• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to mechanical engineering, in particular to a torsional vibration absorber, in particular for an automobile, of which it is part of the friction clutch. The purpose of the invention is to simplify the assembly. The hub 1 and the disk (D) 2 The hub 1 is connected by means of gear rims. Auxiliary D 3 are also connected to the hub by means of gear rims. Freak W wl SD SD) hO 00
    公开号:SU1722244A3
    申请号:SU853945157
    申请日:1985-08-02
    公开日:1992-03-23
    发明作者:Кармилле Роже；Гратон Мишель；Башер Мишель
    申请人:Валео (Фирма)；
    IPC主号:
    专利说明:

    The lining plates 19 are fixed on the ring D 14 connected to the ring D 4. The hub 1, D 2 and auxiliary D 3 are connected in the circumferential direction within a given angular deviation caused by the circumferential gap between the gear rims, by means of elastic means (ES) 5 D 2 hubs 1, auxiliary D 3 and annular D 4 and 14 are also connected by means of ES 6 and 7 within the specified angular deviation. Hub 1, D 2 and
    Ring D 4 and 14 after installing the axial links 15, ES 5 and bearing half rings 20 form a single assembly, which simplifies the subsequent assembly of the shock absorber. During the first working phase D 2, the auxiliary D 3 and ring D 4 and 14 rotate together around hub 1 to deform the ES 5. In the second working phase, ES 6 and 7 are compressed between their stops into the ring D 4 and 14 and the auxiliary D 3. 11 hp ff, 17 ill.
    The invention relates to mechanical engineering, in particular to a torsional vibration absorber, in particular for an automobile, of which it is part of the friction clutch.
    The purpose of the invention is to simplify the assembly.
    FIG. 1 shows a torsional vibration absorber, in particular, for a car, front view; FIG. 2 is a section A-A in FIG. one; in fig. 3-node I in FIG. 2, increased; in fig. 4 — node II in FIG. 1, increased; in fig. 5 - hub; in fig. 6 is a view B in FIG. 5, turned; in fig. 7 - bearing; Fig, 8 - bearing half ring; in fig. 9 - hub disc; in fig. 10 - ring disk; in fig. 11 — intermediate assembly, front view; in fig. 12 is a section bb of FIG. eleven; in fig. 13 is a diagram of the operation of a torsional vibration absorber; in fig. 14-17 - phases of work of additional elastic means.
    The torsional vibration absorber, in particular, for the car, in the friction clutch of which it is included, includes the first part in the form of hub 1, the second part in the form of at least one disk 2 of hub 1 and at least one auxiliary disk 3, and also the third part in the form of at least one annular disk 4 installed freely relative to the hub 1.
    The said parts are mounted coaxially, mounted in pairs with the possibility of rotation one relative to another within a limited angular deviation, and interact with the main and additional elastic means 5-7 of circular action and with each other around the circumference at least within the specified angular deviation. The first part, the hub 1, is intended to be rigidly connected to the driven shaft (not shown), which is the input shaft of the gearbox (not shown), by means of a splined bore 8.
    The second part - the disk 2 of the hub 1 and the auxiliary disk 3 form annular parts around the hub 1 and are installed parallel to each other. Between disk 2
    The hubs 1 and the hub 1 itself provide means for engagement, the latter are made in the form of conjugate gear rims 9 and 10, respectively, on the hub 1 and disc 2 of the hub 1, which are spaced with a gap
    a circle with the possibility of interaction in one of the directions of the angular deviation of the first part - hub 1 relative to the second part - disk 2 of the hub 1 and the auxiliary disk.
    At least one of the mating gear rims 9 and 10 parallel to the axis of the device has at least one tooth, while the second has a groove in which the tooth enters, and the width of the groove around the circumference is larger than the same one. the width of the tooth, which makes it possible to install the gear rims 9 and 10 with a gap around the circumference. In practice notched
    the crown 9 of the hub 1 has a plurality of teeth evenly distributed around the circumference alternating with the grooves, and the gear crown 10 of the disk 2 of the hub 1 has many similarly arranged teeth also alternating with the grooves.
    The tooth of the ring gear 9 is included in the grooves of the ring gear 10, and the tooth of the latter, respectively, is included in the groove of the first. Measured on a common circumference, passing, for example, at half the height of the teeth of the gear rims 9 and 10, the circular sweep of the grooves is greater than the circular sweep of the adjacent teeth of the corresponding gear 9 or 10. The gear rim 9
    The hub 1 extends axially along its entire length, and the toothed rim 10 of the disk 2. The hub 1 extends axially along the entire length of its edge.
    The auxiliary disk 3 mounted parallel to the disk 2 of the hub 1, with which it is connected, also forms an annular part around the hub 1.
    In the present embodiment of the invention, there are two auxiliary disks 3 installed at a distance from one another parallel to each other along this and the other side of the disk 2 of the hub 1 and interconnected by means of axial connecting elements 11 passing through the disk 2 hubs 1, in which holes 12 are made for this purpose. In practice, there are four axial connecting elements 11 arranged in pairs at an angle of 90 ° to each other, and therefore an equal number of holes 12 in the disk 3 of the hub 1.
    Each of these axial connecting elements 11 is rigidly fixed to the ends by the auxiliary disks 3, which it ties together.,
    Each of the auxiliary disks 3 has a thickness less than the thickness of the disk 2 of the hub 1, which is made by stamping and has the usual thickness,
    Additional means of engagement between the hub 1 and the auxiliary disks 3 are arranged with a circumferential gap between them and represent the conjugate gears 9 and 13, namely the gear ring 9 of the hub 1 and the gears 13 of the auxiliary disks 3.
    Thus, the hub 1 and the auxiliary disks 3 are installed with the possibility of interaction in the direction of the relative angular deviation of the first part — the hub 1 relative to the second part — the disk 2 of the hub 1 and the auxiliary disks 3 in the direction opposite to the first direction of their angular deviation.
    The ring gear 9 of the hub 1 is made in the axial direction along the entire length of the hub 1 and is common to the disk 2 of the hub 1 and the auxiliary disks 3.
    As in the case of the disk 2 of the hub 1, the gear rims 13 of the auxiliary disks 3 are made on their inner side surface and run along its entire length.
    In the direction parallel to the axis of the node, the gear rims 13 have at least one groove, into which the tooth of the gear rim 9 of the hub 1 enters with a gap.
    The ring gear 13 has a plurality of grooves alternating with the teeth uniformly distributed around the circumference, in the same way as described for the disk 2 of the hub 1.
    Gears 9 and 13 of the disk 2 of the hub 1 and the auxiliary disk 3 have the same profile. That is, a circular scan
    each groove of the toothed rim 13 of the auxiliary disk 3 is equal to the circular sweep of the groove of the toothed rim 9 of the disk 2 of the hub 1 and it is larger than the circular sweep of the tooth of the toothed rims 9 and 13 of the hub 1 and the auxiliary disks 3.
    The annular disk 4 is mounted parallel to the disk 2 of the hub 1 and forms, like the latter in the transverse direction, an annular part around the hub 1, but, unlike the disk 2 of the hub 1 and therefore the auxiliary disks 3, it is in no way associated with the hub 1, m. e. there is no means of engagement between it and the hub 1. The annular disk 4 is shown separately in FIG. ten.
    The third part of the shock absorber contains two annular disks, namely the disk 4 and the disk 14, installed at a distance from one another and parallel to each other along this and the other side of the disk 2 of the hub 1 and connected to each other by means of axial connecting elements 15, passing through the disc 2 of the hub 1, in which for this purpose the holes 16 are made.
    In practice, there are four axial connecting elements 15 arranged in pairs at an angle of 90 ° to each other, and therefore an equal number of holes 16 in the disk 2 of the hub 1.
    The axial connecting elements 15 are located on a circle whose diameter is larger than the diameter of the circle on which the axial connecting elements 11 are located, connecting the auxiliary disks 3 between them.
    In addition, the annular disks 4 and 14 are located in the immediate vicinity of the disk 2 of the hub 1, the auxiliary disks 3 are installed each along that and on the other side of the node formed by the disk 2 of the hub 1 and the annular disks 4 and 14, i.e. Each of the auxiliary disks 3 is an axially external shock absorber component.
    From this it follows that the axial connecting elements 11, which interconnect the auxiliary disks 3, pass through annular disks 4 and 14, in which, as in the disk 2 of the hub 1, there are holes 17 for this,
    The friction disk is formed directly by the second annular disk 14, which beyond the periphery of the hub disk 2, the auxiliary disks 3 and the first ring disk 4 to which it is connected, forms the blades 18 on which both sides reinforce the friction lining 19.
    To center the third part — the annular disks 4 and 14 relative to the first — hub 1 between one of the disks 4 and 14 and the hub 1, a bearing is installed made of two half-rings 20. This bearing is installed between the inner peripheral surface of the annular disk 14 and the hub 1, and its half rings 20 are diametrically opposed and lie in the transverse plane of the shock absorber (Fig. 7).
    On each of the half-rings 20 of the bearing there is a tongue 21 located circumferentially on a part of its length, radially protruding in the direction towards the axis of the shock absorber. This tongue 21 of the half-ring 20 is inserted together into the annular recess 22 of the hub 1, which is made in the transverse plane on the outer side surface of the hub 1.
    To center the third part relative to the first part, i.e. annular disks 4 and 14 relative to the hub 1 ,. tongue 21 interacts with the bottom of the notch 22 in the hub 1.
    On the outer surface of the bearing half-rings 20, along the entire circumference, there is a collar 23, radially protruding from the axis of the shock absorber and located between the annular disk 14 and the disk 2 of the hub 1.
    The flange 23 has a thickness less than the thickness of the tongue 21, and the tongue 21 itself has a thickness less than the thickness of the corresponding half-ring 20, while the flange 23 is displaced in the axial direction relative to the tongue 21, i.e. the flange 23 of each of the half rings 20 is located in the transverse plane, different from the plane in which the tongue 21 is located.
    On the outer side surface of each half-ring 20 there are cutouts 24 in which in the radial direction, in order to rigidly connect the half-rings 20 when the shock absorber rotates with the third part, teeth 25 are made radially protruding in the direction to the shock-absorber axis on the inner surface of the disk 14.
    Additional elastic means 5 of circular action installed between the first and second parts of the shock absorber include at least one spring of the helical spring type, which is mounted tangentially to the circumference of the shock absorber, partially enters a recess 26 formed in the gear ring 9 of the hub 1, its depth is greater than the depth of the grooves of this crown 9, and partially in the notches 27 and 28, made in the gear crown 10 of the disk 2 of the hub 1 and in the gears of the 13 auxiliary disks 3, respectively.
    In the present embodiment of the invention, two springs 5 are provided that are diametrically opposed.
    Thus, two notches 26 are made in the hub 1, and two notches 27 and 28 in each are made in the disk 2 of the hub and in the auxiliary disks 3.
    The springs 5 are relatively weak springs and serve to filter out so-called dead point or short stroke noise.
    The bottom of the annular notch 22 in the hub 1 is located tangentially to the bottom of the notches
    5 26 (Fig. 6).
    Between each of the springs 5, on the one hand, and the resistant surfaces 29-31 of the hub 1, the disk 2 of the hub 1, and the auxiliary disks, the 3rd other sides are inserted circumferentially for each direction of rotation of the insert 32, one of which is set in the direction the normal direction of rotation of the shock absorber, and the second is set
    5 against this direction.
    Each of the inserts 32 is located in the axial direction of the shock absorber at a distance equal to the distance between the disk 2 of the hub 1 and the auxiliary disk 3
    0 or, at a distance of at least equal to the distance between the two auxiliary disks 3.
    In addition, the inserts 32 are constantly in contact with resistant surfaces 29
    5 of the hub 1, formed by the respective side walls of the cutouts 26 made in the hub 1, and are intended to abut either against the thrust surfaces 30 of the hub disk 2 or into the thrust
    0 surface 31 of the auxiliary disk 3, and the thrust surfaces 30 and 31, as in the first case, are formed by the corresponding radial walls of the cutouts 27 and 28, made in the disk 2 of the hub 1 and
    5 auxiliary disks 3, respectively. On the back of each insert 32, a dihedral recess 33 is formed, forming a surface for mounting the insert 32, to center the spring 5 each
    0, the insert 32 has a protruding finger 34. For axial retention of the inserts 32 on each of them, along the axial edge farthest radially from the axis of the shock absorber, a notch 35 is made, which
    5, it is put on half rings 20.
    Since the semi-rings 20 are axially mounted at some distance from the mid-transverse plane of the shock absorber passing through the axis of the springs 5, each of the inserts 32 has
    two identical notches 35, respectively located along one side and the other side of this middle transverse plane, symmetrically with respect to the finger 34 so as to be able to be installed in either of two axial directions, and after installing the insert 32 in place only one of these notches is used 35 .
    The assemblies formed by the inserts 32 and the springs 5 are put in place due to the presence of free space between the tabs 21 of the half-rings 20, and the circumferential length of the tabs 21 is specifically reduced to ensure installation.
    Preferably, between each of the inserts 32 and the corresponding edge of each of the tabs 21 there was a small gap around the circumference.
    The elastic means of circular action, installed around the circumference between the second and third parts of the shock absorber, contain several elastic elements 6 and 7 evenly distributed around the circumference relative to the circumference of the shock absorber.
    In practice, there are four elastic. Elements 6 and 7, each of which is formed by helical springs 6, which are mounted coaxially with helical springs 7. All four elastic elements 6 and 7 are identical and have greater rigidity than relatively weak springs 5.
    Each of the elastic elements 6 and 7 enters partially into the notch 36 of the disk 2 of the hub 1 and into the notches of the 37 auxiliary disks 3, which are windows cut in the disk 2 of the hub 1 and the auxiliary disks of the 3, and, partially, into the notches of the 38 of the disks 4 and 14, which are also windows cut into them.
    The radially inner edge of at least one of the notches 36 in the disk 2 of the hub 1 is formed by successively located arc-shaped section 39 centered on the axis of the shock absorber and straight-line section 40 located tangentially to its conjugation point with the arc-shaped section 39,
    Outside in the radial direction, the edge 41 of the notches 36 is made in the form of an arc, the center of which lies on the axis of the device.
    The linear portion 40 may form an angle with said tangent and may be located between this tangent and the axis of the shock absorber,
    In the present embodiment, there are two diametrically arranged pairs at right angles to each other.
    notches 36. One of these pairs is made with a straight line section 40, coinciding with the said tangent, and the second is with a straight line section
    40, offset from her. The interface points of the sections 39 and 40 are located in the middle part of the notches 36.
    Radially inner edge of at least one of the 38 annular notches
    The 0 disks 4 and 14 are formed by successively located arc-shaped section 42 with a center on the shock absorber axis and a straight-line section 43, which form an angle with the tangent to the point of its conjugation with the arc5 shaped section and radially outside the tangent with respect to the shock absorber axis.
    Radially outward
    0, the edge 44 of the cutouts 38 is made in the form of an arc whose center lies on the axis of the device.
    This implementation contributes to the creation of good working conditions elastic
    5 of the means 6 and 7, makes it possible to make cuts of the minimum size, which ensures good mechanical strength of the disk 2 of the hub 1 and the disks 4 and 14.
    Couples diametrically opposed
    0 notches 36-38 serving as nests for elastic means 6 and 7 have the same sweep around the circumference.
    In the neutral position of the shock absorber (Fig. 1) the radial edges 45-47 pairs
    5 notches 36-38 lie in one plane.
    The second pairs of notches 36 and 37 located at right angles to the first in the disk 2 of the hub 1 and in the auxiliary disks 3 for elastic means 6 and 7 have a sweep around the circumference, a large sweep around the circumference of the adjacent pair of notches 38 in the annular disks 4 and 14.
    In the neutral position, the shock absorber is represented by the om in FIG. 11, lie in one
    5 planes in the axial direction of the shock absorber, only those radial edges 45-47 of the second pairs of notches 36-38, which are located in the direction corresponding to its normal direction
    0 rotation and vice versa, the radial edges 45 of the notches 36 in the disk 2 of the hub 1, which are located in the direction opposite to that mentioned, are shifted circumferentially backward relative to the corresponding radial edges 47 of the notches 38 in the disks 4 and 14 and the notches 37 in the auxiliary disks 3. In addition , in order to provide a good stop for the elastic means 6 and 7 on the auxiliary disks 3 in the zone of location of the cut-outs 37, annular ribs 48 are directed by stamping inside the shock absorber (Fig. 2).
    The holes 12 provided in the disc of the hub 2 for the passage of the axial connecting elements 11 are part of the notches 36, are made around the circumference in one direction corresponding to the normal direction of rotation of the shock absorber, and are located along the radially inner edge of the notches 36.
    The holes 16 provided in the disc of the hub 2 for the passage of the axial connecting elements 15 form continuations of the cut-outs 36 formed in this disk of the hub 2. and go all in one direction along the radially outer edge of these notches 36.
    The auxiliary disks 3 and disks 4 and 14 are provided with guide holes 49 and 50, which correspond to 2 holes 51 made in the hub disk, located along the same edge of the notches as holes 16,
    The holes 17 provided in the discs 4 and 14 for the passage of the axial connecting elements 15 form circular continuations of the cutouts 38 and 39 made in the disks 4 and 14 for the elastic means 6 and 7, and these circular continuations go all circumferentially in the same direction as the normal the direction of rotation of the shock absorber, and are located along the radially inner edge of the cutouts 38.
    In order to fasten the axial connecting elements 11, in each of the auxiliary disks 3, holes 52 are made into which the ends of the elements 11 enter, which is necessary for their rigid attachment.
    Since the auxiliary disks 3 are identical to each other, two sets of holes 52 are made in each of them so that the disks 3 can be installed independently from one side or the other of the disk 2 of the hub 1.
    For fastening the axial connecting elements 15 in each of the annular disks 4 and 14, holes 53 are made into which the ends of the elements 15 enter, which is necessary for their rigid attachment.
    The alignment of the auxiliary disks 3 relative to the hub 1 may be provided by means of the gear rims 13, but it is preferable that this alignment is carried out with the help of axial connecting elements 11 as a result of the interaction of the latter with the holes 17 in the annular disks 4 and 14 through which the elements 11 pass with the wheels themselves 4
    and 14 are centered with respect to the hub 1 by means of bearing half-rings 20.
    The centering of the hub disc 2 can be provided as axial joints.
    elements 11 and axial connecting elements 15.
    Friction elements 54-56 are installed between the various parts forming the torsional vibration absorber,
    0 made in the form of friction washers, to which the bearing 20 can also be attributed. Friction washer 54 is installed with contact with the inner surface of that of the auxiliary disks 3, which is located on the same side of the hub disk 2 as the bearing 20, and exposed to elastic means 57 axial action, which are constantly pressed against the auxiliary
    0 disk 3 (Fig. 3).
    Circular elastic means 57 are formed by a cup washer type spring washer installed between two distribution washers 58,
    5 of which one is installed in contact with the friction washer. 54, while the other, in contact with the bearing 20, is rigidly connected while rotating with the hub 1 by means of teeth, and these teeth are in engagement with the gear ring 9 of the hub 1.
    The friction washer 55 is installed in the radial direction at the inner peripheral surface of the disk 4 between the disk 4 and the hub 1.
    5 In the axial direction, the friction washer 55 is in contact on one side with the disk 2 of the hub 1, and on the other side with the distribution washer 59, which itself is exposed to axially acting elastic means 60, which are a cup spring abutting the auxiliary disk 3 with its radially protruding fingers made on its outer periphery. The friction washer 54 is engaged with at least one of the axial connecting elements 11 and is rigidly connected during rotation with the auxiliary and Disk 3.
    0 Friction washer 56 is installed in the axial direction between the disk 14 and the auxiliary disk 3 closest to it, and in the radial direction between the axial ligaments 11 and the elements 54, 57
    5 and 58.
    In the neutral position shown in FIG. 1 and 4, the springs 5, which form additional elastic means of circular action, installed between the first and second parts of the shock absorber, determine the neutral position for these parts.
    In the direction of normal rotation or the first direction, the circular gap between the mating gear rims 3 and 10, the hub 1 and the disk 2 of the hub 1 is larger than the gap in the specified direction of rotation between the gear rims 9 and 13 of the hub 1 and the auxiliary disk 3.
    In the directions opposite to the first circular gap between the mating toothed rims 9, 10 of the hub 1 and the disk 2 of the hub 1 is less than the circular gap in the same direction of rotation between the mating toothed rims 9 and 13 of the hub 1 and the auxiliary disk 3.
    The gear rims 9 and 13 of the disk hub 2 and the auxiliary disk 3 are located with overlapping one another.
    In the neutral position of the device, each of the inserts 32 under the action of the springs 5 rests on one side against the stop surface 29 of the hub 1, and on the other hand against the stop surfaces 31 of the auxiliary disks 3.
    Alternatively, the elastic means 6 and 7 may each be individually different in stiffness.
    In addition, the gaps between the toothed rims 10 and 13 and the toothed rim 9 may have different sizes.
    The device works as follows.
    When a torque is applied to the third part, namely to the annular disks 4 and 14, the springs 5 installed between the first and second parts, namely between the hub 1 and the disk 2 of the hub 1 with the auxiliary disks 3, come into operation first, since their rigidity is relatively small, and everything happens as if the second part remained fixed in the angular direction relative to the third part with the help of elastic means 6 and 7, which have relatively greater rigidity than the springs 5.
    During the first working phase, everything happens as if the second and third parts were turning together around the first part.
    In the diagram shown in FIG. 13, the angular deviation D between the third part and the first part is plotted on the abscissa axis, and the torque C transmitted from one of these parts to another is plotted on the ordinate axis, with the plot 1 of the diagram that reproduces the first working phase has small tilt, because the springs 5 have a relatively low stiffness.
    The first working phase continues until, with an angular deviation di of the spring 5, the auxiliary disks 3 are deformed and
    the teeth of their gear rims 13 will not begin to affect the teeth of the ring gear 9 of the hub 1 (Fig. 15).
    From this moment, the second working phase begins. The elastic means 6 and 7, installed between the second and third parts, enter into operation and add their effect to the action of the springs 5, which remain compressed.
    Considering the specified constructive
    5 arrangement, the elastic means 6 and 7 all come into operation simultaneously in a circular direction, corresponding to the work in expansion mode, i.e. the work during which the torque moment applied to the third part exceeds the torque moment applied to the first part. The elastic means 6 and 7 gradually become all compressed between the points of their abutment into the annular disks 4. and 14 of the third
    5 parts on the one hand and their points of support in the auxiliary disks 3 on the other hand.
    On the contrary, temporarily deprived of any support in elastic means 6 and 7,
    0 disk 2 of the hub 1 is free (except for friction) with respect to the entire device until, as a result of the disappearance of the circular gap (Fig. 16), between the teeth of the ring gear 9 and the teeth of the ring gear 13 13 auxiliary disks 3 being aligned in the axial direction, the teeth of the ring gear 9 of the hub 1 will not become rigidly connected again with the rotation of the auxiliary disks 3.
    Section II in the diagram (FIG. 13), which reproduces the working phase II, has a slope significantly greater than the slope of the previous section I, since this slope
    5 is due to the stiffness of the elastic means 6 and 7, to which is also added the force of the springs 5 remaining in the compressed state. Section II is connected to section I via section II having an intermediate average slope, since the elastic elements b and 7 interact with the annular disks 4 and 14 and the auxiliary disks 3.
    The second working phase lasts as long as
    5 until, with an angular deviation, the third part begins to carry away the second part, as a result of which either one of the elastic means 6 and 7 installed between them is compressed or one of the axial elements 15 abuts against the surface of the hole 16 of the hub disk 2, through which she passes.
    In this case, the hub disk 2, which has not previously entered into operation in the corresponding direction of rotation, serves as an intermediate stop between the third part, the driving part, and the first part, which is the driven part.
    Thus, the additional torque passes through the axial connecting elements 15.
    In all cases, it is made so that, thanks to the holes 16 in the disk 2, the hubs 1 and the holes 14 in the annular disks 4 and 14, the axial elements 15 do not enter into operation, since the said holes 17 in the disks 4 and 14 have a circular scan more circular scan holes 16 in the disk 2 of the hub 1.
    If we assume that at a certain moment of time the torque changes its direction and the moment applied to the third part becomes less than the opposing moment applied to the first part, then the process opposite to that described occurs, i.e. the node starts working in compression mode,
    In accordance with this process, inverse to that described, almost instantaneous decompression of elastic means 6 and 7 occurs and everything happens as if the second and third parts, continuing to rotate in the same direction corresponding to the normal rotation, began to rotate relative to the first part in the opposite direction.
    After the shock absorber is set to the neutral position, this rotation in the opposite direction continues.
    In the first phase, with an angular deviation di, the said rotation leads to the absorption of the gap between the mating teeth 9 and 10 of the hub 1 and the disk 2 of the hub 1 and, consequently, to the stop of the disk 2 of the hub 1 to the hub 1 (Fig. 17) springs 5 are compressed again,
    Thus, when working in compression mode, disk 2 of hub 1 comes into operation first, whereas when working in expansion mode, the auxiliary disks 3 come into operation first,
    However, in contrast to the work in the expansion mode and due to the constructive arrangement of parts adopted in this embodiment, in the first phase only one of the diametrically placed pairs of elastic means 6 and 7, which add their effect to the action of the springs 5, come into play, which remain compressed.
    With an angular deviation of d 2 corresponding to the absorption of the displacement along the circumference between the respective edges of the notches 36-38 under the second pair of elastic
    5 means 6 and 7, the latter come into operation. Thus, the section that reproduces this working phase is formed by two successive sections ll i, II 2, the first of which has a slope, intermediate
    0 between the slope of the described sections I and II, and the second has a slope equal to the slope of the section II.
    During this second working phase, the auxiliary disks 3 are free (except for friction), as was the case with the hub disk when working in expansion mode, until, as a result of the absorption of the corresponding gap between the gear rims 13 and 10, they enter
    0 in the interaction (Fig. 18).
    This second working phase lasts until, with an angular deviation of d 2-2, the second and third coaxial parts enter into interaction, or, as in the first case, at least one of the elastic means 6 and 7 does not become compressed, or at least one of the axial connecting elements 11 between the auxiliary disks 3 will not abut against the surface of the hole 17 of the annular disks 4 and 14 through which it passes.
    In this case, in contrast to what is described, the interaction between the third and first parts takes place
    5 through the auxiliary disks 3, and the additional torque is transmitted through the axial connecting elements 11.
    Thus, it can be seen that if, in the expansion mode, the axial elements 15 are deflected relative to the disk 2 of the hub 1 due to the presence of 2 special holes 16 in this disk, then in the compression mode they are reversed relative to this disk 2 (at least
    5 at least partially) due to the presence therein of cutouts 36 provided for accommodating elastic means 6 and 7.
    As a result, all other things being equal, the decrease in the mechanical strength of the disk 2 of the hub 1, due to the holes 12 and 16 in it for the passage of the axial connecting elements 11 and 15, is reduced.
    On the contrary, with equal mechanical
    5 strength holes can be made larger around the circumference of the size.
    In other words, the angular deviation between the second and third parts can be large and can reach
    about 20 ° as seen in the diagram
    (Fig. 14), where the angular deviation is 7 °, and the angular deviation di is 12-27 °.
    In addition, as shown in FIG. 10 and 11, the hub 1, the disk 2 of the hub 1 and the annular disks 4 and 14 can, after having replaced the axial connecting elements 1.5, the springs 5 and the inserts 32, form a single unit that can be assembled separately and then installed in place with the other components parts of the torsional vibration damper of the invention.
    The proposed invention, which involves; as shown in FIG. 7 and 8, radial approach to the hub 1 of two half-rings 20, forming a bearing that provides axial retention of the disk 2 of the hub 1 and the annular disks 4 and 14 relative to the hub 1 as a result of its entering into the notch 22 of the hub 1, and on the half-rings 20 bearing made shoulder 23, significantly simplifies the orku the entire shock absorber torsional vibrations.
    权利要求:
    Claims (12)
    [1]
    Claim 1. Torsional vibration damper, in particular for a car, containing at least three coaxial parts mounted in pairs for rotation one relative to another within a limited angular deviation and interacting with elastic means of circular action and between them circumferentially at least within the specified angular deviation, the first part in the form of a hub, the second part in the form of at least one hub disk, made in the radial direction in the form of the front part encompassing the hub, and between it and the hub, means of engagement are made in the form of conjugate gear rims on the hub and on the hub disk, which are arranged with a circumferential gap so that they can interact with each other in one of the directions of the angular deviation of the first part relative to the second parts, and also in the form of at least one hub associated with the disk and an auxiliary annular disk parallel to it, covering the hub in the radial direction, and additional elastic means action with axially spaced inserts in contact with the thrust surfaces of the hub and hub disk, in addition, the third part, made in the form of at least one annular disk mounted freely relative to the hub, parallel to the hub disk and covering the hub in the radial direction.
    characterized in that, in order to simplify the assembly, the auxiliary disk and the hub are made with additional engagement means arranged with a circumferential gap between them and alternating with the engagement means between the hub and the hub disc with the possibility of the auxiliary disk interacting with the hub in the direction
    relative angular deviation between the first and second parts, opposite to the first direction of their angular deviation -. ui
    [2]
    2. The shock absorber according to claim 1, characterized in that the additional means of engagement between the hub and the auxiliary disk are made in the form of conjugate gear rims on the hub and on
    an auxiliary disk, wherein at least one of the gear rims has at least one tooth located parallel to the axis of the shock absorber, and the second one has a groove in which this tooth is located, with
    This circular sweep grooves more circular sweep of the tooth, and in the neutral position of the shock absorber, determined by elastic means of circular action installed between the first and second parts, in the first direction of their rotation, the circular gap between the mating teeth of the hub and the hub disk is greater than the gap in the specified direction of rotation between mated
    the toothed rims of the hub and the auxiliary disk, and in the second direction of rotation opposite to the first, a circular gap between the mating toothed rims of the hub and the hub disk
    less circular clearance in the same direction of rotation between the mating toothed rims of the hub and the auxiliary disk.
    [3]
    3. The shock absorber according to claim 2, characterized by the fact that the gear rims
    The hub and auxiliary drive are overlaid with one another.
    [4]
    4. The shock absorber on PP. 2 and 3, distinguished by the fact that the hub is made
    common gear for hub disk and for sub-disk.
    [5]
    5. The shock absorber on PP. 1-4, about tl and h and yushch and with the fact that additional elastic means are established between a nave
    and an auxiliary disk, and the inserts are arranged to interact in both directions of rotation with the stop surfaces provided on the auxiliary disk and the hub disk and are located along the axis of the shock absorber at a distance at least equal to the distance between the auxiliary disk and the hub disk.
    [6]
    6. The shock absorber according to claim 5. wherein in the neutral position of the shock absorber, the inserts are located on one side with the abutment surfaces of the hub and the auxiliary disk, and on the other side with the abutment and hub disc surfaces.
    [7]
    7.Amortizator on PP. 1-6, characterized in that it is made with two auxiliary disks mounted axially parallel to each other and at a distance from each other on both sides of the hub disk, and is equipped with axial connecting elements connecting the auxiliary disks located in the disk hub bore x.
    [8]
    8. The shock absorber on PP. 6 and 7, that is, with the fact that the first elastic elements are located partly in the recesses made in the disk hubs, and the holes in the disk of the hub in which the axial connecting elements are arranged are round mating with notches grooves located in the same circumferential direction.
    [9]
    9. The shock absorber according to claim 8, which is also distinguished by the fact that the radially inner edge of at least one of the notches in the hub disk is formed by successively located arcuate section with the center of the arc on the axis of the shock absorber and straight line section tangentially to the point of its conjugation with the arcuate section.
    [10]
    10. The shock absorber on PP. 8 and 9, that is, with the fact that the inner in the radial
    the direction, the edge of at least one of the notches in the disc of the hub is formed by successively arranged arcuate sections with the center of the arc on the axis of the shock absorber and a straight line section forming an angle with the tangent to its conjugation with the arcuate section and the radially interposed tangent and the axis of the shock absorber.

    [11]
    11. The shock absorber on PP. 8-10, characterized in that the third part is made with two discs that are installed parallel to each other at a distance from one another on both sides of the hub disk, and, in addition, it is equipped with axial connecting elements arranged in the holes made in the hub disk x and connecting these two disks, and the holes are made in the form of annular extensions of the notches in the hub disk located in the same circumferential direction, while the main elastic elements are partially located in the notches of the hub disk, lennye between the second and third portions.
    [12]
    12. The shock absorber according to claim 11, wherein the elastic elements are partially located in the cutouts made in the third part of the cutouts, and the radially inner edge of at least one of the cutouts is formed by successively arranged arcuate a section with the center of the arc on the axis of the shock absorber and a straight section forming an angle with the tangent to the point of its conjugation with the arc-shaped section and radially outside the tangent with respect to the axis of the shock absorber.
    29
    52
    / J
    F
    Fig.b
    22
    20
    eight
    FIG. eight
    have it
    50
    Fig, 70
    -n
    at
    Fig.P
    U
    20
    V.
    oh h
    t-
    Bb
    t tt t
    eight
    L7
    V
    -13
    W //// A
    F
    FIG. 12
    t
     CM
    / J
    Yu
    FIG. 17
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    同族专利:
    公开号 | 公开日
    JP2663261B2|1997-10-15|
    JPS61105322A|1986-05-23|
    EP0174233B1|1988-11-09|
    FR2568640A1|1986-02-07|
    EP0174233A1|1986-03-12|
    DE3566142D1|1988-12-15|
    FR2568640B1|1987-01-30|
    US4655337A|1987-04-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE4309477A1|1992-03-26|1993-09-30|Valeo|Clutch plate for heavy goods vehicles - has one sub-unit comprising friction disc, cover, guide discs, flange and vibration dampener, and second sub-unit comprising front vibration dampener and hub|FR1520684A|1967-03-02|1968-04-12|Ferodo Sa|Improvements to the clutch friction discs with damper hubs|
    FR2270491B2|1974-04-12|1977-03-04|Ferodo Sa|
    FR2386729B1|1977-04-04|1980-02-01|Ferodo Sa|
    FR2449828B1|1979-02-23|1983-04-01|Ferodo Sa|
    FR2489910B1|1980-09-10|1985-03-22|Automotive Products Plc|
    JPS6014212B2|1980-09-25|1985-04-12|Daikin Mfg Co Ltd|
    US4577742A|1982-04-27|1986-03-25|Aisin Seiki Kabushiki Kaisha|Clutch disc|
    FR2529982B1|1982-07-12|1985-01-11|Valeo|
    JPH027291Y2|1983-02-09|1990-02-21|FR2609771B1|1987-01-19|1991-03-22|Valeo|LOCKING ASSEMBLY FOR A HYDROKINETIC APPARATUS AND A HYDROKINETIC APPARATUS COMPRISING SUCH A LOCKING ASSEMBLY, PARTICULARLY FOR A MOTOR VEHICLE|
    FR2619182B2|1987-04-02|1992-06-12|Valeo|TORSION DAMPING DEVICE WITH MOTION TRANSMISSION MEMBER|
    FR2613446B1|1987-04-02|1992-04-10|Valeo|TORSION DAMPING DEVICE WITH MOTION TRANSMISSION MEMBER|
    FR2614079B1|1987-04-14|1992-04-10|Valeo|STRAIGHT MEASUREMENT OF TORSIONAL DAMPING DEVICE|
    FR2614379B1|1987-04-22|1993-10-15|Valeo|TORSION DAMPING DEVICE|
    US4892178A|1987-08-20|1990-01-09|Eaton Corporation|Viscous damper module for torsional vibration damping mechanism|
    FR2624236B1|1987-12-08|1990-04-06|Valeo|TORSION DAMPING DEVICE WITH LARGE ANGLE TRAVEL, ESPECIALLY CLUTCH FRICTION, ESPECIALLY FOR A MOTOR VEHICLE|
    JPH01121744U|1988-02-10|1989-08-17|
    US5322474A|1988-03-09|1994-06-21|Kabushiki Kaisha Daikin Seisakusho|Spring dampened damper disc having first and second stage torsion springs|
    FR2629164B1|1988-03-22|1990-12-14|Valeo|PRE-SHOCK ABSORBER FOR A TORSION SHOCK ABSORBER DEVICE, PARTICULARLY FOR A MOTOR VEHICLE|
    FR2633360B1|1988-06-22|1993-01-08|Valeo|TORSION DAMPING DEVICE, ESPECIALLY FOR A MOTOR VEHICLE|
    JPH028533A|1988-06-24|1990-01-12|Daikin Mfg Co Ltd|Damper disk|
    US4936434A|1988-10-12|1990-06-26|Eaton Corporation|Viscous damper with means preventing sidewall deflection|
    FR2646692B1|1989-05-02|1991-07-05|Valeo|TORSION DAMPING DEVICE, ESPECIALLY FOR MOTOR VEHICLES|
    FR2669699B1|1990-11-28|1992-12-31|Valeo|TORSION DAMPING DEVICE, IN PARTICULAR FOR A MOTOR VEHICLE CLUTCH DISC.|
    FR2678337B1|1991-06-25|1995-01-06|Valeo|
    US5711407A|1994-06-30|1998-01-27|Luk Lamellen Und Kupplungsbau Gmbh|Torsional vibration damper|
    EP0856682B1|1997-01-31|2004-04-14|Rohs-Voigt Patentverwertungsgesellschaft mbH|Torsional vibration damper|
    US5913396A|1997-03-31|1999-06-22|Horton, Inc.|Rotational control apparatus with bellville return spring assembly|
    JP2003278836A|2002-03-26|2003-10-02|Aisin Seiki Co Ltd|Torque variation absorption equipment|
    DE102011003503B4|2011-02-02|2018-06-28|Zf Friedrichshafen Ag|Torsional vibration damper, in particular for a hydrodynamic torque converter|
    RU2453956C1|2011-02-22|2012-06-20|Российская Федерация, от имени которой выступает Государственная корпорация по атомной энергии "Росатом"|Method of electrodes shapes selection for high voltage charge neutralisers|
    FR3057926B1|2016-10-20|2018-12-07|Valeo Embrayages|CLUTCH DISC EQUIPPED WITH A PRE-DAMPER|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    FR8412291A|FR2568640B1|1984-08-03|1984-08-03|TORSION DAMPING DEVICE WITH LARGE ANGLE TRAVEL, ESPECIALLY CLUTCH FRICTION, ESPECIALLY FOR A MOTOR VEHICLE|
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