CN117515107A

CN117515107A - Vibration damper

Info

Publication number: CN117515107A
Application number: CN202210897683.XA
Authority: CN
Inventors: 肖荣亭
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2022-07-28
Filing date: 2022-07-28
Publication date: 2024-02-06

Abstract

The present invention relates to a vibration damping device. The damping device comprises a flywheel, a flange assembly and a damping spring, wherein the flywheel and the flange assembly can rotate relatively, and the damping spring is abutted between the flywheel and the flange assembly along the rotation direction so as to transmit torque. Wherein the vibration damping device further comprises a clutch connected to the flange assembly for transmitting torque as a first torque transmitting end and the clutch for transmitting torque as a second torque transmitting end in parallel with the first torque transmitting end, and wherein the flange assembly comprises a flange plate and a clutch cover, the flange plate and the clutch cover being fixed to each other and axially spaced apart, the clutch being axially mounted between the flange plate and the clutch cover. The damping device of the present invention has an improved structural design.

Description

Vibration damper

Technical Field

The invention relates to the technical field of vehicles. In particular, the invention relates to a vibration damping device for a drive train of a motor vehicle.

Background

In the current society with increasingly severe environmental and energy problems, new energy vehicles are receiving increasing attention from the industry. Among the various new energy vehicles of the present, a hybrid vehicle that uses an internal combustion engine and an electric motor to drive together is a common type. The layout of the hybrid vehicle can be generally divided according to the arrangement position of the electric machine in the drive train. For example, P1 refers to a layout in which the motor is disposed after the engine and before the clutch, and P3 refers to a layout in which the motor is disposed at the output of the transmission. For vehicles with a P1 motor, in particular hybrid vehicles using a p1+p3 layout, the input of the damping device is connected to the engine, while the output needs to be connected simultaneously in parallel with the P1 motor and the transmission. Thus, two parallel torque transmission paths need to be led out of the damper device. Meanwhile, in order to control the torque transmitting state between the engine and the transmission, it is generally necessary to provide a clutch between the damper device and the transmission, and the clutch is often integrated into the damper device.

In the prior art, the two parallel torque transmission paths required are usually led out in two different components of the damping device connected in series. For example, the torque outputs may be drawn simultaneously from the side plates and flanges in parallel. This design makes the structure of the damping device more complex and often requires additional rotating parts.

Disclosure of Invention

The object of the present invention is to provide an improved damping device.

The above technical problem is solved by a vibration damping device according to the present invention. The damping device comprises a flywheel, a flange assembly and a damping spring, wherein the flywheel and the flange assembly can rotate relatively, and the damping spring is abutted between the flywheel and the flange assembly along the rotation direction so as to transmit torque. Wherein the vibration damping device further comprises a clutch connected to the flange assembly for transmitting torque as a first torque transmitting end and the clutch for transmitting torque as a second torque transmitting end in parallel with the first torque transmitting end, and wherein the flange assembly comprises a flange plate and a clutch cover, the flange plate and the clutch cover being fixed to each other and axially spaced apart, the clutch being axially mounted between the flange plate and the clutch cover. The clutch connected to the flange assembly may provide a torque transmitting end in parallel with the flange assembly, so that the damper device may draw two torque transmission paths from the flange assembly and control one of the torque transmission paths through the clutch, thereby facilitating a plurality of different modes of operation, particularly for use in a hybrid vehicle driveline. The flange assembly provides installation space for the clutch through the clutch cover and shields and protects the clutch.

According to a preferred embodiment of the invention, the damping spring may abut between the flywheel and the flange in the direction of rotation, and the clutch cover may be located on the side of the flange remote from the flywheel in the axial direction. Whereby the flange assembly receives torque from or transmits torque to the flywheel through the flange, and the clutch cover does not occupy space between the flange and the flywheel as a component attached to the flange.

According to another preferred embodiment of the invention, a clutch cover may be used for transmitting torque as the first torque transmitting end. The clutch cover and the clutch thus serve as two parallel torque transmission ends to draw a torque transmission path from the damper device. The clutch cover is axially positioned outside the whole vibration damper, so that the torque is conveniently led out. The clutch cover can be used, for example, for connection to a drive motor.

According to another preferred embodiment of the invention, the flange plate can be used to be supported on a drive shaft connected to the clutch by means of a bearing. The drive shaft connected to the clutch may be, for example, an input shaft of a transmission. The flange is rotatably supported by the input shaft of the transmission through a bearing such that the axial force supporting the damper assembly acts primarily on the transmission side and is not borne by the engine crankshaft.

According to another preferred embodiment of the invention, the clutch may comprise a clutch disc rotatable relative to the flange assembly, the clutch disc being capable of frictional contact with the flange assembly to transmit torque as the second torque transmitting end. The clutch is thus formed as a sliding friction clutch.

According to another preferred embodiment of the invention, the clutch may further comprise a pressure plate, the clutch disc being axially located between the flange and the pressure plate, the pressure plate being axially movable relative to the flange assembly for pressing the clutch disc against the flange. The pressure plate can be connected in an axially movable manner to the clutch cover in a rotationally fixed manner. The clutch plate compressed between the flange plate and the pressure plate can transmit torque with the flange assembly through friction.

According to another preferred embodiment of the present invention, the vibration damping device may further include a clutch actuating plate for driving the pressing plate, and the clutch actuating plate may be mounted on the clutch cover. The clutch actuation plate may be in the form of a diaphragm spring and may drive the pressure plate axially relative to the flange assembly by leverage.

According to another preferred embodiment of the invention, the radially outer portion of the clutch disc is capable of transmitting torque in frictional contact with the flange assembly, and the radially inner portion of the clutch disc is operable to transmit torque as the second torque transmitting end. The portion of the clutch plate in frictional contact with the flange assembly is located radially outward so that a greater torque can be transmitted. The radially inner side of the clutch disk can be connected to and supported on, for example, the input shaft of the transmission in a rotationally fixed manner.

According to another preferred embodiment of the invention, the radially outer part of the clutch cover can be fixedly connected with the flange. The space between the clutch cover and the flange for mounting the clutch thus forms a space which is closed on the outside and open on the inside.

According to another preferred embodiment of the present invention, the damper spring may be installed at a radially outer portion of the flange plate, and the clutch cover may be located radially inward of the damper spring. The clutch and the clutch cover are thus radially offset from the damper spring.

Drawings

The invention is further described below with reference to the accompanying drawings. Like reference numerals in the drawings denote functionally identical elements. Wherein:

FIG. 1 shows a schematic view of a vibration damping device according to an exemplary embodiment of the present invention; and

fig. 2 shows a schematic view of a vehicle driveline with a vibration damping arrangement according to an exemplary embodiment of the invention.

Detailed Description

Hereinafter, a specific embodiment of a vibration damping device according to the present invention will be described with reference to the accompanying drawings. The following detailed description and the accompanying drawings are provided to illustrate the principles of the invention and not to limit the invention to the preferred embodiments described, the scope of which is defined by the claims.

According to an embodiment of the present invention, there is provided a vibration damping device. Such vibration damping devices may be applied in the drive trains of motor vehicles, in particular hybrid vehicles, which are usually arranged between the engine and the transmission for absorbing and damping vibrations and shocks in the torque of the engine.

Fig. 1 shows an exemplary embodiment of a vibration damping device according to the present invention. As shown in fig. 1, the vibration damping device comprises a flywheel 2, a flange assembly, a vibration damping spring 3, a clutch and the like.

The flywheel 2 is formed as a substantially disc-shaped member having a large moment of inertia, which is rotatable about a rotation axis substantially coinciding with the central axis. The flywheel 2 is capable of damping torque vibrations by its own moment of inertia. The flywheel 2 can be connected as a torque transmission (input or output) of the vibration damper to, for example, a crankshaft of the engine. The flywheel 2 may be directly connected (e.g. by splines) to the engine crankshaft in a radially inner portion, or may be indirectly connected (e.g. by splines) to the engine crankshaft by means of, for example, a flywheel flange 1, wherein the flywheel flange 1 is connected (e.g. by splines) in a rotationally fixed manner to both the flywheel 2 and the engine crankshaft, respectively.

The flange assembly is arranged substantially coaxially with the flywheel 2, and the flywheel 2 and the flange assembly are rotatable relative to each other about a common central axis. The flywheel 2 is closer to the engine (front end) in the transmission path, and the flange assembly is closer to the transmission (rear end) in the transmission path. The flange assembly is located axially on the side of the flywheel 2 remote from the engine.

The damper spring 3 abuts between the flywheel 2 and the flange assembly in the rotational direction. The damping means may comprise one or more damping springs 3. The damper spring 3 may be a coil spring or other form of elastic member. When the damping device comprises a plurality of damping springs 3, the damping springs 3 are circumferentially spaced, in particular uniformly spaced. The damper springs 3 are capable of transmitting torque between the flywheel 2 and the flange assembly and damping torque vibrations by elastic deformation of their own.

The clutch is connected to the flange assembly and is capable of transmitting torque as one torque transmitting end of the damper device opposite the flywheel 2. At the same time, the flange assembly can act as the other torque transmitting end of the damper device opposite the flywheel 2 to transmit torque in parallel with the clutch. Wherein the flange assembly may be connected to a first drive shaft 11 (e.g. an output shaft of a drive motor) and the clutch may be connected to a second drive shaft 12 (e.g. an input shaft of a transmission).

In this embodiment, the flange assembly mainly comprises an output flange plate 4 and a clutch cover 5. The flange 4 is formed as a substantially disc-shaped member which is arranged substantially coaxially with the flywheel 2 and is rotatable relative to the flywheel 2 about a rotational axis substantially coinciding with the central axis. The clutch cover 5 is also formed as a substantially disc-shaped part which is fastened substantially coaxially to the flange 4 (for example by means of rivets 6 or welding etc.), so as to be able to rotate synchronously as a whole with respect to the flywheel 2.

As shown in fig. 1, the clutch cover 5 is axially located on the side of the flange plate 4 remote from the flywheel 2 and axially spaced from the flywheel 2, and a clutch may be installed between the flange plate 4 and the clutch cover 5. In particular, the radially outer portion of the clutch cover 5 may abut against the flange 4 and be fixed together (for example by means of rivets 6 or welding, etc.), while the radially inner portion of the clutch cover 5 may be offset with respect to the radially outer portion towards the side remote from the flange 4, so that an annular space is formed between the radially inner portion of the clutch cover 5 and the flange 4, which is open towards the radially inner side, in which the main components of the clutch may be accommodated.

In this embodiment, the clutch cover 5 of the flange assembly can be connected as torque transmission end to the first drive shaft 11 in a rotationally fixed manner, while the flange plate 4 can be rotatably supported on the second drive shaft 12 via the bearing 9. The first drive shaft 11 and the second drive shaft 12 are each arranged substantially coaxially with the flange assembly. Wherein the first transmission shaft 11 is formed as a hollow shaft, and the second transmission shaft 12 coaxially passes through the first transmission shaft 11. The clutch cover 5 can be connected to the first drive shaft 11 in a rotationally fixed manner, for example by means of splines. The output flange 8 may preferably be fastened to the radially inner side of the clutch cover 5, for example by means of rivets or welding, etc., so that the clutch cover 5 may be connected in a rotationally fixed manner to the first drive shaft 11 by means of splines on the radially inner edge of the output flange 8. The output flange 8 can thus be regarded as part of the clutch cover 5. Alternatively, the output flange 8 may also be formed integrally with the clutch cover 5.

Preferably, the damper springs 3 may be mounted at radially outer portions of the flange 4. The vibration damping device may also comprise a spring cover 14. The spring cover 14 is fixed to a radially outer portion of the flywheel 2 and extends from a radially outer edge of the flywheel 2 toward a radially inner side. The radially outer portion of the flange 4 and the damper spring 3 are axially located between the flywheel 2 and the spring cover 14. The spring cover 14 and the flywheel 2 thus together define a space for accommodating the damper spring 3.

Preferably, the clutch and the clutch cover 5 may be located radially inward of the damper spring 3, and at least a portion of the clutch cover 5 forming an annular space for accommodating the clutch is located radially inward of the spring cover 14, whereby the clutch is also located radially inward of the spring cover 14. This makes it possible to reduce the axial length of the damper device by arranging the space for accommodating the damper spring 3 in a radially offset manner from the space for accommodating the clutch.

The bearing 9 supporting the flange 4 may be, for example, a ball bearing or other type of bearing. The bearing 9 is axially positioned on the second drive shaft 12 by means of a snap ring 10, wherein the snap ring 10 is fixed radially outside the second drive shaft 12 and axially on the side of the bearing 9 that is close to the flywheel 2. Since the flywheel flange 1 is arranged radially inside the flywheel 2 and can be connected to the flywheel 2 by means of splines in a rotationally fixed manner, this arrangement allows the components of the damping device, except for the flywheel flange 1, to be mounted as a whole on the transmission side and then connected to the engine side; in the installed state, the axial force applied to the vibration damper acts on the input shaft of the speed changer, and the crankshaft of the engine is not obviously affected.

In a preferred embodiment, the clutch may be formed as a sliding friction clutch. Specifically, the clutch may include a clutch disc 7 and a pressure plate 13. The clutch disc 7 and the pressure plate 13 are each formed as a substantially disc-shaped member and are arranged substantially coaxially with the flange assembly. The clutch disc 7 and the pressure plate 13 are located substantially axially between the flange disc 4 of the flange assembly and the clutch cover 5, so as to be accommodated in the aforementioned annular space. The clutch disc 7 is in rotationally fixed connection (e.g. by means of splines) with the second drive shaft 12 and is rotatable relative to the flange assembly about a common central axis. The clutch disc 7 is axially located between the pressure plate 13 and the flange disc 4, and the pressure plate 13 is axially movable relative to the flange assembly, so as to press the clutch disc 7 against the flange disc 4. The clutch disk 7 clamped between the flange disk 4 and the pressure plate 13 is in frictional contact with the flange assembly (in particular, the flange disk 4), so that torque can be transmitted by frictional force. The pressure plate 13 presses the clutch disc 7 against the flange disc 4 when the clutch is in the engaged state, the clutch disc 7 being able to transmit torque from the flange assembly to the second drive shaft 12 or to transmit torque from the second drive shaft 12 to the vibration damping device as a torque transmitting end in parallel with the flange assembly; when the clutch is in the disengaged state, the pressure plate 13 applies no or only a small pressure to the clutch disc 7, and the torque transmission path between the flange assembly and the second transmission shaft 12 is disconnected.

Preferably, a radially inner part of the clutch disc 7, in particular a radially inner edge, can be supported on the second drive shaft 12 and be connected in a rotationally fixed manner to the second drive shaft 12, so that torque is transmitted as a torque transmitting end. Accordingly, the radially outer portion of the clutch disc 7 may extend to near the junction of the clutch cover 5 and the flange 4 for frictional contact with the flange assembly. That is, when the clutch is engaged, the radially outer portion of the clutch disc 7 is pressed between the pressing plate 13 and the flange 4. This allows the friction contact area to have a larger radius, enabling a larger torque to be transmitted.

Preferably, the vibration damping device may further include a clutch actuation plate 15 for driving the pressure plate 13. The clutch actuating plate 15 is mounted on the clutch cover 5. Specifically, the clutch actuating plate 15 may be, for example, a diaphragm spring. The clutch actuating plate 15 may be located on the side of the clutch cover 5 remote from the flange plate 4 in the axial direction and supported by a support 16 fixed to the clutch cover 5. The pressing plate 13 is rotatably mounted inside the clutch cover 5, and has a projection passing through the clutch cover 5 to axially abut the clutch actuation plate 15. The clutch actuating plate 15 can drive the pressing plate 13 to move in the axial direction based on the lever principle with the support 16 as a fulcrum. The radially outer portion of the clutch actuation plate 15 may be adapted to abut against a protrusion of the pressure plate 13, while the radially inner portion may be adapted to receive a driving force from an actuator.

The vibration damper according to the embodiment of the invention has the advantages of simple structure, high integration level and low cost, and is very suitable for the drive train of the hybrid power vehicle. The specific function of the vibration damping device according to the present invention will be described below with reference to fig. 2. Fig. 2 schematically shows a hybrid powertrain layout to which a vibration damping device according to the present invention is applied. As shown in fig. 2, the hybrid power train includes the vibration damping device D, the first propeller shaft 11, and the second propeller shaft 12 according to the foregoing embodiments. The damper D is provided at the rear end of the engine E, and an output shaft (crankshaft) of the engine E is connected to an input end of the damper D (i.e., the flywheel flange 1 or the flywheel 2), so that torque can be transmitted between the engine E and the damper D. The first transmission shaft 11 is an output shaft of the first motor M1, and the second transmission shaft 12 is an input shaft of the transmission. Fig. 2 shows only briefly a partial structure of the transmission, wherein for example a third drive shaft 17, which is arranged parallel to the first drive shaft 11 and the second drive shaft 12, may be included. The second drive shaft 12 and the third drive shaft 17 may be driven by, for example, a gear set to vary the output torque and output speed. Further, at the rear end of the transmission, a second motor M2 may be provided. The output of the second electric machine M2 can also be connected in a drive manner to the third drive shaft 17, for example by means of a gear set or the like.

In the arrangement shown in fig. 2, the inputs and outputs of the various components are only relatively speaking, and the inputs and outputs of the same component may be mutually switched under different operating conditions of the vehicle. For example, in a state driven by the first motor M1, the first motor M1 may input torque into the damper device D through the first transmission shaft 11, and transmit the torque into the third transmission shaft 17 of the transmission through the damper device D. In this case, the first drive shaft 11 is actually the input of the damping device D. The damper device D according to the present invention has a clutch integrated therein, so that the clutch can be turned on or off as needed to constitute different torque transmission combinations among the first motor M1, the engine E, and the second motor M2. It follows that in the aforementioned state of being driven by the first electric machine M1, the first electric machine M1 is in the front end of the clutch in the torque transmission path towards the clutch, i.e. in the P1 position described hereinabove. In this case, the second motor M2 is in the P3 position described hereinabove. That is, the powertrain shown in FIG. 2 is a P1+P3 layout.

The first electric machine M1 is always connected to the engine E via the damper device D, while the torque transmission path between the transmission and the engine E can be switched on or off via a clutch in the damper device D. When the clutch is in a disengaged state, the vibration damper D is still connected with the first motor M1, so that the first motor M1 can be driven by the engine E, and the first motor M1 can be used as a generator to supply electric energy to the battery and/or the second motor M2; alternatively, the first motor M1 may also start the engine E as a starter motor. When the clutch is in the engaged state, the engine E and/or the first electric machine M1 can drive the wheels through the transmission, or additionally drive the wheels together with the second electric machine M2. A plurality of different operating modes of the hybrid vehicle are thereby achieved.

While possible embodiments are exemplarily described in the above description, it should be understood that there are numerous variations of the embodiments still through all known and furthermore easily conceivable combinations of technical features and embodiments by the skilled person. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. The technical teaching for converting at least one exemplary embodiment is provided more in the foregoing description to the skilled person, wherein various changes may be made without departing from the scope of the claims, in particular with regard to the function and structure of the components.

Reference numeral table

1. Flywheel flange

2. Flywheel

3. Vibration damping spring

4. Flange plate

5. Clutch cover

6. Rivet

7. Clutch disc

8. Output flange

9. Bearing

10. Clasp ring

11. First transmission shaft

12. Second transmission shaft

13. Pressing plate

14. Spring cover

15. Clutch actuation plate

16. Support seat

17. Third transmission shaft

D vibration damper

E engine

M1 first motor

M2 second motor

Claims

1. A vibration damping device comprises a flywheel (2), a flange assembly and a vibration damping spring (3), wherein the flywheel (2) and the flange assembly can rotate relatively, the vibration damping spring (3) is abutted between the flywheel (2) and the flange assembly along the rotation direction to transmit torque,

it is characterized in that the method comprises the steps of,

the vibration damping device further includes a clutch connected to the flange assembly for transmitting torque as a first torque transmitting end, for transmitting torque as a second torque transmitting end parallel to the first torque transmitting end, and

wherein the flange assembly comprises a flange plate (4) and a clutch cover (5), the flange plate (4) and the clutch cover (5) being fixed to each other and axially spaced apart, the clutch being axially mounted between the flange plate (4) and the clutch cover (5).

2. Damping device according to claim 1, characterized in that the damping spring (3) is in abutment between the flywheel (2) and the flange plate (4) in the direction of rotation, the clutch cover (5) being located axially on the side of the flange plate (4) remote from the flywheel (2).

3. Damping device according to claim 2, characterized in that the clutch cover (5) is adapted to transmit torque as the first torque transmitting end.

4. A vibration-damping device according to claim 3, characterized in that the flange (4) is intended to be supported on a drive shaft connected to the clutch by means of a bearing (9).

5. The vibration damping device according to claim 4, characterized in that the clutch comprises a clutch disc (7) rotatable relative to the flange assembly, the clutch disc (7) being frictionally contactable with the flange assembly for transmitting torque as the second torque transmitting end.

6. Damping device according to claim 5, characterized in that the clutch further comprises a pressure plate (13), the clutch disc (7) being axially located between the flange disc (4) and the pressure plate (13), the pressure plate (13) being axially movable relative to the flange assembly for pressing the clutch disc (7) against the flange disc (4).

7. Damping device according to claim 6, characterized in that it further comprises a clutch actuation plate (15) for driving the pressure plate (13), the clutch actuation plate (15) being mounted on the clutch cover (5).

8. The vibration damping device according to any one of claims 5-7, characterized in that a radially outer portion of the clutch disc (7) is adapted to be in frictional contact with the flange assembly for transmitting torque, and that a radially inner portion of the clutch disc (7) is adapted to be used as the second torque transmitting end for transmitting torque.

9. Damping device according to claim 8, characterized in that the radially outer part of the clutch cover (5) is fixedly connected with the flange (4).

10. Damping device according to claim 9, characterized in that the damping spring (3) is mounted at a radially outer part of the flange plate (4), the clutch and the clutch cover (5) being located radially inside the damping spring (3).