WO2023029039A1 - 车辆用扭矩限制机构及车辆用减振器 - Google Patents

车辆用扭矩限制机构及车辆用减振器 Download PDF

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Publication number
WO2023029039A1
WO2023029039A1 PCT/CN2021/116676 CN2021116676W WO2023029039A1 WO 2023029039 A1 WO2023029039 A1 WO 2023029039A1 CN 2021116676 W CN2021116676 W CN 2021116676W WO 2023029039 A1 WO2023029039 A1 WO 2023029039A1
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WO
WIPO (PCT)
Prior art keywords
plate
vehicle
shock absorber
torque
pressure
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Application number
PCT/CN2021/116676
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English (en)
French (fr)
Inventor
范意中
Original Assignee
舍弗勒技术股份两合公司
范意中
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Application filed by 舍弗勒技术股份两合公司, 范意中 filed Critical 舍弗勒技术股份两合公司
Priority to PCT/CN2021/116676 priority Critical patent/WO2023029039A1/zh
Publication of WO2023029039A1 publication Critical patent/WO2023029039A1/zh

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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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/20—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure
    • F16D43/21—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
    • F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
    • 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
    • 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
    • F16F15/121—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 using springs as elastic members, e.g. metallic springs
    • F16F15/123—Wound springs

Definitions

  • the present application relates to the field of torque limiting for vehicles, in particular to a torque limiting mechanism for a vehicle and a shock absorber for a vehicle including the torque limiting mechanism.
  • FIG. 1 shows a partial structure of the torque limiting mechanism.
  • the torque limiting mechanism 10 has a ring shape as a whole, and the torque limiting mechanism 10 has an axial direction A along its central axis and a radial direction R perpendicular to the axial direction A.
  • the torque limiting mechanism 10 includes a carrier plate 101, a first friction part 102a, a second friction part 103a, a first pressure plate 102, a second pressure plate 103, and an additional support coaxially assembled together.
  • plate 104 and diaphragm spring 105 The first friction part 102a and the second friction part 103a are arranged side by side and are respectively located on both axial sides of the carrier plate 101.
  • the first friction part 102a faces to one side of the axial direction (the left side in FIG. The other side of the axis (right side in Figure 1).
  • the first pressing plate 102 abuts against the first friction portion 102a from one side in the axial direction.
  • the second pressing plate 103 abuts against the second friction portion 103 a from the other side in the axial direction.
  • the second pressing plate 103 is also fixed together with the additional supporting plate 104 , and the additional supporting plate 104 extends to one axial side of the first pressing plate 102 by bending.
  • the diaphragm spring 105 is located between the additional support plate 104 and the first pressure plate 102, the outer peripheral portion of the diaphragm spring 105 is against the additional support plate 104, and the inner peripheral portion of the diaphragm spring 105 is against the first pressure plate 102.
  • the spring force of the diaphragm spring 105 causes the first pressure plate 102 and the second pressure plate 103 to press the carrier plate 101 and the friction parts 102a, 103a between them, thereby utilizing the carrier plate 101, the pressure plates 102, 103 and the friction part 102a While the friction torque generated between 103a and 103a transmits torque, the carrier plate 101, the pressure plates 102, 103 and the friction parts 102a, 103a can also function to limit the amount of torque that can be transmitted.
  • An object of the present application is to provide a novel torque limiting mechanism for a vehicle, which is simpler in structure and lower in manufacturing cost than the torque limiting mechanism described in the background art above.
  • Another object of the present application is to provide a vehicle shock absorber including the above-mentioned vehicle torque limiting mechanism, which can attenuate torsional vibration of a power source of a vehicle while performing a torque limiting function.
  • the present application provides a torque limiting mechanism for a vehicle having an axial direction, a radial direction and a circumferential direction and including a carrier plate, two friction parts, two pressure plates and a diaphragm spring,
  • the two pressure plates are arranged sandwiching the carrier plate in the axial direction, the outer peripheral portion of the diaphragm spring is fixed to one of the two pressure plates, and the inner peripheral portion of the diaphragm spring abuts against The other pressure plate of the two pressure plates, the diaphragm spring exerts a spring force on the two pressure plates toward the carrier plate, and the two friction parts are respectively located on the carrier plate and the corresponding pressure plate Between the two friction parts, torque can be transmitted between the carrier plate and the two pressure plates.
  • the two pressing plates include a first pressing plate and a second pressing plate, the first pressing plate is formed by bending, and the first pressing plate includes a radial portion and an axial portion fixed to each other , the radial portion extends along the radial direction, the axial portion extends from the radial portion along the axial direction toward the second pressure plate, and the outer peripheral portion of the diaphragm spring is fixed to the the axial part.
  • the second pressure plate is formed with a plurality of through holes penetrating along the axial direction, the plurality of through holes are spaced apart in the circumferential direction, and the axial A portion extends from one axial side of the second pressure plate through the through hole.
  • the outer peripheral part of the diaphragm spring is fixed to the part of the axial part located on the other side of the axial direction of the second pressure plate, and the inner peripheral part of the diaphragm spring The portion abuts against the second pressure plate from the other side in the axial direction of the second pressure plate.
  • the present application also provides the following vehicle shock absorber, which includes a shock absorber and the torque limiting mechanism described in any one of the above technical solutions, the torque limit mechanism and the shock absorber are in transmission connection And arranged coaxially, the torque limiting mechanism is used to limit the torque that can be transmitted by the vehicle shock absorber and the vibration damping mechanism is used to attenuate the torsional vibration of the transmitted torque.
  • the vibration damping mechanism includes a flange, a side plate assembly and a plurality of vibration damping springs
  • the side plate assembly includes and the two side plates fixed to each other, the torque is transmitted between the flange and the side plate assembly through the plurality of damping springs, and one of the flange and the side plate assembly is used to receive the The torque of the power source of the vehicle, the other of the flange and the side plate assembly is in transmission connection with the carrier plate of the torque limiting mechanism.
  • the carrier plate is fixed to the side plate assembly
  • the vehicle shock absorber further includes a hub core for outputting torque to the outside
  • the second pressure plate is connected to the The hub core is fixed.
  • the first pressure plate and one side plate in the side plate assembly are made of the same plate.
  • the other of the two pressure plates is also used as a shock absorber cover of the vehicle shock absorber.
  • the vehicle shock absorber further includes a flywheel mass, and the flywheel mass is fixed to the one of the flange and the side plate assembly.
  • the present application provides a novel vehicle torque limiting mechanism and a vehicle shock absorber including the torque limiting mechanism.
  • the torque limiting mechanism includes a carrier plate, two friction parts, two pressure plates and a diaphragm spring.
  • the two pressure plates are arranged to sandwich the carrier plate in the axial direction, the outer peripheral portion of the diaphragm spring is fixed to one of the two pressure plates, and the inner peripheral portion of the diaphragm spring abuts against the other of the two pressure plates.
  • the diaphragm spring exerts a spring force on the two pressure plates towards the carrier plate, and the two friction parts are respectively located between the carrier plate and the corresponding pressure plate. Torque can be transmitted between the carrier plate and the two pressure plates via the two friction parts.
  • a vehicle shock absorber including the above-mentioned torque limiting mechanism for a vehicle can attenuate torsional vibration of a power source of a vehicle while performing a torque limiting function.
  • FIG. 1 is a schematic cross-sectional view showing a partial structure of a conventional torque limiting mechanism.
  • FIG. 2 is a schematic cross-sectional view showing a partial structure of a shock absorber for a vehicle including a torque limiting mechanism and a vibration damping mechanism according to an embodiment of the present application and hatching is omitted in the drawing.
  • Torque Limiting Mechanism 11 Carrier Plate 12a First Friction Part 13a Second Friction Part 12 First Press Plate 121 Radial Part 122 Axial Part 13 Second Press Plate 13h Through Hole 14 Diaphragm Spring
  • the axial, radial and circumferential directions refer to the axial, radial and circumferential directions of the shock absorber for vehicles (torque limiting mechanism for vehicles), respectively; one side of the axial direction refers to The left side in Figure 2 (such as the side where the power source is located), the other axial side refers to the right side in Figure 2 (such as the side where the transmission is located); the radially outer side refers to the center that is far away from the vehicle shock absorber in the radial direction
  • the side of the axis O (the upper side in FIG. 2 )
  • the radially inner side refers to the side radially closer to the center axis O of the vehicle shock absorber (the lower side in FIG. 2 ).
  • transmission coupling refers to a connection between two components capable of transmitting driving force/torque, and the two components may be directly connected or indirectly connected.
  • a shock absorber for a vehicle has a disc shape as a whole.
  • the shock absorber for a vehicle includes a torque limiting mechanism 1 and a vibration damping mechanism 2 coaxially assembled together.
  • the torque limiting mechanism 1 is drivingly coupled with the damping mechanism 2 , so that torque can be transmitted between the vehicle's power source (such as an engine) and the vehicle's transmission via the torque limiting mechanism 1 and the damping mechanism 2 .
  • the structure of the torque limiting mechanism 1 will first be described below.
  • the torque limiting mechanism 1 includes a carrier plate 11 , two friction parts 12 a and 13 a , two pressure plates 12 and 13 , and a diaphragm spring 14 .
  • the carrier plate 11, the two friction parts 12a and 13a, the two pressure plates 12 and 13, and the diaphragm spring 14 are assembled together in a coaxial manner.
  • the carrier plate 11 has a ring shape.
  • the carrier plate 11 is fixedly connected with the second side plate 23 of the damping mechanism 2 for receiving torque from the damping mechanism 2 .
  • the two friction parts 12a, 13a include a first friction part 12a located on one axial side of the carrier plate 11 and corresponding to the first pressure plate 12, and a first friction part 12a located on the other axial side of the carrier plate 11 and connected to the first pressure plate 12.
  • the second friction portion 13a corresponding to the second pressure plate 13, the first friction portion 12a and the second friction portion 13a are arranged on both axial sides of the carrier plate 11 in a manner of sandwiching the carrier plate 11 and abut against the carrier from both axial sides. plate 11.
  • the first friction portion 12a can generate a frictional moment between the carrier plate 11 and the first side plate 12, and the second friction portion 13a can generate a friction moment between the carrier plate 11 and the second side plate 13 frictional moment.
  • the carrier plate 11 passes through the two friction parts 12a , 13a is in transmission connection with two pressing plates 12,13.
  • the first friction part 12a can be arranged on the first pressure plate 12 using a corresponding mounting structure (such as a snap-fit structure), and the first friction part 12a is against the carrier board 11, so that the carrier board 11 and The first pressing plate 12 utilizes the first friction portion 12a to transmit torque;
  • the second friction portion 13a is arranged on the second pressing plate 13 using a corresponding mounting structure (such as a snap-fit structure), and the second friction portion 13a abuts against the carrier plate 11, so that The carrier plate 11 and the second pressing plate 13 transmit torque through the second friction portion 13a.
  • both the first friction part 12a and the second friction part 13a are installed on the carrier plate 11, so that the carrier plate 11 and the two pressure plates 12, 13 pass through the two friction parts 12a, 13a and the two The friction torque between the pressing plates 12, 13 realizes the transmission connection.
  • both pressure plates 12, 13 have an annular shape.
  • the two pressure plates 12, 13 are arranged at intervals in the axial direction A via the carrier plate 11 and the two friction parts 12a, 13a.
  • the two pressure plates 12 , 13 include a first pressure plate 12 located on one axial side of the carrier plate 11 and a second pressure plate 13 located on the other axial side of the carrier plate 11 .
  • the first pressing plate 12 is formed by bending.
  • the first pressure plate 12 includes a radial portion 121 and an axial portion 122 formed in one piece.
  • the radial portion 121 extends along the radial direction R, and the axial portion 122 extends from the radially outer end of the radial portion 121 along the axial direction A toward the second pressure plate 13 (towards the other side in the axial direction).
  • the second pressure plate 13 is formed with a plurality of through holes 13h penetrating along the axial direction A, and the plurality of through holes 13h may be uniformly arranged at intervals in the circumferential direction.
  • the axial portion 122 of the first pressure plate 12 may be formed with tooth-shaped protrusions corresponding to these through holes 13h, and these protrusions are also uniformly arranged at intervals in the circumferential direction and the number is the same as that of the through holes 13h, so that Each protrusion can pass through the corresponding through hole 13 h from one axial side of the second pressing plate 13 to extend to the other axial side of the second pressing plate 13 .
  • the protrusion of the axial portion 122 is also fixed to the outer peripheral portion of the diaphragm spring 14 .
  • the protruding portion may be formed with a snapping hole penetrating in the radial direction R, and the outer peripheral portion of the diaphragm spring 14 is formed with a tooth-shaped snapping portion that can snap into the snapping hole correspondingly, and the snapping portion extends into the corresponding
  • the diaphragm spring 14 is fixed relative to the axial portion 122 of the first pressing plate 12 in the engaging hole of the first pressing plate 12 .
  • the matching relationship between the axial portion 122 and the through hole 13h is not only used to make the spring force of the diaphragm spring 14 act on the two pressure plates 12, 13, but also facilitates the alignment of the two pressure plates 12, 13 with each other.
  • the diaphragm spring 14 is arranged on the other side of the second pressure plate 13 in the axial direction, and the outer peripheral portion of the diaphragm spring 14 is fixed to the axial portion 121 of the first pressure plate 12 located on the second pressure plate 13 .
  • the part on the other side of the axial direction, and the inner peripheral portion of the diaphragm spring 14 is abutted against the second pressure plate 13, so that under the action of the spring force of the diaphragm spring 14, the two pressure plates 12 and 13, and the two friction parts 12a and 13a and carrier plate 11 are pressed against each other.
  • the above-mentioned torque limiting mechanism 1 can transmit a torque not exceeding its torque capacity (determined by the friction torque between the carrier plate 11 and the two pressure plates 12, 13 and the two friction parts 12a, 13a) to the vibration damping mechanism 2. Once the transmitted torque exceeds the torque capacity of the torque limiting mechanism 1 , slippage will occur between the carrier plate 11 or the two pressure plates 12 , 13 and the two friction parts 12 a , 13 a, thereby avoiding excessive torque transmission.
  • the damping mechanism 2 includes a flange 21, a side plate assembly (including a first side plate 22 and a second side plate 23 fixed to each other), a damping spring 24, and a hub core 25. And friction damping mechanism 26.
  • the flange 21 has a ring shape.
  • the flange 21 is located between the two side plates 22, 23 in the axial direction A in a coaxial manner with the two side plates 22, 23, and when the entire damping mechanism 2 is installed, the flange 21 can be opposite to each other in the circumferential direction.
  • the two side plates 22, 23 are relatively rotated within a predetermined range.
  • the flange 21 is formed with a mounting hole for mounting the damping spring 24 penetrating in the axial direction A. As shown in FIG.
  • the number of mounting holes is the same as the number of damping springs 24 and a plurality of mounting holes are evenly distributed in the circumferential direction.
  • each mounting hole can be roughly consistent with the initial length of the vibration damping spring 24 when it is not compressed, so that the mounting hole 21h fits the first
  • the window of the one side plate 22 and the window of the second side plate 23 form a vibration damping spring mounting portion.
  • the flange 21 is connected with the flywheel mass 3 through a connecting piece, so as to be able to receive the torque of the vehicle's power source (such as an engine).
  • both side plates 22 , 23 have a ring shape and are arranged coaxially with the flange 21 .
  • the two side plates 22 , 23 include a first side plate 22 located on one axial side of the flange 21 and a second side plate 23 located on the other axial side of the flange 21 .
  • the first side plate 22 and the second side plate 23 are arranged opposite to each other in the axial direction A via the flange 21 .
  • the first side plate 22 and the second side plate 23 are fixedly connected together, so that the two side plates 22, 23 can act as a whole.
  • the second side plate 23 is fixed to the carrier plate 11 of the torque limiting mechanism 1 , so that this structure can be used to form a transmission connection between the torque limiting mechanism 1 and the vibration damping mechanism 2 .
  • first side plate 22 is formed with a window for installing the damping spring 24
  • second side plate 23 is formed with a window for installing the damping spring 24
  • the number of windows of the first side plate 22 and the number of windows of the second side plate 23 are the same as the number of damping springs 24 .
  • the windows of the first side plate 22 are evenly distributed in the circumferential direction, and the length of each window of the first side plate 22 may be approximately equal to the initial length of the damping spring 24 when it is not compressed.
  • the windows of the second side plate 23 are evenly distributed in the circumferential direction.
  • the length of each window of the second side plate 23 may be approximately equal to the initial length of the damping spring 24 when it is not compressed.
  • the windows of the two side plates 22, 23 are opposite to each other in the axial direction A, and a pair of windows corresponds to a mounting hole of the flange 21 to form a Vibration spring mounting part.
  • the damping spring 24 is mounted on the damping spring mounting portion, the damping spring 24 is limited in the axial direction A, the radial direction R and the circumferential direction.
  • the damping springs 24 may all be cylindrical coil springs and may have the same size.
  • Each damping spring 24 is respectively installed in the corresponding damping spring installation part, so that when the flange 21 and the first side plate 22 and the second side plate 23 produce relative rotation, the damping spring 24 is compressed, so that the first When torque is transmitted between the side plate 22 , the second side plate 23 and the flange 21 via the damping spring 24 , the damping spring 24 can play a role of damping torsional vibration.
  • the damping spring 24 can mainly play a role of damping torsional vibration when the engine is in a normal working state.
  • the hub core 25 is formed in a cylindrical shape and fixedly connected with the second pressure plate 13 of the torque limiting mechanism 1 .
  • the hub core 25 may be formed with internal splines. The inner splines are used to engage with the outer splines of the input shaft of the transmission, through the hub core 25 the torque can finally be transmitted to the input shaft of the transmission.
  • the hub core 25 also plays a role of radially supporting and limiting the flange 21 and the side plate assembly.
  • the frictional damping mechanism 26 includes friction rings and diaphragm springs arranged between the flange 21 and the two side plates 22, 23. Provides frictional damping during relative rotation.
  • the torque transmission path from the power source is as follows: flywheel mass 3 ⁇ flange 21 ⁇ damping spring 24 ⁇ two side plates 22, 23 ⁇ carrier plate 11 ⁇ two friction parts 12a, 13a ⁇ two pressure plates 12, 13 ⁇ hub core 25.
  • the torsional vibration is effectively attenuated by the damping spring 24 .
  • the torque limiting mechanism 1 When the transmitted torque exceeds the torque capacity of the torque limiting mechanism 1, relative rotation occurs between the carrier plate 11 or the two pressure plates 12, 13 and the two friction parts 12a, 13a to cause slipping, which effectively prevents the vehicle from using The vibrator transmits excessive torque causing undesired shocks to other components.
  • the torque limiting mechanism 1 according to the present application has a simple structure and low cost.
  • the second side plate 23 is fixed to the carrier plate 11
  • the second pressure plate 13 is fixed to the hub core 25
  • the present application is not limited thereto.
  • the flange can be fixed to the carrier plate, and the side plate assembly can be fixed to the mass of the flywheel; or the second side plate can be fixed to any pressure plate, and the carrier plate can be fixed to the hub core.
  • the second side plate 23 and the first pressing plate 12 can be supported by plates of the same material and thickness.
  • the second side plate 23 and the first pressing plate 12 can be processed from the same plate (such as a steel plate), which can further reduce the manufacturing cost.
  • the processing includes but is not limited to processing methods such as stamping and hardening.
  • the vibration damping mechanism 2 of the vehicle shock absorber may also include a pre-damping spring and/or a centrifugal pendulum mechanism arranged on the two side plates 22 and 23 in addition to the above-mentioned damping spring 24 wait.
  • the quantity of the pre-vibration springs and the number of the vibration-damping springs 24 can be selected according to the needs, and the pre-vibration springs and the vibration-damping springs 24 can adopt linear helical springs, arc-shaped helical springs, rubber springs , or a combination or combination of coil springs and rubber springs.
  • each damping spring 24 is accommodated in the corresponding damping spring in such a way that its length direction is consistent with the direction of a tangent to the circumferential direction of the shock absorber.
  • Vibration spring mounting part; when the pre-vibration damping spring and the vibration damping spring 24 (the vibration damping spring 24 can also be referred to as the main vibration damping spring) are arc-shaped coil springs, preferably, each vibration damping spring 24 in its length direction It is accommodated in the corresponding damping spring installation part in a manner consistent with the circumferential direction of the shock absorber.
  • the vibration damping springs 24 may be arranged in a manner of uniform distribution in the circumferential direction, or may be arranged in a manner of non-uniform distribution in the circumferential direction. Simultaneously, the size of each damping spring 24 can also be different.
  • the spring constant of the pre-vibration damping spring is smaller than the spring constant of the damping spring 24 , so that a preliminary vibration shock can be damped, or a large vibration shock can be initially damped.
  • the second pressure plate 23 is also used as the shock absorber cover of the entire shock absorber, and the diaphragm spring 14 is located on the other axial side of the second pressure plate 23 (the side where the transmission is located), so the The diaphragm spring 14 is also referred to as an upper diaphragm spring.

Abstract

提供一种车辆用扭矩限制机构。在该扭矩限制机构中，两个压板(12、13)在轴向(A)夹着载板(11)布置。膜片弹簧(14)的外周部固定于两个压板(12、13)中的一个压板(12)，膜片弹簧(14)的内周部抵靠于两个压板(12、13)中的另一个压板(13)，膜片弹簧(14)对两个压板(12、13)施加朝向载板(11)的弹簧力。两个摩擦部(12a、13a)分别位于载板(11)和对应的压板(12、13)之间，经由两个摩擦部(12a、13a)使载板(11)和两个压板(12、13)之间能够传递扭矩。该扭矩限制机构简化了结构，降低了成本。还提供了一种包括该扭矩限制机构的车辆用减振器。

Description

车辆用扭矩限制机构及车辆用减振器 技术领域
本申请涉及用于车辆的扭矩限制领域，具体地涉及车辆用扭矩限制机构及包括该扭矩限制机构的车辆用减振器。
背景技术
在现有车辆中，对所能够传递的动力源的扭矩大小存在限制，因此通常在动力源和变速器之间设置扭矩限制机构来实现扭矩限制功能。例如公开号为US2014094321A的美国专利申请就公开了一种扭矩限制机构，图1示出了该扭矩限制机构的局部结构。
该扭矩限制机构10整体具有圆环形状，并且该扭矩限制机构10具有沿着其中心轴线的轴向A以及与轴向A垂直的径向R。具体地，如图1所示，该扭矩限制机构10包括同轴地组装在一起的载板101、第一摩擦部102a、第二摩擦部103a、第一压板102、第二压板103、附加支撑板104和膜片弹簧105。第一摩擦部102a和第二摩擦部103a并排布置且分别位于载板101的轴向两侧，第一摩擦部102a面向轴向一侧(图1中的左侧)，第二摩擦部103a面向轴向另一侧(图1中的右侧)。第一压板102从轴向一侧抵靠于第一摩擦部102a。第二压板103从轴向另一侧抵靠第二摩擦部103a。第二压板103还与附加支撑板104固定在一起，附加支撑板104通过弯折延伸到第一压板102的轴向一侧。在轴向A上，膜片弹簧105位于附加支撑板104和第一压板102之间，膜片弹簧105的外周部抵靠附加支撑板104，膜片弹簧105的内周部抵靠第一压板102。这样，膜片弹簧105的弹簧力使得第一压板102和第二压板103压紧它们之间的载板101和摩擦部102a、103a，由此利用载板101和压板102、103与摩擦部102a、103a之间产生的摩擦力矩传递扭矩的同时，载板101和压板102、103 与摩擦部102a、103a还能够起到限制所能够传递扭矩大小的功能。
但是，在具有如上结构的扭矩限制机构10中，由于设置有附加支撑板104导致整个扭矩限制机构10存在结构冗余，成本较高。
发明内容
鉴于上述现有技术的缺陷而做出本申请。本申请的一个目的在于提供一种新型的车辆用扭矩限制机构，其与上述背景技术中所说明的扭矩限制机构相比结构简单且制造成本较低。本申请的另一目的还在于提供一种包括上述车辆用扭矩限制机构的车辆用减振器，该减振器能够在发挥扭矩限制的功能的同时衰减车辆的动力源的扭振。
为了实现上述发明目的，本申请采用如下的技术方案。
本申请提供了一种如下的车辆用扭矩限制机构，所述车辆用扭矩限制机构具有轴向、径向和周向并且包括载板、两个摩擦部，两个压板和膜片弹簧，
所述两个压板在所述轴向夹着所述载板布置，所述膜片弹簧的外周部固定于所述两个压板中的一个压板，所述膜片弹簧的内周部抵靠于所述两个压板中的另一个压板，所述膜片弹簧对所述两个压板施加朝向所述载板的弹簧力,所述两个摩擦部分别位于所述载板和对应的所述压板之间，经由所述两个摩擦部使所述载板和所述两个压板之间能够传递扭矩。
在一种可选的技术方案中，所述两个压板包括第一压板和第二压板，所述第一压板通过弯折形成，所述第一压板包括彼此固定的径向部分和轴向部分，所述径向部分沿着所述径向延伸，所述轴向部分从所述径向部分沿着所述轴向朝向所述第二压板延伸，所述膜片弹簧的外周部固定于所述轴向部分。
在另一种可选的技术方案中，所述第二压板形成有沿着所述轴向贯通的 多个通孔，所述多个通孔在所述周向上间隔开布置，所述轴向部分从所述第二压板的轴向一侧延伸穿过所述通孔。
在另一种可选的技术方案中，所述膜片弹簧的外周部固定于所述轴向部分的位于所述第二压板的轴向另一侧的部分，所述膜片弹簧的内周部从所述第二压板的轴向另一侧抵靠所述第二压板。
本申请还提供了一种如下的车辆用减振器，其包括减振机构和以上技术方案中任意一种技术方案所述的扭矩限制机构，所述扭矩限制机构和所述减振机构传动联接且同轴布置，所述扭矩限制机构用于限制所述车辆用减振器所能够传递的扭矩大小并且所述减振机构用于衰减所传递的扭矩的扭振。
在一种可选的技术方案中，所述减振机构包括法兰、侧板组件以及多个减振弹簧，所述侧板组件包括隔着所述法兰在所述轴向上间隔开布置且彼此固定的两个侧板，所述法兰和所述侧板组件之间通过所述多个减振弹簧传递扭矩，所述法兰和所述侧板组件中的一方用于接收来自所述车辆的动力源的扭矩，所述法兰和所述侧板组件中的另一方与所述扭矩限制机构的载板传动联接。
在另一种可选的技术方案中，所述载板与所述侧板组件固定，所述车辆用减振器还包括用于向外部输出扭矩的毂芯，所述第二压板与所述毂芯固定。
在另一种可选的技术方案中，所述第一压板和所述侧板组件中的一个侧板由同一板材加工制成。
在另一种可选的技术方案中，所述两个压板中的所述另一个压板还用作所述车辆用减振器的减振器盖。
在另一种可选的技术方案中，所述车辆用减振器还包括飞轮质量，所述飞轮质量与所述法兰和所述侧板组件中的所述一方固定。
通过采用上述的技术方案，本申请提供了一种新型的车辆用扭矩限制机构及包括该扭矩限制机构的车辆用减振器。该扭矩限制机构包括载板、两个摩擦部，两个压板和膜片弹簧。两个压板在轴向上夹着载板地布置，膜片弹簧的外周部固定于两个压板中的一个压板，膜片弹簧的内周部抵靠于两个压板中的另一个压板。膜片弹簧对两个压板施加朝向载板的弹簧力,两个摩擦部分别位于载板和对应的压板之间。经由两个摩擦部，载板和两个压板之间能够传递扭矩。这样，与背景技术中说明的扭矩限制机构相比，本申请的车辆用扭矩限制机构节省了附加支撑板，因而简化了结构，降低了成本。此外，包括上述车辆用扭矩限制机构的车辆用减振器能够在发挥扭矩限制功能的同时衰减车辆的动力源的扭振。
附图说明
图1是示出了一种现有的扭矩限制机构的局部结构的剖视示意图。
图2是示出了根据本申请的一实施例的车辆用减振器的局部结构的剖视示意图，该减振器包括扭矩限制机构和减振机构并且在图中省略了剖面线。
附图标记说明
10扭矩限制机构 101载板 102a第一摩擦部 103a第二摩擦部 102第一压板 103第二压板 104附加支撑板 105膜片弹簧
1扭矩限制机构 11载板 12a第一摩擦部 13a第二摩擦部 12第一压板 121径向部分 122轴向部分 13第二压板 13h通孔 14膜片弹簧
2减振机构 21法兰 22第一侧板 23第二侧板 24减振弹簧 25毂芯 26摩擦阻尼机构
3飞轮质量
R径向 A轴向 O中心轴线。
具体实施方式
下面参照附图描述本申请的示例性实施例。应当理解，这些具体的说明仅用于示教本领域技术人员如何实施本申请，而不用于穷举本申请的所有可行的方式，也不用于限制本申请的范围。
在本申请中，除非另有说明，否则轴向、径向和周向分别是指车辆用减振器(车辆用扭矩限制机构)的轴向、径向和周向；轴向一侧是指图2中的左侧(例如动力源所在侧)，轴向另一侧是指图2中的右侧(例如变速器所在侧)；径向外侧是指在径向上远离车辆用减振器的中心轴线O的那侧(图2中上侧)，径向内侧是指在径向上接近车辆用减振器的中心轴线O的那侧(图2中的下侧)。
在本申请中，“传动联接”是指两个部件之间能够传递驱动力/扭矩地连接，这两个部件可以直接连接也可以间接连接。
以下首先参照附图说明根据本申请的一实施例的车辆用减振器的结构和作用。
根据本申请的一实施例的车辆用减振器整体具有圆盘形状。如图2所示，该车辆用减振器包括同轴地组装在一起的扭矩限制机构1和减振机构2。在本实施例中，扭矩限制机构1与减振机构2传动联接，从而使得经由扭矩限制机构1和减振机构2能够在车辆的动力源(例如发动机)与车辆的变速器之间传递扭矩。
以下将首先说明扭矩限制机构1的结构。
具体地，在本实施例中，扭矩限制机构1包括载板11、两个摩擦部12a和13a、两个压板12和13以及膜片弹簧14。载板11、两个摩擦部12a和13a、两个压板12和13以及膜片弹簧14以同轴的方式组装在一起。
在本实施例中，载板11具有环形形状。载板11与减振机构2的第二侧板23固定连接以用于接收来自减振机构2的扭矩。
在本实施例中，两个摩擦部12a、13a包括位于载板11的轴向一侧且与第一压板12对应的第一摩擦部12a和位于载板11的轴向另一侧且与第二压板13对应的第二摩擦部13a，第一摩擦部12a和第二摩擦部13a以夹着载板11的方式设置于载板11的轴向两侧并且从轴向两侧抵靠于载板11。具体地，在本实施例中，第一摩擦部12a可以在载板11和第一侧板12之间产生摩擦力矩，第二摩擦部13a可以在载板11和第二侧板13之间产生摩擦力矩。这样，利用载板11与两个摩擦部12a、13a之间的摩擦力矩以及两个压板12、13与两个摩擦部12a、13a之间的摩擦力矩，使得载板11经由两个摩擦部12a、13a与两个压板12、13传动联接。
在一个可选的方案中，第一摩擦部12a可以利用对应的安装结构(例如卡接结构)设置于第一压板12，并且第一摩擦部12a抵靠于载板11，使得载板11与第一压板12利用第一摩擦部12a传递扭矩；第二摩擦部13a利用对应的安装结构(例如卡接结构)设置于第二压板13，并且第二摩擦部13a抵靠于载板11，使得载板11与第二压板13利用第二摩擦部13a传递扭矩。在另一个可选的方案中，第一摩擦部12a和第二摩擦部13a均安装到载板11上，使得载板11和两个压板12、13通过两个摩擦部12a、13a与两个压板12、13之间的摩擦力矩实现传动联接。
在本实施例中，两个压板12、13均具有环形形状。两个压板12、13隔着载板11和两个摩擦部12a、13a在轴向A上间隔地布置。两个压板12、13包括位于载板11的轴向一侧的第一压板12和位于载板11的轴向另一侧的第二压板13。
具体地，第一压板12通过弯折形成。第一压板12包括形成为一体的径向 部分121和轴向部分122。径向部分121沿着径向R延伸，轴向部分122从径向部分121的径向外侧端沿着轴向A朝向第二压板13(朝向轴向另一侧)延伸。第二压板13形成有沿着轴向A贯通的多个通孔13h，多个通孔13h可以在周向上间隔开地均匀布置。第一压板12的轴向部分122可以形成有与这些通孔13h对应的齿状的伸出部，这些伸出部也在周向上间隔开地均匀布置并且数量与通孔13h的数量相同，从而各伸出部能够从第二压板13的轴向一侧穿过对应通孔13h以延伸到第二压板13的轴向另一侧。轴向部分122的伸出部还与膜片弹簧14的外周部固定。例如，伸出部可以形成有在径向R上贯通的卡接孔，膜片弹簧14的外周部形成有能够与卡接孔对应卡接的齿状的卡接部，卡接部伸入对应的卡接孔中，使得膜片弹簧14相对于第一压板12的轴向部分122固定。上述轴向部分122和通孔13h的配合关系不仅用于使膜片弹簧14的弹簧力作用于两个压板12、13，而且还有利于两个压板12、13彼此对中。
在本实施例中，膜片弹簧14设置于第二压板13的轴向另一侧的位置，膜片弹簧14的外周部固定于第一压板12的轴向部分121的位于第二压板13的轴向另一侧的那部分，而膜片弹簧14的内周部抵靠于第二压板13，使得在膜片弹簧14的弹簧力的作用下两个压板12和13、两个摩擦部12a和13a和载板11彼此压紧。
由此，利用上述扭矩限制机构1能够将不超过其扭矩容量(由载板11和两个压板12、13与两个摩擦部12a、13a之间的摩擦力矩确定)的扭矩传递到减振机构2。而一旦所传递的扭矩超过扭矩限制机构1的扭矩容量，则载板11或两个压板12、13与两个摩擦部12a、13a之间会产生打滑，从而避免了传递过大的扭矩。
以下将说明减振机构2的结构。
在本实施例中，如图2所示，减振机构2包括法兰21、侧板组件(包括彼 此固定的第一侧板22和第二侧板23)、减振弹簧24、毂芯25和摩擦阻尼机构26。
在本实施例中，法兰21具有圆环形状。法兰21以与两个侧板22、23同轴的方式在轴向A上位于两个侧板22、23之间，并且当整个减振机构2安装完成之后法兰21能够在周向上相对于两个侧板22、23在预定范围内进行相对转动。法兰21形成有在轴向A上贯通的用于安装减振弹簧24的安装孔。安装孔的数量与减振弹簧24的数量相同并且多个安装孔在周向上均匀分布，各安装孔的长度可以与减振弹簧24未压缩时的初始长度大致一致，使得该安装孔21h配合第一侧板22的窗口和第二侧板23的窗口形成减振弹簧安装部。在本实施例中，法兰21通过连接件与飞轮质量3连接在一起，从而能够接收车辆的动力源(例如发动机)的扭矩。
在本实施例中，两个侧板22、23均具有圆环形状并且与法兰21同轴地设置。两个侧板22、23包括位于法兰21的轴向一侧的第一侧板22和位于法兰21的轴向另一侧的第二侧板23。第一侧板22和第二侧板23在轴向A上隔着法兰21相对设置。第一侧板22和第二侧板23固定连接在一起，使得两个侧板22、23能够作为一个整体进行动作。另外，如上所述，第二侧板23与扭矩限制机构1的载板11固定，从而能够利用这种结构在扭矩限制机构1和减振机构2之间形成传动联接。
进一步地，第一侧板22形成有用于安装减振弹簧24的窗口，第二侧板23形成有用于安装减振弹簧24的窗口。第一侧板22的窗口的数量和第二侧板23的窗口的数量均与减振弹簧24的数量相同。第一侧板22的窗口在周向上均匀分布，第一侧板22的各窗口的长度可以与减振弹簧24的未压缩时的初始长度大致相等。第二侧板23的窗口在周向上均匀分布。第二侧板23的各窗口的长度可以与减振弹簧24未压缩时的初始长度大致相等。当第一侧板22和第二侧 板23固定连接在一起时，两个侧板22、23的窗口在轴向A上彼此相对，一对窗口与法兰21的一个安装孔对应以形成一个减振弹簧安装部。当减振弹簧24安装于该减振弹簧安装部时，减振弹簧24在轴向A、径向R和周向上均受到限位。
在本实施例中，减振弹簧24可以均为圆柱螺旋弹簧且可以具有相同的尺寸。各减振弹簧24分别安装在对应的减振弹簧安装部中，使得在法兰21与第一侧板22和第二侧板23产生相对转动时减振弹簧24被压缩，从而使得在第一侧板22和第二侧板23与法兰21之间经由减振弹簧24传递扭矩时减振弹簧24能够起到衰减扭振的作用。该减振弹簧24可以主要在发动机处于正常工作状态下起到衰减扭振的作用。
在本实施例中，毂芯25形成为圆筒形状并且与扭矩限制机构1的第二压板13固定连接在一起。毂芯25可以形成有内花键。内花键用于与变速器的输入轴的外花键接合，通过毂芯25能够将扭矩最终传递到变速器的输入轴。另外，毂芯25还起到对法兰21和侧板组件进行径向支撑限位的作用。
在本实施例中，摩擦阻尼机构26包括设置在法兰21和两个侧板22、23之间的摩擦环和膜片弹簧，这些摩擦环在法兰21相对于两个侧板22、23进行相对转动的过程中提供摩擦阻尼。
通过采用上述结构的车辆用减振器，当所传递的扭矩不超过扭矩限制机构1的扭矩容量的情况下，来自动力源的扭矩能够经由扭矩限制机构1和减振机构2传递到变速器。具体地，来自动力源的扭矩传递路径如下：飞轮质量3→法兰21→减振弹簧24→两个侧板22、23→载板11→两个摩擦部12a、13a→两个压板12、13→毂芯25。在上述传递路径中传递扭矩的过程中，扭振通过减振弹簧24得到了有效地衰减。当所传递的扭矩超过扭矩限制机构1的扭矩容量的情况下，载板11或两个压板12、13与两个摩擦部12a、13a之间产生相对转动而打滑，这样有效地避免该车辆用减振器传递过大的扭矩而导致其它 部件受到不期望的冲击。而且，根据本申请的扭矩限制机构1的结构简单且成本较低。
应当理解，上述实施例仅是示例性的，不用于限制本申请。本领域技术人员可以在本申请的教导下对上述实施例做出各种变型和改变，而不脱离本申请的范围。另外，进行如下的补充说明。
i.在以上的实施例中说明了第二侧板23与载板11固定，第二压板13与毂芯25固定，但是本申请不限于此。例如，可以使法兰与载板固定，使侧板组件与飞轮质量固定；或者可以使第二侧板与任一压板固定，载板与毂芯固定。这些替代方案都能够实现与上述实施例同样的功能。
ii.为了进一步降低成本，第二侧板23和第一压板12可以利用相同材料和相同厚度的板材支撑。在更适合的方案中，由于第二侧板23的径向外侧端与第一压板12的径向内侧端对齐，也就是说第二侧板12和第一压板12的径向尺寸相匹配，因而可以由同一板材(例如钢板)加工制成第二侧板23和第一压板12，这样能够进一步降低制造成本。这里的加工包括但不限于冲压和硬化等加工手段。
iii.可以理解根据本申请的车辆用减振器的减振机构2除了包括上述减振弹簧24之外还可以包括预减振弹簧和/或设置于两个侧板22、23的离心摆机构等。
另外，在本申请中，可以根据需要选择预减振弹簧的数量和减振弹簧24的数量，预减振弹簧和减振弹簧24可以采用直线状的螺旋弹簧、弧形的螺旋弹簧、橡胶弹簧，或者螺旋弹簧与橡胶弹簧的结合或组合。
当预减振弹簧和减振弹簧24为直线状的螺旋弹簧时，优选地，各减振弹簧24以其长度方向与减振器的周向的一条切线的方向一致的方式收纳于对应的减振弹簧安装部；当预减振弹簧和减振弹簧24(还可以将减振弹簧24称为主减振弹簧)为弧形的螺旋弹簧时，优选地，各减振弹簧24以其长度方向与减振器的周向一致的方式收纳于对应减振弹簧安装部。
减振弹簧24可以以在周向上均匀分布的方式布置，也可以以在周向上非均匀分布的方式布置。同时各个减振弹簧24的大小也可以不同。
预减振弹簧的弹簧系数小于减振弹簧24的弹簧系数，由此能够对初步的振动冲击进行减振，或者对大的振动冲击进行初步的减振。
iv.在以上的实施例中，第二压板23还用作整个减振器的减振器盖，而膜片弹簧14位于第二压板23的轴向另一侧(变速器所在侧)，因而该膜片弹簧14还被称为上侧膜片弹簧。

Claims (10)

  1. 一种车辆用扭矩限制机构，所述车辆用扭矩限制机构(1)具有轴向(A)、径向(R)和周向并且包括载板(11)、两个摩擦部(12a、13a)，两个压板(12、13)和膜片弹簧(14)，
    所述两个压板(12、13)在所述轴向(A)夹着所述载板(11)布置，所述膜片弹簧(14)的外周部固定于所述两个压板(12、13)中的一个压板(12)，所述膜片弹簧(14)的内周部抵靠于所述两个压板(12、13)中的另一个压板(13)，所述膜片弹簧(14)对所述两个压板(12、13)施加朝向所述载板(11)的弹簧力,所述两个摩擦部(12a、13a)分别位于所述载板(11)和对应的所述压板(12、13)之间，经由所述两个摩擦部(12a、13a)使所述载板(11)和所述两个压板(12、13)之间能够传递扭矩。
  2. 根据权利要求1所述的车辆用扭矩限制机构，其特征在于，所述两个压板(12、13)包括第一压板(12)和第二压板(13)，所述第一压板(12)通过弯折形成，所述第一压板(12)包括彼此固定的径向部分(121)和轴向部分(122)，所述径向部分(121)沿着所述径向(R)延伸，所述轴向部分(122)从所述径向部分(121)沿着所述轴向(A)朝向所述第二压板(13)延伸，所述膜片弹簧(14)的外周部固定于所述轴向部分(122)。
  3. 根据权利要求2所述的车辆用扭矩限制机构，其特征在于，所述第二压板(13)形成有沿着所述轴向(A)贯通的多个通孔(13h)，所述多个通孔(13h)在所述周向上间隔开布置，所述轴向部分(122)从所述第二压板(13)的轴向一侧延伸穿过所述通孔(13h)。
  4. 根据权利要求3所述的车辆用扭矩限制机构，其特征在于，所述膜片弹簧(14)的外周部固定于所述轴向部分(122)的位于所述第二压板(13)的轴向另一侧的部分，所述膜片弹簧(14)的内周部从所述第二压板(13)的轴向另一侧抵靠所述第二压板(13)。
  5. 一种车辆用减振器，其包括减振机构(2)和权利要求1至4中任一项所述的扭矩限制机构(1)，所述扭矩限制机构(1)和所述减振机构(2)传动联接且同轴布置，所述扭矩限制机构(1)用于限制所述车辆用减振器所能够传递的扭矩大小并且所述减振机构(2)用于衰减所传递的扭矩的扭振。
  6. 根据权利要求5所述的车辆用减振器，其特征在于，所述减振机构(2)包括法兰(21)、侧板组件以及多个减振弹簧(24)，所述侧板组件包括隔着所述法兰(21)在所述轴向(A)上间隔开布置且彼此固定的两个侧板(22、23)，所述法兰(21)和所述侧板组件之间通过所述多个减振弹簧(24)传递扭矩，所述法兰(21)和所述侧板组件中的一方用于接收来自所述车辆的动力源的扭矩，所述法兰(21)和所述侧板组件中的另一方与所述扭矩限制机构(1)的载板(11)传动联接。
  7. 根据权利要求6所述的车辆用减振器，其特征在于，所述载板(11)与所述侧板组件固定，所述车辆用减振器还包括用于向外部输出扭矩的毂芯(25)，所述第二压板与所述毂芯(25)固定。
  8. 根据权利要求6或7所述的车辆用减振器，其特征在于，所述第一压板(12)和所述侧板组件中的一个侧板(23)由同一板材加工制成。
  9. 根据权利要求6至8中任一项所述的车辆用减振器，其特征在于，所述两个压板(12、13)中的所述另一个压板(13)还用作所述车辆用减振器的减振器盖。
  10. 根据权利要求6至9中任一项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飞轮质量(3)，所述飞轮质量(3)与所述法兰(21)和所述侧板组件中的所述一方固定。
PCT/CN2021/116676 2021-09-06 2021-09-06 车辆用扭矩限制机构及车辆用减振器 WO2023029039A1 (zh)

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CN202901156U (zh) * 2011-05-25 2013-04-24 爱信精机株式会社 扭矩波动吸收装置
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US20100032259A1 (en) * 2008-08-07 2010-02-11 Aisin Seiki Kabushiki Kaisha Damper device
CN102171485A (zh) * 2009-03-13 2011-08-31 爱信精机株式会社 减震装置
US20100243404A1 (en) * 2009-03-27 2010-09-30 Aisin Seiki Kabushiki Kaisha Torque fluctuation absorber
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