JP2005114158A - Dual mass flywheel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To stabilize performance of a friction generating mechanism in a dual mass flywheel. <P>SOLUTION: The dual mass flywheel 1 is inputted with torque from a crankshaft 91 of an engine, and it is provided with a first flywheel 2, a second flywheel 3, coil springs 34, 35, and 36, and a second friction generating mechanism 6. The first flywheel 2 is fixed to the crankshaft 91. A clutch friction surface 3a is formed on the second flywheel 3. The coil springs 34, 35, and 36 directly connect the second flywheel 3 to the crankshaft 91 resiliently in a rotating direction. The second friction generating mechanism 6 act in parallel with the coil springs 34, 35, and 36 in the rotating direction. The second friction generating mechanism 6 is held by the first flywheel 2. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention includes a two-mass flywheel, in particular, a first flywheel fixed to a crankshaft of an engine, and a second flywheel arranged so that torque can be transmitted to the crankshaft via an elastic member. It has a mass flywheel.

  A flywheel is mounted on the crankshaft of the engine in order to absorb vibrations caused by engine combustion fluctuations. Further, a clutch device is provided on the flywheel axial transmission side. The clutch device includes a clutch disk assembly coupled to an input shaft of the transmission, and a clutch cover assembly that biases a friction coupling portion of the clutch disk assembly to the flywheel. The clutch disk assembly has a damper mechanism for absorbing and damping torsional vibration. The damper mechanism has an elastic member such as a coil spring disposed so as to be compressed in the rotation direction.

On the other hand, a structure in which the damper mechanism is provided between the flywheel and the crankshaft instead of the clutch disk assembly is also known. In this case, the flywheel is positioned on the output side of the vibration system with the coil spring as a boundary, and the inertia on the output side is larger than in the conventional case. As a result, the resonance rotational speed can be set to be equal to or lower than the idle rotational speed, and a large damping performance can be realized. Thus, the structure comprised combining a flywheel and a damper mechanism is a 2 mass flywheel or a flywheel damper (for example, refer patent document 1). A flywheel fixed to the crankshaft of the engine is called a first flywheel, and a flywheel connected to the crankshaft via an elastic member and fitted with a clutch is called a second flywheel.
JP-A-4-231757

  The friction generating mechanism in the damper mechanism is arranged to act in parallel with the elastic member of the damper mechanism in the rotation direction. That is, when the second flywheel rotates relative to the crankshaft, the elastic member of the damper mechanism is compressed in the rotational direction, and at the same time, the friction generating mechanism generates friction. Thereby, the torsional vibration caused by the combustion fluctuation of the engine is quickly damped.

  Some friction generating mechanisms have a friction generating portion and a rotational direction engaging portion arranged so as to act on the friction generating portion in series in the rotational direction. The rotation direction engaging portion has a minute rotation direction gap between the two members. Therefore, when a minute torsional vibration resulting from engine combustion fluctuations is input, there is no collision at the rotational direction engaging portion, and the friction generating portion does not operate. Therefore, minute torsional vibration is effectively absorbed and attenuated.

  The friction generating mechanism described above is easily affected by heat from the clutch friction surface of the second flywheel. Therefore, when the friction generating mechanism is held on the second flywheel side, the friction performance is not stable because the friction coefficient changes due to the influence of heat.

  An object of the present invention is to stabilize the performance of a friction generating mechanism in a two-mass flywheel.

  The two-mass flywheel according to claim 1 receives torque from an engine crankshaft, and includes a first flywheel, a second flywheel, an elastic member, and a friction generating mechanism. Yes. The first flywheel is fixed to the crankshaft. A clutch friction surface is formed on the second flywheel. The elastic member elastically connects the second flywheel directly to the crankshaft in the rotational direction. The friction generating mechanism acts in parallel with the elastic member in the rotational direction. The friction generating mechanism is held by the first flywheel.

  In this two-mass flywheel, when the second flywheel rotates relative to the crankshaft by torsional vibration, the elastic member is compressed in the rotational direction, and at the same time, the friction generating mechanism generates friction. As a result, the torsional vibration is quickly damped. Since it is held by the first flywheel, the friction generating mechanism is not easily affected by heat from the clutch friction surface of the second flywheel. Therefore, the performance of the friction generating mechanism is stabilized. In particular, since the first flywheel is not connected to the second flywheel via the elastic member, heat from the second flywheel is hardly transmitted to the first flywheel.

  The two-mass flywheel according to claim 2, wherein the first flywheel includes a plate-like member having an inner peripheral end fixed to the crankshaft and an inertia member fixed to the outer peripheral end of the plate-like member. It consists of and.

  In the two-mass flywheel according to a third aspect, in the second aspect, the friction generating mechanism is held on the outer peripheral portion of the plate-like member.

  The two-mass flywheel according to claim 4, wherein the first flywheel is secured to the outer peripheral portion of the plate-like member and secures a space between the plate-like member in the axial direction. It has further. The friction generating mechanism is disposed in the space.

  According to a fifth aspect of the present invention, in the two-mass flywheel according to the second or third aspect, the friction generating mechanism uses a part of the inertia member as a friction surface. For this reason, the number of parts is reduced, and the overall structure is simplified.

  In the two-mass flywheel according to a sixth aspect, in the fifth aspect, the friction generation mechanism is provided between the surface on the axial engine side of the inertia member and the surface on the opposite side to the axial engine side of the plate member. It is arranged in the space. The friction generating mechanism includes a friction member that contacts an axial engine side surface of the inertia member, a plate that engages with the plate member so as not to be relatively rotatable and axially movable, and an axial engine of the plate member. And a biasing member that is disposed between the surface opposite to the side and the plate and elastically biases the plate toward the friction member. Since the friction member is not in contact with the plate-like member, abnormal noise is not easily diffused to the plate-like member side when the friction generating mechanism is operated.

  In the two-mass flywheel according to a seventh aspect, in any one of the second to sixth aspects, the plate-like member is a flexible plate that can bend in the bending direction.

  In the two-mass flywheel according to an eighth aspect, in any one of the first to seventh aspects, the friction generating mechanism is disposed on the outer peripheral side from the clutch friction surface. Since the friction generation mechanism is separated from the clutch friction surface in the radial direction, the friction generation mechanism is not easily affected by heat from the clutch friction surface.

  The two-mass flywheel according to claim 9 is a two-mass flywheel in which torque is input from an engine crankshaft, and includes an inertia member, a flexible plate, a second flywheel, an elastic member, and friction generation. Mechanism. The flexible plate is a member for connecting the inertia member to the crankshaft, and can be bent in the bending direction. A clutch friction surface is formed on the second flywheel. The elastic member elastically connects the second flywheel to the crankshaft in the rotational direction. The friction generating mechanism acts in parallel with the elastic member in the rotation direction. The friction generating mechanism is held by the flexible plate.

  In this two-mass flywheel, when the second flywheel rotates relative to the crankshaft by torsional vibration, the elastic member is compressed in the rotational direction, and at the same time, the friction generating mechanism generates friction. As a result, the torsional vibration is quickly damped. Since it is held by the flexible plate, the friction generating mechanism is not easily affected by heat from the clutch friction surface of the second flywheel. Therefore, the performance of the friction generating mechanism is stabilized.

  In a two-mass flywheel according to a tenth aspect, in the ninth aspect, the friction generating mechanism uses a part of the flexible plate as a friction surface. Since a flexible plate is used, the friction generating mechanism has a reduced number of parts and a simple structure.

  In a two-mass flywheel according to an eleventh aspect, in the ninth aspect, the friction generating mechanism uses a part of the inertia member as a friction surface. For this reason, the number of parts is reduced, and the overall structure is simplified.

  In the two-mass flywheel according to claim 12, in claim 11, the friction generating mechanism is a space between the surface of the inertia member on the axial engine side and the surface of the flexible plate opposite to the axial engine side. Is placed inside. The friction generating mechanism includes a friction member that contacts the surface of the inertia member on the axial engine side, a plate that engages with the flexible plate so as not to rotate relative to the flexible plate, and that can move in the axial direction. And a biasing member that is disposed between the opposite surface and the plate and elastically biases the plate toward the friction member. Since the friction member is not in contact with the flexible plate, it is difficult for abnormal noise to diffuse to the flexible plate side when the friction generating mechanism is operated.

  In a two-mass flywheel according to a thirteenth aspect, in any one of the ninth to twelfth aspects, the friction generating mechanism is disposed on the outer peripheral side from the clutch friction surface. Since the friction generation mechanism is separated from the clutch friction surface in the radial direction, the friction generation mechanism is not easily affected by heat from the clutch friction surface.

  A two-mass flywheel according to a fourteenth aspect further includes a fixing member for fixing the inertia member to the flexible plate in any one of the ninth to thirteenth aspects. The friction generating mechanism is disposed close to the inner peripheral side of the fixed member.

  In the two-mass flywheel according to the present invention, since the friction generating mechanism is provided on the first flywheel side, the performance of the friction generating mechanism is stabilized.

1. First Embodiment (1) Configuration
1) Overall Structure A two-mass flywheel 1 as an embodiment of the present invention shown in FIG. 1 transmits torque from a crankshaft 91 on the engine side via a clutch (a clutch disk assembly 93 and a clutch cover assembly 94). This is a device for transmitting torque to the input shaft 92 on the transmission side. The two-mass flywheel 1 has a damper function for absorbing and damping torsional vibration. The two-mass flywheel 1 mainly includes a first flywheel 2, a second flywheel 3, a damper mechanism 4 between both flywheels 2, 3, a first friction generating mechanism 5, and a second friction generating mechanism. It is comprised from 6.

  1 is a rotation axis of the two mass flywheel 1 and the clutch, an engine (not shown) is arranged on the left side of FIG. 1, and a transmission (not shown) is shown on the right side. Has been placed. Hereinafter, the left side in FIG. 1 is referred to as the axial engine side, and the right side is referred to as the axial transmission side. In FIG. 3, the direction of arrow R1 is the drive side (rotation direction positive side), and the direction of arrow R2 is the counter drive side (rotation direction negative side).

  In addition, the actual numerical value in embodiment described below is related with an Example, and does not limit this invention.

2) First flywheel The first flywheel 2 is fixed to the tip of the crankshaft 91. The first flywheel 2 is a member for ensuring a large moment of inertia on the crankshaft 91 side. The first flywheel 2 is mainly composed of a flexible plate 11 and an inertia member 13.

  The flexible plate 11 is a member for transmitting torque from the crankshaft 91 to the inertia member 13 and absorbing bending vibration from the crankshaft. Therefore, the flexible plate 11 has high rigidity in the rotation direction but low rigidity in the axial direction and the bending direction. Specifically, the axial rigidity of the flexible plate 11 is 3000 kg / mm or less, and preferably in the range of 600 kg / mm to 2200 kg / mm. The flexible plate 11 is a disk-shaped member in which a central hole is formed, and is made of, for example, a sheet metal. The flexible plate 11 has an inner peripheral end fixed to the tip of the crankshaft 91 by a plurality of bolts 22. Bolt through holes are formed in the flexible plate 11 at positions corresponding to the bolts 22. The bolt 22 is attached to the crankshaft 91 from the axial transmission side.

  The inertia member 13 is a thick-walled member, and is fixed to the axial transmission side of the outer peripheral end of the flexible plate 11. The outermost peripheral portion of the flexible plate 11 is fixed to the inertia member 13 by a plurality of rivets 15 arranged in the circumferential direction. An engine starting ring gear 14 is fixed to the outer peripheral surface of the inertia member 13. In addition, the 1st flywheel 2 may be comprised from the integral member.

3) Second Flywheel The second flywheel 3 is an annular and disk-shaped member, and is disposed on the axial transmission side of the first flywheel 2. On the second flywheel 3, a clutch friction surface 3a is formed on the axial transmission side. The clutch friction surface 3a is an annular and flat surface, and is a portion to which a clutch disk assembly 93 described later is connected. The second flywheel 3 further has an inner peripheral cylindrical portion 3b that extends toward the axial engine side at the inner peripheral edge. Further, a through hole 3d through which the bolt 22 penetrates is formed in the inner peripheral portion of the second flywheel 3 side by side in the circumferential direction.

4) Damper mechanism The damper mechanism 4 will be described. The damper mechanism 4 is a mechanism for elastically connecting the crankshaft 91 and the second flywheel 3 in the rotational direction. As described above, the second flywheel 3 is connected to the crankshaft 91 by the damper mechanism 4 to constitute a flywheel assembly (flywheel damper) together with the damper mechanism. The damper mechanism 4 includes a plurality of coil springs 34, 35, 36, a pair of output side disk-shaped plates 32, 33, and an input side disk-shaped plate 20. As shown in the mechanical circuit diagram of FIG. 15, the coil springs 34, 35, 36 are arranged so as to act in parallel with the friction generating mechanisms 5, 6 in the rotational direction.

  The pair of output-side disk-shaped plates 32 and 33 are configured by a first plate 32 on the axial direction engine side and a second plate 33 on the axial direction transmission side. Both plates 32 and 33 are disk-shaped members, and are arranged at a predetermined interval in the axial direction. Each of the plates 32 and 33 is formed with a plurality of windows 46 and 47 arranged in the circumferential direction. The window portions 46 and 47 are structures for supporting coil springs 34 and 35, which will be described later, in the axial direction and the rotational direction, respectively, and hold the coil springs 34 and 35 in the axial direction and abut on both ends in the circumferential direction. It has a cut and raised part. Two each of the window portions 46 and 47 are alternately arranged in the circumferential direction (arranged at the same radial position). Furthermore, each of the plates 32 and 33 is formed with a plurality of third window portions 48 arranged in the circumferential direction. The third window portion 48 is formed at two locations facing each other in the radial direction. Specifically, the third window portion 48 is formed on the outer peripheral side of the first window portion 46, and a third coil spring 36 to be described later is axially and rotationally respectively. It is a structure for supporting.

  Although the inner peripheral portions of the first plate 32 and the second plate 33 maintain a constant interval in the axial direction, the outer peripheral portions are close to each other and are firmly fixed by rivets 41 and 42. The first rivets 41 are arranged side by side in the circumferential direction. The second rivet 42 fixes the cut and raised contact portions 43 and 44 formed in the first plate 32 and the second plate 33. The cut-and-raised contact portions 43 and 44 are formed to be opposed to each other in the radial direction at two locations in the circumferential direction, and specifically, are arranged on the outer side in the radial direction of the second window portion 47. As shown in FIG. 2, the axial positions of the cut and raised contact portions 43 and 44 are the same as those of the input side disk-shaped plate 20.

  The outer periphery of the second plate 33 is fixed to the outer periphery of the second flywheel 3 by a plurality of rivets 49.

  The input side disk-shaped plate 20 is a disk-shaped member disposed between the output side disk-shaped plates 32 and 33. A first window hole 38 corresponding to the first window portion 46 and a second window hole 39 corresponding to the second window portion 47 are formed in the input side disk-shaped plate 20. Each of the first and second window holes 38 and 39 has a linear inner peripheral edge, but has a notch 38a and 39a recessed radially inward at the intermediate portion in the rotational direction of the inner peripheral edge. doing. As shown in FIG. 11, the input side disk-shaped plate 20 is further formed with a center hole 20a and a plurality of bolt through holes 20b formed around the center hole 20a. Further, a protrusion 20c protruding outward in the radial direction is formed at a position corresponding to the circumferential direction between the window holes 38 and 39 on the outer peripheral edge. The protrusion 20c is disposed away from the cut-and-raised contact portions 43 and 44 of the output-side disk-shaped plates 32 and 33 and the third coil spring 36 in the rotational direction, and when the projection 20c approaches the rotational direction, either It is possible to contact. In other words, the protrusion 20c and the cut-and-raised contact portions 43 and 44 constitute a stopper mechanism for the entire damper mechanism 4. The space in the rotation direction between the protrusions 20 c functions as a third window hole 40 for housing the third coil spring 36. Furthermore, holes 20d are formed at a plurality of locations (four locations in this embodiment) in the circumferential direction of the input-side disc-shaped plate 20. The hole 20d is generally circular, but slightly longer in the radial direction. The position of the hole 20d in the rotation direction is between the rotation directions of the window holes 38 and 39, and the position of the hole 20d in the radial direction is substantially the same as the notches 38a and 39a.

  The input side disk-shaped plate 20 is fixed to the crankshaft 91 by bolts 22 together with the flexible plate 11, the reinforcing member 18, and the support member 19. The inner peripheral portion of the flexible plate 11 is in contact with the axial transmission side surface of the tip end surface 91 a of the crankshaft 91. The reinforcing member 18 is a disk-shaped member, and is in contact with the axial transmission side surface of the inner peripheral portion of the flexible plate 11. The support member 19 includes a cylindrical part 19a and a disk-like part 19b extending in the radial direction from the outer peripheral surface thereof. The disk-shaped part 19 b is in contact with the axial transmission side surface of the reinforcing member 18. The inner peripheral surface of the cylindrical portion 19a is centered in contact with the outer peripheral surface of a cylindrical projection 91b formed at the center of the tip of the crankshaft 91. The inner peripheral surface of the flexible plate 11 and the inner peripheral surface of the reinforcing member 18 are centered in contact with the outer peripheral surface of the cylindrical portion 19a on the axial engine side. The inner peripheral surface of the input-side disk-shaped plate 20 is centered in contact with the outer peripheral surface of the base of the cylindrical portion 19a on the transmission side. A bearing 23 is mounted on the inner peripheral surface of the cylindrical portion 19a, and the bearing 23 rotatably supports the tip of the input shaft 92 of the transmission. The members 11, 18, 19, and 20 are firmly fixed to each other by screws 21.

  As described above, the support member 19 is fixed in a state of being positioned in the radial direction with respect to the crankshaft 91, and further performs the radial positioning of the first flywheel 2 and the second flywheel 3. As described above, since a single component has a plurality of functions, the number of components is reduced, leading to cost reduction.

  The inner peripheral surface of the cylindrical portion 3 b of the second flywheel 3 is supported by the outer peripheral surface of the cylindrical portion 19 a of the support member 19 via the bush 30. Thus, the second flywheel 3 is centered with respect to the first flywheel 2 and the crankshaft 91 by the support member 19. The bush 30 further includes a thrust portion 30 a disposed between the inner peripheral portion of the input side disk-shaped plate 20 and the tip of the cylindrical portion 3 b of the second flywheel 3. Thus, the thrust load from the 2nd flywheel 3 is received by each member 11, 18, 19, 20 arrange | positioned along with the axial direction via the thrust part 30a. That is, the thrust portion 30 a of the bush 30 functions as a thrust bearing that is supported by the inner peripheral portion of the input side disk-shaped plate 20 and receives an axial load from the second flywheel 3. Since the inner peripheral part of the input side disk-shaped plate 20 is flat and has improved flatness, the generated load in the thrust bearing is stabilized. Moreover, since the inner peripheral part of the input side disk-shaped plate 20 is planar, a thrust bearing part can be taken long, As a result, a hysteresis torque is stabilized. Furthermore, since the inner peripheral part of the input side disk-shaped plate 20 is a part which closely contacts the disk-shaped part 19b of the support member 19 in the axial direction, the rigidity is high.

  The first coil spring 34 is disposed in the first window hole 38 and the first window portion 46. Both ends of the first coil spring 34 in the rotation direction are in contact with or close to the rotation direction ends of the first window hole 38 and the first window portion 46.

  The second coil spring 35 is disposed in the second window hole 39 and the second window portion 47. The second coil spring 35 is a parent-child spring in which large and small springs are combined, and has higher rigidity than the first coil spring 34. Both ends of the second coil spring 35 in the rotational direction are close to or in contact with both ends of the second window 47 in the rotational direction, but are separated from both ends of the second window hole 39 by a predetermined angle (4 ° in this embodiment). ing.

  The third coil spring 36 is disposed in the third window hole 40 and the third window portion 48. The third coil spring 36 is smaller than the first coil spring 34 and the second coil spring 35, but is disposed on the outer periphery, so that the rigidity is high.

5) Friction generation mechanism
5-1) First friction generating mechanism 5
The first friction generating mechanism 5 is a mechanism that functions in parallel with the coil springs 34, 35, and 36 between the rotational directions of the input-side disk-shaped plate 20 and the output-side disk-shaped plates 32, 33 of the damper mechanism 4. When the crankshaft 91 and the second flywheel 3 rotate relative to each other, a predetermined frictional resistance (hysteresis torque) is generated. The first friction generating mechanism 5 is a device for generating a constant friction over the entire operating angle range of the damper mechanism 4, and generates a relatively small friction.

  The first friction generating mechanism 5 is disposed on the inner peripheral side from the damper mechanism 4, and is further disposed between the first plate 32 and the second flywheel 3 in the axial direction. The first friction generating mechanism 5 includes a first friction member 51, a second friction member 52, a cone spring 53, and a washer 54.

  The first friction member 51 is a member that rotates integrally with the input-side disk-like plate 20 and slides on the first plate 32 in the rotation direction. As shown in FIGS. 7 to 10, the first friction member 51 has an annular portion 51 a and first and second engaging portions 51 b and 51 c extending from the annular portion 51 a toward the axial transmission side. The annular portion 51 a is in contact with the inner peripheral portion of the first plate 32 so as to be slidable in the rotational direction. The first engaging portions 51b and the second engaging portions 51c are alternately arranged in the rotation direction. The first engaging portion 51b has an elongated shape in the rotation direction, and engages with the inner peripheral side cutouts 38a and 39a of the window holes 38 and 39 of the input side disk-shaped plate 20. The second engagement portion 51 c has a slightly longer shape in the radial direction, and is engaged with the hole 20 d of the input side disk-shaped plate 20. For this reason, the first friction member 51 is not rotatable relative to the input side disk-shaped plate 20 and is movable in the axial direction.

  A first protrusion 51d extending in the axial direction is further formed at an intermediate position in the rotational direction at the tip of the first engaging portion 51b in the axial direction. For this reason, the 1st axial direction surface 51e is formed in the rotation direction both sides of the 1st protrusion 51d. Further, a second protrusion 51f extending in the axial direction is formed at a radially inner position of the second engagement portion 51c. For this reason, a second axial surface 51g is formed at a radially outer position of the second protrusion 51f.

  The second friction member 52 is a member that rotates integrally with the input side disk-like plate 20 and slides in the rotational direction on the second flywheel 3. As shown in FIG. 14, the second friction member 52 is an annular member, and is in contact with the second friction surface 3 c of the inner peripheral portion of the second flywheel 3 so as to be slidable in the rotation direction. The second friction surface 3 c is a flat annular surface that is recessed toward the transmission side in the axial direction from other portions of the second flywheel 3.

  A plurality of notches 52 a arranged in the rotation direction are formed on the inner peripheral edge of the second friction member 52. In these notches 52a, the first protrusion 51d of the first engagement portion 51b and the second protrusion 51f of the second engagement portion 51c are engaged. Therefore, the second friction member 52 is not rotatable relative to the first friction member 51 and is movable in the axial direction.

  The cone spring 53 is a member that is disposed between the first friction member 51 and the second friction member 52 in the axial direction and biases both members in a direction away from the axial direction. As shown in FIG. 13, the cone spring 53 is a conical or disk-like spring, and a plurality of notches 53 a are formed on the inner peripheral edge. In these notches 53a, the first protrusion 51d of the first engagement portion 51b and the second protrusion 51f of the second engagement portion 51c are engaged. Therefore, the cone spring 53 is not rotatable relative to the first friction member 51 and is movable in the axial direction.

  The washer 54 is a member for reliably transmitting the load of the cone spring 53 to the first friction member 51. As shown in FIG. 14, the washer 54 is an annular member and has a plurality of notches 54 a arranged in the circumferential direction on the inner peripheral edge. In these notches 54a, the first protrusion 51d of the first engaging portion 51b and the second protrusion 51f of the second engaging portion 51c are engaged. Therefore, the washer 54 is not rotatable relative to the first friction member 51 and is movable in the axial direction. The washer 54 is seated on the first axial surface 51e of the first engaging portion 51b and the second axial surface 51g of the second engaging portion 51c. The cone spring 53 has an inner peripheral portion supported by a washer 54 and an outer peripheral portion supported by a second friction member 52.

5-2) Second friction generating mechanism 6
The second friction generating mechanism 6 is a mechanism that functions in parallel with the coil springs 34, 35, and 36 between the rotation directions of the input-side disk-shaped plate 20 and the output-side disk-shaped plates 32, 33 of the damper mechanism 4. When the crankshaft 91 and the second flywheel 3 rotate relative to each other, a predetermined frictional resistance (hysteresis torque) is generated. The second friction generating mechanism 6 is a device for generating a constant friction over the entire operating angle range of the damper mechanism 4, and generates a relatively large friction. In this embodiment, the hysteresis torque generated by the second friction generating mechanism 6 is 5 to 10 times the hysteresis torque generated by the first friction generating mechanism 5.

  The second friction generating mechanism 6 is configured by a plurality of washers that are disposed in a space formed between the annular portion 11a that is the outer peripheral portion of the flexible plate 11 and the second disk-shaped plate 12 in the axial direction and abut against each other. Has been. Each washer of the second friction generating mechanism ”is disposed close to the inner peripheral side of the inertia member 13 and the rivet 15.

  As shown in FIG. 4, the second friction generating mechanism 6 includes a friction washer 57, an input-side friction plate 58, and a cone spring 59 in order from the flexible plate 11 toward the facing portion 12 a of the second disk-shaped plate 12. have. Thus, since the flexible plate 11 also has a function of holding the second friction generating mechanism 6, the number of parts is reduced and the structure is simplified.

  The cone spring 59 is a member for applying a load in the axial direction to each friction surface, and is compressed by being sandwiched between the opposed portion 12a and the input-side friction plate 58. The biasing force is given in the axial direction. The input-side friction plate 58 has a claw portion 58a formed on the outer peripheral edge thereof engaged with a notch 12b formed in the second disc-shaped plate 12 extending in the axial direction. 58 is not rotatable relative to the second disk-shaped plate 12, but is movable in the axial direction.

  As shown in FIG. 5, the friction washer 57 is a plurality of members arranged side by side in the rotation direction, and each extends in an arc shape. In this embodiment, the number of friction washers 57 is six in total. Each friction washer 57 is sandwiched between the input side friction plate 58 and the annular portion 11 a that is the outer peripheral portion of the flexible plate 11. That is, the axial engine side surface 57 a of the friction washer 57 is slidably in contact with the axial transmission side surface of the flexible plate 11, and the axial transmission side surface 57 b of the friction washer 57 is slidable on the axial engine side surface of the input side friction plate 58. Is slidably abutted on. As shown in FIG. 6, a recess 63 is formed on the inner peripheral surface of the friction washer 57. The recess 63 is formed substantially at the center of the friction washer 57 in the rotational direction. Specifically, the recess 63 has a bottom surface 63a extending in the rotational direction, and a rotational direction end surface 63b extending generally radially from both ends thereof (substantially perpendicular to the bottom surface 63a). have. Since the concave portion 63 is formed in the middle in the axial direction of the inner peripheral surface of the friction washer 57, the concave portion 63 has axial end surfaces 63c and 63d constituting both sides in the axial direction.

  Friction engaging members 60 are disposed on the inner peripheral side of each friction washer 57, more specifically, in the recess 63, respectively. The outer peripheral portion of each friction engagement member 60 is disposed in the recess 63 of the friction washer 57. The friction washer 57 and the friction engagement member 60 are both made of resin.

  An engagement portion 64 constituted by the friction engagement member 60 and the recess 63 of the friction washer 57 will be described. The friction engagement member 60 has axial end faces 60a and 60b and a rotational end face 60c. The outer peripheral surface 60 g of the friction engagement member 60 is close to the bottom surface 63 a of the recess 63. A rotation direction gap 65 (65A in FIG. 6) of a predetermined angle is secured between each of the rotation direction end surface 60c and the rotation direction end surface 63b, and the friction washer 57 is a sum of both angles. Is a predetermined angle that can be relatively rotated. This angle is preferably in a range equal to or slightly exceeding the damper operating angle caused by the minute torsional vibration caused by engine combustion fluctuations. In this embodiment, the friction engagement member 60 is disposed at the center of the recess 63 in the rotational direction in the neutral state shown in FIG. Therefore, the size of the gap on each side in the rotational direction of the friction engagement member 60 is the same.

  The friction engagement member 60 is engaged with the first plate 32 so as to rotate integrally and be movable in the axial direction. Specifically, an annular wall 32 a extending toward the axial engine side is formed on the outer peripheral edge of the first plate 32, and the annular wall 32 a is recessed radially inward corresponding to each friction engagement member 60. A recess 61 is formed. Further, a first slit 61a penetrating in the radial direction is formed at the center of the concave portion 61 in the rotational direction, and second slits 61b penetrating in the radial direction are formed on both sides in the rotational direction. The friction engagement member 60 extends from the radially outer side to the inner side in the first slit 61a, extends to both sides in the rotational direction, and contacts the inner peripheral surface of the annular wall 32a, and each second slit 61b. A pair of second leg portions 60f that extend inwardly from the outside in the radial direction and further outward in the rotational direction and abut against the inner peripheral surface of the annular wall 32a are provided. Thereby, the friction engagement member 60 does not move radially outward from the annular wall 32a. Further, the friction engagement member 60 has a convex portion 60d that extends inward in the radial direction and engages with the concave portion 61 of the annular wall 32a in the rotational direction. As a result, the friction engagement member 60 rotates as a convex portion of the first plate 32.

  The friction engagement member 60 can be attached to and detached from the first plate 32 in the axial direction.

  Further, the axial dimension of the friction engagement member 60 is shorter than the axial dimension of the recess 63 (that is, the distance between the axial end faces 63c and 63d of the recess 63 is longer than between the axial end faces 60a and 60b of the friction engagement member 60). Therefore, the friction engagement member 60 can move in the axial direction with respect to the friction washer 57. Further, since a radial clearance is secured between the outer peripheral surface 60 g of the friction engagement member 60 and the bottom surface 63 a of the recess 63, the friction engagement member 60 is inclined at a predetermined angle with respect to the friction washer 57. It is possible.

  As described above, the friction washer 57 is frictionally engaged with the flexible plate 11 that is an input side member and the input side friction plate 58 so as to be movable in the rotational direction, and is engaged with the friction engagement member 60. Engagement is possible through the rotation direction gap 65 of the mating portion 64 so that torque can be transmitted. Further, the friction engagement member 60 rotates integrally with the first plate 32 and is movable in the axial direction.

  Next, the relationship between the friction washer 57 and the friction engagement member 60 will be described in more detail. Although the rotation direction width (rotation direction angle) of the friction engagement member 60 is the same, there are some in which the rotation direction width (rotation direction angle) of the recess 63 is different. In other words, there are at least two types of friction washers 57 having different widths in the rotational direction of the recesses 63. In this embodiment, there are two first friction washers 57A facing in the vertical direction in FIG. 5 and four second friction washers 57B facing in the left-right direction. The first friction washer 57A and the second friction washer 57B have substantially the same shape and are made of the same material. The only difference between the two is the rotational width (rotational direction angle) of the rotational gap of the recess 63. Specifically, the rotational direction width of the concave portion 63 of the second friction washer 57B is larger than the rotational direction width of the concave portion 63 of the first friction washer 57A. As a result, the second rotation direction gap 65B of the second engagement portion 64B in the second friction washer 57B is larger than the first rotation direction gap 65A of the first engagement portion 64A in the first friction washer 57A. In this embodiment, for example, the former is 10 °, the latter is 8 °, and the difference is 2 °.

  Both ends in the rotational direction of the friction washers 57A and 57B are close to each other. The angle between the rotation direction ends secured between the rotation direction ends is based on a difference (for example, 2 °) between the second rotation direction gap 65B of the second friction washer 57B and the first rotation direction gap 65A of the first friction washer 57A. , Is set large.

6) Clutch disk assembly The clutch disk assembly 93 of the clutch includes a friction facing 93a disposed close to the clutch friction surface 3a of the second flywheel 3 and a hub 93b that is spline-engaged with the transmission input shaft 92. Have.

7) Clutch cover assembly The clutch cover assembly 94 includes a clutch cover 96, a diaphragm spring 97, and a pressure plate 98. The clutch cover 96 is a disk-like and annular member fixed to the second flywheel 3. The pressure plate 98 is an annular member having a pressing surface close to the friction facing 93 a and rotates integrally with the clutch cover 96. The diaphragm spring 97 is a member for elastically urging the pressure plate 98 toward the second flywheel in a state instructed by the clutch cover 96. When a release device (not shown) pushes the inner peripheral end of the diaphragm spring 97 toward the axial engine side, the diaphragm spring 97 releases the bias to the pressure plate 98.

(2) Operation
1) Torque transmission In the two-mass flywheel 1, torque from the crankshaft 91 of the engine is transmitted to the second flywheel 3 via the damper mechanism 4. In the damper mechanism 4, torque is transmitted in the order of the input side disk-shaped plate 20, the coil springs 34 to 36, and the output side disk-shaped plates 32 and 33. Further, the torque is transmitted from the two-mass flywheel 1 to the clutch disc assembly 93 in the clutch engaged state, and finally output to the input shaft 92.

2) Absorption and damping of torsional vibration 2 When combustion fluctuations from the engine are input to the mass flywheel 1, the input side disk-like plate 20 and the output side disk-like plates 32, 33 rotate relative to each other in the damper mechanism 4. In the meantime, the coil springs 34 to 36 are compressed in parallel. Further, the first friction generating mechanism 5 and the second friction generating mechanism 6 generate a predetermined hysteresis torque. As a result, the torsional vibration is absorbed and attenuated.

  Next, the operation of the damper mechanism 4 will be described using the torsional characteristic diagram of FIG. In the region where the torsion angle is small (near the angle zero), only the first coil spring 34 is compressed, and a relatively low rigidity characteristic is obtained. When the torsion angle increases, the first coil spring 34 and the second coil spring 35 are compressed in parallel, and a relatively high rigidity characteristic is obtained. When the torsion angle is further increased, the first coil spring 34, the second coil spring 35, and the third coil spring 36 are compressed in parallel, and the highest rigidity characteristic is obtained at both ends of the torsion characteristic. The first friction generating mechanism 5 operates in all regions of torsion angles. The second friction generating mechanism 6 does not operate up to a predetermined angle after the direction of the twisting operation is changed at both ends of the twisting angle.

  Next, the operation when the friction washer 57 is driven by the friction engagement member 60 will be described. An operation in which the friction engagement member 60 is twisted in the rotational direction R1 side with respect to the friction washer 57 from the neutral state will be described.

  As the torsional angle increases, the friction engagement member 60 eventually comes into contact with the rotational direction end surface 63b of the concave portion 63 of the first friction washer 57A on the rotational direction R1 side in the first friction washer 57A. At this time, in the second friction washer 57B, the friction engagement member 60 is in the rotational direction gap (the second rotation of the second friction washer 57B) with respect to the rotational end surface 63b on the rotational direction R1 side of the recess 63 of the second friction washer 57B. This is half the difference between the direction clearance 65B and the first rotation direction clearance 65A of the first friction washer 57A (1 ° in this embodiment).

  When the torsion angle is further increased, the friction engagement member 60 drives the first friction washer 57A to slide relative to the flexible plate 11 and the input side friction plate 58. At this time, the first friction washer 57A approaches the rotation direction R1 side with respect to the second friction washer 57B, but the end portions of both do not contact each other.

  When the torsional angle eventually reaches a predetermined magnitude, the friction engagement member 60 comes into contact with the rotational end surface 63b of the recess 63 of the second friction washer 57B. Thereafter, the friction engagement member 60 drives both the first and second friction washers 57A and 57B to slide relative to the flexible plate 11 and the input side friction plate 58.

  In summary, when the friction washer 57 is driven by the first plate 32, a region where a certain number of torsional characteristics are driven and intermediate frictional resistance is generated is a region of large frictional resistance where all the numbers are driven. Occurs before the start of.

2-1) Micro Torsional Vibration Next, the operation of the damper mechanism 4 when the microtorsional vibration due to engine combustion fluctuations is input to the two-mass flywheel 1, the mechanical circuit diagram of FIG. 15 and FIGS. This will be described with reference to 19 torsional characteristic diagrams.

  When a minute torsional vibration is input, in the second friction generating mechanism 6, the input-side disk-like plate 20 causes the friction washer in the rotational gap 65 between the friction engagement member 60 (convex portion) and the concave portion 63. Rotates relative to 57. That is, the friction washer 57 is not driven by the first plate 32, and therefore the friction washer 57 does not rotate relative to the input side member. As a result, no high hysteresis torque is generated against minute torsional vibration. That is, in the torsional characteristic diagram of FIG. 16, for example “DCa”, the coil springs 34 and 35 operate, but the second friction generating mechanism 6 does not slip. That is, only a hysteresis torque much smaller than a normal hysteresis torque can be obtained in a predetermined torsion angle range. As described above, since the minute rotational direction gap that does not operate the second friction generating mechanism 6 within the predetermined angle range in the torsional characteristics is provided, the vibration / noise level can be significantly lowered.

  As a result, in the second stage of torsional characteristics, if the operating angle of torsional vibration is within the angle (for example, 8 °) of the first rotational clearance 65A of the first engagement portion 64A of the first friction washer 57A, FIG. No large frictional resistance (high hysteresis torque) is generated as in 17, and only the low frictional resistance region A is obtained. Further, the operating angle of the torsional vibration is equal to or larger than the angle (for example, 8 °) of the first rotational clearance 65A of the first engagement portion 64A of the first friction washer 57A, but the second engagement of the second friction washer 57B. When the angle is within the angle (for example, 10 °) of the second rotational direction gap 65B of the portion 64B, an intermediate frictional resistance region B is generated at the end of the low frictional resistance region A as shown in FIG. When the operating angle of the torsional vibration is equal to or larger than the angle (for example, 10 °) of the second rotational direction gap 65B of the second engagement portion 64B of the second friction washer 57B, a low frictional resistance region as shown in FIG. A region B of intermediate frictional resistance and a region C in which a constant large frictional resistance is generated are obtained at both ends of A, respectively.

2-1) Operation when a large torsional vibration is input An operation of the second friction generating mechanism 6 when a large torsional vibration is input will be described. In the second friction generating mechanism 6, the friction washer 57 rotates integrally with the friction engagement member 60 and the first plate 32, and rotates relative to the flexible plate 11 and the friction plate 58. As a result, the friction washer 57 and the friction engagement member 60 slide on the flexible plate 11 and the input side friction plate 58 to generate a frictional resistance. As described above, when the torsional angle of torsional vibration is large, the friction washer 57 slides on the flexible plate 11 and the input side friction plate 58. As a result, a certain amount of frictional resistance is obtained throughout the torsional characteristics.

  Here, the operation at the end of the twist angle (position where the direction of vibration changes) will be described. At the right end of the torsional characteristic diagram of FIG. 16, the friction washer 57 is shifted most toward the rotational direction R2 with respect to the first plate 32. When the first plate 32 is twisted in the rotational direction R2 side with respect to the output side disk-shaped plates 32 and 33 from this state, the entire rotational gap 65 between the friction engagement member 60 (convex portion) and the concave portion 63 is removed. The friction washer 57 rotates relative to the first plate 32 over an angle. During this time, since the friction washer 57 does not slide with respect to the input side member, a low frictional resistance region A (for example, 8 °) is obtained. Subsequently, when the first rotational direction gap 65A of the first engagement portion 64A of the first friction washer 57A is eliminated, the first plate 32 next drives the first friction washer 57A. Then, the first friction washer 57A rotates relative to the flexible plate 11 and the input-side friction plate 58. As a result, as described above, an intermediate frictional resistance region B (for example, 2 °) is generated. Subsequently, when the second rotation direction gap 65B of the second engagement portion 64B of the second friction washer 57B is eliminated, the first plate 32 next drives the second friction washer 57B. Then, the second friction washer 57B rotates relative to the flexible plate 11 and the input side friction plate 58. At this time, since the first friction washer 57A and the second friction washer 57B slide together, a relatively large frictional resistance region C is generated. The hysteresis torque generated by the first friction washer 57A is smaller than the hysteresis torque generated by the second friction washer 57B, and is actually about half.

  As described above, the intermediate frictional resistance region B is provided in the initial stage where a large frictional resistance is generated. Since the rising of the large frictional resistance is stepwise in this way, there is no high hysteresis torque wall when the large frictional resistance is generated. Therefore, in the friction generating mechanism provided with a minute rotational direction gap to absorb minute torsional vibrations, the clap sound when high hysteresis torque is generated is reduced.

  In particular, in the present invention, since a single type of friction washer 57 is used to generate an intermediate frictional resistance, the types of friction members can be reduced. The friction washer 57 has a simple structure extending in an arc shape. Further, the friction washer 57 is not formed with an axial through-hole, and the manufacturing cost can be kept low.

2-2) Operation when Micro Torsional Vibration is Input Next, the operation of the second friction generating mechanism 6 when micro torsional vibration caused by engine combustion fluctuations is input to the flywheel damper will be described.

  When the minute torsional vibration is input, in the second friction generating mechanism 6, the friction engagement member 60 rotates relative to the friction washer 57 in the minute rotation direction gap 65. That is, the friction washer 57 is not driven by the friction engagement member 60, and therefore the friction washer 57 does not rotate relative to the input side member. As a result, no high hysteresis torque is generated against minute torsional vibration. That is, only a hysteresis torque much smaller than a normal hysteresis torque can be obtained in a predetermined torsion angle range. As described above, since the minute rotational direction gap that does not operate the second friction generating mechanism 6 within the predetermined angle range in the torsional characteristics is provided, the vibration / noise level can be significantly lowered.

(3) Effect
3-1) Effect of the first friction generating mechanism 5 Since the first friction generating mechanism 5 uses a part of the second flywheel 3 as a friction surface, the area of the sliding surface can be increased. Specifically, since the second friction member 52 is urged against the second flywheel 3 by the cone spring 53, the area of the sliding surface can be increased. Therefore, the surface pressure of the sliding surface is reduced, and the life of the first friction generating mechanism 5 is improved.

  The outer peripheral portion of the second friction member 52 and the inner peripheral portions of the first and second coil springs 34 and 35 are arranged so as to overlap in the axial direction, and the radial position of the outer peripheral edge of the second friction member 52 is the first and second. The coil springs 34 and 35 are located radially outward from the radial positions of the inner peripheral edges. For this reason, although the second friction member 52 and the first and second coil springs 34 and 35 are close to each other in the radial direction, a sufficient friction surface can be secured in the second friction generating mechanism 6.

  The outer peripheral portion of the annular portion 51a of the first friction member 51 and the inner peripheral portions of the first and second coil springs 34 and 35 are disposed so as to overlap in the axial direction, and the radial position of the outer peripheral edge of the annular portion 51a is the first and the second. The second coil springs 34 and 35 are located radially outward from the radial positions of the inner peripheral edges. For this reason, although the annular portion 51a and the first and second coil springs 34 and 35 are close to each other in the radial direction, a sufficient friction surface can be secured in the second friction generating mechanism 6.

  Only the first friction member 51 is engaged with the input-side disc-like plate 20 so as not to be relatively rotatable, and the first friction member 51 and the second friction member 52 are engaged with each other so as not to be relatively rotatable. For this reason, it is not necessary to engage the input side disk-shaped plate 20 and the second friction member 52, and the structure is simplified.

  The first friction member 51 is in contact with the first plate 32 so as to be slidable in the rotational direction, and extends in the axial direction from the annular portion 51a and moves in the axial direction with respect to the input side circular plate 20. It has a plurality of engaging portions 51b and 51c that can engage with each other so as not to rotate relative to each other. The second friction member 52 has a plurality of notches 52a that engage with the plurality of engaging portions 51b and 51c so as not to rotate relative to each other and to be movable in the axial direction. Thus, since the first friction member 51 has a plurality of engaging portions 51b and 51c extending in the axial direction, the annular portion 51a of the first friction member 51 and the second friction member 52 are separated in the axial direction. The arranged structure can be easily realized.

  The cone spring 53 is disposed between the second friction member 52 and the engaging portions 51b and 51c of the first friction member 51, and biases both in the axial direction. Therefore, the structure is simplified.

  The washer 54 is seated on the front ends of the engaging portions 51 b and 51 c of the first friction member 51 and functions as a receiving member that receives the urging force from the cone spring 53. Therefore, the axial load applied to the frictional sliding surface is stabilized, and as a result, the frictional resistance generated on the sliding surface is stabilized.

  The first friction generating mechanism 5 is disposed on the inner peripheral side (away from the inner side in the radial direction) from the clutch friction surface 3 a of the second flywheel 3. Therefore, the first friction generating mechanism 5 is hardly affected by the heat from the clutch friction surface 3a, and the frictional resistance is stabilized.

  The first friction generating mechanism 5 is disposed on the inner peripheral side from the radial center position of the first and second coil springs 34 and 35 of the damper mechanism 4, and is disposed on the outer peripheral side from the outermost peripheral edge of the bolt 22. Yes. Therefore, it becomes a space-saving structure.

3-2) Effect of Second Friction Generation Mechanism 6 Since the second friction generation mechanism 6 is held by the first flywheel 2 (specifically, the flexible plate 11), the second friction generation mechanism 6 is the second friction generation mechanism 6. It is difficult to be affected by heat from the clutch friction surface 3a of the flywheel 3. Therefore, the performance of the second friction generating mechanism 6 is stabilized. In particular, since the first flywheel 2 is not connected to the second flywheel 3 via the coil springs 34 to 36, heat from the second flywheel 3 is not easily transmitted to the first flywheel 2.

  The second friction generating mechanism 6 uses an annular portion 11a that is an outer peripheral portion of the flexible plate 11 as a friction surface. Since the flexible plate 11 is used, the second friction generating mechanism 6 has a reduced number of parts and a simple structure.

  Since the second friction generating mechanism 6 is arranged on the outer peripheral side from the clutch clutch friction surface 3a and is separated from the clutch friction surface 3a in the radial direction, the second friction generating mechanism 6 is affected by the heat from the clutch friction surface 3a. It is hard to receive.

3-3) Effect of flexible flywheel (first flywheel 2 and damper mechanism 4) The first flywheel 2 is a member for connecting the inertia member 13 and the inertia member 13 to the crankshaft 91 in the bending direction. And a flexible plate 11 that can be flexibly deformed. The damper mechanism 4 includes an input-side disk-shaped plate 20 to which torque from the crankshaft 91 is input, and output-side disk-shaped plates 32 and 33 that are arranged to be rotatable relative to the input-side disk-shaped plate 20. Coil springs 34, 35, and 36 that are compressed in the rotational direction by the relative rotation of the two. The first flywheel 2 can be displaced within a predetermined range in the bending direction with respect to the damper mechanism 4. The combination of the first flywheel 2 and the damper mechanism 4 described above is called a flexible flywheel.

  When bending vibration is generated in the first flywheel 2, the flexible plate 11 bends in the bending direction. For this reason, the bending vibration from an engine is suppressed. In this flexible flywheel, since the first flywheel 2 can be displaced within a predetermined range in the bending direction with respect to the damper mechanism 4, the bending vibration suppressing effect by the flexible plate 11 is sufficiently high.

  The flexible flywheel is disposed between the first flywheel 2 and the output side disk-like plate 32 of the damper mechanism 4, and the second friction generating mechanism 6 acting in parallel with the coil springs 34, 35, 36 in the rotational direction. Is further provided. The second friction generating mechanism 6 includes a friction washer 57 and a friction engagement member 60 that are capable of transmitting torque but are engaged so as to be relatively displaceable in the bending direction. In this flexible flywheel, since the two members are engaged with each other in the second friction generating mechanism 6 so as to be relatively displaceable in the bending direction, the first flywheel passes through the second friction generating mechanism 6 with respect to the damper mechanism 4. Despite being engaged, it can be displaced within a predetermined range in the bending direction. As a result, the bending vibration suppressing effect by the flexible plate 11 is sufficiently high.

  The friction washer 57 and the friction engagement member 60 are engaged with each other with a gap in the rotation direction. That is, since they are not in close contact with each other in the rotational direction, no great resistance is generated when they are relatively displaced in the bending direction.

  The friction engagement member 60 is engaged with the first plate 32 of the output side disk-shaped plates 32 and 33 so as to be movable in the axial direction. Therefore, when the friction washer 57 moves in the axial direction together with the first flywheel 2, resistance is hardly generated in the axial direction between the friction engagement member 60 and the output side disk-shaped plates 32 and 33.

3-4) Effect of Third Coil Spring 36 The third coil spring 36 is a member for starting operation in a region where the torsion angle of the torsional characteristic is maximized, and for applying sufficient stopper torque to the damper mechanism 4. is there. The third coil spring 36 is arranged to act in parallel with the first and second coil springs 34 and 35 in the rotational direction.

  The third coil spring 36 has a wire diameter and a coil diameter that are significantly smaller than the first and second coil springs 34 and 35 (about half), and therefore has a small space for the axial direction. As shown in FIG. 1, the third coil spring 36 is disposed on the outer peripheral side of the first and second coil springs 34, 35 and is disposed at a position corresponding to the clutch friction surface 3 a of the second flywheel 3. . In other words, the radial position of the third coil spring 36 is in an annular region between the inner diameter and the outer diameter of the clutch friction surface 3a.

  In this embodiment, by providing the third coil spring 36, the stopper torque is sufficiently increased to improve the performance, and the size and arrangement position of the third coil spring 36 are devised to realize a space-saving structure. doing. In particular, although the third coil spring 36 is disposed at a position corresponding to the clutch friction surface 3a of the second flywheel 3 (the clutch friction surface 3a portion has a large axial thickness), the axial dimension of that portion is determined. Is sufficiently small and smaller than the axial dimension of the portion where the first and second coil springs 34 and 35 are disposed.

  The third coil spring 36 has substantially the same radial position as the stopper formed by the protrusion 20c of the input-side disk-shaped plate 20 and the cut-and-raised contact portions 43, 44 of the output-side disk-shaped plates 32, 33. Is arranged. For this reason, the diameter of the entire structure is smaller than the structure in which the mechanisms are arranged at different positions in the radial direction.

(4) Other Embodiments Although one embodiment of the clutch device according to the present invention has been described above, the present invention is not limited to such an embodiment, and various modifications or changes can be made without departing from the scope of the present invention. Correction is possible. In particular, the present invention is not limited to the specific angle values described above.

  In the above-described embodiment, the types of the size of the gap in the rotation direction of the engaging portion are two types, but may be three types or more. In the case of three types, the intermediate frictional resistance has two levels.

  In the embodiment, the first friction member and the second friction member have the same friction coefficient, but may be different. Thus, by adjusting the frictional resistance generated between the first friction member and the second friction member, the ratio between the intermediate frictional resistance and the large frictional resistance can be freely set.

  In the above embodiment, intermediate frictional resistance is generated by providing concave portions having different sizes with the same size of the convex portions, but convex portions having different sizes with the same size of the concave portions. It may be provided. Furthermore, you may combine the convex part of a different magnitude | size, and the recessed part of a different magnitude | size.

  In the above-described embodiment, the concave portion of the friction washer faces inward in the radial direction, but conversely it may face inward in the radial direction.

  Furthermore, in the above-described embodiment, the friction washer has a concave portion, but the friction washer may have a convex portion. In that case, for example, the input side disk-shaped plate has a recess.

  Furthermore, in the above-described embodiment, the friction washer has a friction surface that frictionally engages with the input side member, but may have a friction surface that frictionally engages with the output side member. In this case, an engagement portion having a rotation direction gap is formed between the friction washer and the input side member.

2. Second Embodiment A second friction generating mechanism 107 will be described with reference to FIG. Hereinafter, the description of the same structure as that of the embodiment will be omitted, and different parts will be described.

  As shown in FIG. 20, the second friction generating mechanism 107 is a mechanism that functions in parallel with the coil spring between the rotation directions of the input side disk-like plate and the output side disk-like plates 132 and 133 of the damper mechanism. When the crankshaft and the second flywheel 103 rotate relative to each other, a predetermined frictional resistance (hysteresis torque) is generated. The second friction generating mechanism 107 is a device for generating a constant friction over the entire operating angle range of the damper mechanism, and generates a relatively large friction.

  As shown in FIG. 20, the second friction generating mechanism 107 is arranged in a space formed between the annular portion 111 a that is the outer peripheral portion of the flexible plate 111 and the inertia member 113 and is in contact with each other. It is comprised by the member. Specifically, the inertia member 113 has an annular protrusion 113a that is opposed to the annular portion 111a at a position separated in the axial direction, and the annular protrusion 113a has an axial engine side surface 113b. . The inertia member 113 has an inner peripheral surface 113c on the axial engine side of the annular protrusion 113a.

  As shown in FIG. 20, the second friction generating mechanism 107 includes a cone spring 158, a friction plate 159, and a friction washer 161 in order from the flexible plate 111 toward the axial engine side surface 113b of the inertia member 113. Yes. Thus, since the flexible plate 111 also has a function of holding the second friction generating mechanism 107, the number of parts is reduced and the structure is simplified. Further, since the inertia member 113 also has a function of holding the second friction generating mechanism 107, the effect is further enhanced.

  The cone spring 158 is a member for applying a load in the axial direction to each friction surface, and is compressed by being sandwiched between the annular portion 111a and the friction plate 159. Energizing force in the direction.

  The friction plate 159 has a plurality of claw portions 159a formed on the inner peripheral edge. The claw portion 159 a is bent and extends toward the axial engine side, and engages with a notch 111 b formed in the annular portion 111 a of the flexible plate 111. By this engagement, the friction plate 159 cannot move relative to the flexible plate 111 but can move in the axial direction.

  The friction washer 161 is a plurality of members arranged side by side in the rotational direction, as in the above embodiment, and each extends in an arc shape. In this embodiment, a total of six friction washers 161 are provided. Each friction washer 161 is sandwiched between the friction plate 159 and the inertia member 113. That is, the axial engine side surface 161 a of the friction washer 161 is slidably in contact with the axial transmission side surface 111 c of the flexible plate 111, and the axial transmission side surface 161 b of the friction washer 161 is slidable. Is slidably abutted on. Further, the outer peripheral surface 161 c of the friction washer 161 is in contact with the inner peripheral surface 113 c of the inertia member 113.

  In summary, the second friction generating mechanism 107 is disposed in a space between the axial engine side surface 113b of the inertia member 113 and the axial transmission side surface 111c of the flexible plate 111, and the axial direction of the inertia member 113 is A friction washer 161 that abuts the engine side surface 113b, a friction plate 159 that engages with the flexible plate 111 so as not to rotate relative to the flexible plate 111 and that can move in the axial direction, and an axial transmission side surface 111c of the flexible plate 111 and the friction plate 159 And a cone spring 158 that is disposed therebetween and elastically biases the friction plate 159 toward the friction washer 161.

  As described above, the second friction generating mechanism 107 uses a part of the inertia member 113 as a friction surface. In other words, it can be seen that the inertia member 113 integrates the inertia member 13 and the second disk-shaped plate 12 in the above embodiment. For this reason, the second friction generating mechanism 107 has a reduced number of parts and a simple structure. As a result, cost reduction can be realized. Furthermore, since the heat generated in the second friction generating mechanism 107 is absorbed by the inertia member 113, the magnitude of the hysteresis torque in the second friction generating mechanism 107 is stabilized and wear is reduced. This is because the inertia member is a member having a large thickness in the axial direction and has a large heat capacity. Further, the inertia member 113 can be easily enlarged by omitting the second disk-shaped plate 12.

  Unlike the above embodiment, since the friction washer 161 is not in contact with the flexible plate 111, it is difficult for abnormal noise to diffuse into the flexible plate 111 when the second friction generating mechanism 107 is operated.

  A modification of the second embodiment will be described with reference to FIG. The friction plate 159 has a claw portion 159b formed on the outer peripheral edge. The claw portion 159b extends outward in the radial direction, and engages with a notch 111d formed in the outermost peripheral portion (portion that abuts the inertia member 113) of the flexible plate 111. By this engagement, the friction plate 159 cannot move relative to the flexible plate 111 but can move in the axial direction.

BRIEF DESCRIPTION OF THE DRAWINGS The longitudinal cross-sectional schematic of the 2 mass flywheel as 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS The longitudinal cross-sectional schematic of the 2 mass flywheel as 1st Embodiment of this invention. The top view of a 2 mass flywheel. It is drawing for demonstrating a 2nd friction generation mechanism, and the elements on larger scale of FIG. The plane schematic diagram for demonstrating the structure of a 2nd friction generation | occurrence | production mechanism. The top view for demonstrating the relationship between the friction washer of a 2nd friction generation mechanism, and an engagement member. It is drawing for demonstrating a 1st friction generation mechanism, and the elements on larger scale of FIG. It is drawing for demonstrating a 1st friction generation mechanism, and the elements on larger scale of FIG. FIG. 4 is a diagram for explaining a first friction generating mechanism, and is a partially enlarged view of FIG. 3. The top view of a 1st friction member. The top view of an input side disk shaped plate. The top view of a washer. The top view of a cone spring. The top view of a 2nd friction member. The mechanical circuit diagram of a damper mechanism and a friction generation mechanism. The torsional characteristic diagram of a damper mechanism. The torsional characteristic diagram of a damper mechanism. The torsional characteristic diagram of a damper mechanism. The torsional characteristic diagram of a damper mechanism. The longitudinal cross-sectional schematic of the 2nd friction generation mechanism of 2nd Embodiment. The longitudinal section schematic diagram of the 2nd friction generating mechanism of the modification of a 2nd embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 2 Mass flywheel 2 1st flywheel 3 2nd flywheel 4 Damper mechanism 5 1st friction generation mechanism 6 2nd friction generation mechanism (friction generation mechanism)
11 Flexible plate (plate-like member)
12 Second disk-shaped plate (second plate-shaped member)
13 Inertia member 20 Input side disk-shaped plate 32 Output side disk-shaped plate 33 Output side disk-shaped plate 34 First coil spring (elastic member)
35 Second coil spring (elastic member)
36 Third coil spring (elastic member)
103 2nd flywheel 107 2nd friction generation mechanism (friction generation mechanism)
111 Flexible plate (plate-like member)
113 Inertia member 158 Cone spring (biasing member)
159 Friction plate (plate)
161 Friction washer (friction member)

Claims (14)

A two-mass flywheel that receives torque from the crankshaft of the engine,
A first flywheel fixed to the crankshaft;
A second flywheel having a clutch friction surface formed thereon;
An elastic member for elastically connecting the second flywheel directly to the crankshaft in a rotational direction;
A friction generating mechanism acting in parallel with the elastic member in the rotational direction;
The friction generating mechanism is held by the first flywheel,
2 mass flywheel.   The said 1st flywheel is comprised from the plate-shaped member by which the inner peripheral end was fixed to the said crankshaft, and the inertia member fixed to the outer peripheral end of the said plate-shaped member. Mass flywheel.   The 2-mass flywheel according to claim 2, wherein the friction generating mechanism is held on an outer peripheral portion of the plate-like member. The first flywheel further includes a second plate-like member that is secured to an outer peripheral portion of the plate-like member and secures a space between the plate-like member and the axial direction thereof,
The two-mass flywheel according to claim 3, wherein the friction generating mechanism is disposed in the space.   The two-mass flywheel according to claim 2 or 3, wherein the friction generating mechanism uses a part of the inertia member as a friction surface. The friction generating mechanism is disposed in a space between a surface on the axial engine side of the inertia member and a surface on the opposite side to the axial engine side of the disk-shaped member,
The friction generating mechanism includes a friction member that abuts on the surface of the inertia member on the axial engine side, a plate that engages with the disk-like member so as not to be rotatable relative to the disk-like member, and is movable in the axial direction. 6. The two masses according to claim 5, further comprising an urging member that is disposed between a surface opposite to the axial engine side of the cylindrical member and the plate and elastically urges the plate toward the friction member. Flywheel.   The two-mass flywheel according to any one of claims 2 to 6, wherein the plate-like member is a flexible plate that can be bent in a bending direction.   The two-mass flywheel according to any one of claims 1 to 7, wherein the friction generating mechanism is arranged on an outer peripheral side from the clutch friction surface. A two-mass flywheel that receives torque from the crankshaft of the engine,
An inertia member;
A member for connecting the inertia member to the crankshaft, and a flexible plate capable of bending in a bending direction;
A second flywheel having a clutch friction surface formed thereon;
An elastic member for elastically connecting the second flywheel to the crankshaft in a rotational direction;
A friction generating mechanism acting in parallel with the elastic member in the rotational direction;
The friction generating mechanism is held by the flexible plate,
2 mass flywheel.   The two-mass flywheel according to claim 9, wherein the friction generating mechanism uses a part of the flexible plate as a friction surface.   The two-mass flywheel according to claim 9, wherein the friction generation mechanism uses a part of the inertia member as a friction surface. The friction generating mechanism is disposed in a space between a surface of the inertia member on the axial engine side and a surface of the flexible plate opposite to the axial engine side,
The friction generating mechanism includes a friction member that contacts an axial engine side surface of the inertia member, a plate that engages with the flexible plate so as not to be relatively rotatable and axially movable, and an axis of the flexible plate The two-mass flywheel according to claim 11, further comprising a biasing member that is disposed between a surface opposite to the direction engine side and the plate and elastically biases the plate toward the friction member.   The two-mass flywheel according to any one of claims 9 to 12, wherein the friction generating mechanism is disposed on an outer peripheral side from the clutch friction surface. A fixing member for fixing the inertia member to the flexible plate;
The two-mass flywheel according to any one of claims 9 to 13, wherein the friction generating mechanism is disposed close to an inner peripheral side of the fixing member.

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