JP2002039270A - Vibration damping device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a high vibration damping effect without increasing the size of a damping device to suppress vibration occurring during engagement of a clutch, in an automatic transmission for an automobile. SOLUTION: A mass part 401 formed in an annular shape, a plurality of elastic parts 402 extending radially internally from the annular mass part 401, friction parts 403 extending radially from the intermediate part of the elastic members 402 and 402 adjoining each other are integrally molded to form the damping device 400. One end face 53a" of a clutch hub 53a of a clutch hub 53a of a 3-4 clutch and protrusion parts 402a of the elastic parts 402 are attached to a clutch hub 53a through projection welding, the mass part 401 is vibrated in phase with the clutch hub 53a, and by the occurrence of friction between friction materials 403a mounted on the friction parts 403 and the clutch hub 53a, vibration of the clutch hub 53a is damped.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vibration damping device, and more particularly to a vibration damping device for suppressing a vibration generated in an automatic transmission mounted on an automobile, and belongs to the technical field of vibration control.

[0002]

2. Description of the Related Art Generally, in an automatic transmission mounted on an automobile, abnormal noise may be generated when a clutch is engaged. This is because the clutch plate on the clutch drum side and the clutch plate on the clutch hub side, which constitute the clutch,
Normally, as shown in FIG.
The friction coefficient μ decreases as the
As shown in FIG. 2, when the clutch deteriorates or the ATF (automatic transmission fluid) deteriorates, the friction coefficient μ tends to increase as the relative speed V decreases, so that the so-called stick-slip phenomenon occurs immediately before the engagement is completed. Is caused by the occurrence of torsional vibration in the members constituting the clutch mechanism.

Accordingly, in order to suppress the generation of the abnormal noise, a vibration damping device may be provided on a clutch drum or a clutch hub where the vibration is generated.

As one example of such a vibration damping device, as disclosed in Japanese Patent Application Laid-Open No. 3-288048, a metal fixing ring and an annular ring fixed to the outer peripheral surface of the fixing ring are disclosed. There is an automatic transmission that includes a rubber elastic body and an annular metal mass fixed to the outer peripheral surface of the elastic body and is fixed to the outer periphery of a clutch drum of an automatic transmission.

[0005] According to this vibration damping device, when, for example, rotation with vibration is transmitted to the clutch drum, the elastic body is formed between the outer peripheral wall of the drum and the mass body by the inertial force of the mass body. The clutch drum is twisted in the direction opposite to the rotational fluctuation direction, and the vibration of the clutch drum is suppressed by viscous resistance of the elastic body at that time.

[0006] As described above, it is generally known that the vibration damping device generally functions as a dynamic damper that suppresses the vibration of the clutch drum to be damped by vibrating in the opposite phase.

[0007]

By the way, in the vibration damping device functioning as a dynamic damper as described above, it is necessary to change the vibration direction of the vibration damping device at the timing when the direction of the vibration of the vibration damping target changes. If the movement direction of the target and the vibration control device did not switch at the same timing, the vibration of the vibration control target could not be effectively suppressed, and the vibration could only be attenuated in a narrow frequency band. .

In order to obtain a large damping effect with this type of vibration damping device, a large inertia force is required on the mass body of the vibration damping device.
In addition, since the mass body vibrates in the opposite phase to the vibration of the vibration damping target, the load applied to the elastic body becomes excessive, and the elastic body is also required to obtain the necessary viscous resistance when the vibration to be suppressed is large. As a result, the whole vibration damping device becomes larger.
For this reason, layout problems occur, such as difficulty in disposing the automatic transmission in the case.

Therefore, an object of the present invention is to provide a vibration damping device capable of obtaining a large vibration damping effect without increasing the size.

[0010]

Means for Solving the Problems In order to solve the above problems, each invention of the present application is characterized in that it is configured as follows.

First, an invention according to claim 1 of the present application (hereinafter referred to as a first invention) is a vibration damping device provided in a vibration damping object connected in a manner in which vibration is transmitted to a vibration source. A mass body connected to the vibration damping object via an elastic body, and vibrating in the same phase as the vibration damping object, and a mounting portion of the elastic body provided on the mass body, which is different from a mounting portion of the elastic body in the vibration damping object. It is characterized by having a friction portion that rubs against a part.

Next, the invention according to claim 2 (hereinafter referred to as second invention)
Invented. (2) In the vibration damping device according to the first aspect of the present invention, the friction portion includes a friction material that slides on the vibration damping target.

The invention according to claim 3 (hereinafter referred to as “third”)
Invented. In the vibration damping device according to the second aspect of the present invention, the elastic body is coupled to the vibration damping target by projection welding, and the friction material is formed of an insulator.

Further, the invention according to claim 4 (hereinafter referred to as a fourth invention) is characterized in that, in the vibration damping device according to any one of the first to third inventions, the elastic portion has a friction portion provided by an elastic body. It is characterized in that it is pressed against the damping target.

According to a fifth aspect of the invention (hereinafter referred to as a fifth aspect), in the vibration damping device according to any one of the second to fourth aspects, the elastic body, the mass body, and the friction portion are combined. The elastic body is integrally formed of a plate material, and the elastic body is connected to an end surface of a vibration damping object on one surface of the plate material, and has a predetermined thickness attached to the friction portion on the same surface of the plate material. Characterized in that the friction material is pressed against the end surface of the vibration damping target.

The invention according to claim 6 (hereinafter referred to as sixth invention)
Invented. In the vibration damping device according to the fifth aspect of the present invention, the mass body is formed in an annular shape, and a plurality of elastic bodies extend radially inward from the annular mass body and are coupled to a vibration damping target. A friction portion extends in a radial direction from an intermediate portion of an adjacent elastic body in the annular mass body and is pressed against a vibration damping target.

Further, according to a seventh aspect of the present invention, in the vibration damping device according to any one of the first to sixth aspects, an object to be damped is provided in the automatic transmission. A clutch hub or a clutch drum constituting a clutch mechanism.

With the above arrangement, the following effects can be obtained according to the present invention.

First, the first invention will be described.
The vibration damping target vibrates due to the vibration from the vibration source, and this vibration is transmitted to the mass body via the elastic body of the vibration damping device, and the mass body vibrates. The mass body vibrates in the same phase as the vibration of the vibration damping target, but the mass body is coupled to the vibration damping target via an elastic body, so that the mass body and the vibration damping target are interposed. Relative displacement occurs, and friction occurs between the friction portion provided in the vibration damping device and the vibration damping target, and the vibration energy of the vibration damping target is absorbed by the friction. As a result, abnormal noise caused by this vibration can be suppressed.

In this case, since the mass body of the vibration damping device vibrates in the same phase as the vibration damping target, the vibration of the vibration damping target can be attenuated in a wider frequency band than in the case of the dynamic damper. As a result, vibration can be absorbed, so that the mass can be reduced. Thereby, the load applied to the elastic body is suppressed, and the size of the elastic body can be reduced. Therefore, it is possible to reduce the size of the entire vibration damping device.

Next, according to the second aspect of the present invention, since the friction portion is provided with the friction material that comes into sliding contact with the vibration damping target, greater friction is generated between the friction portion and the vibration damping target. Thus, the vibration energy to be damped is reliably absorbed.
Therefore, more stable vibration damping properties can be obtained.

According to the third aspect of the present invention, since the friction material is formed of an insulator, a current may flow through the friction portion when the elastic body of the vibration damping device is projection-welded to the vibration damping target. Thus, the elastic body is reliably welded without the friction portion being welded to the vibration damping target.

Further, according to the fourth aspect of the present invention, since the friction portion is pressed against the vibration damping target by the elastic body, the elastic modulus of the elastic body is changed to press the friction portion against the vibration damping target. The force can be easily changed, and the attenuation of the vibration to be damped can be adjusted efficiently.

According to the fifth aspect of the invention, since the elastic body, the mass body, and the friction portion are integrally formed of the plate, the vibration damping device has a simple structure. Further, the elastic body is coupled to the end face of the vibration damping object on one surface of the plate material, and the friction material having a predetermined thickness attached to the friction portion on the same surface of the plate material is attached to the end face of the vibration damping object. Since the pressing member is pressed, by changing the thickness of the friction material, the pressing force of the friction portion against the vibration damping target can be easily changed. The attenuation can be adjusted efficiently.

According to the sixth aspect of the present invention, since the friction portion is provided at the intermediate portion of the adjacent elastic body, the relative displacement between the friction portion and the vibration damping object is increased, and the efficiency due to friction is reduced. Good damping can be achieved.

Further, according to the seventh aspect of the invention, the vibration damping device is provided on the clutch hub or the clutch drum constituting the clutch mechanism provided in the automatic transmission.
Vibration generated when the clutch is engaged can be efficiently attenuated, and noise generated by this vibration can be reduced.

[0027]

Embodiments of the present invention will be described below.

First, the overall mechanical schematic configuration of the automatic transmission incorporating the vibration damping device according to the present embodiment will be described with reference to the skeleton diagram of FIG.

The automatic transmission 10 includes, as main components, a torque converter 20, first and second planetary gear mechanisms 30 and 40 arranged adjacent to each other as a transmission gear mechanism driven by the output of the converter 20. A plurality of friction elements 51 to 55 such as clutches and brakes for switching the power transmission path formed by these planetary gear mechanisms 30 and 40 and a one-way clutch 56 are provided. Third to third speeds and first and second speeds in the L range, and reverse speed in the R range are obtained.

The torque converter 20 includes a pump 2 fixed in a case 21 connected to the engine output shaft 1.
2 and the pump 22
And a stator 25 interposed between the pump 22 and the turbine 23 and supported by the transmission case 11 via a one-way clutch 24 to increase the torque. And a lock-up clutch 26 provided between the case 21 and the turbine 23 and directly connecting the engine output shaft 1 and the turbine 23 via the case 21. And
The rotation of the turbine 23 is output to the planetary gear mechanisms 30 and 40 via a turbine shaft 27.

Here, an oil pump 12 driven by the engine output shaft 1 via a case 21 of the torque converter 20 is provided on a side opposite to the engine of the torque converter 20.
Is arranged.

On the other hand, the first and second planetary gear mechanisms 30,
Reference numeral 40 denotes sun gears 31 and 41, and a plurality of pinions 32 ... 32 meshed with the sun gears 31 and 41.
42 ... 42 and these pinions 32 ... 32, 42 ... 4
2 and pinion carriers 33, 43, and ring gears 34 meshed with the pinions 32,.
44.

Then, the turbine shaft 27 and the first
A forward clutch 51 is provided between the planetary gear mechanism 30 and the sun gear 31, a reverse clutch 52 is provided between the turbine shaft 27 and the sun gear 41 of the second planetary gear mechanism 40, and a turbine shaft 27 is provided with the second planetary gear mechanism. A 3-4 clutch 53 is interposed between the pinion carrier 43 and the pinion carrier 40, and a 2-4 brake 54 for fixing the sun gear 41 of the second planetary gear mechanism 40 is provided.

Further, the ring gear 34 of the first planetary gear mechanism 30 and the pinion carrier 43 of the second planetary gear mechanism 40
The low reverse brake 55 and the one-way clutch 56 are arranged in parallel between the transmission case 11 and these components, and the pinion carrier 33 of the first planetary gear mechanism 30 and the second planetary gear mechanism Forty ring gears 44 are connected, and the output gear 13 is connected to them.

The output gear 13 is meshed with a first intermediate gear 62 on an idle shaft 61 constituting an intermediate transmission mechanism 60, and the second intermediate gear 63 on the idle shaft 61 and a differential gear. The input gear 71 of the differential gear 70 meshes with the rotation of the output gear 13 and is input to the differential case 72 of the differential 70.
0 to the left and right axles 73, 74.

The relationship between the operating state of the friction elements 51 to 55 such as the clutches and brakes and the one-way clutch 56 and the shift speed is summarized in Table 1 below.

[0037]

[Table 1]

Next, each of the friction elements 51 to 51 shown in FIGS.
A hydraulic control circuit for supplying and discharging the working pressure to and from the hydraulic chamber provided at 55 will be described with reference to FIG.

Of the friction elements, the 2-4 brake 54 composed of a band brake has a fastening chamber 54a and a release chamber 54b as working chambers to which working pressure is supplied, and operates only in the fastening chamber 54a. When pressure is supplied,
-4 When the brake 54 is engaged and operating pressure is supplied only to the release chamber 54b, when operating pressure is not supplied to both chambers 54a and 54b, and when operating pressure is supplied to both chambers 54a and 54b. When 2-4 brake 54
Is to be released.

Further, other friction elements 51 to 53, 55
Has only a fastening chamber as a working chamber, and the friction element is fastened when working pressure is supplied to the fastening chamber.

As shown in FIG. 3, the hydraulic control circuit 10
0, the main components are: a regulator valve 101 for adjusting the discharge pressure of the oil pump 12 to generate a predetermined line pressure; a manual valve 102 for switching the range by manual operation; Reverse valve 103, bypass valve 104, and 3-4 for switching oil passages leading to friction elements 51-55
A shift valve 105, a lock-up control valve 106, first and second ON-OFF solenoid valves (hereinafter referred to as "first and second SV") 111 and 112 for operating these valves 103 to 106, and Solenoid relay valve (hereinafter referred to as “relay valve”) for switching the supply destination of the operating pressure from 1SV111
07 and first to third duty solenoid valves (hereinafter, referred to as “first to third DSVs”) that control generation, adjustment, discharge, and the like of the working pressure supplied to the working chambers of the friction elements 51 to 55.
121, 122, 123, etc. are provided.

Here, the first and second SVs 111, 11
Each of the second and first to third DSVs 121 to 123 is a three-way valve, and can obtain a state in which the upper and downstream oil paths are communicated and a state in which the downstream oil path is drained. ing. In the latter case, the oil passage on the upstream side is shut off, so that the operating oil from the upstream side is not drained out in a drain state, and the drive loss of the oil pump 12 is reduced.

Note that the first and second SVs 111 and 112 are O
At the time of N, the upper and downstream oil passages are communicated. Also, the first
When the third DSVs 121 to 123 are OFF, that is, when the duty ratio (the ratio of the ON time in one ON-OFF cycle) is 0%, the third DSVs 121 to 123 are fully opened to completely communicate the upper and downstream oil passages, and When the duty ratio is 10
At 0%, the oil path on the upstream side is shut off to cause the oil path on the downstream side to be in a drain state. At an intermediate duty ratio, the hydraulic pressure on the upstream side is used as the original pressure, and the duty ratio on the downstream side is reduced. An oil pressure adjusted to a corresponding value is generated.

The line pressure generated by the regulator valve 101 is supplied to the manual valve 102 via a main line 200, and is supplied to a solenoid reducing valve (hereinafter referred to as a "reducing valve") 108. It is supplied to the 3-4 shift valve 105.

The line pressure supplied to the reducing valve 108 is reduced by the valve 108 to a constant pressure, and then supplied to the first and second SVs 111 and 112 via the lines 201 and 202. .

When the first SV 111 is ON, the constant pressure is supplied to the relay valve 107 via the line 203, and when the spool of the relay valve 107 is located on the right side in the drawing (hereinafter the same). Is
Further, a pilot pressure is supplied to a control port at one end of the bypass valve 104 via the line 204 to urge the spool of the bypass valve 104 to the left. When the spool of the relay valve 107 is located on the left side, the 3-4 shift valve 105
Is supplied as pilot pressure to the control port at one end of
The spool of the 3-4 shift valve 105 is biased to the right.

When the second SV 112 is ON,
The constant pressure from the reducing valve 108 is supplied to the bypass valve 104 via a line 206, and when the spool of the bypass valve 104 is located on the right side, a lock-up control valve is further provided via a line 207. The control valve 106 is supplied as pilot pressure to a control port at one end of the control valve 106.
Bias the spool to the left. Also, bypass valve 1
When the spool No. 04 is located on the left side, the line 208
Is supplied as pilot pressure to the control port at one end of the low reverse valve 103 to urge the spool of the low reverse valve 103 to the left.

Further, the constant pressure from the reducing valve 108 is also supplied to the control port 101a of the regulator valve 101 via the line 209. In this case, the constant pressure is adjusted by the linear solenoid valve 131 provided on the line 209 according to, for example, the throttle opening of the engine. Therefore, the line pressure is adjusted by the regulator valve 101 according to the throttle opening and the like. Will be adjusted.

The main line 200 led to the 3-4 shift valve 105 is connected to the first line via the line 210 when the spool of the valve 105 is located on the right side.
The accumulator 141 communicates with the accumulator 141.
To introduce line pressure.

On the other hand, the line pressure supplied from the main line 200 to the manual valve 102 is D, S, L
Are introduced into the first output line 211 and the second output line 212 in each forward range, into the first output line 211 and the third output line 213 in the R range, and into the third output line 213 in the N range.

The first output line 211 is connected to the first output line 211.
It is led to the DSV 121 and supplies the first DSV 121 with a line pressure as a control source pressure. The downstream side of the first DSV 121 is connected to a low reverse valve 1 via a line 214.
03, and when the spool of the valve 103 is located on the right side, a further line (servo apply line)
It is guided to the engagement chamber 54a of the 2-4 brake 54 via 215. Further, when the spool of the low reverse valve 103 is located on the left side, the spool is further guided to a fastening chamber of the low reverse brake 55 via a line (low reverse brake line) 216. Here, the line 21
A line 217 is branched from 4 and led to the second accumulator 142.

The second output line 212 is connected to the second output line 212.
The line pressure is supplied to the DSV 122 and the third DSV 123, the line pressure is supplied to these DSVs 122 and 123 as the control source pressure, and the line pressure is also supplied to the 3-4 shift valve 105.

The line 212 led to the 3-4 shift valve 105 is led to the lock-up control valve 106 via the line 218 when the spool of the valve 105 is located on the left side. Is located on the left side, and is further led to the engagement chamber of the forward clutch 51 via a line (forward clutch line) 219.

Here, the forward clutch line 2
The line 220 branched from 19 is led to the 3-4 shift valve 105. When the spool of the valve 105 is located on the left side, the line 220 communicates with the first accumulator 141 via the aforementioned line 210, and the valve 105 When the spool is located on the right side, it communicates with the release chamber 54b of the 2-4 brake 54 via the line (servo release line) 221.

The downstream side of the second DSV 122 to which the control source pressure is supplied from the second output line 212 is connected to the line 22.
The pilot pressure is supplied to the control port at one end of the relay valve 107 via the control port 2 to supply the pilot pressure to the port, thereby urging the spool of the relay valve 107 to the left. The line 22 branched from the line 222
3 is led to a low reverse valve 103, and the valve 10
When spool 3 is on the right, line 2
Leads to 24.

From this line 224, the orifice 15
1, the line 225 is branched, and the branched line 225 is led to the 3-4 shift valve 105. When the spool of the 3-4 shift valve 105 is located on the left side, the servo Release line 221
Through the release chamber 54b of the 2-4 brake 54.

Also, the orifice 1
A line 226 is further branched from a line 225 branched through the line 51, and the line 226 is further branched.
Is guided to the bypass valve 104, and when the spool of the valve 104 is located on the right side, is guided to the engagement chamber of the 3-4 clutch 53 via the line (3-4 clutch line) 227.

Further, the line 224 is directly led to the bypass valve 104, and communicates with the line 225 via the line 226 when the spool of the valve 104 is located on the left side. That is, the line 224 and the line 225
Are connected to bypass the orifice 151.

The downstream side of the third DSV 123 to which the control source pressure is supplied from the second output line 212 is connected to the line 22.
8 and is led to the lock-up control valve 106, and when the spool of the valve 106 is located on the right side, it communicates with the forward clutch line 219.
When the spool of the lock-up control valve 106 is located on the left side, it communicates with the front chamber 26a of the lock-up clutch 26 via the line 229.

Further, a third output line 213 from the manual valve 102 is led to the low reverse valve 103 to supply a line pressure to the valve 103. When the spool of the valve 103 is located on the left side, the valve 103 is guided to the engagement chamber of the reverse clutch 52 via a line (reverse clutch line) 230.

The line 231 branched from the third output line 213 is guided to the bypass valve 104, and when the spool of the valve 104 is located on the right side, the control of the low reverse valve 103 via the line 208 described above. The line pressure is supplied to the port as the pilot pressure, and the spool of the low reverse valve 103 is urged to the left.

In addition to the above configuration, the hydraulic control circuit 1
00 is provided with a converter relief valve 109. This valve 109 is a regulator valve 10
After the working pressure supplied from 1 through the line 232 is regulated to a constant pressure, this constant pressure is supplied to the lock-up control valve 106 via the line 233. This constant pressure is applied to the lock-up control valve 1
When the spool of the valve 106 is located on the right side, it is supplied to the front chamber 26a of the lock-up clutch 26 via the aforementioned line 229. When the spool of the valve 106 is located on the left side, the constant pressure is applied to the line 234. The air is supplied to the rear chamber 26b via the rear chamber 26b.

The lock-up clutch 26 is released when the above-mentioned constant pressure is supplied to the front chamber 26a, and the spool of the lock-up control valve 106 is located on the left side. When the pressure is supplied to the front chamber 26a,
The slip state is controlled according to the operating pressure.

On the other hand, as shown in FIG. 4, the automatic transmission 10 has the first and second
SV111, 112, first to third DSVs 121 to 123
And a controller 300 for controlling the linear solenoid valve 131. The controller 300 includes a vehicle speed sensor 30 for detecting the vehicle speed of the vehicle.
1. Throttle opening sensor 302 for detecting the throttle opening of the engine, engine rotation sensor 303 for detecting the engine speed, shift position sensor 304 for detecting the shift position (range) selected by the driver, and torque converter 20 Signals from a turbine rotation sensor 305 for detecting the number of rotations of the turbine 23, an oil temperature sensor 306 for detecting the temperature of hydraulic oil, and the like are input, and the operating state of the vehicle or engine indicated by the signals from these sensors 301 to 306. Each of the above solenoid valves 1
11, 112, 121 to 123, 131 are controlled.

As shown in Table 2 below, depending on the combination of the operating states (solenoid patterns) of the first and second SVs 111 and 112 and the first to third DSVs 121 to 123, one in the D range (and the S range) is obtained. The fourth speed, the first speed in the L range, and the reverse speed in the R range are achieved.

In Table 2, (○) indicates the first and second
ON for SV111, 112, 1st to 3rd DSV
OFF for 121 to 123,
This shows a state in which the upstream oil passage is communicated with the downstream oil passage and the original pressure is directly supplied to the downstream side. (X) indicates that the first and second SVs 111 and 112 are OFF, and the first to second SVs 111 and 112 are OFF.
The third DSVs 121 to 123 are ON, and show a state in which the upstream oil passage is shut off and the downstream oil passage is drained.

[0067]

[Table 2]

Next, a vibration damping device 400 according to an embodiment of the present invention will be described.

As shown in FIG. 2, the vibration damper 400
Is attached to the 3-4 clutch 53 which is engaged when shifting up from the second speed to the third speed, and a clutch hub 53a which is a power transmission portion when the clutch 53 is engaged.
The occurrence of abnormal noise due to the occurrence of torsional vibration in the shaft portion is suppressed.

As shown in FIG. 5 and FIG.
0 is an annular mass 40 formed on a plate having a predetermined thickness.
., 402 extending radially inward from the annular mass 401 and the mass 4
The friction parts 403... 403 extending in the radial direction from the middle part of the adjacent elastic parts 402, 402 in FIG. The elastic portions 402... 40
2 and the frictional portions 403... 403 are slightly thinner than the mass portion 401.

At the tip of the elastic portion 402, the protrusion 40
2a and 402a are provided.
The projection 402a is projection-welded to an end face 53a ″ of a cylindrical clutch hub 53a having a large number of grooves 53a ′.
0 is connected to the clutch hub 53a.

The friction portions 403... 403 are provided with friction materials 403 a.
3a and a frictional portion 403
403 are in the same plane as the coupling surfaces of the elastic portions 402... 402 with the clutch hub 53a, so that the thickness of the friction members 403a. The inner peripheral portion and the outer peripheral portion are elastically deformed so as to be offset in the axial direction. 403 are pressed against the end face 53a "of the clutch hub 53a. Accordingly, the thickness of the friction material 403a is changed. Thus, the pressing force of the friction portion 403 against the end surface 53a ″ of the clutch hub 53a can be easily changed.

The projecting portions 40 of the elastic portions 402... 402
2a... 402a are connected to the end face 53 of the clutch hub 53a.
a ”when the projection welding is performed on the friction material 40
403a are also in contact with the end face 53a "of the clutch hub 53a, but since the friction members 403a ... 403a are insulators, the friction portions 403 ... 403 are welded to the end face 53a" of the clutch hub 53a. There is no such thing.

Here, a vibration damping mechanism by the vibration damping device 400 will be described with reference to a principle diagram of FIG.

First, the vibration from the vibration source A is transmitted to the vibration damping object C via the vibration transmission path B, and the vibration damping object C vibrates in the direction indicated by the arrow in FIG. This vibration is transmitted to the vibration damping device D, and causes the mass portion F to vibrate in the direction of the arrow a in FIG. 7 via the first elastic portion E.

At this time, the rigidity of the first elastic portion E is set to be larger than the case where the vibration damping device functions as a dynamic damper, and the mass of the mass portion F is set to be small. The object C vibrates in the same phase.

Here, since the mass portion F is coupled to the vibration damping target C via the first elastic portion E, a relative displacement occurs between the mass portion F and the vibration damping target C. And the mass part F
Is pressed in the direction of the arrow C in FIG. 7 by the second elastic portion G, so that friction occurs between the friction portion H provided on the mass portion F of the vibration damping device D and the vibration damping target C. The vibration energy of the vibration damping target C is absorbed by the friction. As a result, abnormal noise caused by this vibration can be suppressed.

The vibration source A, vibration transmission path B, vibration damping target C, vibration damping device D, first elastic portion E, mass portion F, second elastic portion G, and friction portion H shown in FIG. 5 corresponds to the 3-4 clutch 53, the groove 53a 'of the clutch hub 53a, the clutch hub 53a, the vibration damping device 400, the elastic portion 402, the mass portion 401, the elastic portion 402, and the friction portion 403 shown in FIG. According to the vibration damping mechanism described above, the vibration damping device 400 of the present invention
a can be suppressed.

Next, an experiment performed on the vibration damping device 400 of the present invention will be described.

As shown in FIG. 8, the vibration damping device 400 'used in this experiment has an annular mass portion 401' and a plurality of elastic portions 402 'extending from the annular mass portion 401'.
402 ′, and the front edge 402′a at the distal end of the elastic portion 402 ′ is welded to the end surface of the cylindrical clutch hub 53a, whereby the vibration damping device 40 is formed.
0 'is connected to the clutch hub 53a.

When the clutch hub 53a vibrates, both edges at the tip of the elastic portion 402 'become frictional portions 403', and the frictional portions 403 'and the clutch hub 5a.
Due to friction between the clutch hub 53a and the clutch hub 53a, vibration of the clutch hub 53a is attenuated.

Here, the vibration damping device 400 'is attached to the clutch hub 53a of the 3-4 clutch 53, and the vibration of the clutch hub 53a is measured from when the 3-4 clutch 53 starts to be fully engaged. The results are shown in FIG. As a comparative example, a clutch hub 53a to which the vibration damping device 400 'was not attached was prepared, and the vibration was measured by the same method as the clutch hub 53a to which the vibration damping device 400' was attached. Shown in

As shown in FIG. 9, during the time from the start of engagement of the 3-4 clutch 53 to the complete engagement thereof, the vibration damping device 4
00 'is not attached to the clutch hub 53a.
Vibration started immediately after the 3-4 clutch 53 started to be engaged, and continued to oscillate shortly before the 3-4 clutch 53 was completely engaged. On the other hand, the clutch hub 53a to which the vibration damping device 400 'was attached did not vibrate regardless of the engagement of the 3-4 clutch 53. Therefore, as is apparent from the above results, the vibration of the clutch hub 53a can be efficiently suppressed by the vibration damping device 400 '.

Next, vibration is applied to one end of the clutch hub 53a to which the vibration damping device 400 'is attached to
Vibration was measured at the other end of 3a, and the damping ratio of the vibration was measured. The result is shown in FIG. In addition, as a comparative example,
The friction portion 403 'of the vibration damping device 400' and the clutch hub 53
a), and the vibration damping device 400 ′ and the clutch hub 5 are fixed.
In addition to preventing friction from being generated between the clutch hub 53a and the vibration damping device 400 ', the damping ratio of vibration in the clutch hub 53a is measured in the same manner as the clutch hub 53a in which the vibration damping device 400' is not fixed by welding. As shown in FIG.

As shown in FIG. 10, the vibration damping device 400 'with the friction portion 403' welded and fixed had an attenuation ratio of 1.33%, whereas the vibration control device 400 'with the friction portion 403' not welded and fixed. The vibration device 400 'had an attenuation rate of 2.32%. From this result, it is clear that the vibration generated in the clutch hub 53a was greatly attenuated by the friction generated between the clutch hub 53a and the friction portion 403 '.

[0086]

As described above, according to the present invention, since the mass body of the vibration damping device vibrates in the same phase as the vibration damping target, the vibration of the vibration damping target can be spread over a wider frequency band than in the case of the dynamic damper. As it can be attenuated and absorbs vibration by friction generated between the damping device and the damping target,
The mass can be reduced. Thereby, the load applied to the elastic body is suppressed, and the size of the elastic body can be reduced. Therefore, it is possible to reduce the size of the entire vibration damping device.

According to the second aspect of the present invention, since the friction portion is provided with the friction material that is in sliding contact with the vibration damping target, greater friction is generated between the friction portion and the vibration damping target, Vibration energy to be damped is reliably absorbed. Therefore, more stable vibration damping properties can be obtained.

Further, according to the third aspect, since the friction material is formed of an insulator, no current flows through the friction portion when the elastic body of the vibration damping device is projection-welded to the vibration damping target. Thus, the elastic body is reliably welded without the friction portion being welded to the vibration damping target.

Further, according to the fourth aspect, since the friction portion is pressed against the vibration damping target by the elastic body, the pressing force of the friction portion against the vibration damping target is changed by changing the elastic modulus of the elastic body. Can be easily changed, and the attenuation of the vibration of the vibration damping target can be adjusted efficiently.

According to the fifth aspect of the present invention, since the elastic body, the mass body, and the friction portion are integrally formed of a plate, the vibration damping device has a simple structure. Further, the elastic body is coupled to the end face of the vibration damping object on one surface of the plate material, and the friction material having a predetermined thickness attached to the friction portion on the same surface of the plate material is attached to the end face of the vibration damping object. Since the pressing member is pressed, by changing the thickness of the friction material, the pressing force of the friction portion against the vibration damping target can be easily changed. The attenuation can be adjusted efficiently.

Further, according to the sixth aspect, since the friction portion is provided at the intermediate portion of the adjacent elastic body, the relative displacement between the friction portion and the vibration damping object is increased, and the efficiency due to friction is improved. Attenuation can be achieved.

Further, according to the seventh aspect of the present invention, the vibration generated when the clutch is engaged is efficiently attenuated by providing the vibration damping device in the clutch hub or the clutch drum constituting the clutch mechanism provided in the automatic transmission. And the noise generated by the vibration can be reduced.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a mechanical configuration of an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a sectional view showing a configuration of a transmission gear mechanism of the automatic transmission.

FIG. 3 is a circuit diagram of a hydraulic control circuit.

FIG. 4 is a control system diagram of the automatic transmission.

FIG. 5 is an external perspective view of a vibration damping device attached to a clutch hub of the transmission gear mechanism.

FIG. 6 is a plan view of the vibration damping device.

FIG. 7 is a principle view illustrating a vibration damping mechanism of the vibration damping device.

FIG. 8 is an external view of a vibration damping device according to another embodiment of the present invention.

FIG. 9 is a diagram showing a result of an experiment on the vibration damping device.

FIG. 10 is a graph summarizing the results of an experiment on the vibration damping device.

FIG. 11 is a characteristic diagram showing the relationship between the relative speed of the clutch plate and the friction coefficient when the clutch plate is new.

FIG. 12 is a characteristic diagram showing a relationship between the relative speed of the clutch plate and the friction coefficient when the clutch plate or the ATF is deteriorated.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Automatic transmission 53 3-4 clutch 53a Clutch hub 400 Vibration suppression device 401 Mass body 402 Elastic body 402a Projection part 403 Friction part 403a Friction material

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Naohiro Sakagami 3-1 Fuchi-machi, Shinchu, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Mamoru Ishii 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Masamichi Iida 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Shigeki Hiramatsu 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Yoshihiko Fujita 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. F-term (reference) 3J056 AA34 AA65 BA03 BE27 CB14 GA05 GA12 3J057 AA04 BB04 CA01 CA20 DA09 EE02 GA01 GA11 HH02 JJ04

Claims (7)

[Claims] 1. A vibration damping device provided for a vibration damping object connected in a mode in which vibration is transmitted to a vibration source, wherein the vibration damping device is connected to the vibration damping object via an elastic body, and A vibration damping device comprising: a mass body that vibrates in the same phase as a vibration target, and a friction portion provided on the mass body and that rubs against a portion different from a mounting portion of the elastic body in the vibration damping target. . 2. The vibration damping device according to claim 1, wherein the friction portion is provided with a friction material that comes into sliding contact with a vibration damping target. 3. The vibration damping device according to claim 2, wherein the elastic body is coupled to the vibration damping target by projection welding, and the friction material is formed of an insulator. 4. The vibration damping device according to claim 1, wherein the friction portion is pressed against the vibration damping object by elasticity of the elastic body. 5. An elastic body, a mass body, and a friction portion are integrally formed of a plate material, and the elastic body is coupled to an end surface to be damped on one surface of the plate material. The vibration damper according to any one of claims 2 to 4, wherein a friction material having a predetermined thickness attached to the friction portion is pressed against the end surface of the vibration damping target. apparatus. 6. The mass body is formed in an annular shape, and a plurality of elastic bodies extend radially inward from the annular mass body and are coupled to a vibration damping target. The vibration damping device according to claim 5, wherein the friction portion extends in the radial direction from the intermediate portion and is pressed against the vibration damping target. 7. The vibration damping device according to claim 1, wherein the vibration damping target is a clutch hub or a clutch drum constituting a clutch mechanism provided in the automatic transmission. .