WO2021109014A1 - 具有两级阻尼的减振结构及车辆用减振器和离合器从动盘 - Google Patents

具有两级阻尼的减振结构及车辆用减振器和离合器从动盘 Download PDF

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Publication number
WO2021109014A1
WO2021109014A1 PCT/CN2019/122887 CN2019122887W WO2021109014A1 WO 2021109014 A1 WO2021109014 A1 WO 2021109014A1 CN 2019122887 W CN2019122887 W CN 2019122887W WO 2021109014 A1 WO2021109014 A1 WO 2021109014A1
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WIPO (PCT)
Prior art keywords
flange
side plate
damping
friction
ring
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PCT/CN2019/122887
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English (en)
French (fr)
Inventor
肖荣亭
Original Assignee
舍弗勒技术股份两合公司
肖荣亭
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Publication date
Application filed by 舍弗勒技术股份两合公司, 肖荣亭 filed Critical 舍弗勒技术股份两合公司
Priority to CN201980101339.1A priority Critical patent/CN114585822A/zh
Priority to DE112019007946.8T priority patent/DE112019007946T5/de
Priority to PCT/CN2019/122887 priority patent/WO2021109014A1/zh
Publication of WO2021109014A1 publication Critical patent/WO2021109014A1/zh

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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16FSPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12Suppression 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
    • F16F15/129Suppression 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 characterised by friction-damping means

Definitions

  • the present invention relates to a vibration damping structure with two-stage damping for a vehicle, and a vehicle shock absorber and a clutch driven disc including the vibration damping structure.
  • a flywheel as a shock absorber for a vehicle is usually installed between the engine crankshaft of the vehicle and the input shaft of the transmission. It is used to effectively dampen the torque of the engine crankshaft while effectively damping the torsional vibration of the engine crankshaft. It is transmitted to the input shaft of the transmission, thereby reducing the influence of the torsional vibration of the engine crankshaft on the transmission.
  • the flywheel of the prior art usually includes a friction sleeve/friction plate and a diaphragm between the side plate and the hub flange in addition to the flywheel mass, side plate, hub flange and damping spring. Leaf spring.
  • the purpose of the present invention is to overcome or at least alleviate the above-mentioned shortcomings of the prior art.
  • the present invention provides a new type of damping structure with two-stage damping, which realizes different damping effects for the two states of the engine's normal working state and idling working state.
  • the present invention also provides a vehicle shock absorber and a clutch driven disc including the above-mentioned shock-absorbing structure.
  • the present invention provides the following damping structure with two-stage damping, and the damping structure includes:
  • a first side plate and a second side plate spaced apart and fixed together in the axial direction of the vibration damping structure
  • the flange is located between the first side plate and the second side plate and can be performed relative to the first side plate and the second side plate in the circumferential direction of the damping structure A predetermined range of rotation;
  • each of the damping springs is mounted on a damping spring mounting portion formed by the first side plate, the second side plate and the flange, so that the first side plate and The second side plate and the flange can transmit torque via the plurality of damping springs while attenuating torsional vibration;
  • annular friction component and an elastic member the annular friction component is located between the first side plate and the flange and abuts against the first side plate and the first side plate under the action of the elastic force of the elastic member
  • the friction coefficient of the surface abutting the first side plate of the ring-shaped friction component is different from the friction coefficient of the surface abutting the flange, so that: in the damping structure
  • the ring-shaped friction component can rotate relative to the flange in a predetermined range along with the side plate and move between the ring-shaped friction component and the method. Friction damping is generated between the flanges, and after the ring-shaped friction component and the flange are engaged, the two synchronously rotate and generate friction damping between the ring-shaped friction component and the first side plate.
  • the flange may be a disc hub flange, which is connected with a disc hub on the radially inner side.
  • the ring-shaped friction component includes a first ring-shaped friction member and a second ring-shaped friction member that cannot rotate relative to each other, and the first ring-shaped friction member abuts against the hub flange and is driven by the first ring-shaped friction member.
  • the second annular friction member abuts against the first side plate and is made of a second material with a friction coefficient different from that of the first material.
  • the first material is a non-metal material
  • the second material is a metal material
  • the first annular friction member includes an annular friction portion and a plurality of first protrusions protruding from the annular friction portion toward the hub flange, and the annular friction portion abuts Connected to the hub flange, the plurality of first protrusions extend into the hub flange in the axial direction, and
  • the hub flange is formed with a plurality of arc-shaped through holes distributed in the circumferential direction, each of the first protrusions extends into the corresponding arc-shaped through hole in the axial direction, and each of the The size of the first protrusion in the circumferential direction is smaller than the size of the corresponding arc-shaped through hole in the circumferential direction, so that the first annular friction member can be positioned relative to the hub flange After the relative rotation of a predetermined range in the circumferential direction, the first extension portion is engaged with the hub flange.
  • the size of the first protrusion in the axial direction is smaller than the size of the hub flange in the axial direction.
  • the first annular friction member further includes a plurality of second protrusions extending from the annular friction portion toward the first side plate, and
  • the second annular friction member is formed with a plurality of fixing holes corresponding to the plurality of second protrusions distributed in the circumferential direction, and each of the second protrusions extends into the corresponding fixing hole , So that the first ring-shaped friction member and the second ring-shaped friction member cannot rotate relatively at least in the circumferential direction.
  • the size of the second protrusion in the axial direction is smaller than the size of the second annular friction member in the axial direction.
  • the damping structure further includes a third ring-shaped friction member, the third ring-shaped friction member is located between the hub flange and the second side plate, and the elastic member cannot rotate relatively
  • the ground is fixed to the second side plate and abuts against the third ring-shaped friction member, so that the third ring-shaped friction member abuts against the hub flange.
  • the present invention also provides the following vehicle shock absorber, the vehicle shock absorber comprising:
  • the mass of the flywheel, the mass of the flywheel is fixed to one of the hub flange and the side plate of the damping structure for receiving torque from the outside, the other of the hub flange and the side plate It is used to transmit torque to the outside.
  • the present invention also provides a clutch driven disc as follows, the clutch driven disc includes:
  • the friction buffer mechanism is provided on the radially outer side of one of the hub flange and the side plate of the vibration damping structure and is fixed to the one for receiving torque from the outside, the The other of the hub flange and the side plate is used to transmit torque to the outside.
  • the present invention provides a new type of damping structure with two-stage damping, and a vehicle shock absorber and clutch driven disc including the damping structure.
  • the damping structure includes a hub flange, two side plates, and multiple damping springs.
  • a ring-shaped friction component and an elastic member are arranged between the disk hub flange and the side plate.
  • the ring-shaped friction component and a side plate are connected to each other.
  • the friction coefficients of the surfaces that the hub flange abuts are different. In this way, during the working process of the vibration damping structure, the ring-shaped friction component can rotate relative to the hub flange by using the difference in friction coefficient.
  • the ring-shaped friction component and the hub flange After the ring-shaped friction component and the hub flange are engaged, the ring-shaped friction component and The hub flange rotates synchronously, so that the ring friction component and the hub flange generate friction damping during the relative rotation, and the ring friction component and the side plate generate friction damping during the synchronous rotation process, thereby achieving a two-stage damping effect.
  • the damping structure according to the present invention can achieve a two-stage damping effect with only one hub flange, and can produce different damping effects in the two states of the engine's normal working state and idling working state, taking into account both The vibration reduction in these two states improves the attenuation effect of torsional vibration.
  • Figure 1a is a schematic front view of a damping structure with two-stage damping according to an embodiment of the present invention, in which part of the structure is omitted in order to show its internal structure;
  • Figure 1b is an exploded schematic view of the damping structure in Figure 1a
  • Figure 1c is a schematic cross-sectional view of the damping structure in Figure 1a taken along the line L1-L1, including the central axis O;
  • Figure 1d is an enlarged schematic view of the area M in Figure 1c.
  • Fig. 2a is a perspective schematic view of the first ring-shaped friction member of the vibration damping structure in Fig. 1a;
  • Fig. 2b is another perspective schematic view of the first ring-shaped friction member of the vibration damping structure in Fig. 1a.
  • the axial, radial and circumferential directions respectively refer to the axial, radial and circumferential directions of the damping structure according to the present invention
  • the axial side refers to those in Figure 1c and Figure 1d
  • the other axial side refers to the right side in Figure 1c and Figure 1d, such as the side where the transmission is located
  • the radially outer side refers to the side that is away from the central axis O in the radial direction ( Figure 1d)
  • the radially inner side refers to the side close to the central axis O in the radial direction (the lower side in FIG. 1d).
  • the damping structure with two-stage damping has a disc shape as a whole and includes a hub flange 1, two side plates (the first One side plate 21 and second side plate 22), multiple (four in this embodiment) connecting pieces 23, multiple (four in this embodiment) damping spring 3, multiple (in this embodiment)
  • there are three) ring-shaped friction members 41, 42, 43 wherein the first ring-shaped friction member 41 and the second ring-shaped friction member 42 constitute a ring-shaped friction component
  • the diaphragm spring 5 there are three) ring-shaped friction members 41, 42, 43 (wherein the first ring-shaped friction member 41 and the second ring-shaped friction member 42 constitute a ring-shaped friction component) and the diaphragm spring 5.
  • the hub flange 1 has a circular plate shape, and the hub flange 1 is located between the two side plates 21 and 22 in the axial direction A and can be installed after the entire damping structure is installed. In the circumferential direction C, it rotates within a predetermined range relative to the two side plates 21 and 22.
  • the hub flange 1 is formed with a mounting hole 1h1, a first arc-shaped through hole 1h2, and a second arc-shaped through hole 1h3 penetrating in the axial direction A.
  • the mounting hole 1h1 is used to install the damping spring 3
  • the first arc-shaped through hole 1h2 is used for the following first extension 412 of the first ring-shaped friction member 41 to extend
  • the second arc-shaped through hole 1h3 is used for mating Connecting piece 23.
  • the number of mounting holes 1h1 is the same as the number of damping springs 3, and the four mounting holes 1h1 are evenly distributed in the circumferential direction C.
  • the length of the mounting hole 1h1 may be approximately the same as the initial length of the damping spring 3 when it is not compressed.
  • the first arc-shaped through hole 1h2 extends along the circumferential direction C for a predetermined length.
  • the number of the first arc-shaped through holes 1h2 is the same as the number of the first protrusions 412 of the first ring-shaped friction member 41.
  • the length of the first arc-shaped through hole 1h2 in the circumferential direction C is greater than the length of the corresponding first protrusion 412 in the circumferential direction C.
  • the cooperation of the first arc-shaped through hole 1h2 with the first extension 412 defines the maximum range that the first annular friction member 41 can rotate relative to the hub flange 1 in the circumferential direction C.
  • the number of the plurality of first arc-shaped through holes 1h2 and the plurality of first protrusions 412 are both eight.
  • the four first arc-shaped through holes 1h2 are respectively located at the radial inner side of the corresponding mounting hole 1h1 and are spaced apart from the corresponding mounting hole 1h1, and the other four first arc-shaped through holes 1h2 are respectively located at the corresponding second arc-shaped through holes
  • the radially inner side of 1h3 is spaced apart from the corresponding second arc-shaped through hole 1h3.
  • the second arc-shaped through hole 1h3 extends along the circumferential direction C for a predetermined length.
  • the number of the second arc-shaped through holes 1h3 is the same as the number of the connecting pieces 23, the four second arc-shaped through holes 1h3 are evenly distributed in the circumferential direction C, and the four second arc-shaped through holes 1h3 and the four mounting holes 1h1 are in Alternately arranged in the circumferential direction C.
  • the second arc-shaped through hole 1h3 cooperates with the connecting member 23 to define the maximum range that the hub flange 1 can rotate relative to the two side plates 21 and 22 in the circumferential direction C.
  • first side plate 21 and the second side plate 22 are opposed to each other in the axial direction A via the hub flange 1.
  • the first side plate 21 is located on the axial side of the hub flange 1.
  • the two side plates 22 are located on the other axial side of the hub flange 1.
  • the first side plate 21 and the second side plate 22 are fixedly connected together by four connecting members 23 evenly distributed in the circumferential direction C, so that the two side plates 21 and 22 can act as a whole.
  • the first side plate 21 is formed with a first window 21h for installing the damping spring 3.
  • the number of first windows 21h is the same as the number of damping springs 3, and the four first windows 21h are evenly distributed in the circumferential direction C.
  • the length of the first window 21h in the circumferential direction C may be approximately equal to the initial length of the damping spring 3 when it is not compressed.
  • the second side plate 22 is formed with a second window 22h for installing the damping spring 3.
  • the number of second windows 22h is the same as the number of damping springs 3, and the four second windows 22h are evenly distributed in the circumferential direction C.
  • the length of the second window 22h in the circumferential direction C may be approximately equal to the initial length of the damping spring 3 when it is not compressed.
  • the hole 1h1 corresponds to form a damping spring installation part.
  • the damping spring 3 is installed in the damping spring installation part, the damping spring 3 is restricted in the radial direction R, the axial direction A, and the circumferential direction C.
  • all the damping springs 3 may be cylindrical coil springs and have the same size.
  • the four damping springs 3 are respectively installed in the corresponding damping spring mounting parts, so that the damping spring 3 is compressed when the first side plate 21 and the second side plate 22 rotate relative to the hub flange 1, so that the When torque is transmitted between the first side plate 21 and the second side plate 22 and the hub flange 1 via the damping spring 3, the damping spring 3 can play a role in damping torsional vibration.
  • the damping structure of the vibration damping structure includes three ring-shaped friction members 41, 42, 43 and a diaphragm spring 5.
  • the first ring-shaped friction member 41 and the second ring The friction member 42 is relatively fixed to form an annular friction component.
  • “the first ring-shaped friction member 41 and the second ring-shaped friction member 42 are relatively fixed” means that the two cannot rotate relative to each other at least in the circumferential direction C, and more preferably, they are both in the radial direction R at the same time. The upper part cannot move relative to each other.
  • the two are also possible, but they do not have to be difficult to separate in the axial direction.
  • the first ring-shaped friction member 41 has an overall ring shape and is made of a non-metallic material such as plastic.
  • the first ring-shaped friction member 41 is located between the first side plate 21 and the hub flange 1 and can be opposed to The hub flange 1 performs a predetermined range of rotation in the circumferential direction C.
  • the first annular friction member 41 includes an annular friction portion 411, a plurality of first protrusions 412 protruding from the annular friction portion 411 toward the other side in the axial direction, and A plurality of second protrusions 413 extending toward one side of the axial direction of the friction portion 411.
  • the annular friction portion 411 of the first annular friction member 41 is located between the first side plate 21 and the hub flange 1 in the axial direction A.
  • the plurality of first protrusions 412 are evenly distributed in the circumferential direction C, and the first protrusions 412 extend into the first arc-shaped through hole 1h2 of the hub flange 1 in the axial direction A.
  • the plurality of second protrusions 413 are evenly distributed in the circumferential direction C, and the second protrusions 413 extend into the mounting hole 42h of the second annular friction member 42 in the axial direction A.
  • the engagement of the first protrusion 412, the first annular friction member 41, or the annular friction component with the hub flange 1 mentioned in the present application means that they are in at least one circumferential direction (clockwise or clockwise). (Counterclockwise) cannot rotate relative to each other.
  • the first ring-shaped friction member 41 or the ring-shaped friction component is engaged with the hub flange 1, due to the rotation of the side plate 41 relative to the hub flange 1, the engaged state can be released and Form again.
  • a reset component (not shown) may be provided so that the first extension 412 can return to the center position of the first arc-shaped through hole 1h2 after the work of the damping structure is completed; or the connecting member 23 may be connected to the center of the first arc-shaped through hole 1h2.
  • the maximum relative rotation angle of the hub flange 1 with respect to the two side plates 21 and 22 defined by the second arc-shaped through hole 1h3 and the central angle corresponding to the maximum compression of the damping spring 3 are both greater than 2 ⁇ . In this way, it can be ensured that the damping structure according to the present invention normally exerts a two-stage damping effect.
  • the second annular friction member 42 is annular as a whole and made of metal material, and the second annular friction member 42 is located between the first side plate 21 and the hub flange 1 in the axial direction A.
  • the second annular friction member 42 is formed with a plurality of fixing holes 42h uniformly distributed in the circumferential direction C and corresponding to the second protrusion 413 of the first annular friction member 41.
  • the shape and size of the fixing holes 42h are the same as those of the first annular friction member 41.
  • the shape and size of the two protrusions 413 match.
  • the third ring-shaped friction member 43 is ring-shaped as a whole and made of non-metallic materials.
  • the third annular friction member 43 is located between the hub flange 1 and the second side plate 22 in the axial direction A.
  • the diaphragm spring 5 is fixed to the second side plate 22 (not able to rotate relative to the second side plate 22).
  • the diaphragm spring 5 is pressed against the third ring-shaped friction member 43, so that the third ring-shaped friction member 43 abuts against the hub flange 1, and the disk hub flange 1 abuts against the ring of the first ring-shaped friction member 41
  • the friction portion 411 and the second annular friction member 42 abut against the first side plate 21.
  • the size of the first protrusion 412 of the first annular friction member 41 in the axial direction A is preferably smaller than the size of the disc hub flange 1 in the axial direction A, and the first annular friction
  • the size of the second protrusion 413 of the member 41 in the axial direction A is preferably smaller than the size of the second annular friction member 42 in the axial direction A. Therefore, in the axial direction A, the first extension 412 of the first annular friction member 41 is not in contact with the third annular friction member 43, the diaphragm spring 5, and the second side plate 22, and the first annular friction member The second extension 413 of the member 41 is not in contact with the first side plate 21.
  • the first ring-shaped friction member 41 made of non-metallic materials and the second ring-shaped friction member 42 made of metal materials are different, under the action of the spring force of the same diaphragm spring 5, the first When the side plate 21 and the hub flange 1 are made of the same type of material (for example, metal), the (static) friction force between the second annular friction member 42 and the first side plate 21 is greater than that of the first annular friction The (static) friction between the piece 41 and the hub flange 1. In this way, when the damping structure according to the present invention is in the initial state as shown in FIG. 1a, due to the relationship between the aforementioned frictional forces, the hub flange 1 starts to rotate relative to the two side plates 21, 22 from the initial state.
  • the damping structure according to the present invention is in the initial state as shown in FIG. 1a, due to the relationship between the aforementioned frictional forces, the hub flange 1 starts to rotate relative to the two side plates 21, 22 from the initial state.
  • the ring-shaped friction component composed of the first ring-shaped friction member 41 and the second ring-shaped friction member 42 can rotate with the two side plates 21, 22 instead of with the hub flange 1. Therefore, the ring The shaped friction component produces relative rotation with respect to the flange 1 of the disc hub. Only when the first protrusion 412 of the first annular friction member 41 abuts the circumferential end of the first arc-shaped through hole 1h2 of the disc hub flange 1, that is, the first protrusion 412 and the disc hub flange 1 When engaged, the ring-shaped friction component rotates synchronously with the hub flange 1. At this time, the ring-shaped friction component rotates relative to the side plate 21. In the above two processes of relative rotation and synchronous rotation, the following different frictions act on each other, thus producing a two-stage damping effect.
  • the second friction pair FP2 The third annular friction member 43 and the diaphragm spring 5 Third friction on FP3
  • Fourth friction on FP4 The second annular friction member 42 and the first side plate 21
  • the first ring-shaped friction member 41 and the second ring-shaped friction member 42 are composed of The ring-shaped friction component rotates with the hub flange 1, so on the axial side of the hub flange 1, the fourth friction acts as a damping effect on FP4; on the other axial side of the hub flange 1, according to Whether the third annular friction member 43 is fixed to the hub flange 1 or the second side plate 22, the second friction acts on FP2 or the third friction acts on FP3.
  • the above-mentioned damping effect mainly plays a role in the normal working state of the engine.
  • the damping structure according to the present invention can take into account both the idling state and the normal working state of the engine, and exert a two-stage damping effect.
  • the present invention also provides a vehicle shock absorber, which may include a flywheel mass, a hub core, and a centrifugal pendulum unit in addition to the vibration damping structure having the above-mentioned structure.
  • the hub flange 1 or the first side plate 21 of the damping structure is fixedly connected to both the flywheel mass and the engine crankshaft of the vehicle for receiving torque from the engine; the second side plate 22 of the damping structure or
  • the hub flange 1 is fixedly connected with the hub core, and the hub core is drivingly connected with the transmission input shaft of the vehicle for transmitting torque to the transmission input shaft.
  • the aforementioned transmission may be various types of transmissions such as a dual-clutch transmission, a manual automatic transmission, and the like.
  • a plurality of centrifugal pendulum units may be located on the radially outer side of the hub flange and installed on the first side plate 21 and the second side plate 22 for further damping the torsional vibration from the engine.
  • the present invention also provides a clutch driven disc as follows.
  • the clutch driven disc may also include a friction buffer mechanism and a hub core.
  • the friction damping mechanism can be arranged on the radially outer side of the hub flange 1 and fixedly connected to the hub flange 1.
  • the friction damping mechanism is used to receive torque from the outside of the clutch driven disc, and the hub core is fixed to the vibration damping structure
  • the first side plate 21 or the second side plate 22 is used to transmit torque to the outside of the clutch disc.
  • damping spring 3 can be not only a linear cylindrical coil spring as described above, but also an arc-shaped coil spring.
  • each damping spring 3 is stored in the above-mentioned damping spring in such a manner that its length direction coincides with the direction of a tangent to the circumferential direction C of the damping structure Spring mounting part; when the damping spring 3 is an arc-shaped coil spring, preferably, each damping spring 3 is stored in the above-mentioned damping spring installation in such a way that its length direction is consistent with the circumferential direction C of the damping structure unit.
  • the mounting hole 1h of the hub flange 1 may form a convex arc profile toward the radially outer side.
  • the ring-shaped friction members 41, 42, 43 and the diaphragm spring 5 may be provided on the radially inner side of the damping spring mounting part, or may be disposed at the inner side of the damping spring mounting part. Radial outside.
  • first ring-shaped friction member 41 and the second ring-shaped friction member 42 may be formed as one body; or the first ring-shaped friction member 41 and the second ring-shaped friction member 41
  • the annular friction member 42 may be fixed together by other connecting members.
  • the vehicle shock absorber or clutch driven disc further includes a torque limiter, and the torque limiter can be set At the input end of the torque and/or the output end of the torque of the vehicle shock absorber or clutch disc, or at other positions of the vehicle shock absorber or clutch disc.
  • the torque limiter can be provided between the flywheel mass and the flange as the input member, or between the side plate as the output member and the output shaft. between.

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Abstract

一种具有两级阻尼的减振结构及车辆用减振器和离合器从动盘,减振结构包括一个盘毂法兰(1)、两个侧板(21,22)和多个减振弹簧(3),在盘毂法兰(1)和侧板(21,22)之间设置环状摩擦组件(41,42)和弹性件(5),环状摩擦组件(41,42)与一个侧板(21,22)和盘毂法兰(1)抵接的表面的摩擦系数不同,在减振结构的工作过程中,利用不同摩擦系数的环状摩擦组件(41,42)能够相对于盘毂法兰(1)进行相对转动,在环状摩擦组件(41,42)与盘毂法兰(1)接合之后环状摩擦组件(41,42)与盘毂法兰(1)同步转动,从而在相对转动过程中环状摩擦组件(41,42)与盘毂法兰(1)产生摩擦阻尼,而在同步转动过程中环状摩擦组件(41,42)与侧板(21)产生摩擦阻尼,进而实现了两级阻尼作用,能够在发动机的正常工作状态和怠速工作状态这两种状态下产生不同的阻尼作用,提高了对扭振的衰减效果。

Description

具有两级阻尼的减振结构及车辆用减振器和离合器从动盘 技术领域
本发明涉及用于车辆的具有两级阻尼的减振结构以及包括该减振结构的车辆用减振器和离合器从动盘。
背景技术
在现有技术中,作为车辆用减振器的飞轮通常安装在车辆的发动机曲轴和变速器的输入轴之间,用于在对发动机曲轴的扭振进行有效的衰减的情况下将发动机曲轴的扭矩传递到变速器的输入轴,从而减小发动机曲轴的扭振对变速器的影响。为了实现上述目的,现有技术的飞轮通常除了包括飞轮质量、侧板、盘毂法兰和减振弹簧之外还包括位于侧板和盘毂法兰之间的摩擦套筒/摩擦盘和膜片弹簧。这些摩擦套筒/摩擦盘和膜片弹簧不仅对侧板和盘毂法兰在轴向上进行限位,而且在车辆用减振器工作时提供了对应的阻尼作用。但是,在现有的包括一个盘毂法兰的飞轮中仅能够实现一级阻尼作用,不能兼顾发动机的正常工作状态和怠速工作状态这两种状态下的减振。
类似地,在现有的车辆用离合器从动盘中也存在类似的问题。
发明内容
基于上述现有技术的缺陷,本发明的目的在于克服或至少减轻上述现有技术存在的不足。为此,本发明提供了一种新型的具有两级阻尼的减振结构,该减振结构针对发动机的正常工作状态和怠速工作状态这两种状态实现不同的阻尼作用。本发明还提供了一种包括上述减振结构的车辆用减振器和离合器从动盘。
为了实现上述发明目的,本发明采用如下的技术方案。
本发明提供了一种如下的具有两级阻尼的减振结构,所述减振结构包括:
第一侧板和第二侧板,所述第一侧板和所述第二侧板在所述减振结构的轴向上彼此隔开地固定在一起;
法兰,所述法兰位于所述第一侧板和所述第二侧板之间且能够相对于所述第一侧板和所述第二侧板在所述减振结构的周向上进行预定范围的转动;
多个减振弹簧,各所述减振弹簧安装于由所述第一侧板、所述第二侧板和所述法兰所形成的减振弹簧安装部,使得所述第一侧板和所述第二侧板与所述法兰之间能够经由所述多个减振弹簧传递扭矩的同时衰减扭振;以及
环状摩擦组件和弹性件,所述环状摩擦组件位于所述第一侧板和所述法兰之间并且在所述弹性件的弹性力的作用下抵接于所述第一侧板和所述法兰,所述环状摩擦组件的与所述第一侧板抵接的表面的摩擦系数和与所述法兰抵接的表面的摩擦系数不同,从而使得:在所述减振结构工作的过程中,由于所述摩擦系数的不同使所述环状摩擦组件能够随着所述侧板相对于所述法兰进行预定范围的相对转动并在所述环状摩擦组件与所述法兰之间产生摩擦阻尼,在所述环状摩擦组件与所述法兰接合之后二者同步转动并在所述环状摩擦组件与所述第一侧板之间产生摩擦阻尼。
优选地,所述法兰可以是盘毂法兰,其在径向内侧连接有盘毂。
优选地,所述环状摩擦组件包括彼此不能相对转动的第一环状摩擦件和第二环状摩擦件,所述第一环状摩擦件抵接于所述盘毂法兰且由第一材料制成,所述第二环状摩擦件抵接于所述第一侧板且由摩擦系数与第一材料不同的第二材料制成。
更优选地,所述第一材料为非金属材料,并且所述第二材料为金属材料。
更优选地,所述第一环状摩擦件包括环状摩擦部和从所述环状摩擦部朝 向所述盘毂法兰伸出的多个第一伸出部,所述环状摩擦部抵接于所述盘毂法兰,所述多个第一伸出部在所述轴向上伸入所述盘毂法兰,并且
所述盘毂法兰形成有在所述周向上分布的多个弧形通孔,各所述第一伸出部在所述轴向上伸入对应的所述弧形通孔,各所述第一伸出部的在所述周向上的尺寸小于对应的所述弧形通孔的在所述周向上的尺寸,使得所述第一环状摩擦件能够相对于所述盘毂法兰在所述周向上进行预定范围的相对转动之后所述第一伸出部与所述盘毂法兰接合。
更优选地,所述第一伸出部的在所述轴向上的尺寸小于所述盘毂法兰的在所述轴向上的尺寸。
更优选地,所述第一环状摩擦件还包括从所述环状摩擦部朝向所述第一侧板伸出的多个第二伸出部,并且
所述第二环状摩擦件形成有在所述周向上分布的与所述多个第二伸出部对应的多个固定孔,各所述第二伸出部伸入对应的所述固定孔,使得所述第一环状摩擦件和所述第二环状摩擦件至少在所述周向上不能相对转动。
更优选地,所述第二伸出部的在所述轴向上的尺寸小于所述第二环状摩擦件的在所述轴向上的尺寸。
更优选地,所述减振结构还包括第三环状摩擦件,所述第三环状摩擦件位于所述盘毂法兰和所述第二侧板之间,所述弹性件不能相对转动地固定于所述第二侧板并且抵接于所述第三环状摩擦件,使得所述第三环状摩擦件抵接于所述盘毂法兰。
本发明还提供了一种如下的车辆用减振器,所述车辆用减振器包括:
以上技术方案中任意一项技术方案所述的减振结构;以及
飞轮质量,所述飞轮质量固定于所述减振结构的盘毂法兰和侧板中的一者以用于接收来自外部的扭矩,所述盘毂法兰和所述侧板中的另一者用于向 外部传递扭矩。
本发明还提供了一种如下的离合器从动盘,所述离合器从动盘包括:
以上技术方案中任意一项技术方案所述的减振结构;以及
摩擦缓冲机构,所述摩擦缓冲机构设置于所述减振结构的盘毂法兰和侧板中的一者的径向外侧且固定于所述一者以用于接收来自外部的扭矩,所述盘毂法兰和所述侧板中的另一者用于向外部传递扭矩。
通过采用上述的技术方案,本发明提供了一种新型的具有两级阻尼的减振结构及包括该减振结构的车辆用减振器和离合器从动盘。该减振结构包括一个盘毂法兰、两个侧板和多个减振弹簧,在盘毂法兰和侧板之间设置环状摩擦组件和弹性件,环状摩擦组件与一个侧板和盘毂法兰抵接的表面的摩擦系数不同。这样,在减振结构的工作过程中,利用该摩擦系数的不同该环状摩擦组件能够相对于盘毂法兰进行相对转动,在环状摩擦组件与盘毂法兰接合之后环状摩擦组件与盘毂法兰同步转动,从而在相对转动过程中环状摩擦组件与盘毂法兰产生摩擦阻尼而在同步转动过程中环状摩擦组件与侧板产生摩擦阻尼,进而实现了两级阻尼作用。
这样,根据本发明的减振结构能够在仅包括一个盘毂法兰的情况下实现两级阻尼作用,能够在发动机的正常工作状态和怠速工作状态这两种状态下产生不同的阻尼作用,兼顾了这两种状态下的减振,提高了对扭振的衰减效果。
附图说明
图1a是根据本发明的一实施方式的具有两级阻尼的减振结构的主视示意图,其中为了示出其内部构造而省略了部分结构;图1b是图1a中的减振结构的爆炸示意图;图1c是图1a中的减振结构沿着线L1-L1截取的包括中心轴线O的剖视示意图;图1d是图1c中的区域M的放大示意图。
图2a是图1a中的减振结构的第一环状摩擦件的立体示意图;图2b是图1a中的减振结构的第一环状摩擦件的另一立体示意图。
附图标记说明
1盘毂法兰 1h1安装孔 1h2第一弧形通孔 1h3第二弧形通孔
21第一侧板 21h第一窗口 22第二侧板 22h第二窗口 23连接件
3减振弹簧
41第一环状摩擦件 411环状摩擦部 412第一伸出部 413第二伸出部 42第二环状摩擦件 42固定孔 43第三环状摩擦件 FP1第一摩擦对 FP2第二摩擦对 FP3第三摩擦对 FP4第四摩擦对
5膜片弹簧
R径向 A轴向 C周向 O中心轴线。
具体实施方式
以下参照附图说明本发明的具体实施方式。在附图中,除非另有说明,轴向、径向和周向分别是指根据本发明的减振结构的轴向、径向和周向;轴向一侧是指图1c、图1d中的左侧,例如发动机所在侧;轴向另一侧是指图1c、图1d中的右侧,例如变速器所在侧;径向外侧是指在径向上远离中心轴线O的那侧(图1d中的上侧),径向内侧是指在径向上接近中心轴线O的那侧(图1d中的下侧)。
以下将首先结合说明书附图说明根据本发明的一实施方式的具有两级阻尼的减振结构的构造和工作原理。
(根据本发明的一实施方式的具有两级阻尼的减振结构)
如图1a至图1d所示,根据本发明的一实施方式的具有两级阻尼的减振结 构整体具有圆盘形状并且包括彼此组装在一起的一个盘毂法兰1、两个侧板(第一侧板21和第二侧板22)、多个(在本实施方式中为四个)连接件23、多个(在本实施方式中为四个)减振弹簧3、多个(在本实施方式中为三个)环状摩擦件41、42、43(其中第一环状摩擦件41和第二环状摩擦件42组成环状摩擦组件)和膜片弹簧5。
具体地,在本实施方式中,盘毂法兰1具有圆板形状,盘毂法兰1在轴向A上位于两个侧板21、22之间并且当整个减振结构安装完成之后能够在周向C上相对于两个侧板21、22在预定范围内转动。
进一步地,盘毂法兰1形成有在轴向A上贯通的安装孔1h1、第一弧形通孔1h2和第二弧形通孔1h3。安装孔1h1用于安装减振弹簧3,第一弧形通孔1h2用于供第一环状摩擦件41的下述第一伸出部412伸入,第二弧形通孔1h3用于配合连接件23。
具体地,安装孔1h1的数量与减振弹簧3的数量相同,四个安装孔1h1在周向C上均匀分布。安装孔1h1的长度可以与减振弹簧3未压缩时的初始长度大致一致。
第一弧形通孔1h2沿着周向C延伸预定长度。第一弧形通孔1h2的数量与第一环状摩擦件41的第一伸出部412的数量相同。第一弧形通孔1h2的在周向C上的长度大于对应的第一伸出部412的在周向C上的长度。通过第一弧形通孔1h2与第一伸出部412配合限定了第一环状摩擦件41能够在周向C上相对于盘毂法兰1转动的最大范围。
在图示的非限制性的示例中,多个第一弧形通孔1h2和多个第一伸出部412的数量均为八个。四个第一弧形通孔1h2分别位于对应的安装孔1h1的径向内侧且与对应的安装孔1h1间隔开,另外四个第一弧形通孔1h2分别位于对应的第二弧形通孔1h3的径向内侧且与对应的第二弧形通孔1h3间隔开。
第二弧形通孔1h3沿着周向C延伸预定长度。第二弧形通孔1h3的数量与连接件23的数量相同,四个第二弧形通孔1h3在周向C上均匀分布且四个第二弧形通孔1h3与四个安装孔1h1在周向C上交替布置。通过第二弧形通孔1h3与连接件23配合限定了盘毂法兰1能够在周向C上相对于两个侧板21、22转动的最大范围。
在本实施方式中,第一侧板21和第二侧板22在轴向A上隔着盘毂法兰1相对设置,第一侧板21位于盘毂法兰1的轴向一侧,第二侧板22位于盘毂法兰1的轴向另一侧。第一侧板21和第二侧板22通过在周向C上均匀分布的四个连接件23固定连接在一起,使得两个侧板21、22能够作为一个整体进行动作。
具体地,第一侧板21形成有用于安装减振弹簧3的第一窗口21h。第一窗口21h的数量与减振弹簧3的数量相同,四个第一窗口21h在周向C上均匀分布。第一窗口21h的在周向C上的长度可以与减振弹簧3未压缩时的初始长度大致相等。第二侧板22形成有用于安装减振弹簧3的第二窗口22h。第二窗口22h的数量与减振弹簧3的数量相同,四个第二窗口22h在周向C上均匀分布。第二窗口22h的在周向C上的长度可以与减振弹簧3未压缩时的初始长度大致相等。
当第一侧板21和第二侧板22固定连接在一起时,第一窗口21h和第二窗口22h在轴向A上彼此相对,成对的第一窗口21h和第二窗口22h与一个安装孔1h1对应以形成一个减振弹簧安装部。当减振弹簧3安装于该减振弹簧安装部中时,减振弹簧3在径向R、轴向A和周向C上均受到限位。
在本实施方式中,减振弹簧3均可以为圆柱螺旋弹簧且具有相同的尺寸。四个减振弹簧3分别安装在对应的减振弹簧安装部中,使得在第一侧板21和第二侧板22相对于盘毂法兰1转动时减振弹簧3被压缩,从而使得在第一侧板21和第二侧板22与盘毂法兰1之间经由减振弹簧3传递扭矩时减振弹簧3能够 起到衰减扭振的作用。
在本实施方式中,根据本发明的一实施方式的减振结构的阻尼结构包括三个环状摩擦件41、42、43和膜片弹簧5,其中第一环状摩擦件41和第二环状摩擦件42相对固定以构成环状摩擦组件。本申请中提到的“第一环状摩擦件41和第二环状摩擦件42相对固定”是指二者至少在周向C上不能相对转动,更优选地,二者同时在径向R上不能相对移动,当然二者还可以但不必须在轴向A不易分开。
具体地,第一环状摩擦件41整体呈环状并且由例如塑料的非金属材料制成,第一环状摩擦件41位于第一侧板21和盘毂法兰1之间并且能够相对于盘毂法兰1在周向C上进行预定范围的转动。如图2a和2b所示,第一环状摩擦件41包括环状摩擦部411、从该环状摩擦部411朝向轴向另一侧伸出的多个第一伸出部412和从该环状摩擦部411朝向轴向一侧伸出的多个第二伸出部413。第一环状摩擦件41的环状摩擦部411在轴向A上位于第一侧板21和盘毂法兰1之间。多个第一伸出部412在周向C上均匀分布并且第一伸出部412在轴向A上伸入盘毂法兰1的第一弧形通孔1h2。多个第二伸出部413在周向C上均匀分布并且第二伸出部413在轴向A上伸入第二环状摩擦件42的安装孔42h。
假设在减振弹簧3处于未压缩的初始状态下第一伸出部412位于第一弧形通孔1h2的中央位置(如图1a所示),则第一伸出部412的周向端部与第一弧形通孔1h2的对应的周向端部之间的圆弧对应的圆心角的角度为α。这样,当盘毂法兰1从初始状态(减振弹簧3未压缩时)相对于侧板21、22转动小于α的角度时,利用下述的环状摩擦组件41、42与盘毂法兰1和第二侧板22之间的摩擦力的不同使得第一环状摩擦件41也相对于盘毂法兰1转动了相同的角度;随着盘毂法兰1相对于侧板21、22转动等于α的角度之后,第一伸出部412与盘毂法兰1接合,第一环状摩擦件41将随着盘毂法兰1一起同步转动,两者 之间不存在相对转动。
应当理解,本申请中提到的第一伸出部412、第一环状摩擦件41或环状摩擦组件与盘毂法兰1接合是指二者在至少一个周向方向(顺时针方向或逆时针方向)上不能相对转动。在第一伸出部412、第一环状摩擦件41或环状摩擦组件与盘毂法兰1接合之后,由于侧板41相对于盘毂法兰1的转动,该接合状态可被解除及再次形成。
另外,优选地,可以设置复位组件(未示出)使得第一伸出部412在减振结构工作完成之后能够回到第一弧形通孔1h2的中央位置;或者可以使得由连接件23与第二弧形通孔1h3限定的盘毂法兰1相对于两个侧板21、22的最大相对转动角度以及减振弹簧3的最大压缩量对应的圆心角均大于2α。这样,能够保证根据本发明的减振结构正常发挥两级阻尼作用。
进一步地,第二环状摩擦件42整体呈环状并且由金属材料制成,第二环状摩擦件42在轴向A上位于第一侧板21和盘毂法兰1之间。第二环状摩擦件42形成有在周向C上均匀分布的与第一环状摩擦件41的第二伸出部413对应的多个固定孔42h,该固定孔42h的形状和尺寸与第二伸出部413的形状和尺寸相匹配。
进一步地,第三环状摩擦件43整体呈环状并且由非金属材料制成。第三环状摩擦件43在轴向A上位于盘毂法兰1和第二侧板22之间。
在本实施方式中,膜片弹簧5固定于第二侧板22(不能相对于第二侧板22转动)。膜片弹簧5压抵于第三环状摩擦件43,使得第三环状摩擦件43抵接于盘毂法兰1,盘毂法兰1抵接于第一环状摩擦件41的环状摩擦部411并且第二环状摩擦件42抵接于第一侧板21。
需要进一步说明的是,第一环状摩擦件41的第一伸出部412的在轴向A上的尺寸优选小于盘毂法兰1的在轴向A上的尺寸,并且第一环状摩擦件41 的第二伸出部413的在轴向A上的尺寸优选小于第二环状摩擦件42的在轴向A上的尺寸。因此,在轴向A上,第一环状摩擦件41的第一伸出部412并不与第三环状摩擦件43、膜片弹簧5和第二侧板22接触,第一环状摩擦件41的第二伸出部413不与第一侧板21接触。
以上说明了根据本发明的减振结构的构造,以下将说明根据本发明的减振结构的工作原理。
因为由非金属材料制成的第一环状摩擦件41和由金属材料制成的第二环状摩擦件42的摩擦系数不同,在由同一膜片弹簧5的弹簧力的作用下且第一侧板21和盘毂法兰1由相同种类材料(例如金属)制成的情况下,第二环状摩擦件42与第一侧板21之间的(静态)摩擦力大于第一环状摩擦件41与盘毂法兰1之间的(静态)摩擦力。这样,当根据本发明的减振结构处于如图1a所示的初始状态时,由于上述摩擦力之间的关系,在盘毂法兰1从初始状态开始相对于两个侧板21、22转动的最初阶段,第一环状摩擦件41和第二环状摩擦件42组成的环状摩擦组件能够随着两个侧板21、22转动而非随着盘毂法兰1转动,因而该环状摩擦组件产生了相对于盘毂法兰1的相对转动。只有当第一环状摩擦件41的第一伸出部412与盘毂法兰1的第一弧形通孔1h2的周向端部抵接,也就是第一伸出部412与盘毂法兰1接合时,环状摩擦组件才随着盘毂法兰1同步转动,此时,环状摩擦组件相对于侧板21转动。在上述相对转动和同步转动两个过程中,下述的不同的摩擦对起作用,因而产生了两级阻尼作用。
基于如上的结构设计,如图1d所示,在根据本发明的减振结构的工作过程中,能够实现如下的四个摩擦对。
名称 组成部件
第一摩擦对FP1 第一环状摩擦件41的环状摩擦部411和盘毂法兰1
第二摩擦对FP2 第三环状摩擦件43和膜片弹簧5
第三摩擦对FP3 第三环状摩擦件43和盘毂法兰1
第四摩擦对FP4 第二环状摩擦件42和第一侧板21
这样,在盘毂法兰1从初始状态(减振弹簧3未压缩时)相对于两个侧板21、22转动小于α的角度的过程中,第一环状摩擦件41和第二环状摩擦件42组成的环状摩擦组件随着侧板21、22转动,因此在盘毂法兰1的轴向一侧,第一摩擦对FP1起阻尼作用;在盘毂法兰1的轴向另一侧,根据第三环状摩擦件43固定于盘毂法兰1还是固定于第二侧板22,第二摩擦对FP2或第三摩擦对FP3起阻尼作用。上述阻尼作用主要在发动机的怠速状态下发挥作用。
当盘毂法兰1从初始状态(减振弹簧3未压缩时)相对于两个侧板21、22转动等于α的角度之后,第一环状摩擦件41和第二环状摩擦件42组成的环状摩擦组件随着盘毂法兰1转动,因此在盘毂法兰1的轴向一侧,第四摩擦对FP4起阻尼作用;在盘毂法兰1的轴向另一侧,根据第三环状摩擦件43固定于盘毂法兰1还是固定于第二侧板22,第二摩擦对FP2或第三摩擦对FP3起阻尼作用。上述阻尼作用主要在发动机的正常工作状态下发挥作用。
这样,根据本发明的减振结构能够兼顾发动机的怠速状态和正常工作状态,发挥两级阻尼作用。
以上说明了根据本发明的一实施方式的具有两级阻尼的减振结构的构造和工作原理,以下将说明包括该减振结构的根据本发明的的车辆用减振器和离合器从动盘的构造。
(根据本发明的车辆用减振器)
本发明还提供了一种如下的车辆用减振器,该车辆用减振器除了包括具有上述构造的减振结构之外还可以包括飞轮质量、毂芯和离心摆单元。具体地,减振结构的盘毂法兰1或第一侧板21与飞轮质量和车辆的发动机曲轴两 者固定连接,以用于接收来自发动机的扭矩;减振结构的第二侧板22或盘毂法兰1与毂芯固定连接,毂芯与车辆的变速器输入轴传动联接,以用于向变速器的输入轴传递扭矩。上述变速器可以是双离合变速器、手动自动变速器等各种类型的变速器。另外,多个离心摆单元可以位于盘毂法兰的径向外侧并且安装于第一侧板21和第二侧板22,用于对来自发动机的扭振进行进一步地衰减。
(根据本发明的离合器从动盘)
本发明还提供了一种如下的离合器从动盘,该离合器从动盘除了包括具有上述构造的减振结构之外还可以包括摩擦缓冲机构和毂芯。该摩擦缓冲机构可以设置于盘毂法兰1的径向外侧且与盘毂法兰1固定连接,摩擦缓冲机构用于接收来自离合器从动盘的外部的扭矩,并且毂芯固定于减振结构的第一侧板21或第二侧板22并且用于向离合器从动盘的外部传递扭矩。
以上对本发明的具体技术方案进行了详细地阐述,以下将进行进一步的补充说明。
(i)虽然在以上的具体实施方式中说明了减振弹簧3的数量为四个,但是减振弹簧3还可以采用其它数量。减振弹簧3不仅可以为如上所述的直线状的圆柱螺旋弹簧,还可以是弧形的螺旋弹簧。
当减振弹簧3为直线状的圆柱螺旋弹簧时,优选地,各减振弹簧3以其长度方向与减振结构的周向C的一条切线的方向一致的方式收纳于如上所述的减振弹簧安装部;当减振弹簧3为弧形的螺旋弹簧时,优选地,各减振弹簧3以其长度方向与减振结构的周向C一致的方式收纳于如上所述的减振弹簧安装部。
(ii)为了避免在直线状的减振弹簧3在盘毂法兰1相对于两个侧板21、22发生相对转动时与盘毂法兰1发生干涉,盘毂法兰1的安装孔1h的径向外侧 边缘可以形成朝向径向外侧凸的弧形轮廓。
(iii)在根据本发明的减振结构中,环状摩擦件41、42、43和膜片弹簧5可以设置于减振弹簧安装部的径向内侧,也可以设置于减振弹簧安装部的径向外侧。
(iv)虽然在以上的具体实施方式中没有明确说明,但是应当理解,第一环状摩擦件41和第二环状摩擦件42可以形成为一体;或者第一环状摩擦件41和第二环状摩擦件42可以通过其它连接件固定在一起。
(v)本发明的减振结构应用到车辆用减振器或离合器从动盘时,所述的车辆用减振器或离合器从动盘还包括有扭矩限制器,所述扭矩限制器可以设置在车辆用减振器或离合器从动盘的扭矩的输入端处和/或扭矩的输出端处,或者在车辆用减振器或离合器从动盘的其他位置处。例如,对于车辆用减振器的一个非限制性的实施例中,扭矩限制器可以设置在飞轮质量与作为输入部件的法兰之间,也可以设置在作为输出部件的侧板与输出轴之间。

Claims (10)

  1. 一种具有两级阻尼的减振结构,所述减振结构包括:
    第一侧板(21)和第二侧板(22),所述第一侧板(21)和所述第二侧板(22)在所述减振结构的轴向(A)上彼此隔开地固定在一起;
    法兰(1),所述法兰(1)位于所述第一侧板(21)和所述第二侧板(22)之间且能够相对于所述第一侧板(21)和所述第二侧板(22)在所述减振结构的周向(C)上进行预定范围的转动;
    环状摩擦组件(41、42)和弹性件(5),所述环状摩擦组件(41、42)位于所述第一侧板(21)和所述法兰(1)之间并且在所述弹性件(5)的弹性力的作用下抵接于所述第一侧板(21)和所述法兰(1),所述环状摩擦组件(41、42)的与所述第一侧板(21)抵接的表面的摩擦系数和与所述法兰(1)抵接的表面的摩擦系数不同,从而使得:在所述减振结构工作的过程中,由于所述摩擦系数的不同使所述环状摩擦组件(41、42)能够随着所述侧板(21、22)相对于所述法兰(1)进行预定范围的相对转动并在所述环状摩擦组件(41、42)与所述法兰(1)之间产生摩擦阻尼,在所述环状摩擦组件(41、42)与所述法兰(1)接合之后二者同步转动并在所述环状摩擦组件(41、42)与所述第一侧板(21)之间产生摩擦阻尼。
  2. 根据权利要求1所述的减振结构,其特征在于,所述环状摩擦组件(41、42)包括彼此不能相对转动的第一环状摩擦件(41)和第二环状摩擦件(42),所述第一环状摩擦件(41)抵接于所述法兰(1)且由第一材料制成,所述第二环状摩擦件(42)抵接于所述第一侧板(21)且由摩擦系数与第一材料不同的第二材料制成。
  3. 根据权利要求2所述的减振结构,其特征在于,所述第一材料为非金属材料,并且所述第二材料为金属材料。
  4. 根据权利要求2或3所述的减振结构,其特征在于,
    所述第一环状摩擦件(41)包括环状摩擦部(411)和从所述环状摩擦部(411)朝向所述法兰(1)伸出的多个第一伸出部(412),所述环状摩擦部(411)抵接于所述法兰(1),所述多个第一伸出部(412)在所述轴向(A)上伸入所述法兰(1),并且
    所述法兰(1)形成有在所述周向(C)上分布的多个弧形通孔(1h2),各所述第一伸出部(412)在所述轴向(A)上伸入对应的所述弧形通孔(1h2),各所述第一伸出部(412)的在所述周向(C)上的尺寸小于对应的所述弧形通孔(1h2)的在所述周向(C)上的尺寸,使得所述第一环状摩擦件(41)能够相对于所述法兰(1)在所述周向(C)上进行预定范围的相对转动之后所述第一伸出部(412)与所述法兰(1)接合。
  5. 根据权利要求4所述的减振结构,其特征在于,
    所述第一环状摩擦件(41)还包括从所述环状摩擦部(411)朝向所述第一侧板(21)伸出的多个第二伸出部(413),并且
    所述第二环状摩擦件(42)形成有在所述周向(C)上分布的与所述多个第二伸出部(413)对应的多个固定孔(42h),各所述第二伸出部(413)伸入对应的所述固定孔(42h),使得所述第一环状摩擦件(41)和所述第二环状摩擦件(42)至少在所述周向(C)上不能相对转动。
  6. 根据权利要求1至5中任一项所述的减振结构,其特征在于,所述减振结构还包括第三环状摩擦件(43),所述第三环状摩擦件(43)位于所述法兰(1)和所述第二侧板(22)之间,所述弹性件(5)不能相对转动地固定于所述第二侧板(22)并且抵接于所述第三环状摩擦件(43),使得所述第三环状摩擦件(43)抵接于所述法兰(1)。
  7. 一种车辆用减振器,所述车辆用减振器包括:
    权利要求1至6中任一项所述的减振结构;以及
    飞轮质量,所述飞轮质量固定于所述减振结构的法兰(1)和侧板(21、22)中的一者以用于接收来自外部的扭矩,所述法兰(1)和所述侧板(21、22)中的另一者用于向外部传递扭矩。
  8. 根据权利要求7所述的车辆用减振器,其特征在于,所述车辆用减振器还包括扭矩限制器。
  9. 一种离合器从动盘,所述离合器从动盘包括:
    权利要求1至6中任一项所述的减振结构;以及
    所述离合器从动盘经由所述减振结构的法兰(1)和侧板(21、22)中的一者接收来自外部的扭矩,所述离合器从动盘经由所述法兰(1)和所述侧板(21、22)中的另一者用于向外部传递扭矩。
  10. 根据权利要求9所述的离合器从动盘,其特征在于,所述离合器从动盘还包括扭矩限制器。
PCT/CN2019/122887 2019-12-04 2019-12-04 具有两级阻尼的减振结构及车辆用减振器和离合器从动盘 WO2021109014A1 (zh)

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