CN214404525U

CN214404525U - Direct-connected damping flywheel for automatic speed change

Info

Publication number: CN214404525U
Application number: CN202023088189.4U
Authority: CN
Inventors: 朴政桓
Original assignee: Shenyang Valeo Pyeong HWA Transmission Systems Co Ltd
Current assignee: Shenyang Valeo Pyeong HWA Transmission Systems Co Ltd
Priority date: 2020-12-21
Filing date: 2020-12-21
Publication date: 2021-10-15
Anticipated expiration: 2030-12-21

Abstract

The utility model relates to an automatic speed change is with linking shock attenuation flywheel directly, including even main flywheel and main flywheel lid as an organic whole, be equipped with the drive plate between main flywheel and main flywheel lid, and the drive plate outer fringe is equipped with the passive arch that becomes a plurality of arc buffering spaces with regional separation between main flywheel and the main flywheel lid, be equipped with the elasticity portion in the arc buffering space, be equipped with rotatable spline hub in the through-hole of main flywheel lid middle part, and the inboard border of drive plate links firmly with the outside border of spline hub, be equipped with rotatable dish hub in the through-hole of drive plate middle part, and dish hub with main flywheel links firmly, is equipped with the friction generating device that produces frictional force through drive plate and the relative rotation of dish hub between dish hub and the main flywheel, and main flywheel is connected with the engine crankshaft is concentric, and spline hub suit is on the clutch input shaft. The utility model discloses have good shock attenuation performance, can play abundant cushioning effect in torque transmission process, consequently can save hydraulic torque converter, reduce manufacturing cost, improve the energy consumption.

Description

Direct-connected damping flywheel for automatic speed change

Technical Field

The utility model relates to an automatic speed change is with directly linking shock attenuation flywheel.

Background

An automatic transmission is a drive mechanism for transmitting power output from an engine to the inside of the transmission through a torque converter, and the above-mentioned method of transmitting power by the torque converter is disadvantageous in terms of vehicle energy consumption because power is transmitted by fluid flow, and if engine output torque can be sufficiently buffered and engine output power can be adjusted by precise control, it is possible to eliminate the need for the torque converter and it is more advantageous in terms of vehicle energy consumption to transmit power by matching an appropriate damper device and a clutch.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide an automatic speed change is with directly linking shock attenuation flywheel has good damping performance, can play abundant cushioning effect in torque transmission process, consequently can save hydraulic torque converter, reduces manufacturing cost, improves the energy consumption.

The purpose of the utility model is realized through the following technical scheme:

a direct-connected damping flywheel for automatic speed change comprises a main flywheel and a main flywheel cover which are connected into a whole, wherein an annular driving plate is arranged between the main flywheel and the main flywheel cover, and the outer edge of the driving plate is provided with a driven bulge which divides the area between the main flywheel and the main flywheel cover into a plurality of arc-shaped buffering spaces, an elastic part is arranged in the arc-shaped buffering space, a rotatable spline hub is arranged in a through hole in the middle of the main flywheel cover, the inner side edge of the driving plate is fixedly connected with the outer side edge of the spline hub, a rotatable hub is arranged in a through hole in the middle of the driving plate and is fixedly connected with the main flywheel, and a friction generating device which generates friction force through the relative rotation of the driving plate and the hub is arranged between the hub and the main flywheel, the main flywheel is concentrically connected with the engine crankshaft, and the spline hub is sleeved on the clutch input shaft.

An inertia ring is arranged on the rear side of the main flywheel cover, the outer diameter of the inertia ring is the same as that of the main flywheel cover, and the inner side edge of the inertia ring is spaced from the outer side edge of the spline hub.

Friction generating device is including locating friction pad, supporting pad and the cushion between dish hub and the main flywheel in proper order, just friction pad outer fringe is equipped with a plurality of packing rings protrudingly along the circumferencial direction, the inboard edge of drive plate is equipped with a plurality of friction drive grooves along the circumferencial direction, just the protruding gomphosis that corresponds of packing ring in friction drive groove and the friction pad outer fringe.

The spline hub is sleeved on an input shaft of the dry clutch, and an output shaft of the dry clutch is connected with a driving shaft of the automatic transmission.

The spline hub is sleeved on an input shaft of a wet clutch, and an output shaft of the wet clutch is connected with a driving shaft of an automatic transmission.

The utility model discloses an advantage does with positive effect:

the utility model discloses be equipped with the friction generating device including friction pad, supporting pad and cushion between main flywheel and dish hub, have good shock attenuation performance, can play abundant cushioning effect in torque transmission process, consequently can save hydraulic torque converter, reduce manufacturing cost, improve the energy consumption.

Drawings

Figure 1 is a schematic structural diagram of the present invention,

figure 2 is an exploded schematic view of the present invention,

FIG. 3 is an internal schematic view of the present invention shown in FIG. 1 with the main flywheel removed,

fig. 4 is a schematic view of a vehicle driving device using the damping flywheel of the present invention.

The flywheel comprises a main flywheel 1, a main flywheel cover 3, an elastic part 5, a spline hub 7, a driven protrusion 9, a driving plate 11, a washer 13, a bearing 15, a hub 17, a driving protrusion 19, a spring 21, a spring guide 23, an inertia ring 25, a friction pad protrusion 29, a friction pad 31, a support pad 33, an elastic pad 35, a friction driving groove 37, an engine 39, an automatic transmission 43, a dry clutch 45 and a rivet 47.

Detailed Description

The present invention will be described in detail with reference to the accompanying drawings.

As shown in figures 1-3, the utility model comprises a main flywheel 1 with the front side connected with an engine crankshaft in a concentric manner and a main flywheel cover 3 with the rear side in a ring shape and connected with the main flywheel 1 into a whole, an annular driving plate 11 is concentrically arranged between the main flywheel 1 and the main flywheel cover 3, as shown in figures 2-3, the upper side and the lower side of the driving plate 11 are both provided with passive bulges 9, the area between the main flywheel 1 and the main flywheel cover 3 is divided into two arc-shaped buffer spaces by the two passive bulges 9, an elastic part 5 is arranged in the arc-shaped buffer space, a spline hub 7 is arranged in a through hole in the middle of the main flywheel cover 3, the inner side edge of the driving plate 11 is fixedly connected with the outer side edge of the spline hub 7, a clutch input shaft is inserted in a shaft sleeve in the middle of the spline hub 7, a disc hub 17 is arranged in the through hole in the middle of the driving plate 11, the hub 17 is fixedly connected with the main flywheel 1, and a friction generating device which generates friction force through the relative rotation of the driving plate 11 and the hub 17 is arranged between the hub 17 and the main flywheel 1.

As shown in fig. 1, the inner edge of the main flywheel cover 3 is spaced from the outer edge of the spline hub 7, a washer 13 is disposed on the rear side of the drive plate 11 and contacts with the main flywheel cover 3, a shaft sleeve is disposed in the middle of the spline hub 7 for inserting a clutch input shaft, and the middle of the hub 17 is supported and mounted on the shaft sleeve in the middle of the spline hub 7 through a bearing 15.

As shown in fig. 2, the elastic portion 5 includes a plurality of spring assemblies that are sequentially abutted against each other, and each spring assembly includes a spring 21 and spring guide blocks 23 disposed at two ends of the spring 21.

As shown in fig. 2 to 3, the driven protrusions 9 on the upper and lower sides of the driving plate 11 are positioned in the same direction as the driving protrusions 19 provided on the main flywheel 1 and the main flywheel cover 3 in a state where no power is transmitted, and the driving protrusions 19 in the main flywheel 1 compress the elastic part 5 when the main flywheel 1 rotates.

As shown in fig. 1 and 3, an inertia ring 25 is fixed to the rear side of the main flywheel cover 3, and an inner side edge of the inertia ring 25 is spaced apart from an outer side edge of the spline hub 7. The inertia ring 25 can improve the inertia of the main flywheel cover 3, so that the main flywheel cover 3 is not too thick, and the machining precision is ensured more favorably when the main flywheel cover 3 is stamped.

As shown in fig. 1 and 3, the rear side of the inertia ring 25 is flush with the rear side of the spline hub 7, and the outer diameter of the inertia ring 25 is the same as that of the main flywheel cover 3, so that the structure can be more compact.

As shown in fig. 2, the friction generating device between the hub 17 and the main flywheel 1 includes a friction pad 31, a supporting pad 33 and an elastic pad 35, the friction pad 31, the supporting pad 33 and the elastic pad 35 are all annular and are coaxially disposed with the hub 17, a plurality of gasket protrusions 29 are disposed on the outer edge of the friction pad 31 along the circumferential direction, the friction pad 31 is disposed between the supporting pad 33 and the hub 17, the elastic pad 35 is disposed between the supporting pad 33 and the main flywheel 1, the elastic pad 35 is used for applying elastic pressure to the supporting pad 33, the friction pad 31 and the hub 17, a plurality of friction driving grooves 37 are disposed on the inner edge of the driving plate 11 along the circumferential direction, and the friction driving grooves 37 and the gasket protrusions 29 on the outer edge of the friction pad 31 are correspondingly embedded.

As shown in fig. 2, the friction pad 31, the support pad 33 and the elastic pad 35 are sequentially disposed between the hub 17 and the main flywheel 1 and are in a concentrically pressed state, and the pressing force is formed by the elastic force of the elastic pad 35 when the main flywheel 1 and the hub 17 are coupled by the rivet 47, so that when the main flywheel 1 drives the hub 17 to rotate, the friction force occurs between the friction pad 31 and the hub 17 and the support pad 33.

However, the washer protrusions 29 on the friction pads 31 are inserted into the corresponding friction driving grooves 37 on the inner side of the driving plate 11, and the length of the friction driving grooves 37 is larger than the width of the washer protrusions 29, when the main flywheel 1 and the hub 17 rotate, the driving protrusions 19 in the main flywheel 1 press the elastic parts 5, the elastic parts 5 are pressed, and the driving plate 11 and the hub 17 rotate relatively, but the washer protrusions 29 rotate freely in the friction driving grooves 37 at the beginning of rotation, so that no friction force occurs, and after the washer protrusions 29 contact with the side walls of the friction driving grooves 38, the friction pads 31 start to rotate relatively with the hub 17, so that a friction force occurs.

On the other hand, the gasket 13 between the rear side of the drive plate 11 and the main flywheel cover 3 has a sealing function and also generates a frictional force with respect to the rotation of the main flywheel cover 3.

The utility model discloses a theory of operation does:

in the operation of the utility model, the engine drives the main flywheel 1 and the hub 17 to rotate synchronously, and the driving protrusion 19 in the main flywheel 1 presses the elastic part 5 between the main flywheel 1 and the main flywheel cover 3, the elastic part 5 presses the back to apply force to the driven protrusion 9 on the driving plate 11, so that the driving plate 11 drives the spline hub 7 to rotate and drives the clutch input shaft in the spline hub 7 to rotate, in the power transmission process, the friction generating device between the hub 17 and the main flywheel 1 generates friction force and realizes the damping function with the elastic part 5, wherein the outer edge of the friction pad 31 in the friction generating device is provided with the gasket protrusion 29 to be correspondingly embedded with the friction driving groove 37 in the driving plate 11, and the length of the friction driving groove 37 is larger than the width of the gasket protrusion 29, at first, the gasket protrusion 29 rotates freely in the friction driving groove 37 without generating friction force, when the washer projection 29 comes into contact with the side wall of the friction drive groove 38, the friction pad 31 starts to generate friction force with respect to the hub 17, and the washer 13 between the rear side of the drive plate 11 and the main flywheel cover 3 also generates friction force with respect to the main flywheel cover 3 in addition to having a sealing function.

As shown in fig. 4, one kind adopts the vehicle driving device of flywheel includes engine 39, automatic transmission 43 and dry clutch 45, wherein engine 39 output shaft with main flywheel 1 connects, spline hub 7 suit is on the input shaft of dry clutch 45, the output shaft of dry clutch 45 with automatic transmission 43 output end connects, and among the prior art, the actuating mechanism who is connected with automatic transmission 43 is torque converter usually, but the utility model discloses the reason that can different torque converters lies in: the utility model discloses a shock attenuation flywheel damping performance is outstanding, can play abundant cushioning effect in torque transmission process to dry clutch 45 can accurate control, thereby can get rid of torque converter, reduces manufacturing cost, improves the energy consumption, in addition dry clutch 45 also can replace with wet clutch, and wet clutch is complicated than dry clutch structure, but then more accurate soft in the aspect of the control.

The engine 39, automatic transmission 43, dry clutch 45, and wet clutch are all well known in the art.

Claims

1. The utility model provides an automatic change speed with directly connecting shock attenuation flywheel which characterized in that: the flywheel comprises a main flywheel (1) and a main flywheel cover (3) which are connected into a whole, wherein an annular driving plate (11) is arranged between the main flywheel (1) and the main flywheel cover (3), a driven bulge (9) which divides the area between the main flywheel (1) and the main flywheel cover (3) into a plurality of arc-shaped buffer spaces is arranged at the outer edge of the driving plate (11), an elastic part (5) is arranged in each arc-shaped buffer space, a rotatable spline hub (7) is arranged in a through hole in the middle of the main flywheel cover (3), the inner side edge of the driving plate (11) is fixedly connected with the outer side edge of the spline hub (7), a rotatable hub (17) is arranged in the through hole in the middle of the driving plate (11), the hub (17) is fixedly connected with the main flywheel (1), and a friction generating device which generates friction force through relative rotation of the driving plate (11) and the hub (17) is arranged between the hub (17) and the main flywheel (1), the main flywheel (1) is concentrically connected with an engine crankshaft, and the spline hub (7) is sleeved on the clutch input shaft.

2. The direct connection damper flywheel for automatic transmission according to claim 1, wherein: an inertia ring (25) is arranged on the rear side of the main flywheel cover (3), the outer diameter of the inertia ring (25) is the same as that of the main flywheel cover (3), and the inner side edge of the inertia ring (25) is spaced from the outer side edge of the spline hub (7).

3. The direct connection damper flywheel for automatic transmission according to claim 1, wherein: friction generating device is including locating friction pad (31), supporting pad (33) and cushion (35) between dish hub (17) and main flywheel (1) in proper order, just friction pad (31) outer fringe is equipped with a plurality of packing ring protrudingly (29) along the circumferencial direction, the inboard edge of drive plate (11) is equipped with a plurality of friction drive grooves (37) along the circumferencial direction, just the gomphosis is corresponded with packing ring protrudingly (29) in friction pad (31) outer fringe in friction drive groove (37).

4. The direct connection damper flywheel for automatic transmission according to claim 1, wherein: the spline hub (7) is sleeved on an input shaft of the dry clutch, and an output shaft of the dry clutch is connected with a driving shaft of the automatic transmission.

5. The direct connection damper flywheel for automatic transmission according to claim 1, wherein: the spline hub (7) is sleeved on an input shaft of a wet clutch, and an output shaft of the wet clutch is connected with a driving shaft of the automatic transmission.