel 302 experiences all of the inertia and/or the mass of the third ring 308 but not all of the inertias and/or the masses of the respective first and second rings 304, 306. That is, while the flywheel assembly 200 is in the third operational state, only the third ring 308 is substantially coupled or connected to the first flywheel 302 resulting from the tension of the third ring 308 such that the first flywheel 302 supports the first flywheel 302 supports the third ring 308.
  • the second ring 306 expands (e.g., a diameter or radius 500 of the second ring 306 increases) to substantially decouple or disconnect from the first flywheel 304.
  • centrifugal or rotational forces cause the second ring 306 to change from the contracted state to an expanded state.
  • the inertia mr 2 and/or the mass m associated with the first flywheel 302 further decreases when the flywheel assembly 200 changes and/or transitions from the second operational state to the third operational state.
  • the natural frequency f of the first flywheel 302 further increases when the flywheel assembly 200 changes and/or transitions from the second operational state to the third operational state, which further improves damping performance of the flywheel assembly 200 at engine speeds corresponding to the third operational state of the flywheel assembly 200.
  • the second natural frequency of the first flywheel 302 changes to a third natural frequency that is greater than the second natural frequency.
  • the second ring 306 is configured to expand enough to separate from the first flywheel 302 when the rotational speed of the second ring 306 is at or above the second rotational speed, which provides a fifth example gap (e.g., a relatively small gap and/or a substantially uniform gap) 502 that is formed by and/or defined between the second ring 306 and the first flywheel 302.
  • the second ring 306 floats between the first and second flywheels 302, 310 until the rotational speed of the second ring 306 decreases or further increases. For example, if the rotational speed of the second ring 306 further increases, the second ring 306 further expands to engage and/or otherwise directly contact the second flywheel 310.
  • the second ring 306 maintains engagement with the second flywheel 310 until the rotational speed of the second ring 306 decreases and/or is below the second rotational speed (i.e., the second ring 306 substantially remains in the expanded state) .
  • the inner surface 362 of the third ring 308 is still engaging and/or otherwise directly contacting the third outer surface 364 of the first flywheel 302.
  • the inner surface 362 of the third ring 308 maintains such engagement with the third outer surface 364 of the first flywheel 302 while the rotational speed of the flywheel assembly 200 is below the third rotational speed (i.e., the third ring 308 substantially remains in the contracted state) .
  • the inner surface 352 of the second ring 306 is separated and/or spaced from the second outer surface 354 of the first flywheel 302 to provide the fifth gap 502.
  • the second gap 360 which exists between the second ring 306 and the second flywheel 310 when the flywheel assembly 200 is in the first and second operational states, is closed.
  • the outer surface 356 of the second ring 306 is engaging and/or otherwise directly contacting the second inner surface 358 of the second flywheel 310 such that the second flywheel 310 experiences the inertia and/or the mass of the second ring 306.
  • the inertia and/or the mass of the second ring 306 is shifted or transferred from the first flywheel 302 to the second flywheel 310 when the flywheel assembly 200 changes and/or transitions from the second operational state to the third operational state.
  • the outer surface 346 of the first ring 304 of FIG. 5 is still engaging and/or otherwise directly contacting the first inner surface 348 of the second flywheel 310.
  • FIG. 6 is another partial cross-sectional view of the flywheel assembly 200 of FIG. 2 along line A-A and shows a fourth example operational state of the flywheel assembly 200.
  • the flywheel assembly 200 is/are rotating (e.g., resulting from engine output) relative to the axis 204 at a rate that is greater than or equal to the third rotational speed (e.g., about 2,300 RPM) , which provides the fourth operational state of the flywheel assembly 200.
  • the third rotational speed e.g., about 2,300 RPM
  • the first flywheel 302 does not experience all of the inertias and/or the masses of the respective first, second, and third rings 304, 306, 308. That is, while the flywheel assembly 200 is in the fourth operational state, none of the inertia rings 304, 306, 308 is substantially coupled or connected to the first flywheel 302 resulting from centrifugal or rotational forces experienced by the respective inertia rings 304, 306, 308.
  • the third ring 308 expands (e.g., a diameter or radius 600 of the third ring 308 increases) to substantially decouple or disconnect from the first flywheel 304.
  • centrifugal or rotational forces cause the third ring 308 to change from the contracted state to an expanded state.
  • the inertia mr 2 and/or the mass m associated with the first flywheel 302 further decreases when the flywheel assembly 200 changes and/or transitions from the third operational state to the fourth operational state.
  • the natural frequency f of the first flywheel 302 further increases when the flywheel assembly 200 changes and/or transitions from the third operational state to the fourth operational state, which further improves damping performance of the flywheel assembly 200 at engine speeds corresponding to the fourth operational state of the flywheel assembly 200.
  • the third natural frequency of the first flywheel 302 changes to a fourth natural frequency that is greater than the third natural frequency.
  • the third ring 308 is configured to expand enough to separate from the first flywheel 302 when the rotational speed of the third ring 306 is at or above the third rotational speed, which provides a sixth example gap (e.g., a relatively small gap and/or a substantially uniform gap) 602 that is formed by and/or defined between the third ring 308 and the first flywheel 302.
  • the third ring 308 floats between the first and second flywheels 302, 310 until the rotational speed of the third ring 308 decreases or further increases. For example, if the rotational speed of the third ring 308 further increases, the third ring 308 further expands to engage and/or otherwise directly contact the second flywheel 310. In such examples, the third ring 308 maintains engagement with the second flywheel 310 until the rotational speed of the second ring 306 is below the second rotational speed (i.e., the third ring 308 substantially remains in the expanded state) .
  • the inner surface 362 of the third ring 308 is separated and/or spaced from the third inner surface 364 of the first flywheel 302 to provide the sixth gap 602. That is, the third gap 370, which exists between the third ring 308 and the second flywheel 310 when the flywheel assembly 200 is operating in the first, second, and third operational states, is closed. Further, the outer surface 366 of the third ring 308 is engaging and/or otherwise directly contacting the third inner surface 368 of the second flywheel 310 such that the second flywheel 310 experiences the inertia and/or the mass of the third ring 308. Stated differently, according to the illustrated example of FIG.
  • the inertia and/or the mass of the third ring 308 is shifted or transferred from the first flywheel 302 to the second flywheel 310 when the flywheel assembly 200 changes and/or transitions from the third operational state to the fourth operational state.
  • the outer surface 356 of the second ring 304 of FIG. 6 is still engaging and/or otherwise directly contacting the second inner surface 358 of the second flywheel 310.
  • the outer surface 346 of the first ring 304 of FIG. 6 is still engaging and/or otherwise directly contacting the first inner surface 348 of the second flywheel 310.
  • FIGS. 3-6 depict the flywheel assembly 200 having the three inertia rings 304, 306, 308, in some examples, the flywheel assembly 200 is implemented with a single inertia ring or more than three (e.g., 4, 5, 6, etc. ) inertia rings. In some examples where the flywheel assembly 200 includes multiple inertia rings 304, 306, 308, the multiple inertia rings 304, 306, 308 are configured to successively decouple or disconnect from the first flywheel 302 according to a first order as the rotational speed of the flywheel assembly 200 increases.
  • the first ring 304 first substantially expands (e.g., the radius 400 of the first ring 304 increases resulting from the centrifugal or rotational forces) to decouple or disconnect from the first flywheel 302, thereby increasing the natural frequency f of the first flywheel 302.
  • the second ring 306 substantially expands (e.g., the radius 500 of the second ring 306 increases resulting from the centrifugal or rotational forces) to decouple or disconnect from the first flywheel 302, thereby further increasing the natural frequency f of the first flywheel.
  • the third ring 308 substantially expands (e.g., the radius 600 of the third ring 308 increases resulting from the centrifugal or rotational forces) to decouple or disconnect from the first flywheel 302, thereby further increasing the natural frequency f of the first flywheel 302.
  • the multiple inertia rings 304, 306, 308 are configured to successively recouple or reconnect to the first flywheel 302 according to a second order, opposite to the first order, as the rotational speed of the flywheel assembly 200 decreases.
  • the third ring 308 first substantially contracts (e.g., the radius 600 of the third ring 308 decreases resulting from ring tension) to recouple or reconnect to the first flywheel 302, thereby decreasing the natural frequency f of the first flywheel 302.
  • the second ring 306 also substantially contracts (e.g., the radius 500 of the second ring 306 decreases resulting from ring tension) to recouple or reconnect to the first flywheel 302, thereby further decreasing the natural frequency f of the first flywheel 302.
  • the first ring 304 also substantially contracts (e.g., the radius 400 of the first ring 304 decreases resulting from ring tension) to recouple or reconnect to the first flywheel 302, thereby further decreasing the natural frequency f of the first flywheel 302.
  • FIG. 7 is a cross-sectional view of the flywheel assembly 200 of FIG. 2 along line A-A and shows the ring cavities 336, 338, 340 of the flywheel assembly 200.
  • the inertia ring (s) 304, 306, 308 have been removed from the respective ring cavities 336, 338, 340 for clarity.
  • the rings cavities 336, 338, 340 of FIG. 7 are positioned at or near different radii associated with the first and second flywheels 302, 310 and/or are otherwise positioned in a radially outward manner relative to the axis 204.
  • the first ring cavity 336 is positioned at or near a first example radius 700 associated with the first and second flywheels 302, 310.
  • the second ring cavity 338 is positioned at or near a second example radius 702 associated with the first and second flywheels 302, 310 that is smaller than the first radius 700.
  • the third ring cavity 340 is positioned at or near a third example radius 704 associated with the first and second flywheels 302, 310 that is smaller than both the first and second radii 700, 702.
  • the ring cavities 336, 338, 340 extend entirely around and/or otherwise surround the first flywheel 302 and/or the second flywheel 310. In some examples, the ring cavities 336, 338, 340 are substantially aligned to each other. Although FIG. 7 depicts the ring cavities 336, 338, 340 having a particular positioning and/or configuration, in some examples, the ring cavities 336, 338, 340 are implemented differently. For example, the ring cavities 336, 338, 340 may be offset from each other.
  • the ring cavities 336, 338, 340 may be substantially positioned along the axis 204 at or near the same radius associated with the first and second flywheels 302, 310 such that the ring cavities 336, 338, 340 are adjacent to each other.
  • the ring cavities 336, 338, 340 are sized, shaped, structured, and/or otherwise configured to prevent respective ones of the ring (s) 304, 306, 308 from exiting the cavities 336, 338, 340 by moving along the axis 204 in a first direction (e.g., a horizontal direction) 706 and/or a second direction (e.g., a horizontal direction) 708 opposite the first direction 706.
  • a first flywheel 302 includes a first example wall 710 and a second example wall 712 positioned on the first wall 710.
  • the second flywheel 310 of FIG. 7 includes a third example wall 714 and a fourth example wall 716 positioned on the third wall 714.
  • the first, second, third, and fourth walls 710, 712, 714, 716 form and/or define the first ring cavity 336.
  • the first ring 304 slides and/or otherwise moves in the first or second direction 706, 708 during operation of the engine 108, the first ring 304 abuts the first or third wall 710, 714, which prevents the first ring 304 from exiting the first ring cavity 336.
  • the second wall 712 of FIG. 7 extends along the axis 204 toward the second flywheel 310 to form and/or define the first outer surface 344 of the first flywheel 302. As shown in FIG. 7, the second wall 712 has an end 718 that is spaced from the third wall 714 by a relatively small distance, which allows the first flywheel 302 to rotate relative to the second flywheel 310 without contacting and/or otherwise interfering with the second flywheel 310. Further, the fourth wall 716 of FIG. 7 extends along the axis 204 toward the first flywheel 302 to form and/or define the first inner surface 348 of the second flywheel 310. As shown in FIG. 7, the fourth wall 716 has an end 720 that is spaced from the first wall 710 by a relatively small distance, which allows the second flywheel 310 to rotate relative to the first flywheel 302 without contacting and/or otherwise interfering with the first flywheel 302.
  • first wall 710 is substantially perpendicular relative to the second wall 712, as shown in FIG. 7. As such, the first and second walls 710, 712 of FIG. 7 are L-shaped.
  • third wall 714 is substantially perpendicular relative to the fourth wall 716, as shown in FIG. 7. As such, the third and fourth walls 714, 716 of FIG. 7 are L-shaped.
  • FIG. 7 depicts the first, second, third, and fourth walls 710, 712, 714, 716 associated with the first ring cavity 336, in some examples, such aspects likewise apply to one or more (e.g., all) of the other ring cavities 338, 340.
  • each of the second ring cavity 338 and the third ring cavity 340 is formed and/or defined by two walls of the first flywheel 302 and two walls of the second flywheel 310, as shown in FIG. 7.
  • FIGS. 8 and 9 are views of a fourth example inertia ring 800 in accordance with the teachings of this disclosure.
  • the fourth inertia ring 800 corresponds to one or more (e.g., all) of the inertia ring (s) 304, 306, 308 of the flywheel assembly 200 and/or is otherwise used to implement the flywheel assembly 200.
  • the fourth ring 800 may be positioned on the first flywheel 302 and/or within one of the ring cavities 336, 338, 340. As such, according to the illustrated examples of FIGS.
  • the fourth inertia ring 800 is configured to expand and/or contract based on a rotational speed of the fourth inertia ring 800 relative to the axis 204, which changes the inertia mr 2 and/or the mass m of the first flywheel 302 and, thus, changes the natural frequency f of the first flywheel 302 during operation of the engine 108.
  • the fourth ring 800 includes an example aperture 802 positioned thereon, as shown in FIG. 8.
  • the aperture 802 extends entirely through a portion of the fourth ring 800 to define first and second ends 804, 806 of the first ring 304 that are spaced from each other such that a seventh example gap (e.g., a relatively small gap and/or a substantially uniform gap) 808 is formed thereby.
  • the fourth ring 800 is c-shaped.
  • the fourth ring 800 begins to expand resulting from centrifugal or rotational forces experienced by the fourth ring 800
  • the first and second ends 804, 806 move away from each other to increase a diameter or radius 810 of the fourth ring 800.
  • the fourth ring 800 begins to contract resulting from tension of the fourth ring 800
  • the first and second ends 804, 806 move toward each other to decrease the radius 810.
  • the fourth ring 800 includes a first example biasing element (e.g., a spring) 812 coupled to and/or interposed between the first and second ends 804, 806 of the fourth ring 800, which is represented by the dotted/dashed lines of FIG. 5.
  • a first example biasing element e.g., a spring
  • the first biasing element 812 positioned in the aperture 802.
  • the first biasing element 812 of FIG. 8 provides tension to the fourth ring 800.
  • the fourth ring 800 includes an example recessed area (e.g., a notch) 900 positioned thereon, as shown in FIG. 9.
  • the recessed area 900 of FIG. 9 is positioned opposite relative to the first and second ends 804, 806 of the fourth ring 800 such that the recessed area 900 and the first and second ends 804, 806 are substantially positioned along the same axis.
  • the recessed area 900 better enables the fourth ring 800 to bend to change the radius 810 of the fourth ring 800 by decreasing strength and/or rigidity of the fourth ring 800 (i.e., by weakening the fourth ring 800) .
  • the recessed area 900 better enables the first and second ends 804, 806 to move relative to each other, which changes (e.g., increases and/or decreases) a size of the seventh gap 808.
  • the recessed area 900 is positioned on an outer surface 902 of the fourth ring 800 and extends radially inward relative to the axis 204, as shown in FIG. 9. Additionally or alternatively, in some examples, the recessed area 900 (and/or a different recessed area) is positioned on an inner surface 904 of the fourth ring 800 and extends radially outward relative to the axis 204.
  • FIG. 10 is view of a fifth example inertia ring 1000 in accordance with the teachings of this discourse.
  • the fifth inertia ring 1000 corresponds to one or more (e.g., all) of the inertia ring (s) 304, 306, 308 of the flywheel assembly 200 and/or is otherwise used to implement the flywheel assembly 200.
  • the fifth inertia ring 1000 may be positioned on the first flywheel 302 and/or within one of the ring cavities 336, 338, 340. As such, according to the illustrated example of FIG.
  • the fifth inertia ring 1000 is configured to expand and/or contract based on a rotational speed of the fifth inertia ring 800 relative to the axis 204, which changes the inertia mr 2 and/or the mass m of the first flywheel 302 and, thus, changes the natural frequency f of the first flywheel 302 during operation of the engine 108.
  • the fifth ring 1000 of FIG. 10 includes multiple (e.g., 2, 3, 4, etc. ) example portions (e.g., semi-circular shaped portions) 1002, 1004 movably or non-fixedly coupled together, two of which are shown in this example (i.e., a first portion 1002 and a second portion 1004) . As shown in FIG. 10, each of the first and second portions 1002, 1004 of the fifth ring 1000 is c-shaped.
  • the fifth ring 1000 includes one or more example biasing elements (e.g., one or more springs such as tension spring (s) ) 1006, 1008 coupled to and/or interposed between the portions 1002, 1004 of the fifth ring 1000, two of which are shown in this example (i.e., a second biasing element 1006 and a third biasing element 1008) .
  • the second biasing element 1006 is coupled to and/or interposed between first ends 1010, 1012 of the respective portions 1002, 1004.
  • the third biasing element 1008 is coupled to and/or interposed between second ends 1014, 1016 of the respective portions 1002, 1004.
  • the second and third biasing elements 1006, 1008 provide tension to the fifth ring 1000 and/or the portions 1002, 1004 thereof.
  • FIG. 11 is an example graph 1100 showing data corresponding to operation of the flywheel assembly 200 of FIG. 2.
  • the graph 1100 includes a first example axis (e.g., an x-axis) 1102 corresponding to a rotational speed (e.g., in RPMs) of the flywheel assembly 200 and/or the engine 108.
  • the graph 1100 of FIG. 11 also includes a second example axis (e.g., a y-axis) 1104 corresponding to an isolation ratio, which represents torsional vibrations and/or sudden rotational movements experienced by the gearbox 208 of the transmission system 112.
  • the graph 1100 includes a first example plot 1106 (as represented by the dotted/dashed line of FIG. 11) corresponding to operation of the flywheel assembly 200 with the first ring 304, the second ring 306, and the third ring 308 when the vehicle 100 is in the first driving mode (i.e., cylinder deactivation is disengaged) .
  • the first plot 1106 represents the flywheel assembly 200 rotating (e.g., resulting from engine output) relative to the axis 204 at an increasing rate.
  • movement of the first plot 1106 is from left to right in the orientation of FIG. 11.
  • the first plot 1106 of FIG. 11 includes one or more example inflection points 1108, 1110, 1112, three of which are shown in this example (i.e., a first inflection point 1108, a second inflection point 1110, and a third inflection point 1112) .
  • the first inflection point 1108 corresponds to the flywheel assembly 200 changing and/or transitioning from the first operational state to the second operational state thereof.
  • the first inflection point 1108 corresponds to the first rotational speed.
  • the second inflection point 1110 corresponds to the flywheel assembly 200 changing and/or transitioning from the second operational state to the third operational state thereof.
  • the second inflection point 1110 corresponds to the second rotational speed.
  • the third inflection point 1112 corresponds to the flywheel assembly 200 changing and/or transitioning from the third operational state to the fourth operational state thereof.
  • the third inflection point 1112 corresponds to the third rotational speed.
  • the isolation ratio decreases immediately after or to the right (in the orientation of FIG. 11) of each of the first, second, and third inflection points 1108, 1110, 1112 of the first plot 1106, which results from a reduction of the inertia mr 2 and/or the mass m associated with the first flywheel 302 and/or an increase of the natural frequency f of the first flywheel 302.
  • the first plot 1106 includes a first example region (e.g., a range of engine speeds) 1114 defined between the first and second inflection points 1108, 1110 in which a magnitude or intensity of the torsional vibrations and/or sudden rotational movements experienced by the gearbox 208 is substantially reduced.
  • the first plot 1106 also includes a second example region (e.g., a range of engine speeds) 1116 defined between the second and third inflection points 1110, 1112 in which the magnitude or intensity of the torsional vibrations and/or sudden rotational movements experienced by the gearbox 208 is substantially reduced.
  • the first plot 1106 also includes a third example region (e.g., a range of engine speeds) 1118 partially defined by the third inflection point 1112 in which the magnitude or intensity of the torsional vibrations and/or sudden rotational movements experienced by the gearbox 208 is substantially reduced.
  • the graph 1100 also includes a second example plot 1120 (as represented by the dotted/dashed line of FIG. 11) corresponding to operation of the flywheel assembly 200 with the first ring 304, the second ring 306, and the third ring 308 when the vehicle 100 is in the second driving mode (i.e., cylinder deactivation is engaged) .
  • the second plot 1120 represents the flywheel assembly 200 rotating (e.g., resulting from engine output) relative to the axis 204 at an increasing rate.
  • movement of the second plot 1120 is from left to right in the orientation of FIG. 11.
  • the second plot 1120 of FIG. 11 includes one or more example inflection points 1122, 1124, 1126, three of which are shown in this example (i.e., a fourth inflection point 1122, a fifth inflection point 1124, and a sixth inflection point 1126) .
  • the third inflection point 1122 corresponds to the flywheel assembly 200 changing and/or transitioning from the first operational state to the second operational state thereof.
  • the third inflection point 1122 corresponds to the first rotational speed.
  • the fifth inflection point 1124 corresponds to the flywheel assembly 200 changing and/or transitioning from the second operational state to the third operational state thereof.
  • the fifth inflection point 1124 corresponds to the second rotational speed.
  • the sixth inflection point 1126 corresponds to the flywheel assembly 200 changing and/or transitioning from the third operational state to the fourth operational state thereof.
  • the sixth inflection point 1126 corresponds to the third rotational speed.
  • the isolation ratio decreases immediately after or to the right (in the orientation of FIG. 11) of each of the fourth, fifth, and sixth inflection points 1122, 1124, 1126 of the second plot 1120, which results from a reduction of the inertia mr 2 and/or the mass m of the first flywheel 302 and/or an increase of the natural frequency f of the first flywheel 302.
  • the flywheel assembly 200 provides a greater range of engine speeds in which the torsional vibrations and/or sudden rotational movements experienced by the gearbox 208 are substantially reduced.
  • damping performance of the flywheel assembly 200 is further improved when the vehicle 100 is operating in the second driving mode.
  • one or more of the first, second, and third ring (s) 304, 306, 308 of FIGS. 3-6, the fourth ring 800 of FIGS. 8 and 9, and/or the fifth ring 1000 of FIG. 11 is/are constructed one or more metals having appropriate mechanical properties and/or characteristics such as, for example, spring steel.
  • one or more of the ring (s) 304, 306, 308, 800, 1000 and/or the component (s) associated therewith is/are sized, shaped, structured, and/or otherwise configured such that each ring 304, 306, 308, 800, 1000 substantially expands and/or contracts to change the natural frequency of the first flywheel 302 when the ring (s) 304, 306, 308, 800, 100 is/are rotating relative to the axis 208 at or near a particular rotational speed (e.g., 1,400 RPM, 1,800 RPM, 2,300 RPM, etc.
  • the aforementioned rotational speeds e.g., the first rotational speed, the second rotational speed, the third rotational speed, etc. ) associated with the flywheel assembly 200 changing and/or transitioning between the operational states thereof are predetermined.
  • one or more of the inertia ring (s) 304, 306, 308, 800, 1000 and/or the component (s) associated therewith is/are shaped, sized, structured, and/or otherwise configured differently to provide one or more other predetermined rotational speeds for the flywheel assembly 200 in addition or alternatively to the first rotational speed, the second rotational speed, and/or the third rotational speed.
  • flywheel apparatus for use with vehicles disclosed in the foregoing description provide numerous advantages. Examples disclosed herein provide a flywheel assembly (e.g., a DMF) having one or more detachable inertia rings that is/are configured to change a natural frequency associated with the flywheel assembly during operation of a vehicle engine, which improves damping performance of the flywheel assembly through substantially wide range of engine speeds.
  • a flywheel assembly e.g., a DMF
  • detachable inertia rings that is/are configured to change a natural frequency associated with the flywheel assembly during operation of a vehicle engine, which improves damping performance of the flywheel assembly through substantially wide range of engine speeds.

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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)
  • Mechanical Operated Clutches (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un ensemble volant destiné à être utilisé avec des véhicules. L'ensemble volant décrit, destiné à un véhicule, comprend un premier volant. L'ensemble volant comprend également un second volant accouplé mobile au premier volant et conçu pour recevoir un couple produit par un moteur du véhicule. L'ensemble volant comprend également un premier ressort intercalé entre les premier et second volants. La rotation du second volant par rapport au premier volant comprime et détend le premier ressort. L'ensemble volant comprend également un anneau positionné sur une surface externe du premier volant et conçu pour se dilater lorsqu'une vitesse de rotation de l'anneau augmente, afin de diminuer une inertie totale du premier volant et de l'anneau appliquée au premier ressort.
PCT/CN2018/124369 2018-12-27 2018-12-27 Ensemble volant destiné à être utilisé avec des véhicules WO2020133070A1 (fr)

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Application Number Priority Date Filing Date Title
PCT/CN2018/124369 WO2020133070A1 (fr) 2018-12-27 2018-12-27 Ensemble volant destiné à être utilisé avec des véhicules
CN201880100500.9A CN113677914B (zh) 2018-12-27 2018-12-27 用于车辆的飞轮装置

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PCT/CN2018/124369 WO2020133070A1 (fr) 2018-12-27 2018-12-27 Ensemble volant destiné à être utilisé avec des véhicules

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Citations (5)

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US5349882A (en) * 1992-07-23 1994-09-27 Kabushiki Kaisha Daikin Seisakusho Clutch wear-compensating compound flywheel assembly
CN1098768A (zh) * 1993-06-19 1995-02-15 卢克摩擦片和离合器有限公司 转矩传递装置
US5884740A (en) * 1996-04-24 1999-03-23 Fichtel & Sachs Ag Friction clutch
CN201129396Y (zh) * 2007-09-20 2008-10-08 东风汽车有限公司 双质量飞轮扭振减振器
CN107504132A (zh) * 2017-05-18 2017-12-22 宝沃汽车（中国）有限公司 双质量飞轮及车辆

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JPS6256644A (ja) * 1985-09-05 1987-03-12 Mitsubishi Motors Corp 可変マス捩りダンパ装置
JPH0369340U (fr) * 1989-11-02 1991-07-10
JP5685304B2 (ja) * 2013-06-04 2015-03-18 株式会社エクセディ トルクコンバータのロックアップ装置
FR3007479B1 (fr) * 2013-06-24 2015-12-04 Valeo Embrayages Dispositif de transmission de couple
CN103322121B (zh) * 2013-06-25 2015-11-18 长城汽车股份有限公司 双质量飞轮和具有其的汽车
CN104343890B (zh) * 2013-07-31 2016-08-17 上海汽车集团股份有限公司 双质量飞轮
CN105257724B (zh) * 2014-06-05 2017-09-29 帅晓华 双向智能复合套芯汽车离合器从动盘
CN205371451U (zh) * 2016-01-07 2016-07-06 潍柴动力股份有限公司 自调频橡胶减振器
CN106523591B (zh) * 2016-12-22 2018-09-11 武汉理工大学 一种可变旋转半径的离心摆装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5349882A (en) * 1992-07-23 1994-09-27 Kabushiki Kaisha Daikin Seisakusho Clutch wear-compensating compound flywheel assembly
CN1098768A (zh) * 1993-06-19 1995-02-15 卢克摩擦片和离合器有限公司 转矩传递装置
US5884740A (en) * 1996-04-24 1999-03-23 Fichtel & Sachs Ag Friction clutch
CN201129396Y (zh) * 2007-09-20 2008-10-08 东风汽车有限公司 双质量飞轮扭振减振器
CN107504132A (zh) * 2017-05-18 2017-12-22 宝沃汽车（中国）有限公司 双质量飞轮及车辆

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