CN220770044U - Torsional vibration damper and vehicle - Google Patents

Abstract

The utility model discloses a torsional vibration damper and a vehicle, wherein the torsional vibration damper comprises a torque limiter, the torque limiter comprises a flywheel side cover plate, a transmission side cover plate and a friction steel sheet, the flywheel side cover plate and the transmission side cover plate are arranged in a laminated mode and connected, and the friction steel sheet is positioned between the flywheel side cover plate and the transmission side cover plate; the torsional vibration damper comprises a first clamping disc, a second clamping disc, a driving disc, a damping outer ring and a damping inner ring, wherein the driving disc is arranged between the first clamping disc and the second clamping disc and is overlapped with the first clamping disc and the second clamping disc, the damping outer ring is sleeved outside the damping inner ring, the inner peripheral wall of the damping outer ring is inclined towards the central axis of the damping outer ring in the direction from the second clamping disc to the driving disc, and the outer peripheral wall of the damping inner ring is inclined towards the central axis of the damping inner ring.

Description

Torsional vibration damper and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a torsional vibration damper and a vehicle.

Background

The traditional torsional vibration damper improves the damping effect by increasing the number of corresponding parts, but has the defects of complex structure, high assembly difficulty and high cost.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model provides the torsional vibration damper, which improves the friction resistance, the damping effect and the vibration damping effect, and has the advantages of simple structure, simple assembly and low cost.

The utility model also provides a vehicle comprising the torsional vibration damper.

The torsion damper comprises a torsion limiter, wherein the torsion limiter comprises a flywheel side cover plate, a transmission side cover plate and friction steel sheets, the flywheel side cover plate and the transmission side cover plate are arranged in a laminated mode and connected, and the friction steel sheets are positioned between the flywheel side cover plate and the transmission side cover plate; the shock absorber comprises a first clamping disc, a second clamping disc, a driving disc, a damping outer ring and a damping inner ring, wherein the first clamping disc is arranged on one side of the driving disc and connected with the second clamping disc in a laminated mode, the driving disc is arranged between the first clamping disc and the second clamping disc and is arranged on the first clamping disc and the second clamping disc in a laminated mode, the first clamping disc and the second clamping disc are connected with friction steel sheets, the damping outer ring is arranged on one side of the driving disc, which faces the second clamping disc, and is connected with the driving disc, the damping inner ring is arranged on one side of the second clamping disc, which faces the driving disc, and is connected with the second clamping disc, the damping outer ring is sleeved on the outer ring, in the direction from the second clamping disc to the driving disc, the inner Zhou Bichao of the damping outer ring is inclined towards the central axis of the damping outer ring, the outer circumferential wall of the damping inner ring is inclined towards the central axis of the damping inner ring, and at least one of the damping inner circumferential walls is attached to the inner circumferential wall of the damping outer ring, and at least one of the damping outer ring is provided with a friction structure.

According to the torsional vibration damper provided by the embodiment of the utility model, the driving disc is arranged between the first clamping disc and the second clamping disc in a lamination manner, the damping outer ring connected with the driving disc is arranged on one side of the driving disc facing the second clamping disc, the damping inner ring connected with the second clamping disc is arranged on one side of the second clamping disc facing the driving disc, the damping outer ring is sleeved outside the damping inner ring, the inner peripheral wall of the damping outer ring is inclined towards the central axis of the damping outer ring in the direction from the second clamping disc to the driving disc, the outer peripheral wall of the damping inner ring is inclined towards the central axis of the damping inner ring, the outer peripheral wall of the damping inner ring is attached to the inner peripheral wall of the damping outer ring, and a first friction structure is arranged on at least one of the inner peripheral wall of the damping outer ring and the outer peripheral wall of the damping inner ring. Therefore, the damping inner ring and the damping outer ring form conical surface friction, friction resistance is improved, damping effect is improved, vibration reduction effect is improved, and the damping device is simple in structure, easy to assemble and low in cost.

In some embodiments of the present utility model, the first friction structure is a friction material layer adhered to the inner circumferential wall of the damper outer ring or the outer circumferential wall of the damper inner ring or a screw thread structure provided on the inner circumferential wall of the damper outer ring or the outer circumferential wall of the damper inner ring.

In some embodiments of the present utility model, the second clamping disc is provided with a plurality of first clamping grooves spaced along the circumferential direction of the second clamping disc, one side of the damping inner ring facing the second clamping disc is provided with a plurality of first clamping claws spaced along the circumferential direction of the damping inner ring, and the plurality of first clamping claws are respectively clamped in the plurality of first clamping grooves; and/or, a plurality of second clamping grooves are formed in the driving disc and are spaced along the circumferential direction of the driving disc, a plurality of second clamping claws extending towards the driving disc are formed in the peripheral wall of the damping outer ring, the second clamping claws are spaced along the circumferential direction of the damping outer ring, and the second clamping claws are respectively clamped in the second clamping grooves.

In some embodiments of the utility model, the shock absorber further comprises: the first damping disc springs are arranged between the damping outer ring and the driving disc.

In some embodiments of the present utility model, a side of the damping outer ring facing the driving disk is provided with an annular limiting groove extending along a circumferential direction of the damping outer ring, and a portion of the first damping disc spring is disposed in the limiting groove.

In some embodiments of the utility model, the shock absorber further comprises: the damping ring is arranged between the first clamping disc and the driving disc and is connected with the first clamping disc, and a second friction structure is arranged on the surface of one side, facing the driving disc, of the damping ring.

In some embodiments of the present utility model, a plurality of bosses are disposed on a side of the damping ring facing the first clamping disk, the plurality of bosses are spaced apart along a circumferential direction of the damping ring, a plurality of positioning grooves are disposed on the first clamping disk, the plurality of positioning grooves are spaced apart along the circumferential direction of the first clamping disk, and the plurality of bosses are respectively disposed in the plurality of positioning grooves; and/or the second friction structure is a friction material layer adhered to the damping ring or a screw tooth structure arranged on the damping ring.

In some embodiments of the present utility model, the damper has a plurality of mounting holes thereon spaced apart in a circumferential direction of the damper, each of the mounting holes penetrating the first clamping plate, the driving plate, and the second clamping plate, the damper further comprising: the spring assembly is multiple and is respectively arranged in the mounting holes, the spring assembly comprises spring seats and springs, the number of the spring seats is two, the spring seats are respectively arranged at the two ends of the mounting holes along the circumferential direction of the shock absorber, and the two ends of the length direction of the springs are respectively connected with the two spring seats.

In some embodiments of the present utility model, the torque limiter further includes a first friction plate, a second friction plate, a pressure plate, and a second damping disc spring, wherein the first friction plate is disposed between the friction steel plate and the flywheel side cover plate, the second friction plate is disposed between the friction steel plate and the transmission side cover plate, the pressure plate is disposed between the second friction plate and the transmission side cover plate, and the second damping disc spring is disposed between the pressure plate and the transmission side cover plate.

According to an embodiment of the present utility model, a vehicle includes: an engine; a transmission; in the torsional vibration damper, the flywheel side cover plate and the transmission side cover plate are connected with the flywheel of the engine, and the driving disc is connected with the input shaft of the transmission.

According to the vehicle provided by the embodiment of the utility model, the torsional vibration damper is provided, the first clamping disc and the second clamping disc which are arranged in a stacked manner and connected are provided, the driving disc is arranged between the first clamping disc and the second clamping disc in a stacked manner, the damping outer ring connected with the driving disc is arranged on one side of the driving disc facing the second clamping disc, the damping inner ring connected with the second clamping disc is arranged on one side of the second clamping disc facing the driving disc, the damping outer ring is sleeved outside the damping inner ring, the inner peripheral wall of the damping outer ring is inclined towards the central axis of the damping outer ring in the direction from the second clamping disc to the driving disc, the outer peripheral wall of the damping inner ring is inclined towards the central axis of the damping inner ring, the outer peripheral wall of the damping inner ring is attached to the inner peripheral wall of the damping outer ring, and at least one of the inner peripheral walls of the damping outer ring and the outer peripheral wall of the damping inner ring is provided with the first friction structure. Therefore, the damping inner ring and the damping outer ring form conical surface friction, friction resistance is improved, damping effect is improved, vibration reduction effect is improved, and the damping device is simple in structure, easy to assemble and low in cost.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is an exploded view of a torsional vibration damper according to an embodiment of the present utility model;

FIG. 2 is a cross-sectional view of a damping ring of a torsional vibration damper in accordance with an embodiment of the present utility model, wherein the first friction structure is shown as a screw structure;

FIG. 3 is a front view of a damping ring of a torsional vibration damper in accordance with an embodiment of the present utility model, wherein the first friction structure is shown as a screw structure;

FIG. 4 is a cross-sectional view of a damping ring of a torsional vibration damper in accordance with an embodiment of the present utility model, wherein the first friction structure is a friction coating provided on the damping ring;

FIG. 5 is a front view of a damping ring of a torsional vibration damper in accordance with an embodiment of the present utility model, wherein the first friction structure is a friction coating provided on the damping ring;

FIG. 6 is a cross-sectional view of a damping outer ring of a torsional vibration damper in accordance with an embodiment of the present utility model;

FIG. 7 is a front view of a damping outer ring of a torsional vibration damper in accordance with an embodiment of the present utility model;

FIG. 8 is a cross-sectional view of the damping inner ring of a torsional vibration damper in accordance with an embodiment of the present utility model;

FIG. 9 is a front view of the damping inner ring of a torsional vibration damper in accordance with an embodiment of the present utility model;

FIG. 10 is an elevation view of a friction steel plate of a torque limiter of a torsional vibration damper according to an embodiment of the present utility model;

FIG. 11 is a front view of a first clamping disk of a damper of a torsional damper in accordance with an embodiment of the present utility model;

FIG. 12 is a front view of a second clamp plate of a damper of the torsional damper according to an embodiment of the present utility model;

FIG. 13 is a front view of a drive plate of a damper of a torsional damper in accordance with an embodiment of the present utility model;

FIG. 14 is a schematic illustration of the drive plate and damping outer ring cooperation of a torsional vibration damper in accordance with an embodiment of the present utility model;

fig. 15 is an enlarged view at a in fig. 14.

Reference numerals:

10. a torsional vibration damper;

1. a torque limiter; 11. flywheel side cover plate; 12. a transmission side cover plate; 13. friction steel sheet; 14. a first friction plate; 15. a second friction plate; 16. a pressure plate; 17. a second damping disc spring;

2. a damper; 21. a first clamping plate; 211. a positioning groove; 22. a second clamping plate; 221. a first clamping groove; 23. a drive plate; 231. a second clamping groove; 24. a damping outer ring; 241. a second claw; 242. a limit groove; 25. a damping inner ring; 251. a first friction structure; 252. a first claw; 26. a first damping disc spring; 27. a damping ring; 271. a second friction structure; 272. a boss; 28. a spring assembly; 281. a spring seat; 282. a spring; 29. a mounting hole;

3. a limiting hole; 4. and a limiting pin.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

A torsional vibration damper 10 according to an embodiment of the present utility model is described below with reference to fig. 1-13.

As shown in fig. 1, a torsional damper 10 according to an embodiment of the present utility model includes a torsion limiter 1 and a damper 2.

Specifically, referring to fig. 1, the torque limiter 1 includes a flywheel side cover plate 11, a transmission side cover plate 12, and a friction steel plate 13, the flywheel side cover plate 11 and the transmission side cover plate 12 being stacked and connected, the friction steel plate 13 being located between the flywheel side cover plate 11 and the transmission side cover plate 12. The flywheel side cover plate 11 and the transmission side cover plate 12 are connected by fasteners such as screws, the flywheel side cover plate 11 and the transmission side cover plate 12 are connected to an engine flywheel, and the engine flywheel transmits torque to the flywheel side cover plate 11 and the transmission side cover plate 12 and the flywheel side cover plate 11 and the transmission side cover plate 12 transmit torque to the friction steel plate 13 at the time of forward driving (vehicle acceleration). During reverse driving (vehicle braking), the friction steel plate 13 transmits torque to the flywheel side cover plate 11 and the transmission side cover plate 12, and the flywheel side cover plate 11 and the transmission side cover plate 12 transmit torque to the engine flywheel.

Further, as shown in fig. 1, 6 and 8, the damper 2 includes a first holding plate 21, a second holding plate 22, a driving plate 23, a damper outer ring 24, and a damper inner ring 25, the first holding plate 21 and the second holding plate 22 are stacked and connected, the driving plate 23 is disposed between the first holding plate 21 and the second holding plate 22 and stacked with the first holding plate 21 and the second holding plate 22, the first holding plate 21 and the second holding plate 22 are connected with the friction steel sheet 13, the damper outer ring 24 is disposed on a side of the driving plate 23 facing the second holding plate 22 and connected with the driving plate 23, the damper inner ring 25 is disposed on a side of the second holding plate 22 facing the driving plate 23 and connected with the second holding plate 22, the damper outer ring 24 is disposed around the damper inner ring 25, in a direction from the second holding plate 22 to the driving plate 23, the inner peripheral wall 24 is inclined toward a central axis of the damper outer ring 24, the outer periphery of the damper inner ring 25 is inclined toward a central axis of the damper inner ring 25, and the outer peripheral wall of the damper inner ring 25 and the inner peripheral wall of the damper outer ring 24 are bonded with the inner peripheral wall of the damper outer ring 24, and at least one of the inner peripheral walls 251 of the inner peripheral walls 25 is disposed on the friction structures of the inner peripheral walls and the inner peripheral walls of the damper outer peripheral walls 251.

It will be appreciated that the first clamping disc 21 is connected close to the friction steel disc 13 relative to the second clamping disc 22, and that the first clamping disc 21 and the second clamping disc 22 are connected to the friction steel disc 13 such that torque between the friction steel disc 13, the first clamping disc 21 and the second clamping disc 22 can be transferred to each other, thereby achieving torque transfer between the torque limiter 1 and the damper 2 to each other. And the drive disk 23 is connected to the input shaft of the transmission so that torque can be transmitted over the transmission and damper 2 to effect a change in speed of the vehicle.

The driving disk 23 is connected with the damping outer ring 24, so that no relative rotation occurs between the damping outer ring 24 and the driving disk 23, torque can be transmitted to each other, and the damping inner ring 25 is connected with the second clamping disk 22, so that no relative rotation occurs between the damping inner ring 25 and the second clamping disk 22, and torque can be transmitted to each other. When the vehicle runs at a certain speed, the damping outer ring 24 and the damping inner ring 25 are fixed with each other through static friction force and do not rotate relatively, so that the torque from the torque limiter 1 can be transmitted to the driving disc 23 and then to the transmission, and the running of the vehicle is realized.

During forward driving (vehicle acceleration), the first clamping disc 21 and the second clamping disc 22 rotate relative to the driving disc 23, the damping outer ring 24 and the damping inner ring 25 rotate relative to each other, and a damping effect is formed through friction action of the damping inner ring 25 and the damping outer ring 24, so that torsional vibration caused by vehicle acceleration is absorbed, torque of an engine flywheel can be stably transmitted to the transmission, noise during vehicle acceleration is reduced, driving comfort is improved, and vehicle structures are protected.

During back driving (vehicle braking), the transmission transmits torque to the driving disc 23, so that the first clamping disc 21 and the second clamping disc 22 rotate relative to the driving disc 23, the damping outer ring 24 and the damping inner ring 25 rotate relative to each other, and a damping effect is formed through friction action of the damping inner ring 25 and the damping outer ring 24, so that torsional vibration caused by vehicle braking is absorbed, the torque of the transmission can be stably transmitted to an engine flywheel, noise during vehicle braking is reduced, driving comfort is improved, and vehicle structures are protected.

Meanwhile, in the direction from the second clamping disk 22 to the driving disk 23, the inner peripheral wall of the damping outer ring 24 is inclined towards the central axis of the damping outer ring 24, and the outer peripheral wall of the damping inner ring 25 is inclined towards the central axis of the damping inner ring 25, so that conical friction is formed between the damping inner ring 25 and the damping outer ring 24, friction resistance is improved relative to flat friction, damping effect is improved, an additional structure is not required to be added to improve the damping effect, and the damping device is simple in structure, easy to assemble and low in cost.

In addition, the inclination angle of the inner peripheral wall of the damping outer ring 24 towards the central axis of the damping outer ring 24 and the inclination angle of the outer peripheral wall of the damping inner ring 25 towards the central axis of the damping inner ring 25 can be changed in the direction from the second clamping disc 22 to the driving disc 23, so that the friction force between the damping outer ring 24 and the damping inner ring 25 can be changed, different damping moment requirements can be met, the modification operation is simple, the vehicle type damping device can be suitable for different vehicle types, and the application range is wide.

In the example shown in fig. 10 to 12, the friction steel sheet 13, the first clamping plate 21 and the second clamping plate 22 are each provided with four limiting holes 3 arranged at intervals along the circumferential direction thereof, so that the friction steel sheet 13, the first clamping plate 21 and the second clamping plate 22 can be connected and fixed by the limiting pins 4, mutual rotation of the friction steel sheet 13, the first clamping plate 21 and the second clamping plate 22 is avoided, and torque can be transmitted between the friction steel sheet 13 and the first clamping plate 21 and the second clamping plate 22, but the utility model is not limited thereto, and the friction steel sheet 13, the first clamping plate 21 and the second clamping plate 22 can also be connected by fasteners such as screws.

In the example shown in fig. 6 and 8, the first friction structure 251 is provided on both the inner peripheral wall of the damper outer ring 24 and the outer peripheral wall of the damper inner ring 25, but the present utility model is not limited thereto, and only the first friction structure 251 may be provided on the inner peripheral wall of the damper outer ring 24, or the first friction structure 251 may be provided on the outer peripheral wall of the damper inner ring 25.

According to the torsional vibration damper 10 of the embodiment of the present utility model, by providing the first clamping disk 21 and the second clamping disk 22 which are stacked and connected, the driving disk 23 is stacked between the first clamping disk 21 and the second clamping disk 22, the damper outer ring 24 connected to the driving disk 23 is provided on the side of the driving disk 23 facing the second clamping disk 22, the damper inner ring 25 connected to the second clamping disk 22 is provided on the side of the second clamping disk 22 facing the driving disk 23, the damper outer ring 24 is sleeved outside the damper inner ring 25, the inner peripheral wall of the damper outer ring 24 is inclined toward the central axis of the damper outer ring 24 in the direction from the second clamping disk 22 to the driving disk 23, the outer peripheral wall of the damper inner ring 25 is inclined toward the central axis of the damper inner ring 25, and the outer peripheral wall of the damper inner ring 25 is fitted with the inner peripheral wall of the damper outer ring 24, and at least one of the inner peripheral walls of the damper outer ring 24 and the damper inner ring 25 is provided with the first friction structure 251. Therefore, the damping inner ring 25 and the damping outer ring 24 form conical surface friction, so that the friction resistance is improved, the damping effect is improved, the vibration reduction effect is improved, the structure is simple, the assembly is simple, and the cost is low.

In some embodiments of the present utility model, as shown in fig. 6 and 8, the first friction structure 251 is a friction material layer adhered to the inner peripheral wall of the damper outer ring 24 or the outer peripheral wall of the damper inner ring 25 or a screw thread structure provided on the inner peripheral wall of the damper outer ring 24 or the outer peripheral wall of the damper inner ring 25. Thereby, the friction coefficient between the damping outer ring 24 and the damping inner ring 25 is further increased, so that the friction force is increased when the damping outer ring 24 and the damping inner ring 25 relatively rotate, thereby improving the damping effect, and further improving the vibration reduction effect.

In some embodiments of the present utility model, as shown in fig. 8, 9 and 12, the second clamping plate 22 is provided with a plurality of first clamping grooves 221 spaced apart along the circumferential direction of the second clamping plate 22, one side of the damping inner ring 25 facing the second clamping plate 22 is provided with a plurality of first clamping claws 252 spaced apart along the circumferential direction of the damping inner ring 25, and the plurality of first clamping claws 252 are respectively clamped in the plurality of first clamping grooves 221.

It will be appreciated that the plurality of first claws 252 are located within the plurality of first detents 221 so as to limit relative rotation between the inner damping ring 25 and the second clamping disk 22 so that torque can be transferred between the second clamping disk 22 and the inner damping ring 25 so that the shock absorber 2 can function properly.

In the example shown in fig. 9 and 12, the number of the first clamping grooves 221 is 4, and the number of the first clamping claws 252 is also 4, but the present utility model is not limited thereto, and the number of the first clamping grooves 221 may be more, and the number of the first clamping claws 252 may be a corresponding number, such as 5, 6, 7, 8, or the like.

Further, as shown in fig. 7 and 13 to 15, the driving disk 23 is provided with a plurality of second clamping grooves 231 spaced apart along the circumferential direction of the driving disk 23, the outer circumferential wall of the damper outer ring 24 is provided with a plurality of second clamping claws 241 extending toward the driving disk 23, the plurality of second clamping claws 241 are spaced apart along the circumferential direction of the damper outer ring 24, and the plurality of second clamping claws 241 are respectively clamped in the plurality of second clamping grooves 231.

The two ends of the second clamping jaw 241 in the circumferential direction of the damping outer ring 24 are respectively spaced from the two ends of the second clamping groove 231 in the circumferential direction of the driving disc 23, when small fluctuation occurs in vehicle speed, the second clamping disc 22 drives the damping inner ring 25 to rotate, at this time, the two ends of the second clamping jaw 241 in the circumferential direction of the damping outer ring 24 are respectively spaced from the two ends of the second clamping groove 231 in the circumferential direction of the driving disc 23, the damping inner ring 25 drives the damping outer ring 24 to synchronously rotate by a certain angle through friction force, no relative rotation occurs between the damping inner ring 25 and the damping outer ring 24, no damping effect occurs between the damping inner ring 25 and the damping outer ring 24, and meanwhile, the second clamping disc 22 and the driving disc 23 relatively rotate.

When a large fluctuation in the vehicle speed occurs, the second clamping disk 22 drives the damper inner ring 25 to rotate, first, when both ends of the second clamping claw 241 in the circumferential direction of the damper outer ring 24 are respectively spaced from both ends of the second clamping groove 231 in the circumferential direction of the driving disk 23, the damper inner ring 25 drives the damper outer ring 24 to synchronously rotate by a certain angle through friction force, no relative rotation occurs between the damper inner ring 25 and the damper outer ring 24, but when one end of the second clamping claw 241 in the circumferential direction of the damper outer ring 24 abuts against one end of the second clamping groove 231 in the circumferential direction of the driving disk 23, at this time, the second clamping disk 22 continues to drive the damper inner ring 25 to rotate due to a large fluctuation in the vehicle speed, so that relative rotation occurs between the damper inner ring 25 and the damper outer ring 24, a damping effect is generated between the damper inner ring 25 and the damper outer ring 24, and torsional vibration in the system is absorbed, and meanwhile, the second clamping disk 22 and the driving disk 23 relatively rotate.

In addition, when the second clamping disk 22 and the driving disk 23 are relatively rotated by 3 to 5 °, such as 3 °, 4 °, 4.5 °, or 5 °, one end of the second claw 241 in the circumferential direction of the damper outer ring 24 is just in contact with one end of the second clamping groove 231 in the circumferential direction of the driving disk 23.

In some embodiments of the present utility model, as shown in fig. 1, the shock absorber 2 further includes a first damping disc spring 26, the first damping disc spring 26 being one and disposed between the damping outer ring 24 and the driving disc 23. It will be appreciated that the first damping disc spring 26 may enable the damping inner ring 25, the damping outer ring 24, the driving disc 23, the first clamping disc 21 and the second clamping disc 22 to be mutually compressed, so that when the damping inner ring 25 and the damping outer ring 24 rotate relative to each other, a larger friction force can be generated between the damping inner ring 25 and the damping outer ring 24, and the damping effect is improved, thereby improving the vibration reduction effect.

In some embodiments of the present utility model, as shown in fig. 6 and 7, a side of the damper outer ring 24 facing the driving disk 23 is provided with an annular limiting groove 242 extending in a circumferential direction of the damper outer ring 24, and a portion of the first damper disc spring 26 is provided in the limiting groove 242. Therefore, the first damping disc spring 26 can be fixed on the damping outer ring 24, radial movement of the first damping disc spring 26 relative to the damping outer ring 24 is avoided, the damping inner ring 25, the damping outer ring 24, the driving disc 23, the first clamping disc 21 and the second clamping disc 22 can be better pressed mutually, the damping effect is improved, and accordingly the vibration reduction effect is improved.

In some embodiments of the present utility model, as shown in fig. 2-5, the shock absorber 2 further includes a damping ring 27, the damping ring 27 is disposed between the first clamping plate 21 and the driving plate 23 and is connected to the first clamping plate 21, and a side surface of the damping ring 27 facing the driving plate 23 is provided with a second friction structure 271.

It will be appreciated that the first clamping disk 21 drives the damping ring 27 in rotation, and that when a vehicle generates a speed fluctuation, the damping ring 27 and the driving disk 23 rotate relatively, and the speed fluctuation of the vehicle is absorbed by the frictional resistance of the damping ring 27 and the driving disk 23, thereby further improving the damping effect.

Meanwhile, the damping action of the damping ring 27 and the driving disc 23 is a first section of damping effect, the damping action of the damping inner ring 25 and the damping outer ring 24 is a second section of damping effect, when the speed of the vehicle fluctuates slightly, the damping ring 27 and the driving disc 23 rotate relatively to generate the first section of damping effect, torsional vibration in the system is absorbed, and at the moment, the damping inner ring 25 and the damping outer ring 24 do not rotate relatively, and the damping effect cannot be generated. When the speed of the vehicle fluctuates greatly, the damping ring 27 and the driving disk 23 rotate relatively to generate a first section of damping effect and absorb torsional vibration in the system, and at the moment, the damping inner ring 25 and the damping outer ring 24 also rotate relatively to generate a second section of damping effect, so that torsional vibration in the system is further absorbed and the vibration reduction effect is improved.

Thus, the torsional vibration damper 10 can adapt to the vibration damping effect of different running conditions of the vehicle by the first-stage damping effect of the damping ring 27 and the driving disk 23 and the second-stage damping effect of the damping inner ring 25 and the damping outer ring 24, and the driving comfort is improved.

Of course, at a stationary vehicle speed, the static friction between the damper ring 27 and the drive disc 23 and the static friction between the damper inner ring 25 and the damper outer ring 24 may keep the drive disc 23 stationary with the first and second clamp discs 21 and 22, so that the drive disc 23 and the first and second clamp discs 21 and 22 may be rotated synchronously, so that the vehicle runs stationary.

In some embodiments of the present utility model, as shown in fig. 2 to 5 and 11, a side of the damping ring 27 facing the first clamping disk 21 is provided with a plurality of bosses 272, the plurality of bosses 272 are spaced apart along a circumferential direction of the damping ring 27, the first clamping disk 21 is provided with a plurality of positioning grooves 211, the plurality of positioning grooves 211 are spaced apart along the circumferential direction of the first clamping disk 21, and the plurality of bosses 272 are respectively provided in the plurality of positioning grooves 211.

Thereby, the damping ring 27 and the first clamping disk 21 are prevented from relative rotation, so that torque can be transmitted between the first clamping disk 21 and the damping ring 27, and the shock absorber 2 can work normally.

In the examples shown in fig. 2 to 5 and 11, the number of the bosses 272 is 4, and the number of the positioning grooves 211 is also 4, but the present utility model is not limited thereto, and the number of the bosses 272 may be more, and the number of the positioning grooves 211 may be a corresponding number, such as 5, 8, 10, or 12.

Further, as shown in fig. 2-5, the second friction structure 271 is a friction material layer adhered to the damping ring 27 or a screw structure provided on the damping ring 27. Thereby, the friction coefficient between the damping ring 27 and the driving disk 23 is increased, thereby improving the friction resistance when the damping ring 27 and the driving disk 23 relatively rotate, improving the damping effect, and improving the vibration reduction effect.

In some embodiments of the present utility model, as shown in fig. 11 to 13, the damper 2 has a plurality of mounting holes 29 spaced apart along the circumferential direction of the damper 2, each mounting hole 29 penetrates through the first clamping plate 21, the driving plate 23 and the second clamping plate 22, the damper 2 further includes a spring assembly 28, the spring assembly 28 is a plurality of and is respectively disposed in the plurality of mounting holes 29, the spring assembly 28 includes a spring seat 281 and a spring 282, the spring seat 281 is two and is respectively disposed at two ends of the mounting hole 29 along the circumferential direction of the damper 2, and two ends of the spring 282 in the length direction are respectively connected with the two spring seats 281.

It will be appreciated that when the speed of the vehicle fluctuates, relative rotation between the drive disc 23 and the first and second clamp discs 21, 22 will occur, causing the spring seats 281 in each spring assembly 28 to move in a direction toward each other, causing the springs 282 in each spring assembly 28 to contract, thereby creating a damping effect, further enhancing the vibration damping effect.

In the example shown in fig. 11 to 13, the number of the mounting holes 29 is 4, and the number of the spring assemblies 28 is also 4, but the present utility model is not limited thereto, and the number of the mounting holes 29 may be more, and the number of the spring assemblies 28 may be correspondingly more, such as 5, 6, 7, 8, or the like.

In some embodiments of the present utility model, as shown in fig. 1, the torque limiter 1 further includes a first friction plate 14, a second friction plate 15, a pressure plate 16, and a second damping disc spring 17, wherein the first friction plate 14 is disposed between the friction steel plate 13 and the flywheel side cover plate 11, the second friction plate 15 is disposed between the friction steel plate 13 and the transmission side cover plate 12, the pressure plate 16 is disposed between the second friction plate 15 and the transmission side cover plate 12, and the second damping disc spring 17 is disposed between the pressure plate 16 and the transmission side cover plate 12.

It will be appreciated that the flywheel side cover plate 11 and the transmission side cover plate 12 are connected to the flywheel of the engine, and the first friction plate 14, the second friction plate 15, the flywheel side cover plate 11 and the transmission side cover plate 12 are connected by fasteners, so that the flywheel of the engine can rotate the first friction plate 14, the second friction plate 15, the flywheel side cover plate 11 and the transmission side cover plate 12. When the torque limiter 1 is assembled, the second damping disc spring 17 and the pressure plate 16 can enable the friction steel sheet 13 to be tightly pressed with the first friction plate 14 and the second friction plate 15, so that friction force is generated between the friction steel sheet 13 and the first friction plate 14 and the second friction plate 15, and when the first friction plate 14 and the second friction plate 15 rotate, the friction steel sheet 13 can be driven to rotate, and the torque of the torque limiter 1 can be transmitted to the shock absorber 2 due to the fact that the friction steel sheet 13 is connected with the first clamping disc 21 and the second clamping disc 22.

In addition, when the torque of the engine flywheel is too large, the first friction plate 14 and the second friction plate 15 rotate relative to the friction steel plate 13, namely, the first friction plate 14 and the second friction plate 15 rotate along the central axis of the torque limiter 1, and the friction steel plate 13 is static, so that the excessive torque is prevented from being transmitted to the shock absorber 2, and structures such as the shock absorber 2 are protected.

A vehicle according to an embodiment of the present utility model is described below.

A vehicle according to an embodiment of the present utility model includes an engine, a transmission, and the torsional vibration damper 10 described above. The flywheel side cover plate 11 and the transmission side cover plate 12 are connected to the flywheel of the engine, and the drive plate 23 is connected to the input shaft of the transmission. It will be appreciated that the centre of the drive disc 23 has internal splines and the peripheral wall of the input shaft has external splines co-operating therewith, whereby the co-operation of the internal and external splines allows torque to be transmitted across the transmission and damper 2, and the gearbox is in turn connected to the wheels, whereby torque is transmitted between the wheels and the gearbox, whereby a change in speed of the vehicle is achieved.

When the vehicle is driven in the forward direction (such as when the vehicle is in acceleration running), the flywheel of the engine drives the torque limiter 1 to rotate, the torque limiter 1 drives the vibration absorber 2 to rotate, and the vibration absorber 2 is used for absorbing and transmitting torque, so that the torque is transmitted to the transmission, and the transmission is used for transmitting the torque to wheels, so that the acceleration of the vehicle is realized.

When back driving is carried out (such as vehicle braking), the wheels transmit torque to the transmission, the transmission transmits the torque to the damper 2, the damper 2 dampens and transmits the torque, the torque is transmitted to the torque limiter 1, and finally the torque is transmitted to the engine flywheel, so that the vehicle is braked.

According to the vehicle of the embodiment of the utility model, by providing the torsional vibration damper 10 described above, providing the first clamp plate 21 and the second clamp plate 22 which are stacked and connected, providing the drive plate 23 between the first clamp plate 21 and the second clamp plate 22, providing the damper outer ring 24 connected to the drive plate 23 on the side of the drive plate 23 facing the second clamp plate 22, providing the damper inner ring 25 connected to the second clamp plate 22 on the side of the second clamp plate 22 facing the drive plate 23, the damper outer ring 24 is fitted over the damper inner ring 25, in the direction from the second clamp plate 22 to the drive plate 23, the inner peripheral wall of the damper outer ring 24 is inclined toward the central axis of the damper outer ring 24, the outer peripheral wall of the damper inner ring 25 is inclined toward the central axis of the damper inner ring 25, and the outer peripheral wall of the damper inner ring 25 is fitted with the inner peripheral wall of the damper outer ring 24, and at least one of the inner peripheral walls of the damper outer ring 24 and the damper inner ring 25 is provided with the first friction structure 251. Therefore, the damping inner ring 25 and the damping outer ring 24 form conical surface friction, so that the friction resistance is improved, the damping effect is improved, the vibration reduction effect is improved, the structure is simple, the assembly is simple, and the cost is low.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A torsional vibration damper, comprising:

the torque limiter comprises a flywheel side cover plate, a transmission side cover plate and a friction steel sheet, wherein the flywheel side cover plate and the transmission side cover plate are arranged in a laminated mode and connected, and the friction steel sheet is positioned between the flywheel side cover plate and the transmission side cover plate;

the shock absorber comprises a first clamping disc, a second clamping disc, a driving disc, a damping outer ring and a damping inner ring, wherein the first clamping disc is arranged on one side of the driving disc and connected with the second clamping disc in a laminated mode, the driving disc is arranged between the first clamping disc and the second clamping disc and is arranged on the first clamping disc and the second clamping disc in a laminated mode, the first clamping disc and the second clamping disc are connected with friction steel sheets, the damping outer ring is arranged on one side of the driving disc, which faces the second clamping disc, and is connected with the driving disc, the damping inner ring is arranged on one side of the second clamping disc, which faces the driving disc, and is connected with the second clamping disc, the damping outer ring is sleeved on the outer ring, in the direction from the second clamping disc to the driving disc, the inner Zhou Bichao of the damping outer ring is inclined towards the central axis of the damping outer ring, the outer circumferential wall of the damping inner ring is inclined towards the central axis of the damping inner ring, and at least one of the damping inner circumferential walls is attached to the inner circumferential wall of the damping outer ring, and at least one of the damping outer ring is provided with a friction structure.

2. A torsional vibration damper as defined in claim 1, characterized in that the first friction structure is a friction material layer adhered to the inner circumferential wall of the damper outer ring or the outer circumferential wall of the damper inner ring or a screw thread structure provided on the inner circumferential wall of the damper outer ring or the outer circumferential wall of the damper inner ring.

3. The torsional vibration damper according to claim 1, wherein a plurality of first clamping grooves are formed in the second clamping disc and are spaced apart along the circumferential direction of the second clamping disc, a plurality of first clamping claws are formed on one side of the damping inner ring, which faces the second clamping disc, and are spaced apart along the circumferential direction of the damping inner ring, and the plurality of first clamping claws are respectively clamped in the plurality of first clamping grooves;

and/or, a plurality of second clamping grooves are formed in the driving disc and are spaced along the circumferential direction of the driving disc, a plurality of second clamping claws extending towards the driving disc are formed in the peripheral wall of the damping outer ring, the second clamping claws are spaced along the circumferential direction of the damping outer ring, and the second clamping claws are respectively clamped in the second clamping grooves.

4. The torsional vibration damper of claim 1, wherein the damper further comprises:

the first damping disc springs are arranged between the damping outer ring and the driving disc.

5. The torsional vibration damper according to claim 4, characterized in that an annular limiting groove extending in the circumferential direction of the damping outer ring is provided on a side of the damping outer ring facing the drive disk, and a portion of the first damping disc spring is provided in the limiting groove.

6. The torsional vibration damper of claim 1, wherein the damper further comprises:

the damping ring is arranged between the first clamping disc and the driving disc and is connected with the first clamping disc, and a second friction structure is arranged on the surface of one side, facing the driving disc, of the damping ring.

7. The torsional vibration damper according to claim 6, wherein a plurality of bosses are provided on a side of the damper ring facing the first clamping disk, the plurality of bosses being spaced apart in a circumferential direction of the damper ring, the first clamping disk being provided with a plurality of positioning grooves, the plurality of positioning grooves being spaced apart in the circumferential direction of the first clamping disk, the plurality of bosses being respectively provided in the plurality of positioning grooves;

and/or the second friction structure is a friction material layer adhered to the damping ring or a screw tooth structure arranged on the damping ring.

8. The torsional vibration damper of claim 1, wherein the damper has a plurality of mounting holes thereon spaced apart in a circumferential direction of the damper, each of the mounting holes extending through the first clamping plate, the driving plate, and the second clamping plate, the damper further comprising:

the spring assembly is multiple and is respectively arranged in the mounting holes, the spring assembly comprises spring seats and springs, the number of the spring seats is two, the spring seats are respectively arranged at the two ends of the mounting holes along the circumferential direction of the shock absorber, and the two ends of the length direction of the springs are respectively connected with the two spring seats.

9. The torsional vibration damper of claim 1, wherein the torque limiter further comprises a first friction plate, a second friction plate, a pressure plate and a second damping disc spring, the first friction plate is disposed between the friction steel plate and the flywheel side cover plate, the second friction plate is disposed between the friction steel plate and the transmission side cover plate, the pressure plate is disposed between the second friction plate and the transmission side cover plate, and the second damping disc spring is disposed between the pressure plate and the transmission side cover plate.

10. A vehicle, characterized by comprising:

an engine;

a transmission;

the torsional vibration damper of any of claims 1-9, the flywheel side cover plate and the transmission side cover plate being connected to a flywheel of the engine, the drive disk being connected to an input shaft of the transmission.