阅读说明：本技术 用于车辆的飞轮装置 (Flywheel device for vehicle ) 是由 冉建诺 汤家磊 甘斐 端震 于 2018-12-27 设计创作，主要内容包括：公开了用于车辆的飞轮装置。公开的用于车辆的飞轮组件包括第一飞轮。飞轮组件还包括第二飞轮,该第二飞轮可移动地联接到第一飞轮,并构造成接收由车辆发动机产生的扭矩。飞轮组件还包括置于第一飞轮和第二飞轮之间的第一弹簧。第二飞轮相对于第一飞轮的旋转压缩和解压第一弹簧。飞轮组件还包括环,该环定位在第一飞轮的外表面上,并构造成随着环的旋转速度增加而扩张,以减小施加到第一弹簧的环和第一飞轮的总惯性。(A flywheel apparatus for a vehicle is disclosed. A flywheel assembly for a vehicle is disclosed that includes a first flywheel. The flywheel assembly also includes a second flywheel movably coupled to the first flywheel and configured to receive torque generated by the vehicle engine. The flywheel assembly also includes a first spring disposed between the first flywheel and the second flywheel. Rotation of the second flywheel relative to the first flywheel compresses and decompresses the first spring. The flywheel assembly further includes a ring positioned on an outer surface of the first flywheel and configured to expand as the rotational speed of the ring increases to reduce the total inertia of the ring and the first flywheel applied to the first spring.)

1. A flywheel assembly for a vehicle comprising:

a first flywheel;

a second flywheel movably coupled to the first flywheel and configured to receive torque generated by an engine of the vehicle;

a first spring disposed between the first flywheel and the second flywheel, the second flywheel compressing and decompressing the first spring relative to rotation of the first flywheel; and

a ring positioned on an outer surface of the first flywheel and configured to expand as a rotational speed of the ring increases to reduce a total inertia of the ring and the first flywheel applied to the first spring.

2. The flywheel assembly of claim 1, wherein the ring includes an inner surface that remains engaged with an outer surface of the first flywheel when the rotational speed of the ring is below a first predetermined rotational speed.

3. The flywheel assembly of claim 2, wherein the ring is disconnected from the first flywheel when the rotational speed of the ring is at or above the first predetermined rotational speed.

4. The flywheel assembly of claim 3, wherein an inner surface of the ring is separated from an outer surface of the first flywheel to form a gap between the inner surface of the ring and the outer surface of the first flywheel when the rotational speed of the ring is at or above the first predetermined rotational speed.

5. The flywheel assembly of claim 3, wherein the ring includes an outer surface that engages an inner surface of the second flywheel to transfer inertia of the ring from the first flywheel to the second flywheel when the rotational speed of the ring is at or above the first predetermined rotational speed.

6. The flywheel assembly of claim 1, wherein the ring is c-shaped such that the ring has first and second ends that are spaced apart from each other.

7. The flywheel assembly of claim 6, wherein the first and second ends of the ring move away from each other as the ring expands to increase the diameter of the ring.

8. The flywheel assembly of claim 6, wherein the ring includes a recessed area on the ring between the ends to balance the ring.

9. The flywheel assembly of claim 1, wherein the ring includes a first portion and a second portion movably coupled together.

10. The flywheel assembly of claim 1, wherein the ring includes a second spring coupled between first ends of the respective first and second portions and a third spring coupled between second ends of the respective first and second portions, the second and third springs providing tension to the ring.

11. The flywheel assembly of claim 1, wherein the first flywheel, the second flywheel, and the ring are concentric.

12. The flywheel assembly of claim 1, wherein the ring has a rectangular cross-sectional area.

13. The flywheel assembly of claim 1, further comprising:

a third flywheel movably coupled to the second flywheel and configured to be coupled to a crankshaft of the engine; and

a second spring disposed between the second flywheel and the third flywheel, the third flywheel compressing and decompressing the second spring relative to rotation of the second flywheel.

14. The flywheel assembly of claim 1, wherein the ring is a first ring, and further comprising a second ring on a different outer surface of the first flywheel, the second ring configured to expand as the rotational speed of the second ring increases to further reduce the total inertia applied to the first spring.

15. The flywheel assembly of claim 14, wherein the first ring is disconnected from the first flywheel when a rotational speed of the first ring is at or above the first predetermined rotational speed, and wherein the second ring is disconnected from the first flywheel when a rotational speed of the second ring is at or above a second predetermined rotational speed that is greater than the first predetermined rotational speed.

16. The flywheel assembly of claim 14, wherein the first and second flywheels form a first cavity in which the first ring is located and a second cavity in which the second ring is located.

17. The flywheel assembly of claim 16, wherein the first cavity is located at or near a first radius associated with the first and second flywheels and the second cavity is located at or near a second radius associated with the first and second flywheels that is different from the first radius.

18. A vehicle powertrain comprising:

an engine for generating torque;

a drive member operably coupled to the engine to receive torque; and

a damping system operatively interposed between the engine and the drive member to damp relative rotational movement between the engine and the drive member when the engine generates torque, the damping system comprising a rotatable portion and one or more rings supported by the rotatable portion, the one or more rings at least partially defining a natural frequency of the damping system, each of the one or more rings configured to change between an expanded state and a contracted state in response to rotation of the rotatable portion to change the natural frequency.

19. The vehicle powertrain of claim 18, wherein the one or more rings are configured to disconnect from the rotatable portion sequentially as a rotational speed of the rotatable portion increases.

20. The vehicle powertrain of claim 19, wherein the one or more rings are configured to reconnect to the rotatable portion sequentially as rotational speed decreases.

Technical Field

The present disclosure relates generally to vehicles and, more particularly, to a flywheel device for a vehicle.

Background

Due to the modernization of vehicle engines, the engines of vehicles often generate harmful torsional vibrations during operation (e.g., at relatively low engine speeds). Furthermore, as vehicle drive trains and vehicle drive train systems have modernized, the moving parts (e.g., gears, shafts, etc.) associated with these systems have increased susceptibility to such torsional vibrations. To protect these components during engine operation, some motor vehicles employ springs and mass dampers configured to absorb engine vibrations. Typically, a dual-mass flywheel (DMF) or pendulum damper is operatively coupled between the vehicle engine and the vehicle driveline, which increases the part life of moving parts that are sensitive to these vibrations.

Disclosure of Invention

One aspect of the present disclosure includes a flywheel assembly for a vehicle. The flywheel assembly includes a first flywheel. The flywheel assembly also includes a second flywheel movably coupled to the first flywheel and configured to receive torque generated by the vehicle engine. The flywheel assembly also includes a first spring disposed between the first flywheel and the second flywheel. Rotation of the second flywheel relative to the first flywheel compresses and decompresses the first spring. The flywheel assembly further includes a ring positioned on an outer surface of the first flywheel and configured to expand as the rotational speed of the ring increases to reduce the total inertia of the ring and the first flywheel applied to the first spring.

In another aspect of the present disclosure, the ring includes an inner surface that remains engaged with the outer surface of the first flywheel when the rotational speed of the ring is below a first predetermined rotational speed.

In another aspect of the present disclosure, the ring is disconnected from the first flywheel when the rotational speed of the ring is equal to or higher than a first predetermined rotational speed.

In another aspect of the present disclosure, when the rotational speed of the ring is equal to or higher than the first predetermined rotational speed, the inner surface of the ring is separated from the outer surface of the first flywheel to form a gap between the inner surface and the outer surface.

In another aspect of the present disclosure, the ring includes an outer surface that engages an inner surface of the second flywheel when a rotational speed of the ring is equal to or higher than a first predetermined rotational speed to transfer inertia of the ring from the first flywheel to the second flywheel.

In another aspect of the present disclosure, the ring is c-shaped such that the ring has a first end and a second end spaced from each other.

In another aspect of the present disclosure, the first and second ends of the loop move away from each other when the loop expands to increase the diameter of the loop.

In another aspect of the present disclosure, the ring includes a recessed area between the two ends to balance the ring.

In another aspect of the present disclosure, a ring includes a first portion and a second portion movably coupled together.

In another aspect of the present disclosure, the ring includes a second spring coupled between the first ends of the respective first and second portions, and a third spring coupled between the second ends of the respective first and second portions. The second and third springs provide tension to the ring.

In another aspect of the disclosure, the first flywheel, the second flywheel, and the ring are concentric.

In another aspect of the present disclosure, the ring has a rectangular cross-sectional area.

In another aspect of the present disclosure, the flywheel assembly further includes a third flywheel movably coupled to the second flywheel and configured to be coupled to a crankshaft of the engine. The flywheel assembly further includes a second spring disposed between the second flywheel and the third flywheel. Rotation of the third flywheel relative to the second flywheel compresses and decompresses the second spring.

In another aspect of the present disclosure, the ring is a first ring, and the flywheel assembly further comprises a second ring located on a different outer surface of the first flywheel. The second ring is configured to expand as the rotational speed of the second ring increases to further reduce the total inertia applied to the first spring.

In another aspect of the present invention, the first ring is disconnected from the first flywheel when the rotational speed of the first ring is equal to or higher than a first predetermined rotational speed, and the second ring is disconnected from the first flywheel when the rotational speed of the second ring is equal to or higher than a second predetermined rotational speed that is greater than the first predetermined rotational speed.

In another aspect of the present disclosure, the first flywheel and the second flywheel form a first cavity and a second cavity. The first ring is located in the first cavity and the second ring is located in the second cavity.

In another aspect of the disclosure, the first cavity is located at or near a first radius associated with the first flywheel and the second flywheel, and the second cavity is located at or near a second radius associated with the first flywheel and the second flywheel that is different from the first radius.

Another aspect of the present disclosure includes a vehicle powertrain. Vehicle powertrains include an engine that generates torque. The vehicle powertrain system also includes a driveline operatively coupled to the engine to receive torque. The vehicle powertrain further includes a damper system operatively interposed between the engine and the driveline to dampen relative rotational movement between the engine and the driveline as the engine generates torque. The damper system includes a rotatable portion and one or more rings supported by the rotatable portion that at least partially define a natural frequency of the damper system. Each of the one or more rings is configured to change between expanded and contracted states in response to rotation of the rotatable portion to change the natural frequency.

In another aspect of the disclosure, the one or more rings are configured to be sequentially disconnected from the rotatable portion as the rotational speed of the rotatable portion increases.

In another aspect of the disclosure, the one or more rings are configured to be successively reconnected to the rotatable portion as the rotational speed decreases.

The preceding paragraphs have been provided by way of general introduction and are not intended to limit the scope of the claims which follow. The described embodiments, together with further advantages, will be best understood by reference to the following detailed description taken in conjunction with the accompanying drawings.

Drawings

A more complete appreciation of the present invention and many of the attendant advantages thereof will be readily obtained as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings, wherein:

FIG. 1 is a schematic illustration of an exemplary vehicle in which examples disclosed herein may be implemented;

FIG. 2 is an exploded view of an exemplary powertrain of the exemplary vehicle of FIG. 1 and illustrates an exemplary flywheel assembly according to the teachings of the present disclosure;

3-6 are partial cross-sectional views of the exemplary flywheel assembly of FIG. 2 along line A-A, illustrating different exemplary operating states of the exemplary flywheel assembly;

FIG. 7 is a partial cross-sectional view of the exemplary flywheel assembly of FIG. 2 taken along line A-A and showing an exemplary ring cavity thereof;

8-10 are views of an example inertia ring according to the teachings of the present disclosure; and

FIG. 11 is an example graph illustrating data corresponding to the operation of the example flywheel assembly of FIG. 2.

The figures are not to scale. The same reference indicators will be used throughout the drawings and the accompanying written description to refer to the same or like parts.

Detailed Description

Some vehicle powertrain systems include known pendulum dampers configured to absorb torsional vibrations generated by the vehicle engine. However, such known pendulum dampers are expensive to produce due to their complex design and may generate noise under certain driving conditions (e.g. engine stop), which is undesirable for the driver or vehicle owner. Some other vehicle powertrains include the known DMF, which is similarly configured to absorb these torsional vibrations. However, such known DMF's are tuned to a single natural frequency corresponding to relatively low engine speeds (e.g., about 1500 Revolutions Per Minute (RPM)), which is defined by the inertia and spring rate associated with one of these known DMF's. As a result, at relatively high engine speeds (e.g., engine speeds greater than about 3000RPM), these known DMF's may not adequately absorb torsional vibrations generated by the vehicle engine, which may wear, degrade, and/or otherwise damage the vehicle driveline and/or other vehicle driveline components.

A flywheel apparatus for a vehicle is disclosed. Examples disclosed herein provide an example flywheel assembly (e.g., DMF) configured to be operably coupled between an engine of a vehicle and a driveline of the vehicle to absorb torsional vibrations and/or sudden rotational motion generated by the engine. That is, the disclosed flywheel assembly dampens relative rotational movement between the engine and the driveline of the vehicle, thereby reducing, mitigating, and/or eliminating unwanted torsional vibrations and/or sudden rotational movement that would otherwise be transmitted from the engine to the driveline and/or one or more other vehicle driveline components. The disclosed flywheel assembly includes first and second example flywheels movably or relatively rotatably coupled to the first flywheel such that the first and second flywheels are partially rotatable relative to each other. The disclosed flywheel assembly also includes one or more example springs coupled to and/or interposed between the first and second flywheels such that when the first and second flywheels receive torque generated by the engine, the first and second flywheels partially rotate relative to each other to compress and decompress the spring(s), which provides a damping effect. The first flywheel and spring(s) are sized and/or shaped to define a particular or predetermined natural frequency associated with the flywheel assembly that corresponds to a range of engine speeds over which these torsional vibrations and/or rotational motions are effectively absorbed.

In particular, as the rotational speed of the flywheel assembly increases during engine operation (i.e., as the speed of the engine increases), the disclosed examples increase the natural frequency associated with the flywheel assembly. Conversely, as the rotational speed of the flywheel assembly decreases during engine operation (i.e., as the speed of the engine decreases), the disclosed examples decrease the natural frequency associated with the flywheel assembly. As a result, the disclosed example improves flywheel performance over a relatively wide range of engine speeds, which is not possible using the known flywheels and/or pendulums described above. In addition, the disclosed examples reduce the costs that would result from using the known ornaments described above.

Some disclosed examples provide one or more example rings (e.g., one or more snap rings and/or c-rings) that are adjustably or non-fixedly coupled to the first flywheel such that the ring(s) can be disengaged from the first flywheel during certain driving conditions. For example, the disclosed first ring is positioned on an outer surface (e.g., a curved and/or rounded surface) of the first flywheel and is sized, shaped, configured, and/or otherwise configured to couple or connect to the first flywheel (e.g., via tension of the first ring) when the rotational speed of the flywheel assembly is below a predetermined rotational speed (e.g., 1500RPM) such that the first ring and the first flywheel cooperate or rotate simultaneously. This predetermined rotational speed is sometimes referred to as a disengagement speed and/or a re-engagement speed. The first flywheel is subject to inertia and/or mass of the first ring when the rotational speed of the flywheel assembly is below a first predetermined rotational speed, whereby the first ring partially defines a natural frequency associated with the flywheel assembly.

In particular, as the rotational speed of the flywheel assembly increases and/or is equal to or higher than a first predetermined rotational speed, the centrifugal or rotational force to which the first ring is subjected causes the first ring to expand (e.g., the radius or diameter of the first ring increases) to substantially separate or disconnect the first ring from the first flywheel. As a result of this expansion of the first ring, the inertia and/or mass of the first flywheel and first ring applied to the spring is reduced, and therefore the natural frequency associated with the flywheel assembly is increased. Conversely, as the rotational speed of the flywheel assembly decreases and/or is below the first predetermined rotational speed, the tension of the first ring causes the first ring to contract (e.g., the radius or diameter of the first ring decreases) to recouple or reconnect to the first flywheel. As a result of this contraction of the first ring, the inertia and/or mass exerted by the first flywheel and the first ring on the spring(s) increases, and therefore the natural frequency associated with the flywheel assembly decreases. As such, the disclosed flywheel assembly has a variable and/or adjustable inertia that varies based on engine speed.

Additionally, some disclosed examples provide more than one (e.g., 2, 3, 4, etc.) of these disclosed rings positioned on the first flywheel to further improve flywheel performance at even higher engine speeds, as discussed further below in connection with fig. 2-11. In particular, in such instances, each of the rings is configured to be decoupled or disconnected from the first flywheel at or near a unique predetermined rotational speed of the flywheel assembly. Thus, as the rotational speed of the flywheel assembly increases, the ring expands according to a first sequence to disengage from the first flywheel in succession. Conversely, as the rotational speed of the flywheel assembly decreases, the ring contracts to sequentially recouple or reconnect to the first flywheel according to a second sequence that is opposite the first sequence. In this manner, the disclosed example improves flywheel performance over a substantial range of engine speeds.

In some examples, the disclosed loops include one or more example features that facilitate controlling expansion and/or contraction of the loop(s). For example, the disclosed first ring includes a single portion that is c-shaped such that the first ring has two opposing ends to facilitate bending of the first ring (i.e., change the radius and/or diameter of the first ring) when the first ring is subjected to centrifugal or rotational forces. In some such examples, the first ring further includes an example recessed region (e.g., a notch) between the two ends that balances and/or better bends the first ring by reducing its strength and/or stiffness (i.e., by weakening the first ring). In some other examples, the first ring includes a plurality of portions (e.g., c-shaped portions and/or semi-circular portions) that are movably coupled together by a spring interposed between the portions to provide tension to the first ring.

Fig. 1 is a diagram of an example vehicle (e.g., an automobile, truck, Sport Utility Vehicle (SUV), etc.) 100 in which examples disclosed herein may be implemented. According to the example shown in FIG. 1, a vehicle 100 includes an example powertrain 102 and one or more example wheels 104, 106 (sometimes referred to as wheels), two of which are shown in this example (i.e., a first or front wheel 104 and a second or rear wheel 106). Specifically, the powertrain 102 is structured and/or configured to generate and provide torque to one or more wheels 104, 106, e.g., via one or more of an engine, one or more clutches, a transmission, a fluid coupling (e.g., a torque converter), one or more drive shafts, one or more differentials, one or more axles, etc., as discussed further below.

The powertrain 102 of FIG. 1 includes an example engine (e.g., internal combustion engine) 108, an example damping system 110, and an example driveline (e.g., automatic transmission, Continuously Variable Transmission (CVT), manual transmission, etc.) 112. The engine 108 of fig. 1 is configured and/or constructed to generate torque (i.e., engine torque) for the wheels 104, 106. The driveline 112 of fig. 1 is operatively connected to the engine 108 to receive torque from the engine 108. Specifically, damper system 110 of FIG. 1 is operatively disposed between engine 108 and drive train system 112 and is structured and/or configured to absorb torsional vibrations and/or sudden rotational movement generated by engine 108, which protects drive train system 112 and/or one or more other drive train system components associated with vehicle 100. That is, the damping system 110 damps relative rotational motion between the engine 108 and the drive train 110. As a result, the damper system increases the part life of one or more components associated with the drive train 110 and/or one or more other components associated with the drive train of the vehicle 100. In some examples, damper system 110 is implemented using one or more spring and mass dampers, such as one or more pendulum dampers, DMF, rocker arms (tilger), and the like, as discussed further below in conjunction with fig. 2-11.

The driveline 112 of fig. 1 is operably disposed between the engine 108 and the wheel(s) 104, 106, and is structured and/or arranged to transfer torque from the engine 108 to the wheel(s) 104, 106 to move the vehicle 100. For example, the engine 108 generates torque, and in response, the driveline 112 controls an amount or degree of torque provided (e.g., via an example gearbox 208 (shown in fig. 2)) to the wheel(s) 104, 106. In some examples, the vehicle 100 has a rear wheel drive capability such that the driveline 112 provides engine torque only to the rear wheel(s) 106. However, in other examples, the vehicle 100 may be implemented differently (e.g., with front wheel drive and/or all wheel drive functionality).

In some examples, the vehicle 100 has a deactivation function that affects operation of one or more cylinders of the engine 108. That is, in such an example, the vehicle 100 is configured to change (e.g., via an electronic control unit ECU) between a first example drive mode corresponding to a first operating characteristic of the engine 108 and a second example drive mode different from the first drive characteristic and corresponding to a second operating characteristic of the engine 108. In particular, when the vehicle 100 is in the first drive mode (i.e., cylinder deactivation deactivated), all cylinders of the engine 108 generate torque and/or otherwise function. On the other hand, when the vehicle 100 is in the second driving mode (i.e., cylinder deactivation is engaged), at least some cylinders of the engine 108 are not generating torque and/or are otherwise deactivated, which improves fuel economy and/or reduces carbon emissions of the vehicle 100 during certain driving conditions. For example, the vehicle 100 automatically changes from the first drive mode to the second drive mode when the speed of the engine 108 is at or above a certain speed (e.g., approximately 1500 RPM).

Fig. 2 is an exploded view of the powertrain 102 of the vehicle 100 of fig. 1, and illustrates an exemplary flywheel assembly (e.g., DMF)200, sometimes referred to as a spring and mass damper, in accordance with the teachings of the present disclosure. In some examples, flywheel assembly 200 of fig. 2 is used to implement at least a portion of damping system 110. As such, flywheel assembly 200 is configured to be operably disposed between engine 108 and drive train 112. Specifically, flywheel assembly 200 is structured and/or configured to absorb torsional vibrations and/or sudden rotational movement generated by engine 108. In some examples, flywheel assembly 200 is configured to be relatively non-rotatably (i.e., fixedly) coupled to a rotatable portion or output of engine 108 and a rotatable portion or input of transmission system 112. For example, a first portion of flywheel assembly 200 receives an example crankshaft 333 (shown in FIG. 3) and a second portion of flywheel assembly 200 receives an example shaft 202 of drive train 112. As such, crankshaft 333, flywheel assembly 200, and drive shaft 202 rotate in unison or simultaneously with respect to exemplary axis 204 as vehicle 100 generates engine torque via engine 108. In some examples, shaft 202 includes an outer surface 206 having splines thereon that facilitate coupling shaft 202 relatively non-rotatably (i.e., fixedly) to a portion of flywheel assembly 200.

Specifically, as the angular or rotational speed (i.e., the rate of rotation) of flywheel assembly 200 relative to axis 204 changes (e.g., increases or decreases) due to the torque generated by engine 108, examples disclosed herein change the natural frequency associated with flywheel assembly 200 and/or damper system 110, as discussed further below in connection with fig. 3-11. In this manner, the disclosed example better absorbs torsional vibrations and/or sudden rotational movement of the engine 108 over a substantially wide range of engine speeds, which better protects the aforementioned gearbox 208 of the drive train 112 and/or one or more other components associated with the drive train 112 and/or the vehicle drive train.

FIG. 3 is a partial cross-sectional view of the flywheel assembly 200 of FIG. 2, taken along line A-A, illustrating a first example operating state of the flywheel assembly 200. According to the example illustrated in fig. 3, flywheel assembly 200 includes a first example flywheel (e.g., an annular body, such as a wheel, plate, disk, etc.) 302 and one or more example rings 304, 306, 308 (sometimes referred to as inertia rings) positioned on first flywheel 302 such that first flywheel 302 carries and/or supports ring(s) 304, 306, 308, three of which (i.e., first ring 304, second ring 306, and third ring 308) are illustrated in this example. First flywheel 302 is sometimes referred to as a dynamic damper. Additionally, the first flywheel 302 is sometimes referred to as a rotatable portion of the damping system 110. Specifically, each of the ring(s) 304, 306, 308 is sized, shaped, configured, and/or otherwise configured to expand and/or contract based on the speed of the engine 108, which changes the inertia and/or mass experienced by the first flywheel 302, and thus the natural frequency associated with the flywheel assembly 200 and/or damper system 110, as discussed further below in connection with fig. 4-11.

The flywheel assembly 200 of fig. 3 also includes a second example flywheel (e.g., an annular body, such as a wheel, plate, disc, etc.) 310 that is movably or relatively rotatably coupled to the first flywheel 302 such that the first and second flywheels 302, 310 can partially rotate relative to one another (e.g., approximately 5 degrees, 10 degrees, 15 degrees, etc.), for example, via an example bearing 312 that is operatively coupled to the first and second flywheels 302, 310 and/or disposed between the first and second flywheels 302, 310. In such an example, flywheel assembly 200 also includes one or more first example damping elements (e.g., one or more springs, such as coil spring (s)) 314 operatively coupled to first and second flywheels 302, 310 and/or interposed between first and second flywheels 302, 310 to damp relative rotational movement therebetween, one of which is shown in this example. The first damping element(s) 314 are sometimes referred to as torsional vibration damper(s). In particular, as first and second flywheels 302, 310 partially rotate relative to each other, first and second flywheels 302, 310 compress and decompress first damping element(s) 314 to provide a damping effect. In other words, rotation of second flywheel 310 relative to first flywheel 302 causes first damping element(s) 314 to compress and decompress.

In some examples, to facilitate carrying the first damping element(s) 314, the first and second flywheels 302, 310 form and/or define one or more example first cavities (e.g., annular cavities) 316 (sometimes referred to as spring cavities), the first cavities 316 being sized, shaped, configured, and/or otherwise configured to receive a respective one of the first damping element(s) 314, one of which is shown in this example. That is, first damping element(s) 314 are located within respective first cavities 316 and/or extend through respective first cavities 316. Thus, in examples where flywheel assembly 200 includes more than one first damping element 314, first cavity 316 and first damping element 314 are radially distributed with respect to axis 204. In particular, first chamber 316 is sized and/or shaped to allow for sufficient compression and decompression of first damping element(s) 314.

Additionally, in some examples, to facilitate changing a state of first damping element(s) 314, second flywheel 310 includes one or more first example abutment portions (e.g., one or more protrusions) 318 located thereon (e.g., distributed radially with respect to axis 204) and extending toward first flywheel 302 to receive respective first damping elements 314. Further, first flywheel 302 similarly includes one or more second example abutment portions (e.g., one or more protrusions) 320 thereon (e.g., radially distributed relative to axis 204) to receive respective first damping elements 314. The first and second abutment portions 318, 320 are sometimes referred to as spring seats. Specifically, as first and second flywheels 302, 310 partially rotate relative to each other, each of first damping element(s) 314 has a first end engaging one of first abutment portion(s) 318 and a second end opposite the first end engaging one of second abutment portion(s) 320.

In some examples, flywheel assembly 200 also includes a third example flywheel (e.g., an annular body, such as a wheel, plate, disk, etc.) 322 movably or relatively rotatably coupled to second flywheel 310 such that second and third flywheels 310, 322 can partially rotate relative to one another (e.g., approximately 5 degrees, 10 degrees, 15 degrees, etc.), such as through example bearings operatively coupled to and/or interposed between second and third flywheels 310, 322. In such an example, flywheel assembly 200 also includes one or more second example damping elements (e.g., one or more springs, such as coil spring (s)) 324 that are operatively coupled to and/or disposed between second and third flywheels 310, 322 to damp relative rotational movement therebetween, one of which is shown in this example. Second damping element 324 is sometimes referred to as a torsional vibration damper(s). In particular, as second and third flywheels 310, 322 partially rotate relative to each other, second and third flywheels 310, 322 compress and decompress second damping element(s) 324 to provide a damping effect. In other words, rotation of third flywheel 322 relative to second flywheel 310 causes second damping element(s) 324 to compress and decompress.

In some examples, to facilitate carrying second damping element(s) 324, third flywheel 322 forms and/or defines one or more example second cavities (e.g., annular cavities) 325 (sometimes referred to as spring cavities), second cavities 325 being sized, shaped, configured, and/or otherwise configured to receive a respective one of second damping element(s) 324, one of which is shown in this example. That is, second damping element(s) 324 are located within respective second chambers 325 and/or extend through respective second chambers 325. Thus, in examples where flywheel assembly 200 includes more than one second damping element 324, second cavity 325 and second damping element 324 are distributed radially with respect to axis 204. In particular, second chamber 325 is sized and/or shaped to allow for sufficient compression and decompression of second damping element(s) 324.

In some examples, to facilitate changing a state of second damping element 324, second flywheel 310 includes one or more example third abutment portions 327 thereon (e.g., radially distributed relative to axis 204) that extend radially outward relative to axis 204 to receive a respective one of second damping element(s) 325. That is, the third abutment portion(s) 327 of fig. 3 extend to a respective one of the second cavities 325. In such an example, one of the second damping element(s) 324 has a first end engaging one of the abutment portions 327 and a second end opposite the first end engaging a portion of the third flywheel 322 when the second and third flywheels 310, 322 rotate relative to each other.

In some examples, flywheel assembly 200 of fig. 3 includes an example housing or casing 326 that is sized, shaped, configured, and/or otherwise configured to receive one or more components of flywheel assembly 200. For example, as shown in fig. 3, first flywheel 302, ring(s) 304, 306, 308, second flywheel 310, bearing 312, first damping element(s) 314, third flywheel 322, and second damping element(s) 324 are positioned within a housing 326. In some such examples, the housing 326 is relatively non-rotatably (i.e., fixedly) coupled to the third flywheel 322 such that the third flywheel 322 and the housing 326 rotate cooperatively or simultaneously, e.g., via one or more example fastening methods or techniques (e.g., welding) and/or one or more example fasteners.

In some examples, to facilitate the transfer of torque between engine 108 and driveline 112 via flywheel assembly 200, flywheel assembly 200 includes an example input portion 328 configured to receive engine torque from vehicle engine 108 and an example output portion 330 configured to provide engine torque to driveline 112. That is, engine torque is transferred from the input portion 328 to the output portion 330 of the flywheel assembly 200. In some such examples, the input portion 328 is implemented using the third flywheel 322. For example, as shown in fig. 3, a portion (e.g., an inner radial portion) of the third flywheel 322 is relatively non-rotatably (i.e., fixedly) coupled to the aforementioned example connection portion (e.g., flange) 331 of the engine crankshaft 333 (one of which is shown) via, for example, one or more fastening methods or techniques and/or one or more example fasteners (e.g., bolts, studs, nuts, etc.) 332. The fastener(s) 332 of fig. 3, which may be distributed oppositely with respect to the axis 204, extend through a portion of the third flywheel 322 and the connecting portion 331 of the crankshaft 333, which allows the crankshaft 333 to transfer engine torque to the third flywheel 322. Further, in some examples, the output portion 330 of the flywheel assembly 200 is implemented using the housing 326. For example, as shown in fig. 3, the housing 326 includes an example connecting portion (e.g., receptacle) 334 that is sized, shaped, configured, and/or otherwise configured to receive a portion of the drive shaft 202. In such examples, connecting portion 334 defines an inner surface (e.g., a curved and/or rounded surface) having splines thereon that engage with the splines of drive shaft surface 206 to relatively non-rotatably (i.e., fixedly) couple housing 326 to drive shaft 204. As a result, crankshaft 333, third flywheel 322, housing 326, and drive shaft 202 rotate in unison or simultaneously during operation of engine 108 when engine 108, flywheel assembly 200, and drive train 112 are assembled together.

According to the example shown in fig. 3, during operation of vehicle engine 108, engine torque causes one or more of first flywheel 302, ring(s) 304, 306, 308, second flywheel 310, first damping element(s) 314, third flywheel 322, second damping element(s) 324, housing 326, and/or, more generally, flywheel assembly 200 to rotate relative to axis 204. As such, at least one or more of first flywheel 302, second flywheel 310, third flywheel 322, housing 326, and/or, more generally, flywheel assembly 200, is configured to receive torque generated by engine 108.

Although fig. 3 depicts flywheel assembly 200 having three flywheels 302, 310, 322, in some examples flywheel assembly 200 is implemented differently. In some examples, flywheel assembly 200 includes only first and second flywheels 302, 310, and does not include third flywheel 322. Thus, although fig. 3 depicts the second flywheel 310 coupled to the third flywheel 322, in some examples, the second flywheel 310 is configured to be coupled (e.g., relatively non-rotatably coupled or relatively rotatably coupled) to one or more other components of the power system 102 and/or the damping system 110. For example, similar to the third flywheel 322, the second flywheel 310 may be positioned on and/or coupled to the connecting portion 331 of the engine crankshaft 333. In another example, the second flywheel 310 can be located on and/or coupled to a pendulum damper of the damping system 110.

In some examples, to facilitate functionality, the ring(s) 304, 306, 308, the first flywheel 302, and the second flywheel 310 form and/or define one or more example ring cavities (e.g., annular cavities) 336, 338, 340, three of which are shown in this example (i.e., the first ring cavity 336, the second ring cavity 338, and the third ring cavity 340). Each of the ring pockets 336, 338, 340 is configured to receive a respective one of the ring(s) 304, 306, 308. For example, as shown in FIG. 3, the first ring 304 is positioned within the first ring cavity 336 and/or extends through the first ring cavity 336. In addition, the second ring 306 of fig. 3 is located within the second ring cavity 338 and/or extends through the second ring cavity 338. In addition, the third ring 308 of FIG. 3 is located within the third ring cavity 340 and/or extends through the third ring cavity 340. In particular, each of the ring cavities 336, 338, 340 is sized and/or shaped to allow a respective one of the ring(s) 304, 306, 308 to fully expand and/or contract therein.

According to the example shown in FIG. 3, damping system 110 and/or flywheel assembly 200 has one or more example damping characteristics (e.g., one or more natural frequencies) that are defined by one or more components associated therewith. In some examples, the damping characteristics are based on equation (1) below:

in some examples, f represents a value corresponding to the natural frequency of the first flywheel 302, according to equation (1) above. Further, k represents a value corresponding to a stiffness associated with first flywheel 302, which value is substantially provided by first damping element(s) 314. Further, m represents a value corresponding to a mass (e.g., a total mass) associated with first flywheel 302 applied to first damping element(s) 314 that is substantially provided by the mass of first flywheel 302 and respective ones of ring(s) 304, 306, 308 (e.g., when ring(s) 304, 306, 308 are coupled or connected to first flywheel 302). Furthermore, r²Representing a value corresponding to a radius associated with first flywheel 302. In addition, the quantity mr²Represents a value corresponding to an inertia (e.g., total inertia) associated with first flywheel 302 that is applied to first damping element(s) 314 that is substantially provided by the inertia of first flywheel 302 and a respective plurality of ring(s) 304, 306, 308 (e.g., when ring(s) 304, 306, 308 are coupled or connected to first flywheel 302).

Thus, natural frequency f of first flywheel 302 is based on inertia mr associated with first flywheel 302 applied to first damping element(s) 314²And/or mass m. Thus, if the inertia mr associated with first flywheel 302 is²And/or the mass m changes (e.g., increases or decreases) due to expansion and/or contraction of the ring(s) 304, 306, 308, the natural frequency f of the first flywheel 302 also changes (e.g., increases or decreases). In particular, with the inertia mr associated with first flywheel 302²And/or the mass m decreases due to the expansion of the ring(s) 304, 306, 308, the natural frequency f of the first flywheel 302 increases. By increasing the natural frequency f of first flywheel 302, flywheel assembly 200 is particularly effective at absorbing torsional vibrations and/or sudden rotational motions as the speed of engine 108 increases and/or is relatively high. Instead, with the inertia mr associated with first flywheel 302²And/or the mass m increases due to contraction of the ring(s) 304, 306, 308, the natural frequency f of the first flywheel 302 decreases. By reducing the natural frequency f of first flywheel 302, flywheel assembly 200 is particularly effective in absorbing torsional vibrations and/or sudden rotational motions when the speed of engine 108 is reduced and/or relatively low.

As previously described, the flywheel assembly 200 of FIG. 3 is in its first operational state. That is, one or more of first flywheel 302, ring(s) 304, 306, 308, first damping element(s) 314, third flywheel 322, second damping element(s) 324, housing 326, and/or, more generally, flywheel assembly 200 rotate (e.g., as a result of engine output) relative to axis 204 at a rate that is less than a first example rotational speed (e.g., about 1400RPM), which provides a first operating state of flywheel assembly 200. In particular, when the rotational speed of the flywheel assembly 200 remains below the first rotational speed, the first flywheel 302 experiences a respective inertia and/or mass of all ring(s) 304, 306, 308. That is, when the flywheel assembly 200 is in the first operating state, each of the ring(s) 304, 306, 308 is substantially coupled or connected to the first flywheel 302 as a result of the tension of the respective ring(s) 304, 306, 308, such that the first flywheel 302 supports the ring(s) 304, 306, 308. Thus, the first loop 304 of FIG. 3 is considered to be in a contracted state, the second loop 306 of FIG. 3 is considered to be in a contracted state, and the third loop 308 of FIG. 3 is considered to be in a contracted state. As a result, when in the first operating state, the first flywheel 302 has a first or initial natural frequency defined at least in part by the first, second, and third rings 304, 306, 308. For example, the inertia mr associated with the first flywheel 302 of FIG. 3²And/or the mass m comprises and/or is at least partially represented by the inertia and/or mass of the first ring 304, the inertia of the second ring 306Sex and/or mass, and inertia and/or mass of the third ring 306.

As shown in fig. 3, the first ring 304 includes an inner surface (e.g., curved and/or rounded surface) 342 that engages and/or otherwise directly contacts a first outer surface (e.g., curved and/or rounded surface) 344 of the first flywheel 302. In some examples, the inner surface 342 of the first ring 304 maintains such engagement with the first outer surface 344 of the first flywheel 302 while the rotational speed of the first flywheel assembly 200 relative to the axis 204 remains below the first rotational speed (i.e., the first ring remains substantially in a contracted state). In addition, the first ring 304 includes an outer surface (e.g., curved and/or rounded surface) 346 that is separated and/or spaced apart from a first inner surface (e.g., curved and/or rounded surface) 348 of the second flywheel 310 such that the first ring 304 and the second flywheel 310 form a first example gap (e.g., a relatively small gap and/or a substantially uniform gap) 350.

Further, as shown in fig. 3, second ring 306 includes an inner surface (e.g., curved and/or rounded surface) 352 that engages and/or otherwise directly contacts a second outer surface (e.g., curved and/or rounded surface) 354 of first flywheel 302. Additionally, the second ring 306 of fig. 3 includes an outer surface (e.g., curved and/or rounded surface) 356 that is separate and/or spaced apart from a second inner surface (e.g., curved and/or rounded surface) 358 of the second flywheel 310 such that the second ring 306 and the second flywheel 310 form a second example gap (e.g., a relatively small gap and/or a substantially uniform gap) 360.

Further, as shown in fig. 3, the third ring 308 includes an inner surface (e.g., curved and/or rounded surface) 362 that engages and/or otherwise directly contacts a third outer surface (e.g., curved and/or rounded surface) 364 of the first flywheel 302. Additionally, the third ring 308 includes an outer surface (e.g., curved and/or rounded surface) 366 that is separate and/or spaced apart from a third inner surface (e.g., curved and/or rounded surface) 368 of the second flywheel 310 such that a third example gap (e.g., a relatively small gap and/or a substantially uniform gap) 370 is formed by the third ring 308 and the second flywheel 310.

In some examples, one or more (e.g., all) of the rings 304, 306, 308 of the flywheel assembly 200 have a respective cross-sectional area that is substantially rectangular. As shown in fig. 3, the cross-sectional area of the first ring 304 is rectangular and/or substantially uniform throughout the length of the first ring 304, which provides a greater area where the inner surface 342 of the first ring 304 contacts the first outer surface 344 of the first flywheel 302 and a greater area where the outer surface 346 of the first ring 304 contacts the first inner surface 348 of the second flywheel 310. Similarly, as shown in fig. 3, the cross-sectional area of second ring 306 is rectangular and/or substantially uniform over the entire length of second ring 306, which provides a greater area where inner surface 352 of second ring 306 contacts second outer surface 354 of first flywheel 302 and a greater area where outer surface 356 of second ring 306 contacts second inner surface 358 of second flywheel 310. Similarly, as shown in fig. 3, the cross-sectional area of the third ring 308 is rectangular and/or substantially uniform throughout the length of the third ring 308, which provides a greater area where the inner surface 362 of the third ring 308 contacts the third outer surface 364 of the first flywheel 302 and a greater area where the outer surface 366 of the third ring 308 contacts the third inner surface 368 of the second flywheel 310. Although fig. 3 depicts all of the inertia rings 304, 306, 308 having a particular shape of cross-sectional area, in some examples, one or more of the ring cross-sectional areas are different in shape.

In some examples, first flywheel 302, each of ring(s) 304, 306, 308, second flywheel 310, third flywheel 322, and housing 326 are concentric, as shown in fig. 3. That is, in such an example, the first flywheel 302, each of the ring(s) 304, 306, 308, the second flywheel 310, the third flywheel 322, and the housing 326 are located on the same axis 204.

FIG. 4 is a partial cross-sectional view of the flywheel assembly 200 of FIG. 2, taken along line A-A, illustrating a second example operating state of the flywheel assembly 200. According to the example shown in fig. 4, one or more of first flywheel 302, ring(s) 304, 306, 308, second flywheel 310, first damping element(s) 314, third flywheel 322, second damping element(s) 324, housing 326, and/or, more generally, flywheel assembly 200 rotates (e.g., as a result of engine output) relative to axis 204 at a rate greater than or equal to a first rotational speed (e.g., approximately 1,800RPM) but less than a second example rotational speed (e.g., approximately 1800RPM), which provides a second operational state of flywheel assembly 200. In particular, when the rotational speed of flywheel assembly 200 is maintained substantially between the first rotational speed and the second rotational speed, first flywheel 302 experiences all of the inertia and/or mass of respective second ring 306 and third ring 308, but not all of the inertia and/or mass of first ring 304. That is, when the flywheel assembly 200 is in the second operating state, only the second and third rings 306, 308 are substantially coupled or connected to the first flywheel 302 due to the tension of the respective second and third rings 306, 308 such that the first flywheel 302 supports the second and third rings 306, 308.

On the other hand, when the flywheel assembly 200 is in the second operating state, the first ring 304 expands (e.g., the diameter or radius 400 of the first ring 304 increases) to substantially disengage or disconnect from the first flywheel 304 due to the centrifugal or rotational forces experienced by the first ring 304. That is, such centrifugal or rotational forces cause the first ring 304 to change from the contracted state to the expanded state. Due to this expansion of first ring 304, inertia mr associated with first flywheel 302 as flywheel assembly 200 changes and/or transitions from the first operating state to the second operating state²And/or the mass m decreases. In this manner, the natural frequency f of first flywheel 302 increases as flywheel assembly 200 changes and/or transitions from the first operating state to the second operating state, which improves the damping performance of flywheel assembly 200 at engine speeds corresponding to the second operating state of flywheel assembly 200. In other words, according to the example shown in fig. 4, the first natural frequency of the first flywheel 302 becomes the second natural frequency that is greater than the first natural frequency.

Further, in some examples, the first ring 304 is configured to expand sufficiently to disengage the first flywheel 302 when the rotational speed of the first ring 304 is equal to or higher than the first rotational speed, which provides a fourth example gap (e.g., a relatively small gap and/or a substantially uniform gap) 402 formed by and/or defined between the first ring 304 and the first flywheel 302. In some such examples, the first ring 304 floats between the first and second flywheels 302, 310 until the rotational speed of the first ring 304 is further reduced or increased. For example, if the rotational speed of the first ring 304 is further increased, the first ring 304 expands further to engage and/or otherwise directly contact the second flywheel 310. In such an example, the first ring 304 remains engaged with the second flywheel 310 until the rotational speed of the first ring 304 decreases and/or is less than the first rotational speed (i.e., the first ring 304 remains substantially in the expanded state).

As shown in fig. 4, the inner surface 352 of the second ring 306 still engages and/or directly contacts the second outer surface 354 of the first flywheel 302. In some examples, inner surface 352 of second ring 306 maintains such engagement with second outer surface 354 of first flywheel 302 while the rotational speed of flywheel assembly 200 remains below the second rotational speed (i.e., second ring 306 remains substantially in the contracted state). Moreover, inner surface 362 of third ring 308 still engages and/or directly contacts third outer surface 364 of first flywheel 302. However, the inner surface 342 of the first ring 304 is separated and/or spaced apart from the first outer surface 344 of the first flywheel 302 to provide the fourth gap 402. That is, when flywheel assembly 200 operates in the first operating condition, a first gap 350 existing between first ring 304 and first outer surface 348 of second flywheel 310 is closed. Further, the outer surface 346 of the first ring 304 engages and/or directly contacts the first inner surface 348 of the second flywheel 310 such that the second flywheel 310 bears the inertia and/or mass of the first ring 304. Thus, according to the example shown in fig. 5, when flywheel assembly 200 changes and/or transitions from the first operating state to the second operating state, the inertia and/or mass of first ring 304 is transferred or transferred from first flywheel 302 to second flywheel 310.

FIG. 5 is another partial cross-sectional view of the flywheel assembly 200 of FIG. 2, taken along line A-A, illustrating a third example operating state of the flywheel assembly 200. According to the example shown in fig. 5, one or more of first flywheel 302, ring(s) 304, 306, 308, second flywheel 310, first damping element(s) 314, third flywheel 322, second damping element(s) 324, housing 326, and/or, more generally, flywheel assembly 200 rotate (e.g., as a result of engine output) relative to axis 204 at a rate greater than or equal to the second rotational speed (e.g., about 1800RPM) but less than a third example rotational speed (e.g., about 2300RPM), which provides a third operating state of flywheel assembly 200. In particular, when the rotational speed of flywheel assembly 200 is maintained substantially between the second rotational speed and the third rotational speed, first flywheel 302 experiences all of the inertia and/or mass of third ring 308, but not all of the inertia and/or mass of respective first ring 304 and second ring 306. That is, when flywheel assembly 200 is in the third operating state, only third ring 308 is substantially coupled or connected to first flywheel 302 due to the tension of third ring 308 such that first flywheel 302 supports third ring 308.

On the other hand, when the flywheel assembly 200 is in the second operating condition, the second ring 306 expands (e.g., the diameter or radius 500 of the second ring 306 increases) to substantially disengage or disconnect from the first flywheel 304 due to centrifugal or rotational forces experienced by the second ring 306. That is, such centrifugal or rotational forces cause the second ring 306 to change from the contracted state to the expanded state. Due to this expansion of second ring 306, inertia mr associated with first flywheel 302 as flywheel assembly 200 changes and/or transitions from the second operating state to the third operating state²And/or the mass m is further reduced. In this manner, the natural frequency f of first flywheel 302 is further increased when flywheel assembly 200 changes and/or transitions from the second operating state to the third operating state, which further improves the damping performance of flywheel assembly 200 at engine speeds corresponding to the third operating state of flywheel assembly 200. In other words, the second natural frequency of the first flywheel 302 becomes a third natural frequency that is greater than the second natural frequency.

Further, in some examples, the second ring 306 is configured to expand sufficiently to disengage the first flywheel 302 when the rotational speed of the first ring 306 is equal to or higher than the second rotational speed, which provides a fifth example gap (e.g., a relatively small gap and/or a substantially uniform gap) 502 formed by and/or defined between the second ring 306 and the first flywheel 302. In some such examples, the second ring 306 floats between the first and second flywheels 302, 310 until the rotational speed of the second ring 306 is further reduced or increased. For example, if the rotational speed of the second ring 306 is further increased, the second ring 306 expands further to engage and/or otherwise directly contact the second flywheel 310. In such an example, the second ring 306 remains engaged with the second flywheel 310 until the rotational speed of the second ring 306 decreases and/or is less than the second rotational speed (i.e., the second ring 306 remains substantially in the expanded state).

As shown in fig. 5, inner surface 362 of third ring 308 still engages and/or directly contacts third outer surface 364 of first flywheel 302. In some examples, inner surface 362 of third ring 308 maintains such engagement with third outer surface 364 of first flywheel 302 while the rotational speed of flywheel assembly 200 is less than the third rotational speed (i.e., third ring 308 remains substantially in a contracted state). However, the inner surface 352 of the second ring 306 is separated and/or spaced apart from the second outer surface 354 of the first flywheel 302 to provide the fifth gap 502. That is, when the flywheel assembly 200 is in the first and second operating states, the second gap 360 that exists between the second ring 306 and the second flywheel 310 is closed. Additionally, the outer surface 356 of the second ring 306 engages and/or directly contacts the second inner surface 358 of the second flywheel 310 such that the second flywheel 310 bears the inertia and/or mass of the second ring 306. In other words, according to the example shown in fig. 5, when flywheel assembly 200 changes and/or transitions from the second operating state to the third operating state, the inertia and/or mass of second ring 306 is transferred or transferred from first flywheel 302 to second flywheel 310. Further, the outer surface 346 of the first ring 304 of fig. 5 still engages and/or directly contacts the first inner surface 348 of the second flywheel 310.

FIG. 6 is another partial cross-sectional view of the flywheel assembly 200 of FIG. 2, taken along line A-A, illustrating a fourth example operating state of the flywheel assembly 200. According to the example shown in fig. 6, one or more of first flywheel 302, ring(s) 304, 306, 308, second flywheel 310, first damping element(s) 314, third flywheel 322, second damping element(s) 324, housing 326, and/or, more generally, flywheel assembly 200 rotate (e.g., as a result of engine output) relative to axis 204 at a rate greater than or equal to a third rotational speed (e.g., about 2300RPM), which provides a fourth operating state of flywheel assembly 200. In particular, when the rotational speed of flywheel assembly 200 remains equal to or higher than the third rotational speed, first flywheel 302 does not experience all of the inertia and/or mass of the respective first ring 304, second ring 306, third ring 308. That is, when the flywheel assembly 200 is in the fourth operating state, none of the rings 304, 306, 308 are substantially coupled or connected to the first flywheel 302, which results from the centrifugal or rotational forces experienced by the respective inertia rings 304, 306, 308.

Particularly low, when the flywheel assembly 200 is in the fourth operating state, the third ring 308 expands (e.g., the diameter or radius 600 of the third ring 308 increases) to substantially disengage or disconnect from the first flywheel 304 due to centrifugal or rotational forces experienced by the third ring 308. That is, such centrifugal or rotational forces cause the third ring 308 to change from the contracted state to the expanded state. Due to this expansion of third ring 308, inertia mr associated with first flywheel 302 as flywheel assembly 200 changes and/or transitions from the third operating state to the fourth operating state²And/or the mass m is further reduced. In this manner, the natural frequency f of first flywheel 302 is further increased when flywheel assembly 200 changes and/or transitions from the third operating state to the fourth operating state, which further improves the damping performance of flywheel assembly 200 at engine speeds corresponding to the fourth operating state of flywheel assembly 200. In other words, the third natural frequency of the first flywheel 302 becomes the fourth natural frequency that is greater than the third natural frequency.

Further, in some examples, the third ring 308 is configured to expand sufficiently to disengage the first flywheel 302 when the rotational speed of the third ring 306 is equal to or higher than the third rotational speed, which provides a sixth example gap (e.g., a relatively small gap and/or a substantially uniform gap) 602 formed by and/or defined between the third ring 308 and the first flywheel 302. In some such examples, the third ring 308 floats between the first and second flywheels 302, 310 until the rotational speed of the third ring 308 is further reduced or increased. For example, if the rotational speed of the third ring 308 is further increased, the third ring 308 expands further to engage and/or otherwise directly contact the second flywheel 310. In such an example, the third ring 308 remains engaged with the second flywheel 310 until the rotational speed of the second ring 306 is less than the second rotational speed (i.e., the third ring 308 remains substantially in the expanded state).

As shown in fig. 6, inner surface 362 of third ring 308 is separated and/or spaced apart from third outer surface 364 of first flywheel 302 to provide sixth gap 602. That is, the third gap 370 that exists between the third ring 308 and the second flywheel 310 is closed when the flywheel assembly 200 is in the first, second, and third operating states. Further, the outer surface 366 of the third ring 308 engages and/or directly contacts the third inner surface 368 of the second flywheel 310 such that the second flywheel 310 bears the inertia and/or mass of the third ring 308. In other words, according to the example shown in fig. 6, when the flywheel assembly 200 changes and/or transitions from the third operating state to the fourth operating state, the inertia and/or mass of the third ring 308 is transferred or transferred from the first flywheel 302 to the second flywheel 310. In addition, the outer surface 356 of the second ring 304 of fig. 6 still engages and/or directly contacts the second inner surface 358 of the second flywheel 310. Further, the outer surface 346 of the first ring 304 of fig. 6 still engages and/or directly contacts the first inner surface 348 of the second flywheel 310.

3-6 depict flywheel assembly 200 having three inertia rings 304, 306, 308, in some examples, flywheel assembly 200 is implemented with a single inertia ring or more than three (e.g., 4, 5, 6, etc.) inertia rings. In some examples where the flywheel assembly 200 includes a plurality of inertia rings 304, 306, 308, the plurality of inertia rings 304, 306, 308 are configured to sequentially disengage or disconnect from the first flywheel 302 according to a first order as the rotational speed of the flywheel assembly 200 increases. For example, when the rotational speed of the respective inertia ring 304, 306, 308 increases and/or is equal to or higher than the first rotational speed, the first ring 304 first substantially expands (e.g., the radius 400 of the first ring 304 increases due to centrifugal or rotational forces) to separate or break away from the first flywheel 302, thereby increasing the natural frequency f of the first flywheel 302. Then, in this example, as the rotational speed of the respective inertia ring 304, 306, 308 further increases and/or is at or above the second rotational speed, the second ring 306 substantially expands (e.g., the radius 500 of the second ring 306 increases due to centrifugal or rotational forces) to separate or break away from the first flywheel 302, thereby further increasing the natural frequency f of the first flywheel. Then, in this example, as the rotational speed of the respective inertia ring 304, 306, 308 further increases and/or is at or above the third rotational speed, the third ring 308 substantially expands (e.g., the radius 600 of the third ring 308 increases due to centrifugal or rotational forces) to separate or break away from the first flywheel 302, thereby further increasing the natural frequency f of the first flywheel 302.

Conversely, in such an example, the plurality of inertia rings 304, 306, 308 are configured to continuously re-couple or reconnect to the first flywheel 302 according to a second sequence, opposite the first sequence, as the rotational speed of the flywheel assembly 200 decreases. For example, as the rotational speed of the respective inertia ring 304, 306, 308 decreases and/or is lower than the third rotational speed, the third ring 308 first substantially contracts (e.g., the radius 600 of the third ring 308 decreases due to ring tension) to recouple or reconnect to the first flywheel 302, thereby reducing the natural frequency f of the first flywheel 302. Then, in this example, as the rotational speed of the inertia rings 304, 306, 308 is further reduced and/or lower than the second rotational speed, the second ring 306 also substantially contracts (e.g., the radius 500 of the second ring 306 decreases due to ring tension) to recouple or reconnect to the first flywheel 302, thereby further reducing the natural frequency f of the first flywheel 302. Then, in this example, as the rotational speed of the respective inertia ring 304, 306, 308 is further reduced and/or below the first rotational speed, the first ring 304 also substantially contracts (e.g., the radius 400 of the first ring 304 decreases due to ring tension) to recouple or reconnect to the first flywheel 302, thereby further reducing the natural frequency f of the first flywheel 302.

FIG. 7 is a cross-sectional view of the flywheel assembly 200 of FIG. 2, taken along line A-A, showing the ring cavities 336, 338, 340 of the flywheel assembly 200. According to the example shown in fig. 7, the inertia ring(s) 304, 306, 308 have been removed from the respective ring cavities 336, 338, 340 for clarity. Specifically, the ring cavities 336, 338, 340 of fig. 7 are positioned at or near different radii associated with the first and second flywheels 302, 310 and/or are positioned radially outward relative to the axis 204. For example, first annulus 336 is located at or near a first example radius 700 associated with first and second flywheels 302, 310. Further, the second annulus 338 is located at or near a second example radius 702 associated with the first and second flywheels 302, 310, the second example radius 702 being less than the first radius 700. Further, the third annulus 340 is located at or near a third example radius 704 associated with the first and second flywheels 302, 310, the third example radius 704 being smaller than the first and second radii 700, 702.

In some examples, the annulus 336, 338, 340 extends completely around and/or otherwise around the first flywheel 302 and/or the second flywheel 310. In some examples, the ring cavities 336, 338, 340 are substantially aligned with one another. Although fig. 7 depicts the annuli 336, 338, 340 having a particular positioning and/or configuration, in some examples, the annuli 336, 338, 340 are implemented differently. For example, the ring cavities 336, 338, 340 may be offset from one another. In another example, the annuli 336, 338, 340 may be positioned substantially along the axis 204 at or near the same radius associated with the first and second flywheels 302, 310 such that the annuli 336, 338, 340 are adjacent to each other.

Moreover, in some examples, the ring pockets 336, 338, 340 are sized, shaped, configured, and/or otherwise configured to prevent the respective rings 304, 306, 308 from exiting the pockets 336, 338, 340 by moving in a first direction (e.g., horizontal direction) 706 and/or a second direction (e.g., horizontal direction) 708 opposite the first direction 706 along the axis 204. As shown in FIG. 7, the first flywheel 302 includes a first example wall 710 and a second example wall 712 that is positioned on the first wall 710. In addition, the second flywheel 310 of fig. 7 includes a third example wall 714 and a fourth example wall 716 located on the third wall 714. In such an example, the first, second, third, and fourth walls 710, 712, 714, 716 form and/or define the first annulus 336. In particular, if the first ring 304 slides and/or otherwise moves in the first or second directions 706, 708 during operation of the engine 108, the first ring 304 abuts the first or third walls 710, 714, which prevents the first ring 304 from exiting the first ring cavity 336.

The second wall 712 of fig. 7 extends along the axis 204 toward the second flywheel 310 to form and/or define a first outer surface 344 of the first flywheel 302. As shown in fig. 7, the second wall 712 has an end 718 that is spaced a relatively small distance from the third wall 714, which allows the first flywheel 302 to rotate relative to the second flywheel 310 without contacting and/or interfering with the second flywheel 310. Further, a fourth wall 716 of fig. 7 extends along the axis 204 toward the first flywheel 302 to form and/or define a first inner surface 348 of the second flywheel 310. As shown in fig. 7, fourth wall 716 has an end 720 that is spaced a relatively small distance from first wall 710, which allows second flywheel 310 to rotate relative to first flywheel 302 without contacting and/or interfering with first flywheel 302.

In some examples, the first wall 710 is substantially perpendicular relative to the second wall 712, as shown in fig. 7. Thus, the first and second walls 710, 712 of fig. 7 are L-shaped. Similarly, in some examples, the third wall 714 is substantially perpendicular relative to the fourth wall 716, as shown in fig. 7. Thus, the third and fourth walls 714, 716 of fig. 7 are L-shaped.

Although fig. 7 depicts first, second, third, and fourth walls 710, 712, 714, 716 associated with the first annulus 336, in some examples, these aspects apply equally to one or more (e.g., all) of the other annuli 338, 340. For example, each of second annulus 338 and third annulus 340 may be formed and/or defined by two walls of first flywheel 302 and two walls of second flywheel 310, as shown in fig. 7.

Fig. 8 and 9 are views of a fourth example inertia ring 800 according to the teachings of the present disclosure. In some examples, fourth inertia ring 800 corresponds to one or more (e.g., all) of inertia ring(s) 304, 306, 308 of flywheel assembly 200, and/or is otherwise used to implement flywheel assembly 200. For example, the fourth ring 800 may be located on the first flywheel 302 and/or within one of the ring cavities 336, 338, 340. Thus, according to the example shown in fig. 8 and 9, the fourth inertia ring 800 is configured to expand and/or contract based on a rotational speed of the fourth inertia ring 800 relative to the axis 204, which changes the first flywheel302 inertia mr²And/or mass m, and thus changes the natural frequency f of first flywheel 302 during operation of engine 108.

In some examples, to better enable the fourth ring 800 to expand when rotated relative to the axis 204, the fourth ring 800 includes an example aperture 802 located thereon, as shown in fig. 8. In some such examples, the aperture 802 extends completely through a portion of the fourth ring 800 to define first and second ends 804, 806 of the first ring 304, the first and second ends 804, 806 being spaced apart from one another to form a seventh example gap (e.g., a relatively small gap and/or a substantially uniform gap) 808. Thus, in such an example, the fourth ring 800 is c-shaped. Thus, when the fourth ring 800 begins to expand due to the centrifugal or rotational forces experienced by the fourth ring 800, the first end 804 and the second end 806 move away from each other to increase the diameter or radius 810 of the fourth ring 800. Conversely, as the fourth ring 800 begins to contract due to tension in the fourth ring 800, the first end 804 and the second end 806 move toward each other to decrease the radius 810.

Additionally, in some examples, to facilitate controlling expansion of the fourth ring 800 and/or contraction of the fourth ring 800, the fourth ring 800 includes a first example biasing element (e.g., a spring) 812, the first example biasing element 812 coupled to and/or disposed between the first and second ends 804, 806 of the fourth ring 800, as represented by the dotted/dashed lines of fig. 5. As shown in FIG. 8, a first biasing element 812 is positioned in the aperture 802. In particular, the first biasing element 812 of fig. 8 provides tension to the fourth ring 800.

Additionally, in some examples, to similarly facilitate controlling expansion of the fourth ring 800 and/or contraction of the fourth ring 800, the fourth ring 800 includes example recessed regions (e.g., notches) 900 located thereon, as shown in fig. 9. For example, the recessed area 900 of fig. 9 is positioned relative to the first and second ends 804, 806 of the fourth ring 800 such that the recessed area 900 and the first and second ends 804, 806 are positioned along substantially the same axis. As a result, the recessed region 900 better enables the fourth ring 800 to bend to change the radius 810 of the fourth ring 800 by reducing the strength and/or stiffness of the fourth ring 800 (i.e., by weakening the fourth ring 800). In other words, recessed region 900 better enables first and second ends 804, 806 to move relative to one another, which changes (e.g., increases and/or decreases) the size of seventh gap 808. In some examples, the recessed region 900 is located on an outer surface 902 of the fourth ring 800 and extends radially inward relative to the axis 204, as shown in fig. 9. Additionally or alternatively, in some examples, the recessed region 900 (and/or a different recessed region) is located on an inner surface 904 of the fourth ring 800 and extends radially outward relative to the axis 204.

Fig. 10 is a view of a fifth example inertia ring 1000 according to the teachings herein. In some examples, fifth inertia ring 1000 corresponds to one or more (e.g., all) of inertia ring(s) 304, 306, 308 of flywheel assembly 200, and/or is otherwise used to implement flywheel assembly 200. For example, fifth inertia ring 1000 may be located on first flywheel 302 and/or within one of ring cavities 336, 338, 340. Thus, according to the example shown in fig. 10, fifth inertia ring 1000 is configured to expand and/or contract based on a rotational speed of fifth inertia ring 800 relative to axis 204, which changes an inertia mr of first flywheel 302²And/or mass m, and thus changes the natural frequency f of first flywheel 302 during operation of engine 108.

The fifth ring 1000 of fig. 10 includes a plurality (e.g., 2, 3, 4, etc.) of example portions (e.g., semi-circular portions) 1002, 1004, two of which (i.e., a first portion 1002 and a second portion 1004) are shown in this example, movably or non-fixedly coupled together. As shown in fig. 10, the first and second portions 1002, 1004 of the fifth ring 1000 are each c-shaped. In particular, to facilitate controlling movement of the portions 1002, 1004 of the fifth ring 1000 toward and/or away from each other (i.e., to facilitate controlling expansion and/or contraction of the fifth ring 1000) as the fifth ring 1000 rotates, the fifth ring 1000 includes one or more example biasing elements (e.g., one or more springs, such as extension spring (s)) 1006, 1008 coupled to and/or interposed between the portions 1002, 1004 of the fifth ring, two of which (i.e., the second biasing element 1006 and the third biasing element 1008) are shown in this example. In some examples, the second biasing element 1006 is coupled to and/or disposed between the first ends 1010, 1012 of the respective portions 1002, 1004. Further, in such examples, the third biasing element 1008 is coupled to and/or interposed between the second ends 1014, 1016 of the respective portions 1002, 1004. As a result, the second and third biasing elements 1006, 1008 provide tension to the fifth ring 1000 and/or portions 1002, 1004 thereof.

FIG. 11 is an example graph 1100 illustrating data corresponding to the operation of flywheel assembly 200 of FIG. 2. According to the example shown in fig. 11, graph 1100 includes a first example axis (e.g., x-axis) 1102 corresponding to a rotational speed (e.g., in RPM) of flywheel assembly 200 and/or engine 108. The graph 1100 of FIG. 11 also includes a second example axis (e.g., y-axis) 1104 corresponding to an isolation ratio that represents torsional vibrations and/or sudden rotational motion experienced by the gearbox 208 of the drive train 112.

As shown in FIG. 11, the graph 1100 includes a first example graph 1106 (shown in dotted/dashed lines in FIG. 11) that corresponds to operation of the flywheel assembly 200 with the first ring 304, the second ring 306, and the third ring 308 when the vehicle 100 is in the first drive mode (i.e., cylinder deactivation deactivated release). In particular, a first curve 1106 represents flywheel assembly 200 rotating at an increased rate relative to axis 204 (e.g., resulting from engine output). Thus, the first curve 1106 moves from left to right in the direction of fig. 11.

The first curve 1106 of fig. 11 includes one or more example inflection points 1108, 1110, 1112, three of which (i.e., a first inflection point 1108, a second inflection point 1110, and a third inflection point 1112) are shown in this example. According to the example shown in FIG. 11, first inflection point 1108 corresponds to flywheel assembly 200 changing and/or transitioning from its first operating state to a second operating state. Thus, in some examples, the first inflection point 1108 corresponds to a first rotational speed. Further, a second inflection point 1110 corresponds to a change and/or transition of flywheel assembly 200 from its second operating state to a third operating state. Thus, in some examples, the second inflection point 1110 corresponds to a second rotational speed. Further, a third inflection point 1112 corresponds to flywheel assembly 200 changing and/or transitioning from its third operating state to a fourth operating state. Thus, in some examples, the third inflection point 1112 corresponds to the third rotational speed.

As shown in FIG. 11, the isolation ratio decreases immediately or to the right (in the orientation of FIG. 11) after each of the first, second, and third inflection points 1108, 1110, 1112 of the first curve 1106 due to the inertia mr associated with the first flywheel 302²And/or a decrease in mass m and/or an increase in the natural frequency f of the first flywheel 302. In particular, as the first ring 304 expands, the first curve 1106 includes a first example region (e.g., engine speed range) 1114 defined between first and second inflection points 1108, 1110 in which the amplitude or strength of the torsional vibrations and/or sudden rotational motion experienced by the gearbox 208 is substantially reduced. Further, in some examples, as the second ring 306 expands, the first curve 1106 also includes a second example region (e.g., engine speed range) 1116 defined between the second and third inflection points 1110, 1112 in which the amplitude or strength of the torsional vibrations and/or sudden rotational motion experienced by the gearbox 208 is substantially reduced. Further, in some examples, as the third ring 308 expands, the first curve 1106 also includes a third example region (e.g., engine speed range) 1118 partially defined by a third inflection point 1112, wherein the amplitude or strength of the torsional vibrations and/or sudden rotational motion experienced by the gearbox 208 is substantially reduced.

Additionally, in some examples, the graph 1100 also includes a second example graph 1120 (shown in dotted/dashed lines in fig. 11) that corresponds to operation of the flywheel assembly 200 with the first, second, and third rings 304, 306, 308 when the vehicle 100 is in the second drive mode (i.e., cylinder deactivation engagement). In particular, a second curve 1120 represents flywheel assembly 200 rotating at an increased rate relative to axis 204 (e.g., as a result of engine output). Accordingly, the second curve 1120 moves from left to right in the direction of fig. 11.

Similar to the first curve 1106, the second curve 1120 of fig. 11 includes one or more example inflection points 1122, 1124, 1126, three of which are shown in this example (i.e., a fourth inflection point 1122, a fifth inflection point 1124, and a sixth inflection point 1126). According to the example shown in fig. 11, third inflection point 1122 corresponds to flywheel assembly 200 changing and/or transitioning from its first operating state to a second operating state. Thus, in some examples, the third inflection point 1122 corresponds to the first rotational speed. Further, a fifth inflection point 1124 corresponds to a change and/or transition of the flywheel assembly 200 from its second operating state to a third operating state. Thus, in some examples, the fifth inflection point 1124 corresponds to the second rotational speed. Further, a sixth inflection point 1126 corresponds to flywheel assembly 200 changing and/or transitioning from its third operating state to a fourth operating state. Thus, in some examples, the sixth inflection point 1126 corresponds to the third rotational speed.

As shown in FIG. 11, similar to the first curve 1106, the isolation ratio decreases immediately after each of the fourth, fifth, and sixth inflection points 1122, 1124, 1126 of the second curve 1120 or decreases to the right (in the orientation of FIG. 11) due to the inertia mr of the first flywheel 302²And/or the mass m decreases and/or the natural frequency f of the first flywheel 302 increases. In particular, flywheel assembly 200 provides a greater range of engine speeds than first curve 1106, with significantly less torsional vibration and/or sudden rotational movement experienced by gearbox 208. Therefore, when vehicle 100 is operating in the second drive mode, the damping performance of flywheel assembly 200 is further improved.

In some examples, one or more of the first, second, and third rings 304, 306, 308 of fig. 3-6, the fourth ring 800 of fig. 8 and 9, and/or the fifth ring 1000 of fig. 11 are constructed of one or more metals having suitable mechanical properties and/or characteristics, such as spring steel. Specifically, one or more of the rings 304, 306, 308, 800, 1000 and/or components associated therewith (e.g., one or more biasing elements 812, 1006, 1008) are sized, shaped, configured, and/or configured such that: when the ring(s) 304, 306, 308, 800, 100 rotate at or near a particular rotational speed (e.g., 1400RPM, 1800RPM, 2300RPM) and/or within a range of rotational speeds (e.g., from about 1350 to about 1450RPM, from about 1750 to about 1850RPM, from about 2250 to about 2350PRM, etc.) relative to the axis 208, each ring 304, 306, 308, 800, 1000 substantially expands and/or contracts to change the natural frequency of the first flywheel 300. As such, the aforementioned rotational speeds (e.g., first rotational speed, second rotational speed, third rotational speed, etc.) are associated with flywheel assembly 200, and the change and/or transition of flywheel assembly 200 between its operating states is predetermined. Thus, in some examples, one or more of the inertia ring(s) 304, 306, 308, 800, 1000 and/or components associated therewith are shaped, sized, configured and/or otherwise configured differently to provide one or more other predetermined rotational speeds for flywheel assembly 200 in addition to or instead of the first rotational speed, the second rotational speed and/or the third rotational speed.

It will be appreciated that the flywheel arrangement for a vehicle disclosed in the foregoing description provides a number of advantages. Examples disclosed herein provide a flywheel assembly (e.g., DMF) having one or more removable inertia rings configured to change a natural frequency associated with the flywheel assembly during vehicle engine operation, which improves damping performance of the flywheel assembly through a substantially wide range of engine speeds.

Although certain example apparatus and articles of manufacture have been disclosed herein, the scope of coverage of this patent is not limited thereto. Obviously, many modifications and variations are possible in light of the above teaching. It is, therefore, to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described herein.

Accordingly, the foregoing discussion discloses and describes merely exemplary embodiments of the present invention. As will be understood by those skilled in the art, the present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. Accordingly, the disclosure of the present invention is intended to be illustrative, but not limiting, of the scope of the invention, as well as other claims. The present disclosure, including any readily discernible variants of the teachings herein, defines, in part, the scope of the foregoing claim terminology such that no inventive subject matter is dedicated to the public.