CN210565889U - Shock-absorbing device - Google Patents
Shock-absorbing device Download PDFInfo
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- CN210565889U CN210565889U CN201920788020.8U CN201920788020U CN210565889U CN 210565889 U CN210565889 U CN 210565889U CN 201920788020 U CN201920788020 U CN 201920788020U CN 210565889 U CN210565889 U CN 210565889U
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Abstract
The utility model provides a can ensure stable hysteresis characteristic for a long time to can prevent resonant production or absorb the damping device of vibration near torsion angle 0. A hysteresis mechanism (9) provided in a damper device (1) is configured by including a first thrust plate (10) and a first friction plate (11) interposed between a flange portion (2A) of a hub (2) and a disk plate (3), and a second thrust plate (12) and a second friction plate (13) interposed between the flange portion (2A) of the hub (2) and a sub disk plate (4), the second thrust plate (12) being disposed so as to be relatively rotatable and slidable in an axial direction with respect to the sub disk plate (4) within a predetermined angular range, a centrifugal thrust piston (16) movable in a radial direction being interposed between the second thrust plate (12) and the sub disk plate (4), and a return spring (17) urging the centrifugal thrust piston radially inward.
Description
Technical Field
The utility model relates to a damping device for absorbing the moment of torsion change among the power transmission system.
Background
For example, in a power transmission device of a vehicle using an engine as a drive source, a friction clutch is widely used which disconnects and connects transmission of an output torque of the engine to a transmission, and the friction clutch is provided with a damper device (damper disc) which absorbs torque fluctuation of the engine and transmits the torque to the transmission (see, for example, patent document 1).
The damper device of patent document 1 is configured such that a pair of side plates (a first side plate and a second side plate) are relatively rotatably supported by a hub (hub) connected to a transmission shaft as a driven shaft, and a compression coil spring as a torque transmission elastic member is accommodated in windows formed in a flange portion integrally formed with an outer periphery of the hub and the pair of side plates, respectively. Further, a first hysteresis mechanism that generates a small hysteresis (hysteresis) and a second hysteresis mechanism that generates a large hysteresis having a value larger than the small hysteresis are provided between the side plate and the hub. The first hysteresis mechanism includes a pair of control plates that support the low friction member at a position abutting against the flange portion of the hub, and generates a small hysteresis in a rotation allowable section in which rotation is allowed by biasing the low friction member toward the hub side. The second hysteresis mechanism biases the high friction member toward the side plate via a thrust member inserted on the side plate, thereby generating a large hysteresis.
Further, a connecting pin (connecting member) for connecting the pair of control plates is inserted through a hole or a notch formed in the flange portion of the hub. The relative rotation angle of the hub and the pair of control plates is regulated by the contact (collision) of the coupling pins with the holes or the notches. The allowable rotation interval of the first hysteresis mechanism is set by a play between the connecting pin and the hole or the notch.
In the damper device configured as described above, for example, the output torque of the engine is transmitted to the transmission shaft from the side plate pressed against the flywheel (flywheel) as the drive shaft via the packing (damping) via the compression coil spring and the hub. The compression coil spring is elastically deformed by the relative rotation of the side plate with respect to the hub, absorbs torque variation by the elastic deformation of the compression coil spring, and transmits output torque from the engine to the shift shaft in a state where a shock generated by the torque variation is alleviated.
In this way, the conventional damper device is provided with a hysteresis mechanism, and generates a large hysteresis for effectively absorbing a large torque variation generated when the friction clutch is disconnected or connected, and a small hysteresis for effectively absorbing a small torque variation such as a torque variation of the engine.
Fig. 7 shows an example of the structure of the hysteresis mechanism that can generate large hysteresis and small hysteresis as described above.
That is, fig. 7 is a partial sectional view showing an example of a hysteresis mechanism of a conventional damper device, and the illustrated hysteresis mechanism 109 includes: a first thrust plate 110 interposed between the flange portion 102A of the hub 102 and the disc plate 103; a high-friction-coefficient friction material plate 111 interposed between the first thrust plate 110 and the flange portion 102A of the hub 102; a first low-friction-coefficient friction material plate 113 interposed between the first thrust plate 110 and the disc plate 103; a second thrust plate 112 interposed between the flange portion 102A and the sub disc plate 104; and a second low-friction-coefficient friction material plate 118 interposed between the second thrust plate 112 and the flange portion 102A. Here, the hook portion 110a formed in the first thrust plate 110 is engaged with the angular hole 103a formed in the disc plate 103, the circumferential width of the angular hole 103a is set larger than the circumferential width of the hook portion 110a, and the first thrust plate 110 and the disc plate 103 are relatively rotatable within an angular range θ in which the hook portion 110a is movable within the angular hole 103 a. In contrast, the hook portion 112a formed in the second thrust plate 112 is fitted into the notch 104a formed in the sub disc plate 104, and the second thrust plate 112 and the sub disc plate 104 rotate integrally.
In the hysteresis mechanism 109 configured as described above, when the torque variation is small and the disc plate 103 and the sub disc plate 104 rotate relative to the hub 102 within the range of the predetermined angle θ (the angle at which the first thrust plate 110 can rotate relative to the disc plate 103), the second low-friction-coefficient friction material plate 118 and the second thrust force rotating integrally with the sub disc plate 104 rotate togetherSince the plate 112 and the flange portion 102A of the hub 102 perform sliding friction and the first low-friction-coefficient friction material plate 113 performs sliding friction with the first thrust plate 110 and the disk plate 103, a small hysteresis H is generated as shown by the torque-torsion angle characteristic in fig. 81。
Further, when the torque variation is large and the disc plate 103 and the sub disc plate 104 rotate relative to the hub 102 over the range of the predetermined angle θ, the second low-friction-coefficient friction material plate 118 makes sliding friction with the second thrust plate 112 and the flange portion 102A of the hub 102 that rotate integrally with the sub disc plate 104, and the high-friction-coefficient friction material plate 111 makes sliding friction with the first thrust plate 110 and the flange portion 102A of the hub 102, so that a large hysteresis H shown in fig. 8 is generated2。
[ Prior art documents ]
[ patent document ]
Patent document 1: japanese patent No. 4747875
SUMMERY OF THE UTILITY MODEL
[ problem to be solved by the utility model ]
However, in the hysteresis mechanism 109 shown in fig. 7, the coil spring 114 is used as a spring member for pressing the second thrust plate 112 against the low-friction-coefficient friction material plate 118, and therefore if the coil spring 114 or the second low-friction-coefficient friction material plate 118 is worn or deformed, there are problems as follows: the pressing load on the second low-friction-coefficient friction material plate 118 by the second thrust plate 112 decreases with time, and the hysteresis characteristic cannot be maintained constant for a long period of time.
In the damping system of the hysteresis mechanism 109 shown in fig. 7, there is no viscous damping component depending on the velocity (c · dx/dt: c is a viscous damping constant, x is a displacement, and t is time), and therefore there is a problem that there is a region where resonance cannot be suppressed.
Further, in the hysteresis mechanism 109 shown in fig. 7, as shown in fig. 8, the difference in the forward and reverse torque steps is relatively large in the vicinity of the torsion angle 0, and therefore there is also a problem that there is a region where vibration cannot be absorbed.
The present invention has been made in view of the above problems, and an object of the present invention is to provide a damper device capable of preventing the occurrence of resonance or absorbing vibration near the torsion angle 0 while ensuring stable hysteresis characteristics for a long period of time.
[ means for solving problems ]
In order to achieve the above object, the present invention provides a damping device 1, which includes: a hub 2 connected to the driven shaft 20; a disk plate 3 which is detachably connected to a drive shaft 30 and is relatively rotatably supported on the hub 2 on one side of a flange portion 2A integrally formed on the outer periphery of the hub 2; a sub disc plate 4 supported on the hub 2 so as to be relatively rotatable on the other side of the flange portion 2A of the hub 2, and coupled to the disc plate 3; a torque transmission elastic member 5 housed in windows 3a, 4a, and 2b formed in the flange portion 2A of the hub 2 and the disc plate 3 and the sub disc plate 4, respectively; and a hysteresis mechanism 9 interposed in the axial direction between the flange portion 2A of the hub 2 and the disc plate 3 and the sub disc plate 4; in the shock absorbing device 1: the hysteresis mechanism 9 includes the following components: a first thrust plate 10 and a first friction plate 11 interposed between the flange portion 2A of the hub 2 and the disc plate 3; and a second thrust plate 12 and a second friction plate 13 interposed between the flange portion 2A of the hub 2 and the sub disc plate 4, wherein the second thrust plate 12 is disposed so as to be relatively rotatable and slidable in the axial direction with respect to the sub disc plate 4 within a predetermined angle θ, and a radially movable centrifugal thrust piston 16 that generates a thrust force by a centrifugal force, the thrust force pressing the second thrust plate 12 against the second friction plate 13, and an urging member 17 that urges the centrifugal thrust piston 16 radially inward are interposed between the second thrust plate 12 and the sub disc plate 4.
According to the present invention, for example, when the axial distance between the second thrust plate and the flange portion of the hub is reduced by wear of the second friction plate, the centrifugal thrust piston moves radially outward by centrifugal force, and therefore the second thrust plate receiving thrust by the wedge action slides toward the second friction plate, and the second friction plate is pressed by thrust. In this way, even if the second friction plate is worn, the second thrust plate receiving the thrust from the centrifugal thrust piston always presses the second friction plate with a fixed force in response to the sliding in the axial direction, and therefore, stable hysteresis characteristics are ensured for a long period of time.
Further, according to the damper device of the present invention, since the magnitude of the centrifugal force acting on the centrifugal thrust piston and the magnitude of the thrust force acting on the second thrust plate from the centrifugal thrust piston are proportional to the rotation speed of the second thrust plate, the damping system of the hysteresis mechanism has a viscous damping component depending on the speed, and the generation of resonance can be suppressed by the speed component.
Further, according to the damper device of the present invention, even when vibration occurs in the damper device at a torsion angle of 0 or so, since the hysteresis at the time of low rotation is substantially 0, the elastic member for torque transmission can function to absorb vibration even at a torsion angle of 0 or so.
In the present invention, a space S whose width is narrowed radially outward may be formed between the second thrust plate 12 and the sub disc plate 4, and the centrifugal thrust piston 16 and the biasing member 17 may be accommodated in the space S.
In the present invention, a spring member 14 for biasing the second friction plate 13 in the direction of the second thrust plate 12 may be interposed between the flange portion 2A of the hub 2 and the second friction plate 13.
In the present invention, an engaging projection 12a may be projected from the second thrust plate 12, an engaging hole 4b having a circumferential width larger than a circumferential width of the engaging projection 12a may be formed in the sub disc plate 4, and the engaging projection 12a may be engaged with the engaging hole 4 b.
In the present invention, the biasing member 17 may be formed by a return spring (return spring).
[ effects of the utility model ]
According to the present invention, stable hysteresis characteristics can be ensured over a long period of time, and the occurrence of resonance and the absorption of vibration near the torsion angle 0 can be prevented.
Drawings
Fig. 1 is a front view of the shock absorbing device of the present invention.
3 fig. 3 2 3 is 3a 3 sectional 3 view 3 taken 3 along 3 line 3a 3- 3a 3 of 3 fig. 3 1 3. 3
Fig. 3 is a cross-sectional view taken along line B-B of fig. 2.
Fig. 4 is an enlarged detailed view of the portion C of fig. 2.
Fig. 5 is a view showing fig. 4 with a part cut in the direction of arrow D.
Fig. 6 is a torque-torsion angle characteristic diagram of the damper device according to the present invention.
Fig. 7 is a partial cross-sectional view showing an example of a hysteresis mechanism of a conventional damper device.
Fig. 8 is a torque-torsion angle characteristic diagram of a conventional damper device.
Description of the symbols
1: shock-absorbing device
2: wheel hub
2A: flange part of wheel hub
2 a: cut-out of hub
2 b: window of hub
3: disc plate
3 a: window of disc plate
3 b: embedding hole of disc plate
4: auxiliary disc plate
4 a: window of auxiliary disk plate
4 b: clamping hole of auxiliary disc plate
5: torsion spring (elastic component for torque transmission)
6: lining
7: rivet
8: connecting pin
9: hysteresis mechanism
10: first thrust plate
11: first friction plate
12: second thrust plate
13: second friction plate
14: coil spring (spring component)
15: spring bearing
16: centrifugal thrust piston
17: reset spring (force application component)
20: speed changing shaft (driven shaft)
30: flywheel (Driving shaft)
S: space(s)
Detailed Description
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[ Structure of damping device ]
First, the structure of the damper device according to the present invention will be described below with reference to fig. 1 to 3. 3 fig. 3 1 3 is 3a 3 front 3 view 3 of 3 the 3 damper 3 device 3 of 3 the 3 present 3 invention 3, 3 fig. 3 2 3 is 3a 3 sectional 3 view 3 taken 3 along 3 line 3a 3- 3a 3 of 3 fig. 3 1 3, 3 and 3 fig. 3 3 3 is 3a 3 sectional 3 view 3 taken 3 along 3 line 3b 3- 3b 3 of 3 fig. 3 2 3. 3
The damper device 1 shown in the drawing is provided in a friction clutch that disconnects and connects transmission of an output torque of an engine, not shown, to a transmission, not shown, and functions to absorb torque fluctuations and fluctuations in the output torque of the engine during disconnection and connection operations of the friction clutch.
Namely, the damper device 1 includes: a hub 2 coupled to a transmission shaft 20 as a driven shaft of a transmission by spline fitting; an annular disc plate 3 supported on the hub 2 so as to be relatively rotatable on one side (the right side in fig. 2) of a flange portion 2A integrally formed on the outer periphery of the hub 2; an annular sub disc plate 4 supported on the hub 2 so as to be relatively rotatable on the other side (left side in fig. 2) of the flange portion 2A of the hub 2; four torsion springs (compression coil springs) 5 (see fig. 1) as elastic members for torque transmission are accommodated in the hub 2, the disc plate 3, and the sub-disc plate 4.
Annular linings 6 containing a friction material are attached to both surfaces of the outer periphery of the disk plate 3 by a plurality of rivets 7, and the linings 6 are separated from and brought into contact with a flywheel 30 as an output shaft of an engine, whereby transmission of output torque of the engine to the disk plate 3 is disconnected and connected.
The disk plate 3 and the sub-disk plate 4 are coupled and integrated by a plurality of (four in the illustrated example) coupling pins 8, and both are integrated and are rotatable relative to the hub 2 within a predetermined angular range. Here, as shown in fig. 3, substantially rectangular notches 2A are formed at four locations (only one location is shown in fig. 3) on the outer periphery of the flange portion 2A of the hub 2 at equal angular intervals (90 ° intervals), and coupling pins 8 are inserted into the notches 2A, respectively. Therefore, disc plate 3 and sub-disc plate 4 can be relatively rotated with respect to hub 2 within an angular range in which each coupling pin 8 can move in notch 2 a. That is, each of the coupling pins 8 functions to define the relative rotation angle of the disc plate 3 and the sub disc plate 4 with respect to the hub 2 by abutting (colliding) the left and right end faces of the notch 2A formed in the flange portion 2A of the hub 2.
As shown in fig. 1 and 2, substantially rectangular windows 2b, 3a, and 4a are formed at equal angular intervals (90 ° intervals) in the circumferential direction at four positions in the circumferential direction of the flange portion 2A of the hub 2, the disc plate 3, and the sub disc plate 4, respectively, and the torsion springs 5 are respectively fitted in the windows 2b, 3a, and 4 a.
However, in the damper device 1 of the present embodiment, as shown in fig. 2, the hysteresis mechanism 9 is provided on each inner peripheral portion of the hub 2, the disc plate 3, and the sub disc plate 4. Here, the structure of the hysteresis mechanism 9 will be described in detail below with reference to fig. 4 and 5.
That is, fig. 4 is an enlarged detailed view of the portion C of fig. 2, fig. 5 is a view showing a part of fig. 4 viewed in the direction of the arrow D, and the hysteresis mechanism 9 is configured as follows, as shown in fig. 4: an annular first thrust plate 10 and a first friction plate 11 are interposed between the flange portion 2A of the hub 2 and the disk plate 3 in the axial direction (the left-right direction in fig. 4), an annular second thrust plate 12 and a second friction plate 13 are interposed between the flange portion 2A of the hub 2 and the sub disk plate 4, a disc spring 14 that presses the second friction plate 13 toward the first thrust plate 10 (the right side in fig. 4), and a spring bearing 15 that supports the disc spring 14.
The first thrust plate 10 is coupled to the disc plate 3 in the circumferential direction by fitting a plurality of (only one shown in fig. 4) protrusions 10a formed on the inner circumferential portion thereof into a plurality of (the same number as the protrusions 10 a) fitting holes 3b formed on the inner circumferential portion of the disc plate 3, and the first thrust plate 10 rotates integrally with the disc plate 3.
The second thrust plate 12 is supported slidably in the axial direction along the hub 2, and is configured to be capable of relative rotation with respect to the sub disc plate 4 within a range of a predetermined angle θ by engaging a plurality of (six in the present embodiment) engaging protrusions 12a integrally provided on the inner peripheral portion of the second thrust plate 12 with a plurality of (the same number as the number of) engaging holes 4b formed on the inner peripheral portion of the sub disc plate 4. That is, as shown in fig. 5, since the circumferential width of each engaging hole 4b formed in the sub disc plate 4 is set larger than the circumferential width of each engaging protrusion 12a provided to protrude from the second thrust plate 12, the second thrust plate 12 can be rotated relative to the sub disc plate 4 within the range of the angle θ at which each engaging protrusion 12a provided to protrude from the second thrust plate 12 can move in each engaging hole 4b (each side (θ/2) when the engaging protrusion 12a is located at the neutral position as shown in fig. 5). Therefore, when sub disc plate 4 rotates relatively in a small angular range less than θ, second thrust plate 12 is stationary with respect to sub disc plate 4.
The rectangular block-shaped centrifugal thrust piston 16 is accommodated in a space S formed between the second thrust plate 12 and the sub disc plate 4 in the axial direction so as to be movable in the radial direction (vertical direction in fig. 4 and 5). Here, as shown in fig. 4, the space S is set such that the axial width thereof becomes smaller toward the radial outer side (upper side in fig. 4). Specifically, the surface of the second thrust plate 12 that fits the centrifugal thrust piston 16 is formed as a tapered surface that is inclined radially outward toward the sub-disc plate 4 (left side in fig. 4), the fitting surface of the centrifugal thrust piston 16 that fits the tapered surface is also formed as the same tapered surface, and the axial width of the centrifugal thrust piston 16 is increased radially inward (downward in fig. 4).
Further, two left and right return springs 17 as urging members for urging the centrifugal thrust piston 16 radially inward (downward in fig. 4 and 5) are accommodated in the space S.
However, the spring bearing 15 is engaged with a plurality of (the same number as the engaging protrusions 15 a) engaging holes 13a formed in the inner peripheral portion of the second friction plate 13 by a plurality of engaging protrusions 15a (only one is shown in fig. 4) provided on the inner peripheral side thereof, and is relatively rotatable within the range of the angle θ with respect to the second friction plate 13, as with the second thrust plate 12. The coil spring 14 supported by the spring bearing 15 presses the second friction plate 13 against the second thrust plate 12 with a predetermined force.
[ Effect of damping device ]
Next, the operation of the damper device 1 configured as described above will be described.
When the friction clutch is in a connected state and the lining 6 attached to the outer periphery of the disc plate 3 of the damper device 1 is pressed against the flywheel 30 of the engine, the output torque of the engine is transmitted to the disc plate 3 and the sub disc plate 4 connected thereto by the frictional resistance generated therebetween, and the disc plate 3 and the sub disc plate 4 are relatively rotated with respect to the hub 2 within an angular range in which the connecting pins 8 are movable within the notches 2A (see fig. 3) formed in the flange portion 2A of the hub 2. Since the four torsion springs 5 are elastically deformed by the relative rotation of the disc plate 3 and the sub disc plate 4 with respect to the hub 2, the torque fluctuation is absorbed by the elastic deformation of the torsion springs 5, and the torque of which the fluctuation has been absorbed is transmitted to the hub 2 via the torsion springs 5 and is transmitted from the hub 2 to the transmission shaft 20 of the transmission, not shown.
However, since the damper device 1 according to the present embodiment is provided with the hysteresis mechanism 9, the hysteresis mechanism 9 generates a large hysteresis for effectively absorbing a large torque variation generated when the friction clutch is disconnected or connected and a small hysteresis for effectively absorbing a small torque variation such as a torque variation of the engine.
That is, when the torque variation is small and the disc plate 3 and the sub disc plate 4 rotate relative to the hub 2 within the range of the angle θ, the second thrust plate 12 does not rotate relative to the sub disc plate 4, and therefore the first friction plate 11 performs sliding friction with the first thrust plate 10 that rotates integrally with the disc plate 3, as shown in fig. 6The torque-torsion angle characteristic shows that a small hysteresis H is generated1。
Further, when the torque fluctuation is large and the disc plate 3 and the sub disc plate 4 rotate relative to the hub 2 over the range of the predetermined angle θ, the second thrust plate 12 rotates integrally with the sub disc plate 4, so the first friction plate 11 performs sliding friction with the first thrust plate 10 and the flange portion 2A of the hub 2, and the second friction plate 13 performs sliding friction with the second thrust plate 12, and therefore, a large hysteresis H shown in fig. 6 is generated2. Therefore, the torque variation in the vibration range shown in fig. 6 is retarded by a large amount H2And (4) absorbing.
However, if the relative rotation angle of the second thrust plate 12 with respect to the sub disc plate 4 exceeds θ, the second thrust plate 12 rotates together with the disc plate 3 and the sub disc plate 4, but since the centrifugal thrust piston 16 accommodated in the space S formed between the second thrust plate 12 and the sub disc plate 4 also rotates together with the second thrust plate 12, as shown in fig. 4, a centrifugal force directed radially outward (upward in fig. 4) acts on the centrifugal thrust piston 16. Therefore, a thrust force acts on the second thrust plate 12 from the centrifugal thrust piston 16 fitted to the tapered surface of the second thrust plate 12, and the centrifugal thrust piston 16 presses the second thrust plate 12 toward the second friction plate 13 (rightward in fig. 4) by the thrust force.
Therefore, for example, when the axial distance between the second thrust plate 12 and the flange portion 2A of the hub 2 is reduced by wear of the second friction plate 13, deformation of the disc spring 14, or the like, the centrifugal thrust piston 16 moves radially outward (upward in fig. 4) by centrifugal force as shown by a broken line in fig. 4, and therefore the second thrust plate 12 that receives thrust by the wedge action slides toward the second friction plate 13 (right in fig. 4) and presses the second friction plate 13 by the thrust. Even if the second friction plate 13 is worn or the disc spring 14 is deformed in this way, the second thrust plate 12 receiving the thrust from the centrifugal thrust piston 16 always presses the second friction plate 13 with a fixed force in accordance with the sliding in the axial direction, and therefore, stable hysteresis characteristics are ensured over a long period of time.
Further, since the magnitude of the centrifugal force acting on the centrifugal thrust piston 16 and the magnitude of the thrust force acting on the second thrust plate 12 from the centrifugal thrust piston 16 are proportional to the rotation speed of the second thrust plate 12, the damping system of the hysteresis mechanism 9 has a viscous damping component (c · dx/dt: c is a viscous damping constant, x is displacement, and t is time) depending on the speed, and the generation of resonance can be suppressed by the speed component.
As is clear from the torque-torsion angle characteristic shown in fig. 6, even if vibration occurs in the damper device 1 in the vicinity of the torsion angle of 0, the hysteresis H at the time of low rotation is large2Also, since it is substantially 0, the torsion spring 5 can function to absorb vibration even when the torsion angle is in the vicinity of 0.
As described above, according to the damper device 1 of the present embodiment, the following effects can be obtained: stable hysteresis characteristics can be ensured over a long period of time, and the occurrence of resonance can be prevented and vibrations near the torsion angle 0 can be absorbed. In fig. 6, a broken line T indicated by a chain line indicates the characteristics of the torsion spring 5.
The application of the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims, the specification, and the drawings.
Claims (8)
1. A shock absorbing device, comprising:
a hub connected to the driven shaft;
a disk plate detachably coupled to a drive shaft and relatively rotatably supported on the hub on one side of a flange portion integrally formed on an outer periphery of the hub;
a sub disc plate supported on the hub so as to be relatively rotatable on the other side of the flange portion of the hub, and coupled to the disc plate;
a torque transmission elastic member housed in windows formed in the flange portion of the hub and the disc plate and the sub disc plate, respectively; and
a hysteresis mechanism interposed in an axial direction between the flange portion of the hub and the disk plate and the sub disk plate;
in the damper device, the hysteresis mechanism includes:
a first thrust plate and a first friction plate interposed between the flange portion of the hub and the disc plate; and
a second thrust plate and a second friction plate interposed between the flange portion of the hub and the auxiliary disk plate;
the second thrust plate is disposed so as to be capable of rotating relative to the sub disc plate within a predetermined angular range and to be capable of sliding in the axial direction, and a radially movable centrifugal thrust piston that generates a thrust force that presses the second thrust plate against the second friction plate by a centrifugal force and a biasing member that biases the centrifugal thrust piston radially inward are interposed between the second thrust plate and the sub disc plate.
2. The shock absorbing device as set forth in claim 1,
a space whose width is narrowed radially outward is formed between the second thrust plate and the sub disc plate, and the centrifugal thrust piston and the urging member are accommodated in the space.
3. The damping device according to claim 1 or 2,
a spring member that biases the second friction plate in the direction of the second thrust plate is interposed between the flange portion of the hub and the second friction plate.
4. The damping device according to claim 1 or 2,
an engaging projection is projected from the second thrust plate, an engaging hole having a circumferential width larger than a circumferential width of the engaging projection is formed in the sub disc plate, and the engaging projection is engaged with the engaging hole.
5. The damping device according to claim 1 or 2,
the urging member is constituted by a return spring.
6. The cushioning device of claim 3,
an engaging projection is projected from the second thrust plate, an engaging hole having a circumferential width larger than a circumferential width of the engaging projection is formed in the sub disc plate, and the engaging projection is engaged with the engaging hole.
7. The cushioning device of claim 3,
the urging member is constituted by a return spring.
8. The damping device according to claim 4,
the urging member is constituted by a return spring.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018113036A JP6956047B2 (en) | 2018-06-13 | 2018-06-13 | Damper device |
| JP2018-113036 | 2018-06-13 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210565889U true CN210565889U (en) | 2020-05-19 |
Family
ID=68918596
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920788020.8U Active CN210565889U (en) | 2018-06-13 | 2019-05-29 | Shock-absorbing device |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP6956047B2 (en) |
| CN (1) | CN210565889U (en) |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5841383Y2 (en) * | 1979-02-01 | 1983-09-19 | トヨタ自動車株式会社 | clutch disc |
| JPS612920A (en) * | 1984-06-15 | 1986-01-08 | Daikin Mfg Co Ltd | Damper disk |
| JPS61201933A (en) * | 1985-03-06 | 1986-09-06 | Daikin Mfg Co Ltd | Damper disc |
| KR100598813B1 (en) * | 2004-12-22 | 2006-07-10 | 현대자동차주식회사 | An electronic variable hysteresis damper |
| JP2009287729A (en) * | 2008-05-30 | 2009-12-10 | Toyota Motor Corp | Damper device |
-
2018
- 2018-06-13 JP JP2018113036A patent/JP6956047B2/en active Active
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2019
- 2019-05-29 CN CN201920788020.8U patent/CN210565889U/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| JP2019215045A (en) | 2019-12-19 |
| JP6956047B2 (en) | 2021-10-27 |
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