WO2024016164A1 - 车辆用减振器及车辆 - Google Patents

车辆用减振器及车辆 Download PDF

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Publication number
WO2024016164A1
WO2024016164A1 PCT/CN2022/106502 CN2022106502W WO2024016164A1 WO 2024016164 A1 WO2024016164 A1 WO 2024016164A1 CN 2022106502 W CN2022106502 W CN 2022106502W WO 2024016164 A1 WO2024016164 A1 WO 2024016164A1
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WO
WIPO (PCT)
Prior art keywords
flange
shock absorber
hub
vehicle shock
housing
Prior art date
Application number
PCT/CN2022/106502
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English (en)
French (fr)
Inventor
杨华清
Original Assignee
舍弗勒技术股份两合公司
杨华清
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Application filed by 舍弗勒技术股份两合公司, 杨华清 filed Critical 舍弗勒技术股份两合公司
Priority to PCT/CN2022/106502 priority Critical patent/WO2024016164A1/zh
Publication of WO2024016164A1 publication Critical patent/WO2024016164A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/133—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses using springs as elastic members, e.g. metallic springs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/133—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses using springs as elastic members, e.g. metallic springs
    • F16F15/134—Wound springs

Definitions

  • the present application relates to the field of vehicle vibration damping, specifically to vehicle shock absorbers and vehicles including the vehicle shock absorbers.
  • a vehicle shock absorber is usually installed between the power source and the transmission to attenuate vibration during the torque transmission.
  • An existing vehicle shock absorber includes a housing, a plurality of arc-shaped coil springs, a flange and a hub.
  • the arc-shaped coil spring is installed in the installation space formed in the housing, and adjacent arc-shaped coil springs are spaced apart in the circumferential direction of the vehicle shock absorber. A portion of the flange extends between adjacent arc-shaped coil springs.
  • the hub is fixedly connected to the flange through rivets. In this way, after the torque from the power source is transmitted to the housing, the housing drives the arc-shaped coil spring to rotate, and the arc-shaped coil spring further drives the flange and the hub to rotate, thereby realizing the process of transmitting the torque from the power source to the hub.
  • arc-shaped coil springs are mainly used to attenuate vibration.
  • An object of the present application is to provide a new type of vehicle shock absorber that can attenuate vibrations generated by the vehicle's power source while enabling the flange and hub to be detachably connected in a relatively simple manner.
  • Another object of the present application is to provide a vehicle including a vehicle shock absorber according to the present application.
  • This application provides the following vehicle shock absorber, including a housing, a spring, a flange and a hub,
  • a mounting hole is formed in the center of the flange.
  • the hub is coaxial with the flange and is installed in the mounting hole.
  • the hub and the flange are connected through splines to realize transmission connection, so that the The hub is capable of receiving torque from the flange.
  • the flange includes a main body part and a plurality of first protruding parts, the mounting holes are formed in the main body part, and the plurality of first protruding parts are used in the vehicle.
  • the shock absorber is spaced apart in the circumferential direction, the first protruding portion protrudes from the main body portion toward the radially inward side into the mounting hole, and the first protruding portion abuts from one side in the axial direction The hub.
  • the flange further includes a plurality of second protruding portions, the plurality of second protruding portions are spaced apart in the circumferential direction, and the second protruding portions extend from The main body portion protrudes toward the radially outer side, and the second protruding portion is located between two adjacent springs in the circumferential direction.
  • the vibrator contacts the circumferential end of the spring when transmitting torque.
  • the spring is an arc-shaped coil spring with a central axis extending along the circumferential direction, a plurality of the arc-shaped coil springs are spaced apart in the circumferential direction, and the main body is located radially inside the arc-shaped coil spring.
  • the vehicle shock absorber further includes a first support component and a second support component installed on the housing,
  • the first support component is against the hub
  • the second support component is against the flange
  • the hub and the flange are on the shaft. abutting upward against each other, using the first support component and the second support component to axially limit the flange and the hub relative to the housing,
  • the second support component In the radial direction of the vehicle shock absorber, the second support component is relatively fixed to the housing, and the flange is formed with a limiting portion protruding toward the second support component. The seat portion abuts against the second support component to radially limit the flange and the hub relative to the housing.
  • the limiting portion is located radially outside the mounting hole and radially inside the second support component, and the limiting portion is formed in a cylindrical shape, with at least three The limiting portions are evenly spaced and arranged in the circumferential direction of the vehicle shock absorber.
  • the first support assembly includes a cover plate and a support ring, the cover plate is fixed to the housing, the support ring is installed on the cover plate, and in the axial direction At least a portion of the support ring is sandwiched between the cover plate and the hub.
  • the second support component includes a diaphragm spring and a friction ring, and the diaphragm spring abuts the housing and the friction ring, so that the friction ring is in the axially against the flange.
  • the hub includes an inner cylinder portion and an outer edge portion fixed together, the outer edge portion extends from the inner cylinder portion toward the radially outer side, and the inner cylinder portion is formed with a Internal splines, and the outer edge portion is formed with external splines that match the splines of the flange.
  • This application also provides the following vehicle, including the vehicle shock absorber described in any one of the above technical solutions.
  • this application provides a new type of vehicle shock absorber.
  • This vehicle shock absorber uses the spring to attenuate the vibration in the process of transmitting torque from the housing to the flange and the hub via the spring.
  • the transmission connection between the flange and the hub is realized through splines, instead of being fixed by riveting.
  • the vehicle shock absorber of the present application can also achieve stable operation during the process of transmitting torque (the flange and the hub will not produce axial movement) while attenuating vibration. Moreover, due to the use of splines to realize the flange The transmission connection between the flange and the hub simplifies the installation process and reduces related costs, and also allows easy disassembly between the flange and the hub. Further, a vehicle including the shock absorber of the present application can have the same effect.
  • FIG. 1 is a cross-sectional view showing a partial structure of a vehicle shock absorber according to an embodiment of the present application.
  • FIG. 2 is a schematic perspective view showing an assembly of a flange and a hub of the vehicle shock absorber in FIG. 1 .
  • FIG. 3 is a schematic perspective view showing a flange of the vehicle shock absorber in FIG. 1 .
  • FIG. 4 is a perspective schematic perspective view showing the hub of the vehicle shock absorber in FIG. 1 .
  • transmission connection refers to a connection between two components capable of transmitting torque, including a direct connection or an indirect connection between the two components.
  • the axial direction, radial direction and circumferential direction refer to the axial direction, radial direction and circumferential direction of the vehicle shock absorber respectively;
  • the axial direction refers to the right side in Figure 1 ( For example, the side where the transmission is located), the other axial side refers to the left side in Figure 1 (for example, the side where the power source is located);
  • the radially outer side refers to the side radially away from the central axis O in Figure 1 (in Figure 1 the upper side), the radially inner side refers to the side close to the central axis O in the radial direction (the lower side in Figure 1).
  • a vehicle shock absorber includes a housing 1 , a spring 2 , a flange 3 , a hub 4 , a first support component 5 and a second support component 6 assembled together.
  • the spring 2 is stored and installed in the installation space formed by the outer periphery of the housing 1.
  • the housing 1, the flange 3, the hub 4, the first support component 5 and the second support component 6 are coaxially arranged. Torque from the vehicle's power source is transmitted to the housing 1 and then to the flange 3 and hub 4 via the spring 2 .
  • the structure and mutual relationship of each component are described in detail below.
  • the housing 1 includes a first housing part 11 , a second housing part 12 and an external ring gear 13 that are fixed to each other.
  • the first housing part 11 has an annular shape and is used for fixed connection with the power source of the vehicle (for example, the crankshaft of the engine).
  • the first housing part 11 includes a radial part formed in one piece and a Axial part.
  • the radial portion of the first housing portion 11 extends generally along the radial direction R, and the axial portion of the first housing portion 11 extends toward the axial side by a predetermined length along the axial direction A from the radially outer end of the radial portion. .
  • the housing 1 may also include a balancing load that may be mounted on a surface of a radial portion of the first housing portion 11 and located on the other axial side of the radial portion of the first housing portion 11 for adjusting the vehicle.
  • a balancing load that may be mounted on a surface of a radial portion of the first housing portion 11 and located on the other axial side of the radial portion of the first housing portion 11 for adjusting the vehicle.
  • Use properties such as the moment of inertia of the shock absorber.
  • the second housing portion 12 has an annular shape and is disposed on one axial side of the first housing portion 11 in a coaxial manner with the first housing portion 11.
  • the second housing part 12 is connected to one axial end of the axial part of the first housing part 11 and is spaced apart from the radial part of the first housing part 11 in the axial direction A.
  • An installation space for installing the spring 2 is formed around the entire outer circumference of the housing 1 between the second housing part 12 and the first housing part 11 .
  • the external ring gear 13 is fixedly mounted on the outer circumference of the axial part of the first housing part 11 .
  • the external ring gear 13 has gear teeth extending toward the radially outer side, so that the motor of the vehicle can pass through the outer circumference. Ring gear 13 starts the engine.
  • the spring 2 may be an arc-shaped coil spring.
  • two springs 2 are installed in the spring installation space of the housing 1 with their central axes along the circumferential direction, and the circumferential ends of the two springs 2 are spaced apart from each other, so that the flange 3
  • the second extension 33 (see FIG. 2 ) can extend between the two springs 2 .
  • the housing 1 can abut one circumferential end of the spring 2, and the other circumferential end of the spring 2 abuts the second protruding portion 33 of the flange 3.
  • the two springs 2 can thereby be compressed.
  • the vehicle shock absorber when the vehicle shock absorber transmits torque, the spring 2 and the second extension portion 33 are always in contact with each other.
  • the vehicle shock absorber may further include a guide tube. Due to the long length of the spring 2, in order to reduce the interference between the two springs 2 and other components during the compression process and reduce the friction between the spring 2 and the housing 1 during operation, the gap between the spring 2 and the first housing part 11 is A guide barrel for guiding the compression of the spring 2 may be provided between the axial parts.
  • the flange 3 is disposed between the radial portion of the first housing portion 11 and the second housing portion 12 and is aligned with both in the axial direction A. Spaced apart, the entire flange 3 can rotate relative to the housing 1 within a predetermined range, but is relatively fixed to the housing 1 in the axial direction A and the radial direction R.
  • the flange 3 includes a main body part 31, a first protruding part 32, a second protruding part 33 and a limiting part 34 that are fixed together.
  • the main body portion 31 is located radially inside the spring 2 .
  • a mounting hole 3h for mounting the hub 4 is formed in the center of the main body 31, so that the main body 31 is formed into an annular shape.
  • the main body portion 31 is formed with internal splines protruding toward the radially inward side for mating with the external splines of the outer edge portion 42 of the hub 4, so that the flange 3 and the hub 4 Realize transmission connection.
  • first protruding portions 32 are evenly spaced in the circumferential direction, and each first protruding portion 32 protrudes radially inwardly from the main body portion 31 into the mounting hole 3h. .
  • the first protruding portion 32 extends from the main body portion 31 at a radially outer portion of the internal spline.
  • the first protruding portion 32 is bent and then extends toward the radial inward side along the radial direction R until it extends along the radial direction R.
  • the first protruding portion 32 abuts the hub 4 from one axial side.
  • each second protruding portion 33 protrudes from the main body portion 31 toward the radially outer side to the two springs 2 position in between, as mentioned above the second extension 33 is used to abut the circumferential end of the spring 2 .
  • the four limiting portions 34 are evenly spaced apart in the circumferential direction.
  • Each limiting portion 34 is formed in a cylindrical shape and protrudes from the main body portion 31 toward one axial side, that is, toward the second support assembly 6 .
  • the limiting portion 34 is located radially outside the mounting hole 3h and located radially inside the second support component 6.
  • the limiting portion 34 protrudes so that when viewed along the radial direction R, the limiting portion 34 is in contact with the second supporting component 6.
  • the friction ring 62 overlaps, so that the friction ring 62 of the second support component 6 cooperates with the limiting part 34 to radially limit the flange 3, thereby causing the combination of the flange 3 and the hub 4 to face each other in the radial direction R. fixed on the housing 1.
  • the hub 4 is coaxial with the flange 3 and is installed in the mounting hole 3h of the flange 3.
  • the hub 4 and the flange 3 realize transmission through spline fit. coupling so that hub 4 can receive torque from flange 3 .
  • the hub 4 includes an inner cylinder portion 41 and an outer edge portion 42 formed integrally.
  • the inner cylinder 41 is formed into a cylindrical shape. Internal splines are formed on the inner circumferential surface of the inner cylinder 41 .
  • the internal splines of the inner cylinder 41 can be connected to the input shaft of the transmission.
  • the external splines cooperate so that the hub 4 can be drivingly connected with the input shaft.
  • the outer edge portion 42 extends radially outward from the inner cylinder portion 41 , and an outer spline is formed on the outer periphery of the outer edge portion 42 to engage with the inner spline of the flange 3 .
  • the outer edge portion 42 is also formed with a plurality of through holes distributed along the circumferential direction. These through holes can function as weight-reducing holes, and necessary operations can be performed on the connector B described below through these through holes.
  • the first support component 5 is installed on the first housing part 11
  • the second support component 6 is installed on the second housing part 12 .
  • the first support component 5 abuts the hub 4 from the other axial side
  • the second support component 6 abuts the flange 3 from one axial side.
  • the first support component 5 and the second support component 6 can axially limit the combination of the flange 3 and the hub 4 position, so that the combination of flange 3 and hub 4 is fixed relative to housing 1 in axial direction A.
  • the first support assembly 5 includes a cover plate 51 and a support ring 52 assembled together.
  • the cover plate 51 is formed in an annular plate shape.
  • the cover plate 51 is fixed to the housing 1 using connectors B such as bolts.
  • a support ring 52 is mounted on the cover plate 51 and includes an axial portion and a radial portion formed in one piece.
  • the axial part of the support ring 52 is sleeved on the outer peripheral edge of the cover plate 51 , and the radial part of the support ring 52 is sandwiched between the outer peripheral part of the cover plate 51 and the outer edge part 42 of the hub 4 in the axial direction A, and supports The radial portion of the ring 52 abuts both the cover plate 51 and the outer edge portion 42 of the hub 4 .
  • the support ring 52 is not only used to support the assembly of the flange 3 and the hub 4 in the axial direction A, but also can provide friction damping during the relative rotation of the housing 1 and the flange 3 .
  • the second support assembly 6 includes a friction ring 61 and a diaphragm spring 62 assembled together.
  • the friction ring 61 includes an axial portion and a radial portion formed in one piece.
  • the axial part of the friction ring 61 is located radially inside the second housing part 12 and is located radially outside the limiting part 34 of the flange 3. Once the flange 3 moves relative to the housing 1 in the radial direction R, trend, the limiting portion 34 can abut against the friction ring 61 .
  • the combination of the flange 3 and the hub 4 can be radially limited, so that the combination of the flange 3 and the hub 4 is relatively fixed to the housing 1 in the radial direction R.
  • the diaphragm spring 62 has an annular shape.
  • the diaphragm spring 62 is sandwiched between the radial part of the friction ring 61 and the second housing part 12 , the outer peripheral edge of the diaphragm spring 62 abuts the second housing part 12 , and the diaphragm spring 62
  • the inner circumference of the friction ring 61 abuts the radial portion of the friction ring 61 , so that the spring force of the diaphragm spring 62 causes the radial portion of the friction ring 61 to abut the main body portion 31 of the flange 3 .
  • the friction ring 61 can not only provide friction damping during the relative rotation of the housing 1 and the flange 3, but can also support the assembly of the flange 3 and the hub 4 in the axial direction A.
  • the vehicle shock absorber according to this embodiment can also play a vibration damping role in the process of transmitting torque, and the flange 3 Detachable assembly with the hub 4 is achieved, thereby reducing the number of components required to assemble the selected rivets in the prior art, simplifying the installation process and reducing related costs.
  • the transmission path of the torque from the power source is: housing 1 ⁇ spring 2 ⁇ flange 3 ⁇ hub 4 ⁇ input shaft of the transmission.
  • the first housing part 11 can be arranged horizontally first, and then the cover plate 51 is fixed to the first housing part 11 using the connector B, and then installed.
  • Support ring 52 After that, the hub 4 is placed on the support ring 52, and the flange 3 and the spring 2 are installed so that the flange 3 and the hub 4 are spline-fitted and the second protruding portion 33 of the flange 3 is located between the springs 2.
  • the friction ring 61 is placed on the flange 3 , and the diaphragm spring 62 is placed on the friction ring 61 .
  • the second housing part 12 is installed.
  • This application also provides a vehicle, which may include a power source (such as an engine), a transmission, and a vehicle shock absorber having the structure described in the above embodiment.
  • the vehicle shock absorber is connected to the power source and transmission to attenuate the vibration from the power source.
  • shock absorber of the present application can also be applied to other situations.
  • the housing 1 of the shock absorber according to the present application may have a certain mass, thereby ensuring the moment of inertia of the entire vehicle shock absorber.
  • the number of the limiting portions 34 is at least three, and the limiting portions 34 are evenly spaced and arranged in the circumferential direction of the vehicle shock absorber.

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  • General Engineering & Computer Science (AREA)
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Abstract

一种车辆用减振器及具有该减振器的车辆。车辆用减振器包括壳体(1)、弹簧(2)、法兰(3)和毂(4)。法兰(3)的中央部位形成有安装孔(3h)，毂(4)与法兰(3)同轴且安装于安装孔(3h)中，毂(4)与法兰(3)通过花键配合实现传动联接。这种减振器简化了安装过程且降低了相关成本，还使得法兰和毂之间能够方便进行拆卸。

Description

车辆用减振器及车辆 技术领域
本申请涉及车辆减振领域，具体地涉及车辆用减振器及包括该车辆用减振器的车辆。
背景技术
现今的车辆对动力源(例如发动机)传递扭矩的过程中的减振性能要求很高，因此在动力源和变速器之间通常设置车辆用减振器，以实现在传递扭矩的过程中衰减振动。
在一种现有的车辆用减振器中包括壳体、多个弧形螺旋弹簧、法兰和毂。弧形螺旋弹簧安装于壳体内形成的安装空间内，相邻的弧形螺旋弹簧在车辆用减振器的周向上间隔开地分布。法兰的一部分伸入相邻的弧形螺旋弹簧之间。毂通过铆钉与法兰固定连接。这样，来自动力源的扭矩传递到壳体之后，壳体带动弧形螺旋弹簧转动，弧形螺旋弹簧进一步带动法兰和毂转动，从而实现将动力源的扭矩传递到毂的过程。在上述传递扭矩的过程中，主要利用弧形螺旋弹簧衰减振动。
但是，在上述车辆用减振器中，法兰与毂之间通过铆钉固定的固定方式导致法兰与毂之间不可拆卸，而且实现这种连接方式的过程复杂且成本较高。
发明内容
鉴于上述现有技术的缺陷而做出本申请。本申请的一个目的在于提供一种新型的车辆用减振器，其能够起到衰减车辆的动力源产生的振动的作用，同时使法兰和毂以相对简单的方式实现可拆卸连接。本申请的另一个目的在 于提供一种包括根据本申请的车辆用减振器的车辆。
为了实现上述发明目的，本申请采用如下的技术方案。
本申请提供了一种如下的车辆用减振器，包括壳体、弹簧、法兰和毂，
所述法兰的中央部位形成有安装孔，所述毂与所述法兰同轴且安装于所述安装孔中，所述毂与所述法兰通过花键配合实现传动联接，使得所述毂能够接收来自所述法兰的扭矩。
在一种可选的方案中，所述法兰包括主体部和多个第一伸出部，所述安装孔形成于所述主体部，所述多个第一伸出部在所述车辆用减振器的周向上间隔开地布置，所述第一伸出部从所述主体部朝向径向内侧伸出到所述安装孔中，所述第一伸出部从轴向一侧抵靠所述毂。
在另一种可选的方案中，所述法兰还包括多个第二伸出部，所述多个第二伸出部在所述周向上间隔开布置，所述第二伸出部从所述主体部朝向径向外侧伸出，在所述周向上所述第二伸出部位于相邻的两个所述弹簧之间，所述第二伸出部用于在所述车辆用减振器传递扭矩的过程中抵靠所述弹簧的周向端部。
在另一种可选的方案中，所述弹簧为中心轴线沿着所述周向延伸的弧形螺旋弹簧，多个所述弧形螺旋弹簧在所述周向上间隔开地布置，所述主体部位于所述弧形螺旋弹簧的径向内侧。
在另一种可选的方案中，所述车辆用减振器还包括安装于所述壳体的第一支撑组件和第二支撑组件，
在所述车辆用减振器的轴向上，所述第一支撑组件抵靠所述毂，所述第二支撑组件抵靠所述法兰，所述毂和所述法兰在所述轴向上彼此抵靠，利用所述第一支撑组件和所述第二支撑组件使所述法兰和所述毂相对于所述壳体进行轴向限位，
在所述车辆用减振器的径向上，所述第二支撑组件与所述壳体相对固定，所述法兰形成有朝向所述第二支撑组件凸出的限位部，通过所述限位部抵靠所述第二支撑组件使所述法兰和所述毂相对于所述壳体进行径向限位。
在另一种可选的方案中，所述限位部位于所述安装孔的径向外侧且位于所述第二支撑组件的径向内侧，所述限位部形成为圆柱形状，至少三个所述限位部在所述车辆用减振器的周向上间隔开地均匀布置。
在另一种可选的方案中，所述第一支撑组件包括盖板和支撑环，所述盖板与所述壳体固定，所述支撑环安装于所述盖板，在所述轴向上所述支撑环的至少一部分夹在所述盖板和所述毂之间。
在另一种可选的方案中，所述第二支撑组件包括膜片弹簧和摩擦环，所述膜片弹簧抵靠所述壳体和所述摩擦环，以使所述摩擦环在所述轴向上抵靠所述法兰。
在另一种可选的方案中，所述毂包括固定在一起的内筒部和外缘部，所述外缘部从所述内筒部朝向径向外侧延伸，所述内筒部形成有内花键，所述外缘部形成有与所述法兰的花键配合的外花键。
本申请还提供了一种如下的车辆，包括以上技术方案中任意一项技术方案所述的车辆用减振器。
通过采用上述的技术方案，本申请提供了一种新型的车辆用减振器。该车辆用减振器在从其壳体经由弹簧向法兰和毂传递扭矩的过程中，利用弹簧衰减传递扭矩过程中的振动。与现有的车辆用减振器不同地，在本申请的车辆用减振器中，法兰和毂之间通过花键实现传动联接，而不必通过铆接固定的方式实现传动联接。
综上，本申请的车辆用减振器同样能够实现在传递扭矩的过程中稳定工作(法兰和毂不会产生轴向窜动)的同时衰减振动的作用，而且由于采用花 键实现法兰和毂之间的传动联接，因而简化了安装过程且降低了相关成本，还使得法兰和毂之间能够方便进行拆卸。进一步地，包括本申请的减振器的车辆能够具有同样的效果。
附图说明
图1是示出了根据本申请的一实施例的车辆用减振器的局部结构的截面图。
图2是以透视的方式示出了图1中的车辆用减振器的法兰和毂的组合体的立体示意图。
图3是以透视的方式示出了图1中的车辆用减振器的法兰的立体示意图。
图4是以透视的方式示出了图1中的车辆用减振器的毂的立体示意图。
附图标记说明
1壳体；11第一壳体部分；12第二壳体部分；13外齿圈；
2弹簧；
3法兰；3h安装孔；31主体部；32第一伸出部；33第二伸出部；34限位部；
4毂；41内筒部；42外缘部；
5第一支撑组件；51盖板；52支撑环；
6第二支撑组件；61摩擦环；62膜片弹簧；
B连接件；
O中心轴线；A轴向；R径向。
具体实施方式
以下将结合说明书附图详细说明本申请的具体实施例。应当理解，这些具体的说明仅用于示教本领域技术人员如何实施本申请，而不用于穷举本申请的所有可行的方式，也不用于限制本申请的范围。
在本申请中，“传动联接”是指两个部件之间能够传递扭矩地连接，包括这两个部件之间直接连接或者间接连接。
在本申请中，除非另有说明，否则轴向、径向和周向分别是指车辆用减振器的轴向、径向和周向；轴向一侧是指图1中的右侧(例如变速器所在侧)，轴向另一侧是指图1中的左侧(例如动力源所在侧)；径向外侧是指在径向上远离图1中的中心轴线O的那侧(图1中的上侧)，径向内侧是指在径向上接近该中心轴线O的那侧(图1中的下侧)。
以下首先参照附图说明根据本申请的一实施例的车辆用减振器的结构、扭矩传递路径及组装过程。
如图1所示，根据本申请的一实施例的车辆用减振器包括组装在一起的壳体1、弹簧2、法兰3、毂4、第一支撑组件5和第二支撑组件6。弹簧2收纳安装于壳体1在其外周部包围形成的安装空间内，壳体1、法兰3、毂4、第一支撑组件5和第二支撑组件6同轴地配置。来自车辆的动力源的扭矩传递到壳体1之后再经由弹簧2传递到法兰3和毂4。以下具体说明各部件的结构及相互关系。
在本实施例中，如图1所示，壳体1包括彼此固定的第一壳体部分11、第二壳体部分12和外齿圈13。
如图1所示，第一壳体部分11具有圆环形状并且用于与车辆的动力源(例如，发动机的曲轴)固定连接，该第一壳体部分11包括形成为一体的径向部分和轴向部分。第一壳体部分11的径向部分大致沿着径向R延伸，第一壳体部分11的轴向部分从径向部分的径向外侧端沿着轴向A朝向轴向一侧延伸预定长度。壳体1还可以包括平衡负载，该平衡负载可以安装在第一壳体部分11的径向部分且位于第一壳体部分11的径向部分的轴向另一侧的表面，用于调整车辆用减振器的转动惯量等属性。
如图1所示，第二壳体部分12具有圆环形状并且以与第一壳体部分11同 轴的方式设置于第一壳体部分11的轴向一侧。第二壳体部分12与第一壳体部分11的轴向部分的轴向一侧端相连且与第一壳体部分11的径向部分在轴向A上间隔开。在整个壳体1的外周部，在第二壳体部分12与第一壳体部分11之间包围形成用于安装弹簧2的安装空间。
如图1所示，外齿圈13固定安装在第一壳体部分11的轴向部分的外周部，外齿圈13具有朝向径向外侧伸出的轮齿，使得车辆的电机能够经由该外齿圈13启动发动机。
在本实施例中，弹簧2可以为弧形螺旋弹簧。如图1所示，两个弹簧2以其中心轴线沿着周向的方式安装在壳体1的弹簧安装空间中，并且两个弹簧2的周向两端彼此间隔开，使得法兰3的第二伸出部33(参见图2)能够伸入两个弹簧2之间。这样，在壳体1与法兰3产生相对转动的过程中，壳体1能够抵靠弹簧2的周向一端，弹簧2的周向另一端抵靠法兰3的第二伸出部33，由此两个弹簧2能够被压缩。而且，在车辆用减振器传递扭矩的过程中，弹簧2与第二伸出部33始终抵靠在一起。另外，车辆用减振器还可以包括引导筒。由于弹簧2的长度较长，为了减少两个弹簧2在压缩过程与其它部件的干涉以及减小运行过程中弹簧2与壳体1之间的摩擦，在弹簧2与第一壳体部分11的轴向部分之间可以设置有用于引导弹簧2压缩的引导筒。
在本实施例中，如图1至图3所示，法兰3设置于第一壳体部分11的径向部分和第二壳体部分12之间且与这两者在轴向A上均间隔开，法兰3整体能够相对于壳体1在预定范围内转动，但是在轴向A和径向R上与壳体1相对固定。具体地，法兰3包括固定在一起的主体部31、第一伸出部32、第二伸出部33和限位部34。
如图1至图3所示，主体部31位于弹簧2的径向内侧。主体部31的中央部位形成有供毂4安装的安装孔3h，使得主体部31形成为环形形状。在安装孔3h的周缘部，主体部31形成有朝向径向内侧凸出的内花键，用于与毂4的下 述外缘部42的外花键配合，从而使得法兰3与毂4实现传动联接。
如图1至图3所示，三个第一伸出部32在周向上间隔开地均匀布置，每个第一伸出部32都从主体部31朝向径向内侧伸出到安装孔3h中。具体地，第一伸出部32从主体部31在内花键的径向外侧的部位延伸出，第一伸出部32通过弯折之后沿着径向R朝向径向内侧延伸，直到沿着轴向A观察时与毂4能够重叠的位置。由此，在减振器组装完成之后，第一伸出部32从轴向一侧抵靠毂4。
如图1至图3所示，两个第二伸出部33在周向上间隔开地均匀布置，每个第二伸出部33都从主体部31朝向径向外侧伸出到两个弹簧2之间的位置，如上所述第二伸出部33用于抵靠弹簧2的周向端部。
如图1至图3所示，四个限位部34在周向上间隔开地均匀布置。每个限位部34都形成为圆柱形状并且从主体部31朝向轴向一侧凸出，也就是朝向第二支撑组件6凸出。限位部34位于安装孔3h的径向外侧且位于第二支撑组件6的径向内侧，限位部34凸出到使得当沿着径向R观察时限位部34与第二支撑组件6的摩擦环62重叠，由此通过第二支撑组件6的摩擦环62与限位部34配合对法兰3进行径向限位，进而使得法兰3和毂4的组合体在径向R上相对于壳体1固定。
在本实施例中，如图1、图2和图4所示，毂4与法兰3同轴且安装于法兰3的安装孔3h中，毂4与法兰3通过花键配合实现传动联接，使得毂4能够接收来自法兰3的扭矩。具体地，毂4包括形成为一体的内筒部41和外缘部42。
如图1、图2和图4所示，内筒部41形成为圆筒形状，内筒部41的内周面形成有内花键，内筒部41的内花键可以与变速器的输入轴的外花键配合，使得毂4能够与输入轴传动联接。
如图1、图2和图4所示，外缘部42从内筒部41朝向径向外侧延伸，外缘部42的外周形成有与法兰3的内花键配合的外花键。另外，外缘部42还形成 有多个沿着周向分布的通孔，这些通孔可以发挥减重孔的作用，而且可以通过这些通孔对下述的连接件B进行需要的操作。
在本实施例中，如图1所示，第一支撑组件5安装于第一壳体部分11，第二支撑组件6安装于第二壳体部分12。进一步地，第一支撑组件5从轴向另一侧抵靠毂4，第二支撑组件6从轴向一侧抵靠法兰3。这样，在法兰3和毂4如上所述地在轴向A上抵靠的情况下，第一支撑组件5和第二支撑组件6能够对法兰3和毂4的组合体进行轴向限位，使得法兰3和毂4的组合体在轴向A上相对于壳体1固定。
如图1所示，第一支撑组件5包括组装在一起的盖板51和支撑环52。盖板51形成为圆环板状。利用例如螺栓等的连接件B，盖板51与壳体1固定。支撑环52安装于盖板51，支撑环52包括形成为一体的轴向部分和径向部分。支撑环52的轴向部分套装于盖板51的外周缘，支撑环52的径向部分在轴向A上被夹在盖板51的外周部与毂4的外缘部42之间，并且支撑环52的径向部分与盖板51和毂4的外缘部42均抵靠。可以理解，支撑环52不仅在轴向A上用于支撑法兰3和毂4的组合体，而且还能够在壳体1和法兰3产生相对转动的过程中提供摩擦阻尼。
如图1所示，第二支撑组件6包括组装在一起的摩擦环61和膜片弹簧62。摩擦环61包括形成为一体的轴向部分和径向部分。摩擦环61的轴向部分位于第二壳体部分12的径向内侧且位于法兰3的限位部34的径向外侧，一旦法兰3在径向R上产生相对于壳体1的运动趋势，限位部34可以与摩擦环61抵靠。这样，通过这种结构关系能够对法兰3和毂4的组合体进行径向限位，使得法兰3和毂4的组合体在径向R上与壳体1相对固定。膜片弹簧62具有圆环形状。在轴向A上，膜片弹簧62被夹在摩擦环61的径向部分和第二壳体部分12之间，膜片弹簧62的外周缘抵靠第二壳体部分12，膜片弹簧62的内周缘抵靠摩擦环61的径向部分，从而膜片弹簧62的弹簧力使摩擦环61的径向部分抵靠法兰3的主体部31。可以理解，摩擦环61不仅能够在壳体1和法兰3产生相对转动的 过程中提供摩擦阻尼，还能够在轴向A上支撑法兰3和毂4的组合体。
通过采用上述的方案，与背景技术中说明的车辆用减振器的结构相比，根据本实施例的车辆用减振器同样能够在传递扭矩的过程中发挥减振的作用，而且法兰3与毂4之间实现可拆卸组装，由此减少了现有技术中组装所选的铆钉的部件，简化了安装过程且降低了相关成本。进一步地，在根据本实施例的车辆用减振器中，来自动力源的扭矩的传递路径为：壳体1→弹簧2→法兰3→毂4→变速器的输入轴。在来自动力源的扭矩在上述传递路径中传递的过程中，主要通过弹簧2有效地衰减产生的振动(扭振)。
另外，在根据本实施例的车辆用减振器的组装过程中，可以先将第一壳体部分11水平布置，然后利用连接件B将盖板51固定到第一壳体部分11，再安装支撑环52。之后，将毂4置于支撑环52上，再安装法兰3和弹簧2，使法兰3与毂4花键配合的同时法兰3的第二伸出部33位于弹簧2之间。之后，将摩擦环61置于法兰3上，再将膜片弹簧62置于摩擦环61上。最后，安装第二壳体部分12。
以上对本申请的具体技术方案进行了详细的阐述，以下将进行进一步的补充说明。
i.本申请还提供了一种车辆，该车辆可以包括动力源(例如发动机)、变速器以及具有以上实施例所述的结构的车辆用减振器。车辆用减振器与动力源和变速器实现传动联接，用于衰减来自动力源的振动。
然而，可以理解，本申请的减振器还可以应用于其它场合。
ii.在根据本申请的车辆用减振器中，根据本申请的减振器的壳体1可以具有一定的质量，从而保证整个车辆用减振器的转动惯量。
iii.在包括根据本申请的车辆用减振器的车辆中，在第一壳体部分11安装于发动机的曲轴且法兰3安装于变速器的输入轴的情况下，利用发动机的曲轴和变速器的输入轴两者能够在径向R上确定壳体1和法兰3的相对位置关系。在此基础上，法兰3的限位部34可以进一步避免法兰3相对于壳体1在径 向R上产生窜动。
在可选的方案中，限位部34的数量为至少三个，限位部34在车辆用减振器的周向上间隔开地均匀布置。

Claims (10)

  1. 一种车辆用减振器，包括壳体(1)、弹簧(2)、法兰(3)和毂(4)，
    所述法兰(3)的中央部位形成有安装孔(3h)，所述毂(4)与所述法兰(3)同轴且安装于所述安装孔(3h)中，所述毂(4)与所述法兰(3)通过花键配合实现传动联接，使得所述毂(4)能够接收来自所述法兰(3)的扭矩。
  2. 根据权利要求1所述的车辆用减振器，其特征在于，所述法兰(3)包括主体部(31)和多个第一伸出部(32)，所述安装孔(3h)形成于所述主体部(31)，所述多个第一伸出部(32)在所述车辆用减振器的周向上间隔开地布置，所述第一伸出部(32)从所述主体部(31)朝向径向内侧伸出到所述安装孔(3h)中，所述第一伸出部(32)从轴向一侧抵靠所述毂(4)。
  3. 根据权利要求2所述的车辆用减振器，其特征在于，所述法兰(3)还包括多个第二伸出部(33)，所述多个第二伸出部(33)在所述周向上间隔开布置，所述第二伸出部(33)从所述主体部(31)朝向径向外侧伸出，在所述周向上所述第二伸出部(33)位于相邻的两个所述弹簧(2)之间，所述第二伸出部(33)用于在所述车辆用减振器传递扭矩的过程中抵靠所述弹簧(2)的周向端部。
  4. 根据权利要求2或3所述的车辆用减振器，其特征在于，所述弹簧(2)为中心轴线沿着所述周向延伸的弧形螺旋弹簧，多个所述弧形螺旋弹簧在所述周向上间隔开地布置，所述主体部(31)位于所述弧形螺旋弹簧的径向内侧。
  5. 根据权利要求1至4中任一项所述的车辆用减振器，其特征在于，所述车辆用减振器还包括安装于所述壳体(1)的第一支撑组件(5)和第二支撑组件(6)，
    在所述车辆用减振器的轴向(A)上，所述第一支撑组件(5)抵靠所述 毂(4)，所述第二支撑组件(6)抵靠所述法兰(3)，所述毂(4)和所述法兰(3)在所述轴向(A)上彼此抵靠，利用所述第一支撑组件(5)和所述第二支撑组件(6)使所述法兰(3)和所述毂(4)相对于所述壳体(1)进行轴向限位，
    在所述车辆用减振器的径向(R)上，所述第二支撑组件(6)与所述壳体(1)相对固定，所述法兰(3)形成有朝向所述第二支撑组件(6)凸出的限位部(34)，通过所述限位部(34)抵靠所述第二支撑组件(6)使所述法兰(3)和所述毂(4)相对于所述壳体(1)进行径向限位。
  6. 根据权利要求5所述的车辆用减振器，其特征在于，所述限位部(34)位于所述安装孔(3h)的径向外侧且位于所述第二支撑组件(6)的径向内侧，所述限位部(34)形成为圆柱形状，至少三个所述限位部(34)在所述车辆用减振器的周向上间隔开地均匀布置。
  7. 根据权利要求5或6所述的车辆用减振器，其特征在于，所述第一支撑组件(5)包括盖板(51)和支撑环(52)，所述盖板(51)与所述壳体(1)固定，所述支撑环(52)安装于所述盖板(51)，在所述轴向(A)上所述支撑环(52)的至少一部分夹在所述盖板(51)和所述毂(4)之间。
  8. 根据权利要求5至7中任一项所述的车辆用减振器，其特征在于，所述第二支撑组件(6)包括膜片弹簧(62)和摩擦环(61)，所述膜片弹簧(62)抵靠所述壳体(1)和所述摩擦环(61)，以使所述摩擦环(61)在所述轴向
    (A)上抵靠所述法兰(3)。
  9. 根据权利要求1至8中任一项所述的车辆用减振器，其特征在于，所述毂(4)包括固定在一起的内筒部(41)和外缘部(42)，所述外缘部(42)从所述内筒部(41)朝向径向外侧延伸，所述内筒部(41)形成有内花键，所述外缘部(42)形成有与所述法兰(3)的花键配合的外花键。
  10. 一种车辆，包括权利要求1至9中任一项所述的车辆用减振器。
PCT/CN2022/106502 2022-07-19 2022-07-19 车辆用减振器及车辆 WO2024016164A1 (zh)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4360352A (en) * 1981-03-27 1982-11-23 Borg-Warner Corporation Extended travel vibration damper assembly
JP2012189110A (ja) * 2011-03-09 2012-10-04 Toyota Motor Corp 捩り振動減衰装置
CN110805649A (zh) * 2019-10-24 2020-02-18 舍弗勒技术股份两合公司 车辆用减振器及车辆
CN112178124A (zh) * 2019-07-01 2021-01-05 舍弗勒技术股份两合公司 车辆用减振器及车辆
CN113227608A (zh) * 2019-12-04 2021-08-06 舍弗勒技术股份两合公司 车辆用减振器及车辆
CN215444918U (zh) * 2021-05-07 2022-01-07 上汽通用汽车有限公司 扭矩减振装置和混合动力车辆

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4360352A (en) * 1981-03-27 1982-11-23 Borg-Warner Corporation Extended travel vibration damper assembly
JP2012189110A (ja) * 2011-03-09 2012-10-04 Toyota Motor Corp 捩り振動減衰装置
CN112178124A (zh) * 2019-07-01 2021-01-05 舍弗勒技术股份两合公司 车辆用减振器及车辆
CN110805649A (zh) * 2019-10-24 2020-02-18 舍弗勒技术股份两合公司 车辆用减振器及车辆
CN113227608A (zh) * 2019-12-04 2021-08-06 舍弗勒技术股份两合公司 车辆用减振器及车辆
CN215444918U (zh) * 2021-05-07 2022-01-07 上汽通用汽车有限公司 扭矩减振装置和混合动力车辆

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