CN117366166A - Damping structure and shock absorber - Google Patents

Damping structure and shock absorber Download PDF

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Publication number
CN117366166A
CN117366166A CN202311525076.1A CN202311525076A CN117366166A CN 117366166 A CN117366166 A CN 117366166A CN 202311525076 A CN202311525076 A CN 202311525076A CN 117366166 A CN117366166 A CN 117366166A
Authority
CN
China
Prior art keywords
damping
hub
disc
vibration reduction
vibration
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
CN202311525076.1A
Other languages
Chinese (zh)
Inventor
朱双
蒋江东
黄鹏
刘朝阳
孙勤超
吴建聪
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Chongqing Haofeng Auto Parts Co ltd
Original Assignee
Chongqing Haofeng Auto Parts 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 Chongqing Haofeng Auto Parts Co ltd filed Critical Chongqing Haofeng Auto Parts Co ltd
Priority to CN202311525076.1A priority Critical patent/CN117366166A/en
Publication of CN117366166A publication Critical patent/CN117366166A/en
Pending legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—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
    • F16F15/1232—Wound springs characterised by the spring mounting
    • 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
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct 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
    • 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
    • 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
    • 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
    • F16F15/12353—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations
    • 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
    • F16F15/129—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 characterised by friction-damping means
    • F16F15/1292—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 characterised by friction-damping means characterised by arrangements for axially clamping or positioning or otherwise influencing the frictional plates
    • 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
    • F16F15/129—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 characterised by friction-damping means
    • F16F15/1295—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 characterised by friction-damping means characterised by means for interconnecting driven plates and retainer, cover plates
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2222/00—Special physical effects, e.g. nature of damping effects
    • F16F2222/04—Friction
    • 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
    • F16F2228/00—Functional characteristics, e.g. variability, frequency-dependence
    • F16F2228/08—Functional characteristics, e.g. variability, frequency-dependence pre-stressed
    • 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
    • F16F2230/00—Purpose; Design features
    • F16F2230/32—Modular design
    • 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
    • F16F2232/00—Nature of movement
    • F16F2232/02—Rotary

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

Abstract

The invention provides a damping structure and a shock absorber, wherein a disk hub half assembly is clamped between a driven disk half assembly and a shock absorption disk half assembly; the second vibration reduction bushing is arranged on the driven disc, and the vibration reduction disc half assembly is connected with the driven disc; the disk hub half assembly comprises a disk hub, a connecting groove is formed in the disk hub, a connecting claw is arranged on the second vibration reduction bushing, the second vibration reduction bushing is arranged on the disk hub, and the connecting claw is located in the connecting groove; the connecting claw is provided with first rotation butt plane at the disk hub rotation direction's both ends, and the position that is close to first rotation butt plane on the disk hub is provided with the second and rotates the butt plane, and there is the angle clearance between first rotation butt plane and the second rotation butt plane. According to the invention, through clearance fit between the disk hub and the vibration reduction bushing, the disk hub and the vibration reduction bushing are not directly rubbed with each other, and a small damping state or a large damping state can be triggered according to actual working conditions, so that the functions of efficiently transmitting torque, inhibiting vibration and reducing noise are realized, and a more ideal NVH effect is achieved.

Description

Damping structure and shock absorber
Technical Field
The invention relates to the technical field of automobile vibration reduction, in particular to a damping structure and a vibration absorber, and especially relates to a large-size damping structure of an automobile vibration absorber.
Background
With the iterative updating of automobiles and the improvement of the living standard of people, the NVH (Noise, vibration, harshness) performance of automobiles, namely noise, vibration and comfort, has become a performance index continuously pursued by the automobile industry. Transmissions typically have one or more pairs of gears, but only one pair of gears is meshed during operation, with the other gears being free to rotate under the drive of the shaft. There is often a gap between a pair of freely rotating gears, and if the rotational speeds of the two gears are not identical, a collision occurs, and a clicking sound is generated. The frequency band of the knocking noise is relatively wide, typically 300-5000 Hz. The gear knocking can be transmitted into the vehicle through air sound or structural sound, and is mainly expressed as the phenomena of starting flameout knocking, idling knocking, accelerating knocking resonance and the like. The noise problem not only can influence riding experience of personnel in the vehicle, but also can cause noise pollution problem to the surrounding environment of the road. Therefore, the noise in the running process of the automobile is reduced as much as possible, and the operation must be performed before the new automobile is put into production. NVH of an automobile is a systematic problem, and the core of the automobile is that the high-efficiency torque transmission is realized through the addition and holding of variable damping and steady damping technologies, steady small damping is triggered under uniform speed and idle working conditions, large damping is triggered under starting, stopping, accelerating and other working conditions, and the functions of inhibiting vibration and reducing noise achieve more ideal NVH effects.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a damping structure and a shock absorber.
According to the present invention, there is provided a damping structure comprising: driven plate half assembly, disk hub half assembly and vibration damping disk half assembly; the disk hub half assembly is clamped between the driven disk half assembly and the vibration reduction disk half assembly;
the driven plate half assembly comprises a driven plate and a second vibration reduction bushing, the second vibration reduction bushing is arranged on the driven plate, and the vibration reduction plate half assembly is connected with the driven plate;
the hub half assembly comprises a hub, a connecting groove is formed in the hub, a connecting claw is arranged on the second vibration reduction bushing, the second vibration reduction bushing is arranged on the hub, and the connecting claw is located in the connecting groove;
the connecting claw is provided with first rotation butt plane at disk hub rotation direction's both ends, be close to on the disk hub first rotation butt plane's position is provided with the second and rotates the butt plane, first rotation butt plane with there is the angle clearance between the second rotation butt plane.
Preferably, the clearance angle is θ, and the damping structure is applied to a shock absorber;
when the relative working angle of the shock absorber is smaller than theta, the disc hub is twisted below the relative angle theta, the disc hub does not drive the second shock absorption bushing to rotate, friction torque is not generated between the disc hub and the second shock absorption bushing, and the disc hub is in a small damping state;
when the relative working angle of the vibration damper is larger than theta, the disc hub is twisted at the relative angle of theta, the disc hub drives the second vibration damping bush to rotate, the second vibration damping bush and the driven disc generate friction moment, and the friction moment is generated between the vibration damping friction plate and the first vibration damping bush and is in a large damping state.
Preferably, the angular gap is 2 to 4 °.
Preferably, the damping disc half assembly comprises a damping disc, a first damping bushing and a belleville spring;
the first vibration reduction bushing is connected with the vibration reduction disc, and the belleville spring is clamped between the first vibration reduction bushing and the vibration reduction disc;
the vibration reduction disc is connected with the driven disc.
Preferably, the damping disc and the driven disc are connected and fixed through rivets.
Preferably, the hub half assembly further comprises a damping spring, a spring seat and a damping friction plate;
the spring seat and the damping friction plate are arranged on the disc hub, the damping spring is arranged on the spring seat, and the damping spring is positioned between the disc hub and the driven disc half assembly as well as between the damping disc half assembly.
Preferably, the hub half assembly further comprises vibration damping rubber, and the vibration damping rubber is arranged in the vibration damping spring.
Preferably, the damping structure is applied to a clutch.
The invention also provides a shock absorber comprising the damping structure.
Preferably, the damper is a torsional damper or a torsion-limited flywheel damper.
Compared with the prior art, the invention has the following beneficial effects:
1. according to the invention, through the clearance fit between the disk hub and the second vibration reduction bushing, the disk hub and the second vibration reduction bushing are not in direct friction with each other, and a small damping state or a large damping state can be triggered according to actual working conditions, so that the functions of efficiently transmitting torque, inhibiting vibration and reducing noise are realized, and a more ideal NVH effect is achieved;
2. when the rotation angle of the disk hub is smaller than or equal to the angle clearance, no abutting or abutting force is generated between the first rotation abutting surface and the second rotation abutting surface, the disk hub does not drive the second vibration reduction bushing to rotate, and the disk hub is in a small damping state; when the rotation angle of the disk hub is larger than the angle clearance, the first rotation abutting surface is abutted with the second rotation abutting surface to generate an abutting force, and the disk hub drives the second vibration reduction bushing to rotate to be in a large damping state, so that the switching of the large damping state and the small damping state is realized;
3. in the working process of the small damping, as the disc hub and the second damping bushing have an angle gap, the disc hub does not drive the second damping bushing to rotate together, and mutual friction does not exist between the disc hub and the second damping bushing; in the working process of large damping, the disk hub drives the second vibration reduction bushing to rotate together, so that the disk hub drives the second vibration reduction bushing and the driven disk to generate friction torque, and the vibration reduction friction plate and the first vibration reduction bushing generate friction torque;
4. damping is carried out according to the overall size of the actual working condition in the working angle, so that the space and the types of parts required for achieving the effect are fewer, the assembly process is fewer, and the cost is more advantageous;
5. according to the invention, by adding and holding the variable damping and steady damping technologies, the high-efficiency torque transmission is realized, steady small damping is triggered under uniform speed and idle working conditions, large damping is triggered under working conditions such as start-stop and acceleration, and the functions of inhibiting vibration and reducing noise are achieved, so that a more ideal NVH effect is achieved;
6. when the vehicle is in the sudden-addition and deceleration working condition and the start-stop working condition, the large damping of the shock absorber is required to be triggered, so that the effect of quickly inhibiting vibration is achieved, and the comfort in the vehicle is improved; when the vehicle is in idle speed, stable driving and high-speed cruising working conditions, the small damping of the shock absorber is required to be triggered, so that the fluctuation of the rotation speed of the engine is highly attenuated, the output torque of the engine is ensured, the output torque can be smoothly output to the rear end of the power, and the running comfort of the vehicle is improved; when different vehicles have different power transmission structures and electric control modes, proper damping of one of four damping types is selected for adaptation according to poor NVH performance of the whole vehicle, and the damping type and the damping value of the damping type are selected, so that the NVH performance of the whole vehicle is optimal.
Drawings
Other features, objects and advantages of the present invention will become more apparent upon reading of the detailed description of non-limiting embodiments, given with reference to the accompanying drawings in which:
FIG. 1 is a schematic view of the whole structure of a damping structure in a first embodiment;
FIG. 2 is a schematic cross-sectional view of a damping structure according to a first embodiment;
FIG. 3 is an exploded view of a damping structure according to a first embodiment;
FIG. 4 is a schematic diagram showing a structure of highlighting the angular gap in the first embodiment;
FIG. 5 is a second schematic diagram of the structure of the first embodiment highlighting the angular gap;
FIG. 6 is a schematic diagram showing a structure of highlighting a rotation gap in the second embodiment;
FIG. 7 is a schematic diagram showing a structure of highlighting a rotation gap in a second embodiment;
FIG. 8 is a schematic view of a structure of a hub and a damping friction plate in a second embodiment;
FIG. 9 is a schematic diagram of the torsional characteristics of a full-scale damping shock absorber;
FIG. 10 is a schematic view showing a structure of a rotational gap in the third embodiment;
FIG. 11 is an exploded view of a damping structure according to a third embodiment;
FIG. 12 is a schematic explosion diagram II of a damping structure in a third embodiment;
FIG. 13 is a schematic view showing the structure of a hub and a vibration damping friction plate in the third embodiment;
FIG. 14 is a schematic illustration of torsional characteristics of a positive and negative asymmetric size damping shock absorber;
fig. 15 is a schematic view showing a structure of highlighting a rotation gap in the fourth embodiment;
FIG. 16 is a schematic view showing the structure of a hub and a damping friction plate in the fourth embodiment;
FIG. 17 is a schematic illustration of torsional characteristics of a positive and negative asymmetric damping shock absorber;
FIG. 18 is a damping structure with zero rotational clearance;
fig. 19 is a schematic view of the torsional characteristics of a conventional shock absorber.
The figure shows:
damping disk 1 journal stirrup structure 902
Second damping bush 10 of Belleville spring 2
Driven disc 11 of first vibration-damping bush 3
Damping spring 4 angular gap 12
First rotation gap 13 of vibration damping rubber 5
Rivet 6 stop pin 14
Second rotational gap 15 of hub 7
First clamping groove structure 701 connecting claw 16
Second clamping groove structure 702 connecting groove 17
Spring seat 8 first rotation abutment plane 18
Second rotation abutting plane 19 of vibration damping friction plate 9
Jack catch structure 901
Detailed Description
The present invention will be described in detail with reference to specific examples. The following examples will assist those skilled in the art in further understanding the present invention, but are not intended to limit the invention in any way. It should be noted that variations and modifications could be made by those skilled in the art without departing from the inventive concept. These are all within the scope of the present invention.
Example 1:
as shown in fig. 1 to 5 and 9, the present embodiment provides a damping structure, including: driven plate half assembly, disk hub half assembly and vibration damping disk half assembly; the disk hub half assembly is clamped between the driven disk half assembly and the vibration reduction disk half assembly, the driven disk half assembly comprises a driven disk 11 and a second vibration reduction bush 10, the second vibration reduction bush 10 is arranged on the driven disk 11, the vibration reduction disk half assembly is connected with the driven disk 11, the disk hub half assembly comprises a disk hub 7, a connecting groove 17 is formed in the disk hub 7, a connecting claw 16 is arranged on the second vibration reduction bush 10, the second vibration reduction bush 10 is arranged on the disk hub 7, the connecting claw 16 is located in the connecting groove 17, first rotation abutting planes 18 are arranged at two ends of the connecting claw in the rotation direction of the disk hub 7, a second rotation abutting plane 19 is arranged at a position, close to the first rotation abutting plane 18, of the disk hub 7, and an angle gap 12 exists between the first rotation abutting plane 18 and the second rotation abutting plane 19. The angular gap 12 is 2-4 deg. and may be adjustable according to vehicle control strategy or actual needs.
The clearance angle is theta, and the damping structure is applied to the shock absorber. When the relative working angle of the shock absorber is smaller than theta, the disc hub 7 is twisted below the relative angle theta, the disc hub 7 does not drive the second shock absorption bushing 10 to rotate, friction torque is not generated between the disc hub 7 and the second shock absorption bushing 10, and the shock absorber is in a small damping state; when the relative working angle of the damper is larger than theta, the disc hub 7 rotates at the relative angle of theta, the disc hub 7 drives the second damping bush 10 to rotate, the second damping bush 10 and the driven disc 11 generate friction moment, and the damping friction plate 9 and the first damping bush 3 generate friction moment to be in a large damping state.
The disk hub half assembly further comprises a vibration reduction spring 4, a spring seat 8 and a vibration reduction friction plate 9, the spring seat 8 and the vibration reduction friction plate 9 are arranged on the disk hub 7, the vibration reduction spring 4 is arranged on the spring seat 8, and the vibration reduction spring 4 is located between the disk hub 7 and the driven disk half assembly and between the vibration reduction disk half assembly. The hub half assembly further comprises a damping rubber 5, and the damping rubber 5 is arranged in the damping spring 4.
The damping disc half assembly comprises a damping disc 1, a first damping bushing 3 and a disc spring 2, wherein the first damping bushing 3 is connected with the damping disc 1, the disc spring 2 is clamped between the first damping bushing 3 and the damping disc 1, and the damping disc 1 is connected with a driven disc 11. The damping disk 1 and the driven disk 11 are fixedly connected through rivets 6.
The embodiment also provides a damper, which comprises the damping structure, and is a torsional damper or a torsion-limiting flywheel damper. The damping structure of the present embodiment can also be applied to a clutch.
The relative working angle of the shock absorber is generally smaller than theta under the working conditions of uniform speed and idle speed, and is generally larger than theta under the working conditions of start-stop, acceleration and the like. Different damping forms are adopted under different working conditions, so that the occurrence of gear knocking can be effectively reduced, the rotation angle is large, and the vibration is restrained by the vibration absorber in a large damping way for the working conditions such as starting, stopping and rapid acceleration; for working conditions such as direct drive, power generation, uniform running and the like, the rotation angle is small, the shock absorber efficiently transmits torque with small damping, and the damping value is small and stable at the moment, which is also called steady-state damping.
As shown in fig. 5, the angular gap refers to the angle between the second rotational abutment plane 19 on the second vibration reduction bushing 10 and the first rotational abutment plane 18 on the hub 7. The total damping size refers to the size damping of any angle in the working angle of the shock absorber according to the actual working condition.
In the damping structure of the embodiment, different damping states are triggered according to different torsion angles of the corresponding shock absorber under different working conditions in the working angle. For working conditions such as starting, stopping, rapid acceleration and the like, the rotation angle is large, and the vibration absorber damps and suppresses vibration greatly; for working conditions such as direct drive, power generation, uniform running and the like, the rotation angle is small, the shock absorber efficiently transmits torque with small damping, and the damping value is small and stable at the moment, which is also called steady-state damping. The damping structure of the embodiment can be applied to a traditional clutch, a torsional vibration damper, a torsion-limiting flywheel vibration damper and the like.
Taking an angular gap of 3 ° as an example, the hub and the second vibration reduction bushing are preset with a gap of 3 ° (the angular size is adjustable in practical application). Triggering small damping when the relative working angle of the shock absorber is smaller than 3 degrees; when the relative working angle of the shock absorber is larger than 3 degrees, the large damping is triggered. The disk hub is twisted below a relative angle of 3 degrees, and friction is not generated between the disk hub and the bushing, so that the disk hub is small in damping; the disk hub is twisted at a relative angle of more than 3 degrees, the damping friction plate and the first damping bushing generate friction, the second damping bushing and the driven disk generate friction moment, and the sum of the two friction moments is large damping.
The embodiment also provides a shock absorber, which comprises the damping structure. The vibration damper is a torsional vibration damper or a torsion limiting flywheel vibration damper. The damping structure of the present embodiment can also be applied to a clutch.
Example 2:
as shown in fig. 6 to 9, this embodiment is different from embodiment 1 in that a first clamping groove structure 701 is provided on a hub 7, a claw structure 901 is provided on a damping friction plate 9, the claw structure 901 is located in the first clamping groove structure 701, and a first rotation gap 13 exists between two side walls of the claw structure 901 and the first clamping groove structure 701, which are close to each other, in a counterclockwise rotation direction and/or a clockwise rotation direction of the hub 7. When the circumferential rotation distance of the hub 7 is equal to or less than the first rotation gap 13, the hub 7 alone rotates; when the circumferential rotation distance of the hub 7 is larger than the first rotation gap 13, the hub 7 drives the vibration damping friction plate 9 to rotate.
Through the clearance fit of disk hub and damping friction disc, set up first rotation clearance, when the rotation angle of disk hub is less than or equal to first rotation clearance, the disk hub does not drive damping friction disc and rotates, and damping friction disc and other parts do not produce friction, and no frictional force is little damping state, and when the rotation angle of disk hub was greater than first rotation clearance, the disk hub drove damping friction disc and rotated, takes place the friction between damping friction disc and other parts, produces frictional force, is big damping state, and then can realize the switching of big damping and small damping.
Fig. 9 is a schematic view of torsional characteristics of a full-scale damper, fig. 18 is a damping structure with zero rotational clearance, and fig. 19 is a schematic view of torsional characteristics of a normal damper, with small damping angles on the positive and negative sides: the included angle between the notch of the disk hub and the bending part of the vibration reduction friction plate is 0 degrees, and comparison shows that the whole area in the prior art scheme has only one damping type, and the damping structure of the embodiment has a plurality of damping types.
As shown in fig. 7, the left first rotation gap 13 is a positive side small damping angle, the right first rotation gap 13 is a negative side small damping angle, and the positive and negative side small damping angles: the included angle between the notch of the disc hub and the bending part of the vibration reduction friction plate is set according to NVH poor feedback of the whole vehicle.
Example 3:
as shown in fig. 10 to 14, this embodiment is different from embodiment 2 in that a lug structure 902 is provided on the damper friction plate 9, the lug structure 902 extends to the position of the damper springs 4, and the lug structure 902 is located between two adjacent damper springs 4. In a normal state, of two opposite side walls of the lug structure 902, one side wall is attached to one end of one damping spring 4, and a second rotation gap 15 exists between the other side wall and one end of the other damping spring 4.
Working principles of large and small damping:
the lower end surface of the vibration reduction bush is contacted with the upper end surface of the vibration reduction friction plate to form a friction pair a.
The upper end surface of the vibration reduction bush is contacted with the lower end surface of the large end surface of the disk hub to form a friction pair b.
The lower end surface of the vibration reduction friction plate is contacted with the upper end surface of the large end surface of the disk hub to form a friction pair c.
The disc spring provides axial pressure, and the damping disc and the driven disc are riveted through the limiting pin so as to keep the friction pair. The engine power drives the damping spring to rotate through the driven disc and the damping disc, the damping spring rotates to drive the disc hub to rotate, and the internal spline of the disc hub transmits the engine power to the rear end through the engagement with the shaft of the gearbox 1. When the fluctuation of the reciprocating rotation angle of the disk hub is larger than a preset small damping angle (such as rapid acceleration and deceleration and start-stop conditions), the notch of the disk hub is contacted with the bending part of the vibration reduction friction plate so as to drive the vibration reduction friction plate to rotate together, and at the moment, the friction pairs a and b are triggered so as to generate large damping. When the fluctuation of the reciprocating rotation angle of the disk hub is smaller than a preset small damping angle (such as idle speed, stable driving and high-speed cruising working conditions), the notch of the disk hub is not contacted with the vibration reduction friction plate, and the friction pairs b and c trigger to generate small damping.
As shown in fig. 10, the left first rotation gap 13 is shown as a positive side small damping angle, and the right first rotation gap 13 is shown as a negative side small damping angle.
Positive side small damping angle: the included angle between the notch of the disc hub and the bending part of the vibration reduction friction plate is the same as the included angle between the lug part of the vibration reduction friction plate and the square window of the disc hub, but the specific angle is set according to poor NVH feedback of the whole vehicle.
Negative side small damping angle: the included angle between the notch of the disc hub and the bending part of the vibration reduction friction plate is the same as the included angle between the lug part of the vibration reduction friction plate and the square window of the disc hub, but the specific angle is set according to poor NVH feedback of the whole vehicle.
Example 4:
as shown in fig. 15 to 17, the present embodiment is different from embodiment 3 in that a second clamping groove structure 702 is provided on the hub 7, the second clamping groove structure 702 is communicated with the first clamping groove structure 701, and the second clamping groove structure 702 forms a rotation passage of the claw structure 901 in the circumferential rotation direction.
Through set up the journal stirrup structure and set up the second draw-in groove structure at the dish hub, when the rotation angle of dish hub is less than or equal to first rotation clearance, the one end that damping spring is close to the journal stirrup structure is compressed, damping friction piece has not rotated this moment, when the rotation angle of dish hub is greater than first rotation clearance, damping spring's one end has been compressed a section distance, damping friction piece just begins to rotate this moment, when the rotation angle of dish hub continues to increase, damping friction piece rotates a certain distance, when the dish hub gyration, owing to the existence of second draw-in groove structure, just can drive damping friction piece gyration after the dish hub gyration a certain angle, this in-process damping spring compressed one end can take place to reset, because damping spring compressed one end is the same with the initial position that the journal stirrup structure is close to damping spring, damping spring can support to the journal stirrup structure that does not reset in reset the in reset process, and then drive damping friction piece rotation, and then realize big damping state again.
As shown in fig. 15, the left first rotation gap 13 is a positive side small damping angle, and the right first rotation gap 13 is a negative side small damping angle.
Positive side small damping angle: the included angle between the notch of the disk hub and the bending part of the vibration reduction friction plate is a positive side torsion limit angle.
Negative side small damping angle: the included angle between the notch of the disc hub and the bending part of the vibration reduction friction plate is the same as the included angle between the lug part of the vibration reduction friction plate and the square window of the disc hub, but the specific angle is set according to poor NVH feedback of the whole vehicle.
According to the invention, through the clearance fit between the disk hub and the second vibration reduction bushing and the vibration reduction friction plate, the disk hub and the second vibration reduction bushing and the vibration reduction friction plate are not in direct friction with each other, and a small damping state or a large damping state can be triggered according to actual working conditions, so that the functions of efficiently transmitting torque, inhibiting vibration and reducing noise are realized, and a more ideal NVH effect is achieved.
In the description of the present application, it should be understood that the terms "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate orientations or positional relationships based on the orientations or positional relationships illustrated in the drawings, merely to facilitate description of the present application and simplify the description, and do not indicate or imply that the devices or elements being referred to must have a specific orientation, be configured and operated in a specific orientation, and are not to be construed as limiting the present application.
The foregoing describes specific embodiments of the present invention. It is to be understood that the invention is not limited to the particular embodiments described above, and that various changes or modifications may be made by those skilled in the art within the scope of the appended claims without affecting the spirit of the invention. The embodiments of the present application and features in the embodiments may be combined with each other arbitrarily without conflict.

Claims (10)

1. A damping structure, comprising: driven plate half assembly, disk hub half assembly and vibration damping disk half assembly; the disk hub half assembly is clamped between the driven disk half assembly and the vibration reduction disk half assembly;
the driven plate half assembly comprises a driven plate (11) and a second vibration reduction bushing (10), the second vibration reduction bushing (10) is arranged on the driven plate (11), and the vibration reduction plate half assembly is connected with the driven plate (11);
the hub half assembly comprises a hub (7), a connecting groove (17) is formed in the hub (7), a connecting claw (16) is arranged on the second vibration reduction bushing (10), the second vibration reduction bushing (10) is arranged on the hub (7), and the connecting claw (16) is located in the connecting groove (17);
the connecting claw (16) is provided with a first rotation abutting plane (18) at two ends of the disc hub (7) in the rotation direction, a second rotation abutting plane (19) is arranged on the disc hub (7) at a position close to the first rotation abutting plane (18), and an angle gap (12) is formed between the first rotation abutting plane (18) and the second rotation abutting plane (19).
2. The damping structure according to claim 1, wherein the gap angle is θ, the damping structure being applied to a shock absorber;
when the relative working angle of the shock absorber is smaller than theta, the disc hub (7) is twisted below the relative angle theta, the disc hub (7) does not drive the second shock absorption bushing (10) to rotate, friction torque is not generated between the disc hub (7) and the second shock absorption bushing (10), and the shock absorption bushing is in a small damping state;
when the relative working angle of the damper is larger than theta, the disc hub (7) is twisted at the relative angle of theta, the disc hub (7) drives the second damping bush (10) to rotate, friction torque is generated between the second damping bush (10) and the driven disc (11), and friction torque is generated between the damping friction plate (9) and the first damping bush (3) and is in a large damping state.
3. Damping structure according to claim 1, characterized in that the angular gap (12) is 2-4 °.
4. Damping structure according to claim 1, characterized in that the damping disc half-assembly comprises a damping disc (1), a first damping bushing (3) and a belleville spring (2);
the first vibration reduction bushing (3) is connected with the vibration reduction disc (1), and the belleville springs (2) are clamped between the first vibration reduction bushing (3) and the vibration reduction disc (1);
the vibration reduction disc (1) is connected with the driven disc (11).
5. Damping structure according to claim 4, characterized in that the damping disc (1) and the driven disc (11) are fixed by means of a rivet (6) connection.
6. Damping structure according to claim 1, characterized in that the hub half-assembly further comprises a vibration-damping spring (4), a spring seat (8) and a vibration-damping friction plate (9);
the vibration reduction device is characterized in that the spring seat (8) and the vibration reduction friction plate (9) are arranged on the disc hub (7), the vibration reduction spring (4) is arranged on the spring seat (8), and the vibration reduction spring (4) is arranged between the disc hub (7) and the driven disc half assembly as well as between the vibration reduction disc half assembly.
7. Damping structure according to claim 6, characterized in that the hub half-assembly further comprises a vibration damping rubber (5), which vibration damping rubber (5) is arranged in the vibration damping spring (4).
8. The damping structure according to claim 1, wherein the damping structure is applied to a clutch.
9. A shock absorber comprising a damping structure according to any one of claims 1 to 7.
10. The shock absorber of claim 9 wherein said shock absorber is a torsional shock absorber or a torsion-limited flywheel shock absorber.
CN202311525076.1A 2023-11-15 2023-11-15 Damping structure and shock absorber Pending CN117366166A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202311525076.1A CN117366166A (en) 2023-11-15 2023-11-15 Damping structure and shock absorber

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202311525076.1A CN117366166A (en) 2023-11-15 2023-11-15 Damping structure and shock absorber

Publications (1)

Publication Number Publication Date
CN117366166A true CN117366166A (en) 2024-01-09

Family

ID=89402337

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202311525076.1A Pending CN117366166A (en) 2023-11-15 2023-11-15 Damping structure and shock absorber

Country Status (1)

Country Link
CN (1) CN117366166A (en)

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