WO2024255816A1 - 扭矩限制器、传动组件和车辆 - Google Patents

扭矩限制器、传动组件和车辆 Download PDF

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Publication number
WO2024255816A1
WO2024255816A1 PCT/CN2024/099099 CN2024099099W WO2024255816A1 WO 2024255816 A1 WO2024255816 A1 WO 2024255816A1 CN 2024099099 W CN2024099099 W CN 2024099099W WO 2024255816 A1 WO2024255816 A1 WO 2024255816A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
torque limiter
disc
flywheel
axial bearing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2024/099099
Other languages
English (en)
French (fr)
Inventor
何玉喜
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nanjing Valeo Clutch Co Ltd
Original Assignee
Nanjing Valeo Clutch Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nanjing Valeo Clutch Co Ltd filed Critical Nanjing Valeo Clutch Co Ltd
Priority to EP24822764.7A priority Critical patent/EP4737754A1/en
Priority to JP2025572918A priority patent/JP2026520628A/ja
Publication of WO2024255816A1 publication Critical patent/WO2024255816A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/20—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure
    • F16D43/21—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members
    • F16D43/213—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces
    • F16D43/215—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces with flat friction surfaces, e.g. discs
    • F16D43/216—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces with flat friction surfaces, e.g. discs with multiple lamellae
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
    • F16D3/14—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions combined with a friction coupling for damping vibration or absorbing shock
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/20—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure
    • F16D43/21—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/20—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure
    • F16D43/21—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members
    • F16D43/213—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces
    • F16D43/215—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces with flat friction surfaces, e.g. discs
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
    • F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
    • F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
    • F16D7/024—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces
    • F16D7/025—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
    • F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
    • F16D7/024—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces
    • F16D7/025—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs
    • F16D7/027—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs with multiple lamellae
    • 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
    • F16F15/121—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 using springs as elastic members, e.g. metallic springs
    • F16F15/123—Wound 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
    • F16F15/129—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 characterised by friction-damping means
    • 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
    • F16F15/129—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 characterised by friction-damping means
    • F16F15/1292—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 characterised by friction-damping means characterised by arrangements for axially clamping or positioning or otherwise influencing the frictional plates
    • 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
    • F16F15/129—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 characterised by friction-damping means
    • F16F15/1297—Overload protection, i.e. means for limiting torque
    • 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
    • F16F15/139—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 characterised by friction-damping means
    • F16F15/1397—Overload protection, i.e. means for limiting torque
    • 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
    • F16F15/30—Flywheels

Definitions

  • the present disclosure relates to a torque limiter.
  • the torque limiter comprises a flywheel integrated in the torque limiter.
  • the present disclosure also relates to a transmission assembly comprising such a torque limiter and a vehicle comprising the transmission assembly.
  • the torque generated by a motor vehicle engine is usually not constant and often fluctuates. This inconstant torque can be transmitted to the gearbox, causing vibrations in the gearbox and thus generating particularly undesirable noise or impacts, etc.
  • a torque fluctuation absorption mechanism can allow the fluctuations in the torque generated by the vehicle engine to be limited and absorbed. It is known that the torque fluctuation absorption mechanism can include a torsional vibration damper and a torque limiter.
  • the torsional vibration damper usually absorbs and reduces the fluctuations in the torque through a spring structure, while the torque limiter can limit the torque fluctuations that exceed the maximum torque that the torsional vibration damper can allow. Specifically, when the torque fluctuation exceeds the maximum torque, the torque limiter will slip, thereby limiting the transmitted torque.
  • the flywheel fixed to the crankshaft of the vehicle engine is the upstream component of the torque limiter in the vehicle transmission system.
  • the torque limiter is fixed to the flywheel and driven by the flywheel.
  • the flywheel and the torque limiter are split structures. During installation, the flywheel is first fixed to the engine crankshaft by fasteners such as bolts, and the torque limiter is then fixed to the flywheel by bolts.
  • This split structure of the flywheel and the torque limiter requires two steps to install the flywheel and the torque limiter respectively, which increases the assembly process. In addition, this split structure also increases the number of parts of the torque limiter, resulting in an increase in material costs.
  • the existing torque limiter and flywheel have the disadvantages of large number of parts, high cost and complicated assembly.
  • the present disclosure aims to solve the above-mentioned problems existing in the existing torque limiters and flywheels, and its purpose is to provide a torque limiter, which includes a flywheel integrated in the torque limiter, has a compact and strong structure, and can be manufactured and assembled in a simple and cost-saving manner.
  • a torque limiter which includes: a flywheel; a first axial bearing portion; a second axial bearing portion, which is relatively fixed to the first axial bearing portion in the axial direction and is at a certain distance; a torque input disc, which is relatively fixed to the flywheel in the circumferential direction and drives the flywheel to rotate integrally around the rotation axis; and a driven disc, which is used to output torque.
  • the torque input disc and the driven disc are axially arranged between the first axial bearing portion and the second axial bearing portion, the torque input disc is arranged closer to the first axial bearing portion, and the driven disc is arranged closer to the second axial bearing portion.
  • the torque input disc and the driven disc abut against each other with a certain axial force, and the torque input disc drives the driven disc to rotate around the rotation axis through the friction force between the torque input disc and the driven disc.
  • the torque limiter according to the present disclosure includes a flywheel integrated in the torque limiter, so the flywheel can be installed simultaneously through a single assembly operation of installing the torque limiter, eliminating one assembly process.
  • the flywheel is driven by the torque input disc of the torque limiter.
  • the flywheel is directly driven by the engine crankshaft, and the torque limiter is then driven by the flywheel.
  • the transmission assembly according to the present disclosure has a power transmission path different from that of the prior art.
  • the torque input disc of the torque limiter also drives a driven disc for outputting torque through friction. Relative sliding can occur between the torque input disc and the driven disc to limit the transmitted torque.
  • the torque input disc drives both the flywheel and the driven disc at the same time, thereby reducing the number of components of the transmission assembly.
  • the transmission assembly according to the present disclosure may also have one or more of the following features alone or in combination.
  • the torque limiter further comprises an elastic member axially arranged between the first axial bearing portion and the second axial bearing portion, the elastic member biasing one of the torque input disc and the driven disc toward the other of the torque input disc and the driven disc.
  • the biasing force of the elastic member can increase the friction force between the torque input disc and the driven disc to adjust the maximum torque that the torque limiter can transmit.
  • the torque input disc of the torque limiter includes a plurality of transmission teeth extending radially outward or axially from its outer circumference, and the torque input disc drives the flywheel through the transmission teeth.
  • the transmission teeth of the torque input disc can make it relatively fixed with the flywheel in the circumferential direction, and at the same time, it will not hinder the torque input disc from being placed between the first axial bearing portion and the second axial bearing portion during the assembly process.
  • the torque input disk includes an inner disk and an outer disk fastened together, the outer disk is located radially outside the inner disk, and the transmission teeth are located on the outer side of the outer disk.
  • the elastic member is arranged between the first axial bearing portion and the torque input disc; or the elastic member is arranged between the driven disc and the second axial bearing portion.
  • the torque limiter further comprises a friction lining arranged adjacent to at least one of the two axial sides of the driven disc.
  • a friction lining arranged adjacent to at least one of the two axial sides of the driven disc.
  • the torque limiter further comprises an intermediate disk, the intermediate disk comprising: a first ring, the first ring being tightly connected to the flywheel; a plurality of connecting strips, the connecting strips being integrally formed with the first ring. At least a portion of the connecting strips extends axially, and the transmission teeth of the torque input disk can be inserted between two adjacent connecting strips.
  • the transmission teeth of the torque input disk can abut against the connecting strip of the intermediate disk, thereby transmitting the torque to the intermediate disk, and then transmitting the torque to the flywheel through the integrally formed first ring, thereby realizing the torque transmission between the torque input disk and the flywheel.
  • the ring body is fastened to the flywheel, the first teeth are arranged at the outer circumference of the ring body and fastened to the flywheel, and the ring body constitutes one of the first axial bearing portion or the second axial bearing portion of the torque limiter.
  • the intermediate disk further comprises a second ring, which is axially spaced a certain distance from the first ring and is formed integrally with the connecting strip, and the second ring constitutes the other of the first axial bearing portion and the second axial bearing portion of the torque limiter. That is, the elastic member, the torque input disk and the driven disk are clamped between the ring body of the first ring or the first tooth and the Between the second ring.
  • the connecting strip includes a radially extending section which is axially spaced a certain distance from the first ring, and the radially extending section constitutes the other of the first axial bearing portion and the second axial bearing portion of the torque limiter. That is, the elastic member, the torque input disc and the driven disc are clamped between the ring body of the first ring or the radially extending section of the connecting strip.
  • the flywheel further includes a support protrusion extending radially inward from the main body, the support protrusion is axially spaced a certain distance from the flange portion, and the support protrusion constitutes the other of the first axial bearing portion or the second axial bearing portion of the torque limiter. That is, the elastic member, the torque input disc and the driven disc are clamped between the flange portion and the support protrusion of the flywheel.
  • the torque limiter further comprises a bearing plate fastened to the flywheel, the bearing plate is axially spaced a certain distance from the flange portion, and the bearing plate constitutes the other of the first axial bearing portion or the second axial bearing portion of the torque limiter. That is, the elastic member, the torque input plate and the driven plate are clamped between the flange portion of the flywheel and the bearing plate.
  • the flywheel includes a coupling hole arranged on the flange portion, and the transmission tooth axially extends from the outer circumference of the torque input disc and can be inserted into the coupling hole, so that the torque input disc is relatively fixed to the flywheel in the circumferential direction.
  • the transmission tooth of the torque input disc cooperates with the coupling hole to realize torque transmission between the torque input disc and the flywheel.
  • the flywheel includes a coupling groove arranged on the inner circumference of the main body, and the transmission teeth extend radially from the outer circumference of the torque input disc and can be inserted into the coupling groove, so that the torque input disc is relatively fixed to the flywheel in the circumferential direction.
  • the transmission teeth of the torque input disc cooperate with the coupling groove to realize torque transmission between the torque input disc and the flywheel.
  • the elastic member has a plurality of peripheral teeth, each peripheral tooth is supported by a supporting protrusion, and one of the plurality of peripheral teeth is pressed against the bottom surface of the anti-rotation groove.
  • the outer peripheral teeth of the elastic member have a size capable of passing through between adjacent support protrusions in the axial direction, and the elastic member can rotate an angle in the circumferential direction during assembly so that the outer peripheral teeth are supported on the support protrusions.
  • the transmission teeth extend radially from the outer circumference of the torque input disc, each transmission tooth is supported by a support protrusion, and one of the plurality of transmission teeth presses against the bottom surface of the anti-rotation groove.
  • the torque input disc is relatively fixed with the flywheel in the circumferential direction through the cooperation between the transmission teeth and the anti-rotation groove.
  • the transmission teeth of the torque input disc can abut against the side wall of the anti-rotation groove, thereby realizing torque transmission between the torque input disc and the flywheel.
  • the transmission tooth has a size capable of passing through between adjacent support protrusions in the axial direction, and the torque input disc can be rotated by an angle in the circumferential direction during assembly so that the transmission tooth is supported on the support protrusions.
  • the torque limiter further comprises two bearing plates respectively fastened to the flywheel on both axial sides of the flywheel, and the two bearing plates respectively constitute a first bearing portion and a second bearing portion of the torque limiter.
  • the elastic member, the torque input plate and the driven plate are clamped between the two bearing plates.
  • At least one of the two carrier plates is provided with a transmission hole, and the transmission teeth extend axially from the outer circumference of the torque input plate and can be inserted into the transmission hole, so that the torque input plate is relatively fixed to the flywheel in the circumferential direction. Accordingly, the transmission teeth of the torque input plate cooperate with the transmission hole to realize torque transmission between the torque input plate and the flywheel.
  • the flywheel includes a coupling groove arranged on the inner circumference of the main body thereof, and the transmission teeth radially extend from the outer circumference of the torque input disc and can be inserted into the coupling groove, so that the torque input disc is relatively fixed to the flywheel in the circumferential direction. Accordingly, the transmission teeth of the torque input disc cooperate with the coupling groove to realize torque transmission between the torque input disc and the flywheel.
  • FIG. 6 shows the torque input disc in the embodiment shown in FIG. 3 .
  • FIG. 7 is a schematic diagram showing the cooperation between the transmission teeth of the torque input disc and the connecting strip of the intermediate disc.
  • the directions “axial”, “radial”, “circumferential” and the like are defined relative to the rotation axis X of the torque limiter, the axial direction is the direction in which the rotation axis X extends, the radial direction is the direction perpendicular to the rotation axis X, and the circumferential direction is the circumferential direction around the rotation axis X.
  • Fig. 1 is a schematic diagram of a transmission assembly 1 according to an embodiment of the present disclosure.
  • Fig. 2 is an exploded view of the transmission assembly shown in Fig. 1 .
  • the transmission assembly 1 can be used to transmit torque between the engine and the gearbox of a motor vehicle.
  • the transmission assembly 1 can be divided into two parts: a torque limiter 100 and a torsional vibration damper 200.
  • the torque limiter 100 is connected to the crankshaft of the vehicle engine and is driven by the crankshaft to transmit torque around the rotation axis X.
  • the torsional vibration damper 200 is located inside the torque limiter 100 as a whole and outputs the torque transmitted by the torque limiter 100 to the gearbox of the motor vehicle.
  • the torque limiter 100 has a predetermined maximum torque, and the torque transmitted to the torsional vibration damper 200 will not exceed the maximum torque even when the torque generated by the engine exceeds the maximum torque.
  • the driven plate 20 of the torque limiter 100 can also be fixed to the output portion 220 of the torsional vibration damper 200.
  • the torsional vibration damper 200 includes a through-hole 201 through which a fastener such as a bolt can pass to fasten the torque input disc 10 of the torque limiter 100 to an upstream component of the transmission assembly 1 , such as a crankshaft of an engine.
  • the flywheel 60 is in the form of an inertia ring, which is relatively fixed to the torque input disc 10 in the circumferential direction and is driven by the torque input disc 10 to rotate around the rotation axis X.
  • the flywheel 60 has a large moment of inertia and can be used to absorb the fluctuation of the engine torque output to make its torque output more uniform.
  • a plurality of transmission teeth 11 extending radially outward are arranged on the outer periphery of the torque input disc 10, which can be used to drive the flywheel 60. See also FIG. 11, which shows the torque input disc 10 composed of an inner disc 10a and an outer disc 10b fastened together.
  • the torque limiter 100 needs to include two axial bearing parts, between which the torque input disc 10 and the driven disc 20 are axially arranged.
  • the axial bearing part closer to the torque input disc 10 is referred to as the first axial bearing part
  • the axial bearing part closer to the driven disc 20 is referred to as the second axial bearing part.
  • the torsion limiter 100 includes an elastic member 30 axially arranged between the first axial bearing portion and the second axial bearing portion.
  • the elastic member 30 may be in the form of a disc spring, which is supported by the first axial bearing portion or the second axial bearing portion and axially presses against the driven disc 20 toward the driven disc 20.
  • the torque input disc 10, or the driven disc 20 is axially pressed against the torque input disc 10.
  • the torque input disc 10 can also be formed of an elastic material, so that the torque input disc 10 itself can generate an axial force that pushes the driven disc 20 toward the second ring 42, thereby eliminating the need for providing a dedicated elastic member.
  • the first axial bearing portion and the second ring 42 of the torsion limiter 100 are provided by the intermediate disc 40.
  • the intermediate disc 40 can also pass the torque transmission function from the torque input disc 10 to the flywheel 60.
  • the intermediate disk 40 is integrally formed and includes a first ring 41, a second ring 42, and a plurality of connecting strips 43 connecting the first ring 41 and the second ring 42.
  • the first ring 41 is fastened to the flywheel 60 and includes a ring body 41a and a plurality of first teeth 44.
  • the ring body 41a includes a plurality of through holes evenly distributed thereon. The through holes are used to fasten the first ring 41 to the flywheel 60 by screws (not shown) or the like.
  • the second ring 42 is integrally formed with the first ring 41 and thus rotates together with the first ring 41 around the rotation axis X.
  • the second ring 42 is spaced apart from the first ring 41 by a predetermined distance in the axial direction.
  • the inner diameter of the ring body 41a of the first ring 41 is larger than the outer diameter of the second ring 42, so that the projection of the main body 41a of the first ring 41 in the axial direction is outside the second ring 42

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Abstract

一种扭矩限制器（100）、传动组件（1）和车辆，扭矩限制器（100）包括飞轮（60）；第一轴向承载部；第二轴向承载部，在轴向上与所述第一轴向承载部相对固定并且相距一定距离；扭矩输入盘（10），其在周向上与飞轮（60）相对固定，并驱动所述飞轮（60）绕旋转轴线一体转动；从动盘（20），用于输出扭矩。扭矩输入盘（10）和从动盘（20）轴向地布置在第一和第二轴向承载部之间，扭矩输入盘（10）更靠近第一轴向承载部，而从动盘（20）更靠近第二轴向承载部。扭矩输入盘（10）和从动盘（20）以一定的轴向力彼此抵靠，并且通过二者之间的摩擦力驱动所述从动盘（20）绕旋转轴线（X）转动。该扭矩限制器（100）具有紧凑牢固的构造，能够以简单且成本节约的方式制造组装。

Description

扭矩限制器、传动组件和车辆 技术领域
本公开涉及一种扭矩限制器。特别地，所述扭矩限制器包括集成在该扭矩限制器中的飞轮。本公开还涉及包括这样的扭矩限制器的传动组件和包括该传动组件的车辆。
背景技术
机动车辆发动机产生的扭矩通常是不恒定而经常发生波动的。这种不恒定的扭矩可被传递到齿轮箱中，造成齿轮箱的振动，并且因而产生特别不期望的噪音或撞击等。为了减少振动的不利影响并且提高车辆的驾驶舒适性，在车辆传动系中配备扭矩波动吸收机构是已知的。扭矩波动吸收机构可以允许限制并吸收车辆发动机产生的扭矩中的波动。已知的是，扭矩波动吸收机构可以包括扭转减振器和扭矩限制器。扭转减振器通常通过弹簧结构吸收并减轻扭矩中的波动，而扭矩限制器可以限制超出扭转减振器所能够允许的最大扭矩的扭矩波动。具体地，当扭矩波动超出最大扭矩时，扭矩限制器会发生滑动，从而限制了所传递的扭矩。
在现有技术中，固定至车辆发动机的曲轴的飞轮是扭矩限制器在车辆传动系中的上游部件。扭矩限制器固定至飞轮，并被飞轮驱动。飞轮与扭矩限制器是分体式结构。在安装时，飞轮首先通过螺栓等紧固件固定至发动机曲轴，扭矩限制器然后再通过螺栓固定至飞轮。这种飞轮和扭矩限制器的分体式构造使得需要两个步骤分别安装飞轮和扭矩限制器，增加了装配工序。此外，这种分体式构造还增加了扭矩限制器的零部件数量，造成了物料成本的上升。
因此，现有的扭矩限制器和飞轮存在着零部件数量多、成本较高和装配繁琐的缺点。
发明内容
因此，本公开旨在解决现有的扭矩限制器和飞轮中存在的上述问题，其目的在于提供一种扭矩限制器，其包括集成在该扭矩限制器中的飞轮，具有紧凑牢固的构造，能够以简单且成本节约的方式制造组装。
所述目的是通过根据本公开的一个实施例的扭矩限制器实现的，其包括：飞轮；第一轴向承载部；第二轴向承载部，在轴向上与所述第一轴向承载部相对固定并且相距一定距离；扭矩输入盘，其在周向上与飞轮相对固定，并驱动所述飞轮绕旋转轴线一体转动；从动盘，用于输出扭矩。所述扭矩输入盘和所述从动盘轴向地布置在所述第一轴向承载部与所述第二轴向承载部之间，所述扭矩输入盘布置为更靠近所述第一轴向承载部，并且所述从动盘布置为更靠近所述第二轴向承载部。所述扭矩输入盘和所述从动盘以一定的轴向力彼此抵靠，并且所述扭矩输入盘通过该扭矩输入盘与从动盘之间的摩擦力驱动所述从动盘绕旋转轴线转动。
根据本公开的扭矩限制器包括集成在该扭矩限制器中的飞轮，因此可通过安装扭矩限制器的单次装配操作同时安装飞轮，省去了一次装配工序。在本公开中，飞轮由扭矩限制器的扭矩输入盘驱动。在现有技术中，飞轮由发动机曲轴直接驱动，扭矩限制器再被飞轮驱动。根据本公开的传动组件具有与现有技术不同的动力传动路径。扭矩限制器的扭矩输入盘还通过摩擦力驱动用于输出扭矩的从动盘。扭矩输入盘与从动盘之间可发生相对滑动，以限制所传递的扭矩。扭矩输入盘同时驱动飞轮和从动盘两个部件，从而减少了传动组件的部件数量。
根据本公开的传动组件还可以单独或组合地具有以下特征中的一个或多个。
根据本公开的一个实施例，所述扭矩限制器还包括轴向地布置在所述第一轴向承载部与所述第二轴向承载部之间弹性件，该弹性件将所述扭矩输入盘和所述从动盘中的一个朝向所述扭矩输入盘和所述从动盘中的另一个偏压。弹性件的偏压力可增加扭矩输入盘与从动盘之间的摩擦力，以调整扭矩限制器能够传递的最大扭矩。
根据本公开的一个实施例，所述扭矩限制器的扭矩输入盘包括从其外周处径向向外延伸或轴向延伸的多个传动齿，所述扭矩输入盘通过所述传动齿驱动所述飞轮。扭矩输入盘的传动齿可使得其在周向上与飞轮相对固定，同时在装配过程中不会阻碍扭矩输入盘放置在第一轴向承载部与所述第二轴向承载部之间。
根据本公开的一个实施例，所述扭矩输入盘包括紧固在一起的内盘和外盘，所述外盘位于所述内盘的径向外侧，并且所述传动齿位于所述外盘的外 周处。
根据本公开的一个实施例，所述弹性件布置在所述第一轴向承载部与所述扭矩输入盘之间；或者所述弹性件布置在所述从动盘与所述第二轴向承载部之间。
根据本公开的一个实施例，所述扭矩限制器还包括紧邻所述从动盘的轴向两侧中的至少一侧布置的摩擦衬片。在所述扭矩限制器工作时，所述扭矩输入盘、第一和第二轴向承载部和飞轮一起转动，构成了扭矩输入侧。扭矩通过摩擦衬片从输入侧传递到所述从动盘。当通过扭矩输入盘输入的扭矩超出了扭矩限制器所能够传递的最大扭矩时，摩擦衬片与从动盘之间发生滑动，从而起到了消除扭矩波动的作用。
根据本公开的一个实施例，所述扭矩限制器还包括中间盘，所述中间盘包括：第一环，该第一环与所述飞轮紧固连接；多个连接条，所述连接条与第一环一体地形成。所述连接条的至少一部分轴向地延伸，并且所述扭矩输入盘的传动齿能够插入相邻的两个连接条之间。
根据该技术方案，扭矩输入盘的传动齿能够抵靠中间盘的连接条，从而将扭矩传递到中间盘，继而通过一体形成的第一环传递扭矩至飞轮，从而实现了扭矩输入盘与飞轮之间的扭矩传递。
根据本公开的一个实施例，所述第一环包括环体和多个第一齿，每个第一齿在周向方向上布置在相邻的两个连接条之间。
根据本公开的一个实施例，所述环体紧固至所述飞轮，所述第一齿布置在所述环体的内周处，并且构成所述扭矩限制器的第一轴向承载部或第二轴向承载部中的一个。
根据本公开的一个实施例，所述环体紧固至所述飞轮，所述第一齿布置在所述环体的外周处，并且紧固至所述飞轮，所述环体构成所述扭矩限制器的第一轴向承载部或第二轴向承载部中的一个。
根据本公开的一个实施例，所述第一齿与所述环体在轴向上相距一定距离，并通过折弯部连接到所述环体。
根据本公开的一个实施例，所述中间盘还包括第二环，所述第二环在轴向上与所述第一环相距一定距离并且与所述连接条一体形成，所述第二环构成所述扭矩限制器的第一轴向承载部和第二轴向承载部中的另一个。也就是说，弹性件、扭矩输入盘和从动盘夹持在所述第一环的环体或第一齿与所述 第二环之间。
根据本公开的一个实施例，所述连接条包括径向延伸段，该径向延伸段在轴向上与所述第一环相距一定距离，所述径向延伸段构成所述扭矩限制器的第一轴向承载部和第二轴向承载部中的另一个。也就是说，弹性件、扭矩输入盘和从动盘夹持在所述第一环的环体或连接条的径向延伸段之间。
根据本公开的一个实施例，所述飞轮包括主体部和从所述主体部径向向内延伸的凸缘部，所述凸缘部构成所述扭矩限制器的第一轴向承载部或第二轴向承载部中的一个。
根据本公开的一个实施例，所述飞轮还包括从主体部径向向内延伸的支撑凸起，所述支撑凸起在轴向上与所述凸缘部相距一定距离，并且所述支撑凸起构成所述扭矩限制器的第一轴向承载部或第二轴向承载部中的另一个。也就是说，弹性件、扭矩输入盘和从动盘夹持在所述飞轮的凸缘部和支撑凸起之间。
根据本公开的一个实施例，所述扭矩限制器还包括与所述飞轮紧固在一起的承载盘，所述承载盘在轴向上与所述凸缘部相距一定距离，并且所述承载盘构成所述扭矩限制器的第一轴向承载部或第二轴向承载部中的另一个。也就是说，弹性件、扭矩输入盘和从动盘夹持在所述飞轮的凸缘部和承载盘之间。
根据本公开的一个实施例，所述飞轮包括布置在所述凸缘部上的联接孔，所述传动齿从所述扭矩输入盘的外周轴向延伸并且能够插入所述联接孔内，使得所述扭矩输入盘在周向上与飞轮相对固定。也就是说，扭矩输入盘的传动齿与所述联接孔配合，实现扭矩输入盘与飞轮之间的扭矩传递。
根据本公开的一个实施例，所述飞轮包括布置在所述主体部的内周上的联接槽，所述传动齿从所述扭矩输入盘的外周径向延伸并且能够插入所述联接槽内，使得所述扭矩输入盘在周向上与飞轮相对固定。也就是说，扭矩输入盘的传动齿与所述联接槽配合，实现扭矩输入盘与飞轮之间的扭矩传递。
根据本公开的一个实施例，多个支撑凸起中的至少一个设置有抗旋转槽。
根据本公开的一个实施例，所述弹性件具有多个外周齿，每个外周齿由一个支撑凸起支撑，并且多个外周齿中的一个外周齿压靠所述抗旋转槽的底面。根据该技术方案，如果弹性件与飞轮之间发生了圆周方向的相对滑动， 外周齿能够抵靠抗旋转槽的侧壁，阻止弹性件的过度滑动。因此，抗旋转槽起到了在圆周方向限制弹性件与飞轮之间的相对滑动的作用。
根据本公开的一个实施例，所述弹性件的外周齿具有能够沿轴向方向从相邻的支撑凸起之间穿过的尺寸，并且所述弹性件在组装期间能够沿周向方向转动一角度，使得所述外周齿支撑在所述支撑凸起上。
根据本公开的一个实施例，所述传动齿从所述扭矩输入盘的外周径向延伸，每个传动齿由一个支撑凸起支撑，并且多个传动齿中的一个传动齿压靠所述抗旋转槽的底面。根据该技术方案，扭矩输入盘通过传动齿与抗旋转槽的配合实现了与飞轮之间在圆周方向上的相对固定。扭矩输入盘的传动齿能够抵靠抗旋转槽的侧壁，实现了扭矩输入盘与飞轮之间的扭矩传递。
根据本公开的一个实施例，所述传动齿具有能够沿轴向方向从相邻的支撑凸起之间穿过的尺寸，并且所述扭矩输入盘在组装期间能够沿周向方向转动一角度，使得所述传动齿支撑在所述支撑凸起上。
根据本公开的一个实施例，所述扭矩限制器还包括在飞轮的轴向两侧分别与所述飞轮紧固在一起的两个承载盘，两个承载盘分别构成所述扭矩限制器的第一承载部和第二承载部。也就是说，弹性件、扭矩输入盘和从动盘夹持在两个承载盘之间。
根据本公开的一个实施例，所述两个承载盘中的至少一个上设置有传动孔，所述传动齿从所述扭矩输入盘的外周轴向延伸并且能够插入所述传动孔内，使得所述扭矩输入盘在周向上与飞轮相对固定。据此，扭矩输入盘的传动齿与所述传动孔配合，实现扭矩输入盘与飞轮之间的扭矩传递。
根据本公开的一个实施例，所述飞轮包括布置在其主体部的内周上的联接槽，所述传动齿从所述扭矩输入盘的外周径向延伸并且能够插入所述联接槽内，使得所述扭矩输入盘在周向上与飞轮相对固定。据此，扭矩输入盘的传动齿与所述联接槽配合，实现扭矩输入盘与飞轮之间的扭矩传递。
本公开还涉及一种传动组件，其包括如上所述的扭矩限制器和扭转减振器。所述扭转减振器包括输入部分，输出部分以及布置成在所述输入部分和所述输出部分之间沿周向压缩的弹簧。所述扭转减振器的输入部分与所述扭矩限制器的从动盘紧固在一起，或者所述扭转减振器的输入部分与所述扭矩限制器的从动盘一体形成。
根据本公开的一个实施例，所述扭转减振器包括贯穿通孔，紧固件可从 所述贯穿通孔穿过将所述扭矩限制器的扭矩输入盘紧固至所述传动组件的上游部件。
本公开还涉及一种车辆，其包括如上所述的传动构件。
附图说明
本公开的上述和其他特征以及优点将通过下面的结合附图的示例性实施例的详细描述变得更加明显，并且该描述和附图仅用于示例性目的而不是以任何方式来限制本公开的范围。以下附图并未刻意按实际尺寸等比例缩放绘制，重点在于示出本公开的主旨。图中：
图1是根据本公开一个实施例的传动组件的示意图。
图2是根据本公开一个实施例的传动组件的分解视图。
图3是根据本公开一个实施例的传动组件的剖视图。
图4是图3的一部分的放大视图，其中详细示出了扭转限制器。
图5详细地示出了图3所示实施例中的扭转限制器的中间盘的一部分。
图6示出了图3所示实施例中的扭矩输入盘。
图7是扭矩输入盘的传动齿与中间盘的连接条配合的示意图。
图8是根据本公开另一实施例的扭矩限制器的部分剖视图。
图9详细地示出了图8所示实施例中的飞轮的一部分。
图10示出了图8所示实施例的弹性件。
图11示出了图8所示实施例中的扭矩输入盘。
图12是根据本公开又一实施例的扭矩限制器的部分剖视图。
图13示出了图12所示实施例中的飞轮。
在各个图中，相同或相似的部件由相同的参考标记表示。
具体实施方式
为了使本公开的实施例的目的、技术方案和优点更加清楚，下面将结合本公开实施例的附图对本公开的实施例的技术方案进行清楚、完整的描述。
除非另作定义，本文使用的技术术语或者科学术语应当为本公开所属领域内普通技术人员所理解的通常意义。本公开专利申请说明书以及权利要求书中使用的“一个”、“一”或者“该”等类似词语也不表示数量限制，而是表示存在至少一个。“包括”或者“包含”等类似的词语意指出现该词前面 的元件或者物件涵盖出现在该词后面列举的元件或者物件及其等同物，而不排除其他元件或者物件。“轴向”、“径向”、“周向”等方向相对于扭矩限制器的旋转轴线X定义，轴向即旋转轴线X延伸的方向，径向是与旋转轴线X垂直的方向，而周向是围绕旋转轴线X的圆周方向。
图1是根据本公开一个实施例的传动组件1的示意图。图2是图1所示的传动组件的分解视图。
传动组件1可用于在机动车辆的发动机与齿轮箱之间传递扭矩。该传动组件1可分为两个部分：扭矩限制器100和扭转减振器200。扭矩限制器100连接到车辆发动机的曲轴并被所述曲轴驱动，以传递绕旋转轴线X的扭矩。扭转减振器200整体上位于扭矩限制器100的内部，并将由扭矩限制器100传递的扭矩输出至机动车辆的齿轮箱。扭矩限制器100具有预定的最大扭矩，即使在发动机产生的扭矩超过该最大扭矩时，传递至扭转减振器200的扭矩也不会超过该最大扭矩。
参考图3，扭转减振器200具有输入部分210、输出部分220以及布置成在所述输入部分210和所述输出部分220之间沿周向压缩的四个弹簧230。所述输入部分210固定在扭矩限制器100的从动盘20上或与从动盘20一体形成，以接收自扭矩限制器100传递的扭矩。弹簧230是螺旋弹簧，其一端受输入部分210作用，而另一端作用在输出部分220上，以将扭矩从输入部分210传递到输出部分220。弹簧230能够通过压缩和伸长吸收并减轻扭矩中的波动。可以设想的是，也可以将扭矩限制器100的从动盘20固定到扭转减振器200的输出部分220。扭转减振器200包括贯穿通孔201，诸如螺栓的紧固件可从所述贯穿通孔201穿过将所述扭矩限制器100的扭矩输入盘10紧固至传动组件1的上游部件，例如发动机的曲轴。
进一步参考图1和图2并结合图3至图7，扭转限制器100包括飞轮60、扭矩输入盘10、从动盘20、弹性件30和中间盘40。扭矩输入盘10在其径向内侧连接至诸如发动机曲轴的上游部件。由此，扭转限制器100通过扭矩输入盘10从发动机接收扭矩。扭矩输入盘10需要连接至发动机曲轴，因而相比于用于输出扭矩的从动盘20更加靠近发动机侧(在图4中为下侧)。
飞轮60具有惯量环的形式，其与扭矩输入盘10在周向上相对固定，并被扭矩输入盘10驱动绕旋转轴线X转动。飞轮60具有较大的转动惯量，可用于吸收发动机扭矩输出的波动性，使其扭矩输出更加均匀。参见图6，扭 矩输入盘10的外周上则设置有径向向外延伸的多个传动齿11，可用于驱动飞轮60。还可参见图11，其示出了由紧固在一起的内盘10a和外盘10b组成的扭矩输入盘10。外盘10b位于内盘10a的径向外侧，并且传动齿11位于外盘10b的外周处。内盘10a和外盘10b可具有不同的材料特性。例如，内盘10a可经受热处理，以具有较高的强度。
从动盘20的径向内部部分固定连接到扭转减振器200的输入部分210，而其径向外部部分则与扭矩输入盘10以一定的轴向力彼此抵靠。在图4所示的实施例中，从动盘20的轴向两侧均紧邻从动盘20布置了摩擦衬片21。因此，从动盘20在其两个轴向相对的表面处都与摩擦衬片21接触并相互作用。在未在附图中示出的其他实施例中，也可以仅在从动盘20的轴向两侧的一侧处布置摩擦衬片21。可设想的另一技术方案是，完全不设置摩擦衬片21，而是将扭矩输入盘10或从动盘20的表面进行一定的处理，使其适于传递一定的扭矩。
在传动组件工作时，车辆的发动机驱动扭矩输入盘10，该扭矩输入盘10进而通过传动齿11驱动飞轮60一起绕旋转轴线X旋转。通过扭矩输入盘10与从动盘20之间的直接摩擦力或由摩擦衬片21产生的间接摩擦力，扭矩输入盘10还可驱动从动盘20以及扭转减振器200的输入部分210绕旋转轴线X旋转，实现了到扭转减振器200的扭矩传递。当发动机传递到扭矩限制器100的扭矩达到或大于该扭矩限制器100的最大扭矩，则从动盘20与扭矩输入盘10之间出现滑动，从而将传递到扭转减振器200的扭矩限制到扭矩限制器100的最大扭矩。
为了使得扭矩输入盘10和从动盘20能够彼此抵靠，扭矩限制器100需要包括两个轴向承载部，扭矩输入盘10和从动盘20轴向地布置在两个轴向承载部之间。不失一般性，可在本公开中，更加靠近扭矩输入盘10的轴向承载部称为第一轴向承载部，更加靠近从动盘20的轴向承载部称为第二轴向承载部。
扭矩输入盘10与从动盘20之间的摩擦力越大，扭矩限制器100可传递的最大扭矩越大。增加扭矩输入盘10和从动盘20之间彼此抵靠的轴向力可增加二者间的摩擦力。为此，扭转限制器100包括轴向地布置在第一轴向承载部与第二轴向承载部之间的弹性件30。弹性件30可具有碟簧的形式，其由第一轴向承载部或第二轴向承载部支撑，并朝向从动盘20轴向压靠所述 扭矩输入盘10，或朝向扭矩输入盘10轴向压靠所述从动盘20。可选地，也可以通过弹性材料形成扭矩输入盘10，使得扭矩输入盘10自身即可产生朝向第二环42推压从动盘20的轴向力，从而无需提供专门的弹性件。
在图4-图7示出的实施例中，扭转限制器100的第一轴向承载部和第二环42由中间盘40提供。如下文将详细描述的，中间盘40还能够通过从扭矩输入盘10至飞轮60的扭矩传递功能。
参考图4和图5，中间盘40一体成形，包括第一环41、第二环42和将二者彼此连接的多个连接条43。所述第一环41紧固至飞轮60，其包括环体41a和多个第一齿44。环体41a上包括均匀分布的多个通孔。所述通孔用于将该第一环41通过螺钉(未示出)等紧固至飞轮60。第二环42与第一环41一体地形成，因而与第一环41一起绕旋转轴线X旋转。第二环42与第一环41在轴向上以预定的距离间隔开。此外，第一环41的环体41a的内径大于第二环42的外径，使得第一环41的主体部分41a沿轴向方向的投影在第二环42之外。
从动盘20通过轴向地布置在第一环41与扭矩输入盘10之间的弹性件30可滑动地夹持在第二环42和扭矩输入盘10之间。扭矩输入盘10和从动盘20在轴向上位于第一环41的第一齿44和第二环42之间。第一齿44和第二环42构成了扭矩限制器100的两个轴向承载部。在图4所示实施例中，第一齿44构成了扭矩限制器100的第一轴向承载部，第二环42构成了扭矩限制器100的第二轴向承载部。
第二环42与第一环41通过多个连接条43彼此连接。具体地，参见图5，连接条43的一端连接到第一环41的径向内侧，并沿轴向延伸到第二环42的高度处，连接到第二环42的径向外侧。第一环41的内径大于第二环42的外径。在圆周方向上，第一环41的多个连接条43均匀地分布，第一齿44在环体41a的内周处位于相邻的两个连接条43之间，其与环体41a在轴向上相距一定距离，并通过折弯部45连接到环体41a，使其在径向方向上位于环体41a内侧。在组装扭矩限制器100之前，第一齿44可以是从环体41a轴向延伸的，该折弯部45在组装扭矩限制器100的过程中通过工件折弯第一齿44形成。这样，第一齿44既不会阻碍扭矩输入盘10、从动盘20和/或弹性件30等在轴向方向上的组装，又可在组装完成后支撑弹性件30，从而将扭矩输入盘10、从动盘20和/或弹性件30夹持在该第一齿44与第二环 42之间。
图7示出了扭矩输入盘10与中间盘40的配合。如图所示，在扭矩限制器100的组装构造中，扭矩输入盘10的传动齿11径向延伸，并插入相邻的两个连接条43之间。换句话说，传动齿11的角度位置大致与第一齿44重合。如果扭矩输入盘10与中间盘40之间发生相对滑动，传动齿11将抵靠连接条43的侧壁，阻止扭矩输入盘10的进一步滑动。因此，传动齿11使得扭矩输入盘10在周向上与中间盘40，并通过中间盘40与飞轮60之间的紧固连接而与飞轮60相对固定。这也实现了从扭矩输入盘10到飞轮60的扭矩传递。在图7所示的实施例中，传动齿11的宽度与相邻的两个连接条43之间的间隔的宽度大致相等，以尽可能消除相对滑动。本领域技术人员可以理解的是，传动齿11的宽度也可以小于两个连接条43之间的间隔的宽度。
通过上述构造，扭矩限制器100的扭矩输入盘10、中间盘40和飞轮60周向相对固定而一起转动，它们共同构成了扭矩限制器100的输入侧。扭矩限制器100到扭转减振器200的扭矩输出则通过从动盘20实现。
图4所示的中间盘40通过第一环41和第二环42提供了扭矩限制器100的两个轴向承载部，并通过连接条43使得扭矩输入盘10可驱动飞轮60旋转。可以设想的是，中间盘40可具有与图4所示不同的构造。例如，第一环41和第二环42在轴向上的位置可以颠倒，使得第一环41在轴向上侧连接至飞轮60，弹性件30支撑在第二环42上，而从动盘20压靠在第一环41的第一齿44上。此时，第二环42构成了扭矩限制器100的第一轴向承载部，第一齿44构成了扭矩限制器100的第二轴向承载部。
中间盘40也可以不包括第二环。在这种构造中，连接条43包括径向延伸段，该径向延伸段位于连接条43的远离第一环41的端部，从而在轴向上与第一环41相距一定距离。多个连接条43的径向延伸段不通过环体连接起来。扭矩输入盘10、弹性件30和从动盘20可夹持在第一齿44与径向延伸段之间。此时，第一齿44和径向延伸段分别构成了扭矩限制器100的第一轴向承载部和第二轴向承载部。
此外，对于连接条43包括径向延伸段的实施例，第一环41的环体41a和第一齿44的径向位置关系也可以是不同的。即，第一齿44可布置在所述环体41a的外周处，并且紧固至所述飞轮60，所述环体41a则位于飞轮60的径向内侧。对于这种构造，连接条43的径向延伸段可在组装扭矩限制器 100的过程中通过工件折弯连接条43而形成，从而不会阻碍扭矩输入盘10、从动盘20和/或弹性件30等在轴向方向上的组装。此时，环体41a和径向延伸段分别构成了扭矩限制器100的第一轴向承载部和第二轴向承载部。
扭矩限制器100的轴向承载部和扭矩传递功能也可以由其他部件提供，从而省去中间盘40。图8-图13示出了扭矩限制器100的不包括中间盘40的不同实施例。下面的描述将主要集中在与图4-7所示实施例不同的方面。
在图8所示的实施例中，扭矩限制器100的飞轮60包括主体部61以及从主体部61径向向内延伸的凸缘部62和支撑凸起63。进一步参考图9，支撑凸起63在轴向上与凸缘部62相距一定距离。扭矩输入盘10和从动盘20在轴向上布置在支撑凸起63与凸缘部62之间。支撑凸起63和凸缘部62构成了扭矩限制器100的两个轴向承载部。在图8所示实施例中，支撑凸起63构成了扭矩限制器100的第一轴向承载部，凸缘部62构成了扭矩限制器100的第二轴向承载部。可以设想的是，飞轮60的凸缘部62和支撑凸起63在轴向上位置也可以颠倒，即凸缘部62构成扭矩限制器100的第一轴向承载部，支撑凸起63构成扭矩限制器100的第二轴向承载部。
飞轮60还可包括与扭矩输入盘10的传动齿11直接联接的联接部，使得扭矩输入盘10直接传递扭矩至飞轮60。
具体地，参考图9和图11，所述飞轮60包括布置在所述凸缘部62上的联接孔64。扭矩输入盘10的传动齿11从其外周轴向延伸并且能够插入所述联接孔64内。如果扭矩输入盘10与飞轮60之间发生相对滑动，传动齿11将抵靠联接孔64的侧壁，阻止扭矩输入盘10的进一步滑动。因此，传动齿11和联接孔64的配合使得扭矩输入盘10在周向上与飞轮60相对固定，并实现从扭矩输入盘10到飞轮60的扭矩传递。传动齿11的宽度与联接孔64的宽度大致相等，以尽可能消除相对滑动。可选地，传动齿11的宽度也可以小于联接孔64之间的间隔的宽度。
参考图8-图10，弹性件30的外周上具有多个外周齿31。每个外周齿31由一个支撑凸起63支撑。支撑凸起63上设置有抗旋转槽66。在扭矩限制器100的组装构造中，弹性件30的外周齿31压靠抗旋转槽66的底面，即抗旋转槽66的底面为弹性件30提供轴向上的支撑。另一方面，抗旋转槽66限定了弹性件30的角度位置。在弹性件30与第一环41之间发生圆周方向的相对滑动时，外周齿31将抵靠抗旋转槽66的侧壁，阻止弹性件30的 过度滑动。在图示的例子中，抗旋转槽66的宽度与外周齿31的宽度大致相等，以尽可能消除相对滑动。
为了能够将弹性件30支撑在支撑凸起63上，支撑凸起63的尺寸需要特殊设计。具体地，在图8中，扭矩输入盘10和从动盘20的直径应小于支撑凸起63的径向最内侧部分对应的直径，使其适于轴向穿过支撑凸起63。弹性件30的主体部分的直径也小于支撑凸起63的径向最内侧部分对应的直径，而其外周齿31则具有能够沿轴向方向从相邻的支撑凸起63之间穿过的尺寸。这样，在扭矩限制器的组装过程中，弹性件30的角度位置先调整为使得外周齿31在圆周方向上对应于支撑凸起63之间的间隙，然后沿轴向方向移动弹性件30。由于上述尺寸设置，外周齿31不会受到支撑凸起63的阻碍。这样，弹性件30沿轴向方向越过支撑凸起63，并抵靠扭矩输入盘10。然后，可以旋转弹性件30，以将弹性件30的角度位置调整为使得外周齿31压靠到抗旋转槽66的底面。
在未示出的实施例中，也可以将弹性件30支撑在飞轮60的凸缘部62上。此时，扭矩输入盘10可包括从其外周径向延伸的多个传动齿11。每个传动齿11由一个支撑凸起63支撑，并且多个传动齿11中的一个传动齿11压靠抗旋转槽66的底面。在扭矩输入盘10与飞轮60之间发生圆周方向的相对滑动时，传动齿11将抵靠抗旋转槽66的侧壁，阻止扭矩输入盘10的过度滑动。因此，传动齿11和抗旋转槽66的配合使得扭矩输入盘10在周向上与飞轮60相对固定，并实现从扭矩输入盘10到飞轮60的扭矩传递。类似地，传动齿11具有能够沿轴向方向从相邻的支撑凸起63之间穿过的尺寸。扭矩输入盘10在组装期间先沿轴向移动越过所述支撑凸起63，再沿周向方向转动一角度，使得所述传动齿11支撑在所述支撑凸起63上。
扭矩限制器100的飞轮60也可不包括支撑凸起，而通过紧固在飞轮60上的承载盘50提供轴向承载功能。这在图12-图13所示的实施例中示出。在图12所示的实施例中，扭矩限制器100包括与飞轮60紧固在一起的承载盘50，其在轴向上与所述凸缘部62相距一定距离。扭矩输入盘10和从动盘20在轴向上布置在承载盘50与凸缘部62之间。承载盘50和凸缘部62构成了扭矩限制器100的两个轴向承载部。在图12所示实施例中，承载盘50构成了扭矩限制器100的第一轴向承载部，凸缘部62构成了扭矩限制器100的第二轴向承载部。可以设想的是，承载盘50和凸缘部62在轴向上位置也 可以颠倒，即凸缘部62构成扭矩限制器100的第一轴向承载部，。承载盘50构成扭矩限制器100的第二轴向承载部。承载盘50可以是一体形成的环状盘，也可以由多个分立的弧形环段组成。
在图12和图13所示的实施例中，飞轮60包括主体部61的内周上的联接槽65，传动齿11从扭矩输入盘10的外周径向延伸并且能够插入所述联接槽65内，使得所述扭矩输入盘10在周向上与飞轮60相对固定。如果扭矩输入盘10与飞轮60之间发生相对滑动，传动齿11将抵靠联接槽65的侧壁，阻止扭矩输入盘10的进一步滑动。因此，传动齿11和联接槽65的配合使得扭矩输入盘10在周向上与飞轮60相对固定，并实现从扭矩输入盘10到飞轮60的扭矩传递。传动齿11的宽度与联接槽65的宽度大致相等，以尽可能消除相对滑动。可选地，传动齿11的宽度也可以小于联接孔64之间的间隔的宽度。在未示出的实施例中，也可在承载盘50上设置有传动孔，所述传动齿11从扭矩输入盘10的外周轴向延伸并且能够插入所述传动孔内，使得所述扭矩输入盘10在周向上与飞轮60相对固定，并实现从扭矩输入盘10到飞轮60的扭矩传递。
虽然未在附图中示出，扭矩限制器100的轴向承载功能也可仅由紧固在飞轮60上的承载盘50提供。在这样的实施例中，飞轮60可不包括凸缘部，而是扭矩限制器100包括在飞轮60的轴向两侧分别与所述飞轮60紧固在一起的两个承载盘50，两个承载盘50分别构成所述扭矩限制器100的第一承载部和第二承载部。扭矩输入盘10与飞轮60之间的扭矩传递则可通过轴向延伸的传动齿11插入设置在承载盘50上的传动孔实现，或者通过径向延伸的传动齿11插入设置在飞轮60上的联接槽65实现，在此不再详述。
本公开的一个或多个实施例中的某些特征、结构或特点可以进行适当的组合。
上面是对本公开的说明，而不应被认为是对其的限制。尽管描述了本公开的若干示例性实施例，但本领域技术人员将容易地理解，在不背离本公开的新颖教学和优点的前提下可以对示例性实施例进行许多修改。因此，所有这些修改都意图包含在权利要求书所限定的本公开范围内。应当理解，上面是对本公开的说明，而本公开不应被认为是限于所公开的特定实施例，并且对所公开的实施例以及其他实施例的修改意图包含在本公开的范围内。

Claims (29)

  1. 一种扭矩限制器(100)，其特征在于，所述扭矩限制器(100)包括飞轮(60)；
    第一轴向承载部；
    第二轴向承载部，在轴向上与所述第一轴向承载部相对固定并且相距一定距离；
    扭矩输入盘(10)，其在周向上与飞轮(60)相对固定，并驱动所述飞轮(60)绕旋转轴线(X)一体转动；
    从动盘(20)，用于输出扭矩，
    其中，所述扭矩输入盘(10)和所述从动盘(20)轴向地布置在所述第一轴向承载部与所述第二轴向承载部之间，所述扭矩输入盘(10)布置为更靠近所述第一轴向承载部，并且所述从动盘(20)布置为更靠近所述第二轴向承载部，并且，
    其中，所述扭矩输入盘(10)和所述从动盘(20)以一定的轴向力彼此抵靠，并且所述扭矩输入盘(10通过该扭矩输入盘(10)与从动盘(20)之间的摩擦力驱动所述从动盘(20)绕旋转轴线(X)转动。
  2. 根据权利要求1所述的扭矩限制器(100)，其特征在于，
    所述扭矩限制器(100)还包括轴向地布置在所述第一轴向承载部与所述第二轴向承载部之间的弹性件(30)，该弹性件(30)将所述扭矩输入盘(10)和所述从动盘(20)中的一个朝向所述扭矩输入盘(10)和所述从动盘(20)中的另一个偏压。
  3. 根据权利要求2所述的扭矩限制器(100)，其特征在于，
    所述扭矩输入盘(10)包括从其外周处径向向外延伸或轴向延伸的多个传动齿(11)，所述扭矩输入盘(10)通过所述传动齿(11)驱动所述飞轮(60)。
  4. 根据权利要求3所述的扭矩限制器(100)，其特征在于，
    所述扭矩输入盘(10)包括紧固在一起的内盘(10a)和外盘(10b)，所述外盘(10b)位于所述内盘(10a)的径向外侧，并且所述传动齿(11)位于所述外盘(10b)的外周处。
  5. 根据权利要求3所述的扭矩限制器(100)，其特征在于，
    所述弹性件(30)布置在所述第一轴向承载部与所述扭矩输入盘(10)之间；或者
    所述弹性件(30)布置在所述从动盘(20)与所述第二轴向承载部之间。
  6. 根据权利要求3所述的扭矩限制器(100)，其特征在于，
    所述扭矩限制器(100)还包括紧邻所述从动盘(20)的轴向两侧中的至少一侧布置的摩擦衬片(21)。
  7. 根据权利要求3至6中任一项所述的扭矩限制器(100)，其特征在于，所述扭矩限制器(100)还包括中间盘(40)，所述中间盘(40)包括：
    第一环(41)，该第一环(41)与所述飞轮(60)紧固连接，
    多个连接条(43)，所述连接条(43)与第一环(41)一体地形成，
    其中，所述连接条(43)的至少一部分轴向地延伸，并且所述扭矩输入盘(10)的传动齿(11)能够插入相邻的两个连接条(43)之间。
  8. 根据权利要求7所述的扭矩限制器(100)，其特征在于，
    所述第一环(41)包括环体(41a)和多个第一齿(44)，每个第一齿(44)在周向方向上布置在相邻的两个连接条(43)之间。
  9. 根据权利要求8所述的扭矩限制器(100)，其特征在于，
    所述环体(41a)紧固至所述飞轮(60)，所述第一齿(44)布置在所述环体(41a)的内周处，并且构成所述扭矩限制器(100)的第一轴向承载部或第二轴向承载部中的一个。
  10. 根据权利要求8所述的扭矩限制器(100)，其特征在于，
    所述第一齿(44)布置在所述环体(41a)的外周处，并且紧固至所述飞轮(60)，所述环体(41a)构成所述扭矩限制器(100)的第一轴向承载部或第二轴向承载部中的一个。
  11. 根据权利要求8至10中的任一项所述的扭矩限制器(100)，其特征在于，
    所述第一齿(44)与所述环体(41a)在轴向上相距一定距离，并通过折弯部(45)连接到所述环体(41a)。
  12. 根据权利要求8或9所述的扭矩限制器(100)，其特征在于，
    所述中间盘(40)还包括第二环(42)，所述第二环(42)在轴向上与所述第一环(41)相距一定距离并且与所述连接条(43)一体形成，所述第二 环(42)构成所述扭矩限制器(100)的第一轴向承载部和第二轴向承载部中的另一个。
  13. 根据权利要求10所述的扭矩限制器(100)，其特征在于，
    所述连接条(43)包括径向延伸段，该径向延伸段在轴向上与所述第一环(41)相距一定距离，所述径向延伸段构成所述扭矩限制器(100)的第一轴向承载部和第二轴向承载部中的另一个。
  14. 根据权利要求3至6中任一项所述的扭矩限制器(100)，其特征在于，
    所述飞轮(60)包括主体部(61)和从所述主体部(61)径向向内延伸的凸缘部(62)，所述凸缘部(62)构成所述扭矩限制器(100)的第一轴向承载部或第二轴向承载部中的一个。
  15. 根据权利要求14所述的扭矩限制器(100)，其特征在于，
    所述飞轮(60)还包括从主体部(61)径向向内延伸的支撑凸起(63)，所述支撑凸起(63)在轴向上与所述凸缘部(62)相距一定距离，并且所述支撑凸起(63)构成所述扭矩限制器(100)的第一轴向承载部或第二轴向承载部中的另一个。
  16. 根据权利要求14所述的扭矩限制器(100)，其特征在于，
    所述扭矩限制器(100)还包括与所述飞轮(60)紧固在一起的承载盘(50)，所述承载盘(50)在轴向上与所述凸缘部(62)相距一定距离，并且所述承载盘(50)构成所述扭矩限制器(100)的第一轴向承载部或第二轴向承载部中的另一个。
  17. 根据权利要求14至16中任一项所述的扭矩限制器(100)，其特征在于，
    所述飞轮(60)包括布置在所述凸缘部(62)上的联接孔(64)，所述传动齿(11)从所述扭矩输入盘(10)的外周轴向延伸并且能够插入所述联接孔(64)内，使得所述扭矩输入盘(10)在周向上与飞轮(60)相对固定。
  18. 根据权利要求14至16中任一项所述的扭矩限制器(100)，其特征在于，
    所述飞轮(60)包括布置在所述主体部(61)的内周上的联接槽(65)，所述传动齿(11)从所述扭矩输入盘(10)的外周径向延伸并且能够插入所述联接槽(65)内，使得所述扭矩输入盘(10)在周向上与飞轮(60)相对 固定。
  19. 根据权利要求15所述的扭矩限制器(100)，其特征在于，
    多个支撑凸起(63)中的至少一个设置有抗旋转槽(66)。
  20. 根据权利要求19所述的扭矩限制器(100)，其特征在于，
    所述弹性件(30)具有多个外周齿(31)，每个外周齿(31)由一个支撑凸起(63)支撑，并且多个外周齿(31)中的一个外周齿(31)压靠所述抗旋转槽(66)的底面。
  21. 根据权利要求20所述的扭矩限制器(100)，其特征在于，
    所述弹性件(30)的外周齿(31)具有能够沿轴向方向从相邻的支撑凸起(63)之间穿过的尺寸，并且所述弹性件(30)在组装期间能够沿周向方向转动一角度，使得所述外周齿(31)支撑在所述支撑凸起(63)上。
  22. 根据权利要求15所述的扭矩限制器(100)，其特征在于，
    所述传动齿(11)从所述扭矩输入盘(10)的外周径向延伸，每个传动齿(11)由一个支撑凸起(63)支撑，并且多个传动齿(11)中的一个传动齿(11)压靠所述抗旋转槽(66)的底面。
  23. 根据权利要求22所述的扭矩限制器(100)，其特征在于，
    所述传动齿(11)具有能够沿轴向方向从相邻的支撑凸起(63)之间穿过的尺寸，并且所述扭矩输入盘(10)在组装期间能够沿周向方向转动一角度，使得所述传动齿(11)支撑在所述支撑凸起(63)上。
  24. 根据权利要求3至6中任一项所述的扭矩限制器(100)，其特征在于，
    所述扭矩限制器(100)还包括在飞轮(60)的轴向两侧分别与所述飞轮(60)紧固在一起的两个承载盘(50)，两个承载盘(50)分别构成所述扭矩限制器(100)的第一承载部和第二承载部。
  25. 根据权利要求24所述的扭矩限制器(100)，其特征在于，
    所述两个承载盘(50)中的至少一个上设置有传动孔，所述传动齿(11)从所述扭矩输入盘(10)的外周轴向延伸并且能够插入所述传动孔内，使得所述扭矩输入盘(10)在周向上与飞轮(60)相对固定。
  26. 根据权利要求24所述的扭矩限制器(100)，其特征在于，
    所述飞轮(60)包括布置在其主体部(61)的内周上的联接槽(65)，所述传动齿(11)从所述扭矩输入盘(10)的外周径向延伸并且能够插入所 述联接槽(65)内，使得所述扭矩输入盘(10)在周向上与飞轮(60)相对固定。
  27. 一种传动组件(1)，其特征在于，所述传动组件(1)包括:
    根据权利要求1至26中任一项所述的扭矩限制器(100)，和
    扭转减振器(200)，所述扭转减振器(200)包括输入部分(210)，输出部分(220)以及布置成在所述输入部分(210)和所述输出部分(220)之间沿周向压缩的弹簧(230)，
    其中，所述扭转减振器(200)的输入部分(210)与所述扭矩限制器(100)的从动盘(20)紧固在一起，或者所述扭转减振器(200)的输入部分(210)与所述扭矩限制器(100)的从动盘(20)一体形成。
  28. 根据权利要求27所述的传动组件(1)，其特征在于，
    所述扭转减振器(200)包括贯穿通孔(201)，紧固件可从所述贯穿通孔(201)穿过将所述扭矩限制器(100)的扭矩输入盘(10)紧固至所述传动组件的上游部件。
  29. 一种车辆，其包括根据权利要求27或28所述的传动组件(1)。
PCT/CN2024/099099 2023-06-16 2024-06-14 扭矩限制器、传动组件和车辆 Ceased WO2024255816A1 (zh)

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