• 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 subject of the invention is a shock absorber, in particular a torsion damper, in particular for an automobile clutch, comprising: a first (2) and a second element (3) movable in rotation relative to one another around an axis of rotation (X); at least one transmission member 60 comprising at least one elastic blade (61a, 61b) capable of flexing and transmitting a torque between these two elements, the flexion of the elastic blade being, in a first mode of transmission, accompanied by a relative rotation between the first and the second element along the axis of rotation X, the damper being characterized in that it comprises an end-of-stroke device comprising at least one deformable element (64a) capable of enabling an abutment progressive between the first and second elements.
    公开号:FR3031365A1
    申请号:FR1550127
    申请日:2015-01-07
    公开日:2016-07-08
    发明作者:Dieter Rohrle；Daniel Fenioux；Ivan Dutier；Carlos Lopez-Perez
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    [0001] The invention relates to a shock absorber, in particular a torsion damper, in particular for a clutch of a motor vehicle.
    [0002] STATE OF THE ART Documents FR 2 894 006, FR 2 913 256 and FR 2 922 620 illustrate torsion dampers equipping respectively a double damping flywheel, a clutch friction and a lock-up clutch. The elastic damping means fitted to these torsion dampers are helical springs with a circumferential effect whose ends come, on the one hand, in abutment with stops integral with the input elements and, on the other hand, in support against stops integral with the output elements. Thus, any rotation of one of said elements relative to the other causes a compression of the springs of the damper in one direction or the other and said compression exerts a restoring force able to return said elements to a relative angular position. rest. The coil springs can be straight or bent. Document FR 2 938 030 is also known which describes a torsion damper provided with elastic blades. The invention aims to improve the torsion dampers above. OBJECT OF THE INVENTION The invention thus relates to a shock absorber, in particular a torsion damper, in particular for an automobile clutch, comprising: a first and a second element that are rotatable relative to each other around a wheel; an axis of rotation (X); at least one transmission member comprising at least one elastic blade capable of flexing and transmitting a torque between these two elements, the flexion of the elastic blade being, in a first mode of transmission, accompanied by a relative rotation between the first and the second element along the axis of rotation X, the damper being characterized in that it comprises a limit device comprising at least one deformable element capable of allowing progressive abutment between the first and second elements. Thanks to the invention, it is possible to protect the elastic blade of the transmission member in case of transmission of an over-torque resulting from limited use conditions or a malfunction of the powertrain. If desired, the damper comprises at least one transmission member having two resilient blades. Alternatively, the damper comprises at least two transmission members 10 each having an elastic blade. Preferably, the end-of-travel device comprises a support in contact with which the deformable element can come to allow progressive abutment between the first and second elements beyond a relative angular position of contacting. In this phase of progressive abutment, the first and second elements 15 rotate relative to each other. Preferably, the deformable element is remote from the support before the first and second elements reach said relative angular position of contacting. Preferably, the deformable element of the end-of-stroke device is able to deform during a relative rotation of the first and second elements beyond said relative angular position of contacting. The deformable element is capable of exerting, beyond the relative angular position of contacting, an elastic return force capable of opposing further relative rotation of the first and second elements beyond the position relative angular contacting. Preferably, the angular displacement of the first and second elements, beyond said relative angular position of contacting is less than 150, especially less than 10 ° or 5 °, for example less than 3 °.
    [0003] Preferably, the angular displacement of the first and second elements, beyond said relative angular position of contacting is greater than 0.5 °, especially greater than 10 or 2 °.
    [0004] Preferably, the end-of-stroke device is arranged to prevent, in a second transmission mode, any relative rotation between the first and second elements beyond a final stop position.
    [0005] Preferably, the angle separating the relative angular position of contacting and the final stop position is less than 15 °, in particular less than 10 ° or 5 °, for example less than 3. Preferably, the end-of-stroke device is arranged to make it more difficult for further relative rotation of the first and second members beyond the relative angular position of contacting. Preferably, the angular stiffness of the damper, beyond the relative angular position of contacting, is greater than the angular stiffness of the damper below the relative angular position of contacting. If desired, the angular stiffness of the deformable element of the end-of-travel device, beyond the relative angular position of contacting, is greater than the angular stiffness of the elastic blade of the transmission member. below the relative angular position of contacting. If desired, the damper comprises a plurality of transmission members, the transmission members being preferably arranged symmetrically with respect to the axis of rotation. In one embodiment of the invention, the damper comprises two transmission members located on the same plane, the transmission members being preferably arranged symmetrically with respect to the axis of rotation. In one embodiment of the invention, the transmission member comprises a plurality of resilient blades preferably arranged symmetrically with respect to the axis of rotation.
    [0006] Preferably, the transmission member is in a plane perpendicular to the axis of rotation and has an axis of axial symmetry. Preferably, the deformable element of the end-of-stroke device is arranged on at least one of the transmission members.
    [0007] If desired, the deformable element of the end-of-stroke device is formed on at least one of the transmission members. Preferably, the deformable element of the end-of-stroke device is arranged on the elastic blade of the transmission member. Preferably, the deformable element of the end-of-stroke device is formed on the elastic blade of the transmission member. Preferably, the support of the end-of-stroke device is arranged on at least one of the transmission members. If desired, the support of the end-of-stroke device is formed on at least one of the transmission members. Preferably, the transmission member comprises a fixing portion to one of the first and second elements and the support is arranged on a portion, in particular bent, connecting this fixing portion to the elastic blade. As a variant, the support is arranged on the attachment portion of the transmission member. Advantageously, the elastic blade comprises an end zone on which the deformable element is arranged. Advantageously, the portion of the elastic blade that transmits the torque between the first and second elements is a portion curved around the axis of rotation X, this curved portion extending to the end zone of the elastic blade .
    [0008] Preferably, the deformable element of the end-of-stroke device is arranged on the end zone of the elastic blade of the transmission member. Preferably, the deformable element of the end-of-stroke device is formed on the end zone of the elastic blade of the transmission member. In one embodiment of the invention, the attachment portion of the transmission member is an annular body to which at least one elastic blade is attached, in particular via the portion, in particular bent, connecting this annular body. to the at least one elastic blade. Preferably, the support and the deformable element of the end-of-stroke device are arranged on at least one transmission member, the deformable element being arranged on the end zone of the elastic blade to move, at least radially. towards the support, during the bending of the elastic blade. Preferably, the support and the deformable element of the end-of-stroke device are arranged on the same transmission member, the deformable element being arranged on the end zone of the elastic blade to move, at least radially, towards the support, arranged on the same transmission member, during the bending of the elastic blade. If desired, the damper comprises a plurality of transmission members, and the deformable element of a first transmission member is arranged to support, when the first and second elements are in relative angular position of implementation. contact, 30 on the support of a second transmission member. Advantageously, the transmission member is attached to one of the first and second elements and the elastic blade of the transmission member is provided with a cam surface arranged on the bent portion of the elastic blade, this cam surface cooperating with a cam follower carried by the other of said first and second members. Preferably, the cam follower is a roller rotatably mounted on the first or the second element, for example by means of a rolling, ball or needle bearing. Advantageously, the cam surface is arranged such that, for angular displacement between the first and second members with respect to an angular rest position, the cam follower exerts a bending force on the spring blade producing a reaction force. the resilient blade adapted to return said first and second elements to said angular position of rest. Preferably, in relative angular position of contacting, the angular displacement between the first and second elements, in a direction of rotation and relative to the relative angular position of rest, is greater than 20 °, especially greater than 30 ° or 45 °, for example greater than 60 ° or 80 °. If desired, the elastic blade of the transmission member is adapted to deform, in particular by bending, remaining in a first plane. If desired, the deformable element is able to deform, in particular by bending, remaining in a second plane. Preferably, the first and second planes are merged. If desired, the deformable member and the transmission member are formed in one piece. If desired, the deformable member and the resilient blade are formed in one piece.
    [0009] If desired, the cam follower cooperates, beyond the relative angular position of contacting, with a final portion of the cam surface arranged on the deformable element.
    [0010] If desired, the deformable element is formed directly on the end zone of the elastic blade, and the transmission member is arranged such that, when the relative angular position of the two elements reaches said relative angular position of in contact, the portion of the deformable element in contact with the cam follower is spaced, circumferentially, from the support, so that the deformable element bends, in the second plane, under the action of transmitted radial forces by the cam follower. If desired, the deformable element is formed directly on the end zone of the elastic blade, and the transmission member is arranged such that, when the relative angular position of the two elements reaches said relative angular position of in contact, the angle between the support and the portion of the cam surface of the deformable element in contact with the cam follower is greater than 10, especially greater than 2 ° or 3 °, for example greater than 5 °, so that the deformable element bends, in the second plane, under the action of radial forces transmitted by the cam follower.
    [0011] According to one embodiment, the deformable element comprises two fingers arranged to approach one another, when the relative rotation between the first and second elements exceeds the relative angular position of contacting.
    [0012] Preferably, the two fingers are arranged in a plane perpendicular to the axis of rotation X. Preferably, the two fingers are formed on the end zone of the elastic blade of the transmission member.
    [0013] Preferably, the two fingers are separated radially by a slot before the first and second elements arrive in relative angular contacting position, and the fingers are connected, between themselves and with the elastic blade, by one of their ends. , on a hinge, in the manner of a clamp.
    [0014] Preferably, the final portion of the cam surface is arranged on the finger located radially outwardly.
    [0015] Preferably, the end-of-stroke device is arranged such that two fingers are touching, at a distance from the hinge, in the final stop position of the first and second elements. Preferably, the transmission member is arranged so that the two fingers are held tight against each other between the cam follower and the support of the transmission member in the final stop position of the fingers. two elements. If desired, the end-of-stroke device comprises a shock absorber arranged to absorb shocks between the deformable element and the support, in relative angular position of contacting. If desired, the support comprises a shock absorber arranged to absorb shocks between the deformable element and the support, relative angular position of contacting. If desired, the shock absorber is overmoulded on a portion of the transmission member, for example the end zone of the resilient blade. Preferably, the shock absorber is made of deformable material, such as elastomer, for example rubber. Preferably, the deformable member is formed on the shock absorber, arranged to deform upon relative rotation of the first and second members beyond said relative contacting angular position. shock absorber is arranged on the end zone of the elastic blade and the shock absorber comprises a cavity in which is inserted the end zone of the elastic blade.
    [0016] Advantageously, the final portion of the cam surface extends within a notch of the shock absorber. The invention also relates to a double damping flywheel according to the invention 5 as described above, the first element being a primary flywheel and the second element being a secondary flywheel. The invention will be better understood, and other objects, details, features and advantages thereof will become more clearly apparent from the following description of several particular embodiments of the invention, given solely by way of illustration and not by way of example. limiting, with reference to the appended figures. In these figures: FIG. 1 is a front view of a double damping flywheel comprising a limit device according to a first embodiment of the invention, the relative angular position of the two wheels being here far from the end. race. FIG. 2 is a sectional view along II - II of the double damping flywheel of FIG. 1; FIG. 3 is a partially exploded perspective view of the double damping flywheel of FIG. 1; FIG. diagrammatic and partial view, in zoom, of the end-of-travel device of the double damping flywheel of FIG. 1, the primary and secondary flywheels being in relative angular position of contacting. FIG. 5 is a schematic partial view, in zoom, of the end-of-travel device of the double damping flywheel of FIG. 1, the deformable element and the cam follower represented in dashed lines correspond to a relative angular position of the flywheels; primary and secondary having exceeded the relative angular position of contacting. - Figure 6 is a schematic and partial view of two disassembled transmission members arranged to realize between them a limit device according to a second embodiment of the invention. FIG. 7 is a diagrammatic and partial view, in zoom, of the end-of-travel device of FIG. 6 representing the relative angular position of contacting. FIG. 8 is a schematic and partial view, in zoom, of the end-of-travel device of FIG. 6 representing the final stop position.
    [0017] Figure 9 is a schematic and partial view, in zoom, of the end-of-travel device according to a third embodiment having a shock absorber after the primary and secondary flywheels have exceeded the relative angular position of contacting.
    [0018] In the description and the claims, the terms "external" and "internal" as well as the "axial" and "radial" orientations will be used to designate, according to the definitions given in the description, elements of the double damping flywheel. By convention, the "radial" orientation is directed orthogonally to the X axis of rotation of the double damping flywheel determining the "axial" orientation and, from the inside towards the outside away from said axis X, the "Circumferential" orientation is directed orthogonally to the X axis of rotation of the double damping flywheel and substantially perpendicular to the radial direction. The term "circumferentially" is used here to describe a curved path, circular or otherwise, around the axis of rotation, and does not necessarily refer to a closed curve here. The terms "external" and "internal" are used to define the relative position of one element relative to another, with reference to the axis X of rotation of the double damping flywheel, an element close to the axis is thus qualified. internally as opposed to an outer member located radially peripherally. In the description, the shock absorber shown is a shock absorber of the double damping flywheel type in which the first element is a primary flywheel and the second element is a secondary flywheel. In the following description, these "flywheels" will also be called "flying". Referring first to Figures 1 to 3 which represent a double damping flywheel 1. The dual damping flywheel 1 comprises a primary flywheel 2, intended to be attached to the end of a crankshaft of an internal combustion engine , not shown, and a secondary flywheel 3 which is centered and guided on the primary flywheel 2 by means of a rolling ball bearing 4. The secondary flywheel 3 is intended to form the reaction plate of a clutch, not shown, connected to the input shaft of a gearbox. The flywheels of primary inertia 2 and secondary 3 are movably mounted around an axis of rotation X and are furthermore movable in rotation relative to one another about said axis X. The primary flywheel 2 comprises a radially inner hub 5 supporting the rolling bearing 4, an annular portion 6 extending radially and a cylindrical portion 7 extending axially on the side opposite the motor, from the outer periphery of the annular portion 6. This hub is provided with of orifices 27 for the passage of screws, for fixing the double damping flywheel 1 to the nose of the crankshaft. The primary flywheel 2 carries, on its outer periphery, a ring gear 10 5 for driving in rotation of the primary flywheel 2, using a starter. The secondary flywheel 3 has a flat annular surface 13, turned on the opposite side to the primary flywheel 2, forming a bearing surface for a friction lining of a clutch disk, not shown. The secondary flywheel 3 has, close to its outer edge, pads 14 and orifices 15 for mounting a clutch cover. The primary flywheels 2 and secondary 3 are coupled in rotation by damping means comprising a transmission member mounted to rotate with the secondary flywheel 3 and provided with two elastic blades 61a, 61b. To do this, the elastic blades 61a, 61b are carried by an attachment portion 62 in the form of an annular body provided with orifices for the passage of rivets 28 for attachment to the secondary flywheel 3. The transmission member is included in a plane perpendicular to the axis of rotation and has an axis of axial symmetry. An angled portion 63 connects the annular body to each elastic blade. The two elastic blades 61a, 61b comprise a portion bent around the axis of rotation X to an end zone 64a, 64b. The curved portion 65 is provided with a cam surface 20 which is arranged to cooperate with a cam follower 21, carried by the primary flywheel 2. The radius of curvature of the elastic blades and their length are determined according to the desired stiffness for the elastic blades 61a, 61b. The transmission member 60 may, as desired, be made in one piece or be composed of a plurality of lamellae arranged axially against each other. The cam followers are rollers 21 carried by cylindrical rods 22 fixed to the primary flywheel 2. The rollers 21 are rotatably mounted on the cylindrical rods 22 about an axis of rotation parallel to the axis of rotation X. The rollers 21 are held in abutment against their respective cam surface 20 and are arranged to roll against said cam surface 20 during a relative movement between the primary flywheels 2 and secondary 3. The rollers 21 are arranged radially at the outside of their respective cam surface 20 so as to radially maintain the resilient blades 61a, 61b when subjected to centrifugal force. In order to reduce the parasitic friction likely to affect the damping function, the rollers 21 are advantageously mounted in rotation on the cylindrical rods by means of a rolling bearing. For example, the rolling bearing may be a ball bearing or roller.
    [0019] The radially inner hub 5 of the primary flywheel 2 comprises a shoulder 29 serving to support the inner ring of the rolling bearing 5 and retaining said inner ring towards the engine. Furthermore, the outer ring of the rolling bearing 5 is clamped between the annular body 62 of the transmission member and the secondary flywheel 3. To do this, the annular body 62 has, on its inner periphery, a shoulder 30 retaining the external ring towards the engine and the secondary flywheel 3 comprises, on its inner periphery, a shoulder 31 retaining the outer ring, in the opposite direction to the motor. The cam surface 20 is arranged such that, for an angular displacement between the primary flywheel 2 and the secondary flywheel 3, relative to a relative angular position of rest, the roller 21 moves on the cam surface 20 and, in doing so, exerts a bending force on the elastic blade 61a, 61b of the transmission member. By reaction, the elastic blade 61a, 61b exerts on the roller 21 a return force which tends to bring the primary flywheels 2 and secondary 3 to their relative angular position of rest. Thus, the elastic blades 61a, 61b of the transmission member are adapted to transmit a driving torque of the primary flywheel 2 to the secondary flywheel (forward direction) and a resistant torque of the secondary flywheel 3 to the primary flywheel (retro direction). The torque transmitted between the flywheels 2, 3 is broken down between the elastic blades 61a 61b of the transmission member and the cam followers in radial forces and in circumferential stresses. Radial forces can bend the blade. The circumferential stresses allow the cam follower to move on the cam surface 20 and the reaction forces enable torque to be transmitted from one flywheel to the other. When the torque transmitted between the primary flywheel 2 and the secondary flywheel 3 varies, the radial forces exerted between the elastic blades 61a 61b and the cam followers 21 vary and the bending of the elastic blades of the transmission member is changed. The modification of the bending of the blade is accompanied by a displacement of the cam follower on the cam surface under the action of the circumferential forces. Furthermore, the cam surface 20 has a profile arranged so that, when the transmitted torque increases, the cam follower exerts a bending force on the elastic blade causing a closer approximation of its end zone towards the X axis and a relative rotation between the flywheels such as primary flywheels 2 and secondary 3 deviate from their relative position of rest. Thus, the torsional vibrations and the irregularities of torque that are produced by the internal combustion engine are transmitted by the crankshaft to the primary flywheel 2 and generate relative rotations between the primary and secondary flywheels 2. operates when a torque is transmitted from the primary flywheel to the secondary flywheel and also when a resistant torque is transmitted from the secondary flywheel 3 to the primary flywheel 2 (retro direction). The torque to be transmitted causes a relative deflection between the primary flywheel 2 and the secondary flywheel in opposite directions depending on whether the torque is transmitted in forward or reverse direction. Referring again to FIGS. 1 to 3, it can be seen that the damping means comprise friction members arranged to exert a resistant torque between the primary flywheel 2 and the secondary flywheel 3 during their relative deflection. comprise an elastic washer, of "Belleville type" 32, a first friction washer 33, integral in rotation with the primary flywheel 2 and a second friction washer 34 adapted to be rotated with respect to the primary flywheel 2 during a deflection relative to the primary flywheels 2 and secondary 3. The spring washer 32 is wedged axially in the opposite direction to the motor by a circlip. The spring washer 32 exerts an axial force on the first friction washer 33 which clamps the second friction washer 34 between said first friction washer 33 and the primary flywheel 2. The first friction washer 33 has on its inner periphery legs cooperating with grooves formed on the outer periphery of the hub 5 of the primary flywheel 2, so as to join in rotation the first friction washer 33 with the primary flywheel 2. The second friction washer 34 has, for its part, on its external periphery of the notches adapted to cooperate, with a determined circumferential clearance, with the heads of the rivets 28 for fixing the annular body 62 to the secondary flywheel 3, so as to allow relative movement of the second friction washer 34 relative to the primary flywheel 2, during a relative deflection between the flywheels primary 2 and secondary 3. 30 As can be seen in FIGS. 4 and 5 the torsion damper also comprises a limit device 50 comprising at least one deformable element, here the end zone 64a of the elastic blade 61a, capable of allowing the progressive abutment between the primary flywheels and secondary beyond a relative angular position of contacting. Indeed, the end zone 64a of the elastic blade 61a moves at least radially during the bending of the resilient blade so as to bear against the support 53 formed on the bent portion of the transmission member connecting the attachment portion 62 to the resilient blade 61b to allow progressive abutment between the primary and secondary flywheels beyond the relative angular position of contacting. Before the primary and secondary flywheels reach said relative angular position of contacting, the end zone 64a of the elastic blade 61a is distant from the support 53.
    [0020] This support takes place when the relative angular position of the two elements reaches said relative angular position of contacting. The end zone 64a of the elastic blade 61a is arranged to deform during a relative rotation of the primary and secondary flywheels beyond said relative angular position of contacting. An elastic restoring force exerted by the end zone 64a of the elastic blade 61a is able to oppose further relative rotation of the primary and secondary flywheels beyond said relative angular position of contacting. The end-of-stroke device is thus arranged in such a way as to make it more difficult for additional relative rotation of the primary and secondary flywheels beyond the relative angular position of contacting.
    [0021] The elastic blade of the transmission member is adapted to deform, in particular by bending, remaining in a first plane and the end zone 64a of the elastic blade 61a is arranged to deform, in particular by bending, remaining in a second plane, confused with the foreground. The transmission member is arranged such that, when the relative angular position of the two elements reaches said relative angular position of contacting, the portion of the end zone of the elastic blade in contact with the cam follower is remote, circumferentially, the support 53, so that the deformable element bends in the second plane under the action of radial forces transmitted by the cam follower. In the phase of progressive abutment, the primary and secondary wheels 30 still rotate relative to each other but the angular stiffness of the damper, beyond the relative angular position of contacting, is greater the angular stiffness of the damper below the relative angular position of contacting. In FIG. 5, the elastic blade and the dotted cam follower are shown in a relative angular position of the flywheels about 2 ° beyond said relative angular position of contacting. As can be seen in FIGS. 1 to 5, the transmission member comprises a fixing portion 62, in the form of an annular body, fixed to the secondary flywheel and the support is arranged on a bent portion 63 of the transmission member. connecting its attachment portion to the elastic blade. In this embodiment, the deformable element and the transmission member are here formed in one piece. The entire end-of-travel device, namely the support and the deformable element, is even here arranged entirely on the same transmission member. As seen in FIG. 5, the cam follower cooperates, beyond the relative angular position of contacting, with a final portion 20f of the cam surface 15 arranged on the end zone 64a of the blade. elastic 61a. In Figures 6 to 8, a second embodiment is shown. The damper here comprises two transmission members 160A and 160B disposed on the same plane and symmetrically with respect to the axis of rotation. Thus the deformable element of a first transmission member 160A is arranged to bear, when the first and second elements are in relative angular position of contacting, on the support formed on a second transmission member 160B. . The deformable element here comprises two fingers 152a 152b arranged to approach one another, in particular in the second plane, perpendicular to the axis of rotation, when the relative rotation between the primary and secondary flywheels exceeds relative angular position of contacting. The two fingers are formed on the end zones 164 of the elastic strips 161. The two fingers are separated radially by a slot 156 and are interconnected at one of their ends by a hinge 157 arranged on the elastic blade, at the way of a clamp. The final portion 120f of the cam surface 30 is arranged on the finger located radially outwardly.
    [0022] In this second mode of transmission, the end-of-stroke device is arranged so as to prevent any rotation between the primary and secondary flywheels of primary and secondary inertia beyond a final stop position. To do this, the end-of-stroke device is arranged in such a way that two fingers touch each other, at a distance from the hinge, in the final stop position. In this position, shown in Figure 8, the transmission member is arranged such that the two fingers are held tight against each other between the cam follower and the support of the transmission member. The angle between the relative angular position of contacting and the final stop position is here about 2 °.
    [0023] In the third embodiment of Figure 9, the transmission member has the same shape as that of the first embodiment (Figures 1 to 5). The deformable element of the end-of-stroke device is here a shock absorber 290 arranged on the end zone 264a of the elastic blade 261a. Figure 9 shows a relative angular position beyond the relative angular position of contacting. The shock absorber comprises a cavity 291 in which is inserted, with tightening, the end zone of the elastic blade 261a. The final portion 220f of the cam surface extends within a notch 258 of the shock absorber. The shock absorber is made of deformable material, such as elastomer, for example rubber.
    [0024] Although the invention has been described in connection with several particular embodiments, it is obvious that it is not limited thereto and that it comprises all the technical equivalents of the means described and their combinations if they are within the scope of the invention. The use of the verb "to include", "to understand" or "to include" and its conjugated forms does not exclude the presence of other elements or steps other than those set out in a claim. The use of the indefinite article "a" or "an" for an element or a step does not exclude, unless otherwise stated, the presence of a plurality of such elements or steps. In the claims, any reference sign in parentheses can not be construed as a limitation of the claim.
    权利要求:
    Claims (4)
    [0001]
    REVENDICATIONS1. Shock absorber, in particular a torsion damper, especially for an automobile clutch, comprising - a first (2) and a second element (3) movable in rotation relative to one another about an axis of rotation (X); at least one transmission member (60, 160A, 160B, 260) comprising at least one elastic blade (61a, 61b, 161, 261a) capable of flexing and transmitting a torque between these two elements, the flexion of the elastic blade being , in a first mode of transmission, accompanied by a relative rotation between the first and the second element along the axis of rotation X, the damper being characterized in that it comprises an end-of-stroke device (50, 150 , 250) comprising at least one deformable element (64a, 164, 290) capable of allowing progressive abutment between the first and second elements.
    [0002]
    2. Shock absorber according to the preceding claim characterized in that the end of stroke device comprises a support (53, 153, 253) in contact with which can come the deformable element to allow the progressive abutment between the first and second elements beyond a relative angular position of contacting.
    [0003]
    3. Shock absorber according to the preceding claim characterized in that the deformable element is capable of exerting, beyond the relative angular position of contacting, a resilient return force able to oppose further relative rotation. first and second elements beyond the relative angular position of contacting.
    [0004]
    4. Shock absorber according to one of claims 2 or 3 characterized in that the angular displacement of the first and second elements beyond said relative angular position of contacting is less than 15 °, especially less than 10 ° or 5 ° °, for example less than 3 °. . Shock absorber according to any one of the preceding claims, characterized in that the end-of-stroke device is arranged so as to prevent, in a second transmission mode, any relative rotation between the first and second elements beyond a position final stop. 6. Damper according to one of claims 2 to 5 characterized in that the angular stiffness of the damper, beyond the relative angular position of engagement is greater than the angular stiffness of the damper below the relative angular position of contacting. 7. Shock absorber according to any one of the preceding claims characterized in that the elastic blade of the transmission member comprises an end zone on which is arranged the deformable element. 8. Shock absorber according to the preceding claim characterized in that the portion of the elastic blade which transmits the torque between the first and second elements is a bent portion (65, 165) about the axis of rotation X, this curved portion s extending to the end zone (64a, 64b, 164, 264a) of the elastic blade. 9. Damper according to the preceding claim characterized in that the transmission member is attached to one of the first and second elements and the elastic blade of the transmission member is provided with a cam surface (20, 120 220) arranged on the bent portion of the resilient blade, said cam surface cooperating with a cam follower (21, 121, 221) carried by the other of said first and second members. 10. Damper according to one of claims 7 to 9 characterized in that the support and the deformable element of the end-of-travel device are arranged on at least one transmission member, the deformable element being arranged on the zone d end 30 of the elastic blade to move, at least radially, towards the support, during the bending of the elastic blade. 11. Shock absorber according to one of claims 2 to 10 characterized in that the damper comprises a plurality of transmission members, and the deformable element of a first transmission member (160A) is arranged to support, when the first and second elements are in relative angular position of contacting, on the support of a second transmission member (160B). 12. Damper according to one of claims 7 to 10 characterized in that the support and the deformable element of the end-of-stroke device are arranged on the same transmission member (60, 260), the deformable element being arranged on the end zone of the elastic blade to move, at least radially, towards the support, arranged on the same transmission member (60, 260), during the bending of the elastic blade. 13. Shock absorber according to one of claims 2 to 12 above characterized in that the deformable element comprises two fingers (152a, 152b) arranged to move towards one another, when the relative rotation between the first and second elements exceeds the relative angular position of contacting. 14. Shock absorber according to the preceding claim characterized in that the two fingers are separated radially by a slot (156) before the first and second elements arrive in relative angular position of contacting, and the fingers are connected to each other and with the elastic blade, at one of their ends, on a hinge (157), in the manner of a clamp. 15. Shock absorber according to the preceding claim characterized in that the end-of-stroke device is arranged such that two fingers are touching, away from the hinge, in the final stop position of the first and second elements. 16. Shock absorber according to one of claims 2 to 12 characterized in that the deformable element is formed on a shock absorber, the shock absorber being arranged to deform during a relative rotation of the first and second elements beyond of said relative angular position of contacting 17. Double damping flywheel, in particular for an automobile clutch, comprising - - a primary flywheel (2) and a secondary flywheel (3) movable in rotation one relative to the other about an axis of rotation (X); At least one transmission member (60, 160A, 160B, 260) comprising at least one elastic blade (61a, 61b, 161, 261a) capable of flexing and transmitting a torque between these two elements, bending of the elastic blade being, in a first mode of transmission, accompanied by a relative rotation between the flywheels of primary and secondary inertia along the axis of rotation X, the double damping flywheel being characterized in that it comprises an end-of-stroke device (50, 150, 250) according to any one of the preceding claims.
    类似技术:
    公开号 | 公开日 | 专利标题
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    同族专利:
    公开号 | 公开日
    FR3031365B1|2018-05-25|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2339107A1|1976-01-20|1977-08-19|Westland Aircraft Ltd|VIBRATION DAMPER|
    FR2862730A1|2003-11-24|2005-05-27|Valeo Embrayages|Vibration damper for motor vehicles torque transmission device, has two flywheels, and springs including leaves integrated at their one end to one flywheel and linked at their other end to another flywheel by links|
    WO2008004257A1|2006-07-07|2008-01-10|Dayco Europe S.R.L.|Pulley assembly|
    EP2824361A1|2013-07-08|2015-01-14|Valeo Embrayages|Dual mass flywheel with improved damping means|WO2017153549A1|2016-03-09|2017-09-14|Valeo Embrayages|Torsion damper, in particular for a motor vehicle clutch|
    FR3050246A1|2016-04-19|2017-10-20|Valeo Embrayages|TORSION DAMPER|
    FR3058492A1|2016-11-09|2018-05-11|Valeo Embrayages|TORSION DAMPER WITH BLADES|
    FR3066797A1|2017-05-24|2018-11-30|Valeo Embrayages|BLADE TORSION SHOCK ABSORBER|
    FR3070461A1|2017-08-30|2019-03-01|Valeo Embrayages|BLADE TORSION SHOCK ABSORBER|
    法律状态:
    2016-02-01| PLFP| Fee payment|Year of fee payment: 2 |
    2016-07-08| PLSC| Search report ready|Effective date: 20160708 |
    2017-01-31| PLFP| Fee payment|Year of fee payment: 3 |
    2018-01-31| PLFP| Fee payment|Year of fee payment: 4 |
    2019-01-30| PLFP| Fee payment|Year of fee payment: 5 |
    2020-10-16| ST| Notification of lapse|Effective date: 20200906 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1550127A|FR3031365B1|2015-01-07|2015-01-07|DAMPER, IN PARTICULAR FOR A CLUTCH OF A MOTOR VEHICLE|
    FR1550127|2015-01-07|FR1550127A| FR3031365B1|2015-01-07|2015-01-07|DAMPER, IN PARTICULAR FOR A CLUTCH OF A MOTOR VEHICLE|
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