JP2005201453A - Flywheel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the manufacturing cost of a flywheel fixed to a crankshaft. <P>SOLUTION: Two mass flywheels 1 are so configured that a first flywheel 2 is fixed to the crankshaft 91 and are provided with a flexible plate 11 fixed to the crankshaft 91 and a ring gear 14 fixed to the flexible plate 11. The ring gear 14 occupies 50% or more of inertia of the first flywheel 2. Thereby, the first flywheel 2 enables a reduction in the manufacturing cost because the ring gear 14 functions as a conventional inertia member. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a 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.

A ring gear is mounted on the outer periphery of the flywheel. The ring gear is an annular member, and a gear is formed on the outer peripheral surface. The ring gear meshes with the starter pinion, and when the starter motor of the starter rotates when the engine is started, the flywheel is rotated through the meshing of the pinion and the ring gear (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 11-78555

  Conventionally, since the inertia member is provided in the flywheel, there is a problem that the manufacturing cost is high.

  The flywheel described in claim 1 is fixed to the crankshaft, and includes a plate member fixed to the crankshaft and a ring gear fixed to the plate member. Ring gear constitutes more than 50 percent of flywheel inertia. In this flywheel, since the ring gear functions as a conventional inertia member, the manufacturing cost is reduced.

  In the flywheel according to a second aspect, in the first aspect, the ring gear is fixed to the outer peripheral portion of the plate member. In this flywheel, the percentage of inertia due to the ring gear is large.

  According to a third aspect of the present invention, in the flywheel according to the second aspect, the plate member is a flexible plate that can be bent in the bending direction. In this flywheel, when bending vibration is input from the engine, the flexible plate bends in the bending direction to absorb bending vibration.

  A flywheel assembly according to a fourth aspect includes the flywheel according to any one of the first to third aspects, a second flywheel, and an elastic member that elastically connects the second flywheel to the crankshaft. I have. In this flywheel assembly, torque is transmitted from the crankshaft to the second flywheel via the elastic member. That is, the plate member and the ring gear are not a torque transmission path via the elastic member.

  With the flywheel and flywheel assembly according to the present invention, the manufacturing cost is reduced.

(1) Configuration 1) Overall Structure A two-mass flywheel 1 as an embodiment of the present invention shown in FIG. 1 is configured to apply torque from a crankshaft 91 on the engine side to a clutch (a clutch disk assembly 93 and a clutch cover assembly 94). ) Through which the torque is transmitted 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 the flywheels 2 and 3, a first friction generating mechanism 5, and a second friction generating mechanism. 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.

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 a ring gear 14.

  The flexible plate 11 is a member for transmitting torque from the crankshaft 91 to the ring gear 14 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 ring gear 14 is a block-shaped annular member having a certain thickness in the axial direction, and is fixed to the axial transmission side of the outer peripheral end of the flexible plate 11. Specifically, the ring gear 14 is fixed to the outermost peripheral portion of the flexible plate 11 by a plurality of rivets 15 arranged in the circumferential direction. The ring gear 14 includes an annular main body 14a and a gear 14b formed on the outer peripheral surface thereof. The structure and manufacturing method of the ring gear 14 will be described later in detail.

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.

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. In this way, the second flywheel 3 is connected to the crankshaft 91 by the damper mechanism 4, thereby constituting a flywheel assembly (flywheel damper) together with the damper mechanism 4. The damper mechanism 4 includes a plurality of coil springs 34 and 36, a pair of output side disk-shaped plates 32 and 33, and an input side disk-shaped plate 20. The coil springs 34 and 36 are functionally arranged so as to act in parallel with the friction generating mechanisms 5 and 6 in the rotational direction.

5) Friction generating 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 and 36 between the rotational directions of the input side disk-like plate 20 and the output side disk-like plates 32 and 33 of the damper mechanism 4. When the shaft 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 with respect to the damper mechanism 4, and is further disposed between the output side disk-shaped plate 32 and the second flywheel 3 in the axial direction. The first friction generating mechanism 5 includes a first friction member 51 and the like.

5-2) Second Friction Generation Mechanism The second friction generation mechanism 6 includes coil springs 34, 36 between the rotation directions of the input side disk-like plate 20 and the output side disk-like plates 32, 33 of the damper mechanism 4. This mechanism functions in parallel, and generates a predetermined frictional resistance (hysteresis torque) when the crankshaft 91 and the second flywheel 3 rotate relative to each other. 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.

6) Clutch disc assembly The clutch disc 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 and 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 When combustion fluctuations from the engine are input to the two-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 and 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.

(3) Ring gear 3-1) Structure of ring gear The ring gear 14 is configured by laminating a plurality of (five) annular plates 71 to 75, as is apparent from FIGS. ing. The annular plates 71 to 75 are stacked in the plate thickness direction and fixed firmly to each other. Specifically, as shown in FIG. 6, the first annular plate 71 has punched holes 87 at a plurality of locations in the circumferential direction. The second annular plate 72 and the fourth annular plate 74 are formed with an extruded portion 83, and the third annular plate 73 and the fifth annular plate 75 are formed with an extruded portion 83 ′. The convex portion of the extruded portion 83 of the second annular plate 72 is inserted into the punching hole 87 of the first annular plate 71. The convex portion of the extruded portion 83 ′ of the third annular plate 73 is inserted into the concave portion of the extruded portion 83 of the second annular plate 72. The convex portion of the extruded portion 83 of the fourth annular plate 74 is inserted into the concave portion of the extruded portion 83 ′ of the third annular plate 73. The convex portion of the extruded portion 83 ′ of the fifth annular plate 75 is inserted into the concave portion of the extruded portion 83 of the fourth annular plate 74. Each of the annular plates 71 to 75 is firmly fixed to each other by caulking the engaging portion composed of the extruded portions 83 and 83 ′ described above.

  Next, the structure of each annular plate will be described. First, the fifth annular plate 75 will be described with reference to FIG. The fifth annular plate 75 is composed of a plurality of (four) arcuate plates 81 '. A convex portion 86 ′ and a concave portion 85 ′ are formed at the rotational direction end of each arc-shaped plate 81 ′. The convex portions 86 'and the concave portions 85' of the adjacent arc-shaped plates 81 'are engaged with each other and are firmly fixed by caulking. Hereinafter, this portion is referred to as a joint portion 88 ′. A gear 82 ′ is formed on the outer peripheral surface of the fifth annular plate 75. The body of the fifth annular plate 75 is formed with the aforementioned extruded portion 83 '. Further, a plurality of axial through holes 84 ′ arranged in the circumferential direction are formed in the main body of the fifth annular plate 75.

  Next, the fourth annular plate 74 will be described with reference to FIG. The fourth annular plate 74 is composed of a plurality of arc-shaped plates 81, and is similar to the fifth annular plate 75 in that the gear 82, the extruded portion 83, and the axial through hole 84 are formed. Each arc-shaped plate 81 has a convex portion 86 and a concave portion 85, and a joint portion 88 is formed by both.

  The annular plates 71 to 75 have axial through holes 84 and 84 ′ that coincide with each other, and the rivet 15 described above passes therethrough.

  The fourth annular plate 74 and the fifth annular plate 75 are configured such that the joint portion 88 and the joint portion 88 ′ do not overlap (disposed at different rotational direction positions). More specifically, the joint 88 is located at the center of the arcuate plate 81 ′ in the rotational direction, and the joint 88 ′ is located at the center of the arcuate plate 81 in the rotational direction. The above relationship is the same in the case of the fourth annular plate 74 and the third annular plate 73, the third annular plate 73 and the second annular plate 72, and the second annular plate 72 and the first annular plate 71, respectively. In other words, in the state in which the extruded portions 83 and 83 ′ (the hole 87 in the case of the first annular plate 71) and the axial through holes 84 and 84 ′ coincide with each other, the joint portions 88 of the adjacent annular plates 71 to 75 are aligned. , 88 'are offset in the circumferential direction and are preferably furthest away from each other.

  If it demonstrates from another viewpoint, in this embodiment, all the arc-shaped plates which comprise an annular plate have the circumference direction angle (length) constant, and it arrange | positions so that adjacent annular plates may mutually differ in phase. . In particular, in this embodiment, one annular plate is composed of four arc-shaped plates, and the adjacent annular plates are 90 degrees out of phase.

3-2) Ring Gear Manufacturing Method The annular plate acquisition step as the first step will be described.

  First, a plurality of arc-shaped plates 81, 81 'are punched out of the plate material (first step). As shown in FIG. 3, since the arc-shaped plates 81 and 81 'are divided, the material yield is good. Note that the gears 82 and 82 ', the extruded portions 83 and 83', the axial through holes 84 and 84 ', and the like are obtained at the same time during the press punching. In addition, the extrusion processing part and the hole may be formed before the press.

  Next, the arcuate plates 81 and 81 'are joined to each other to form the annular plates 71 to 75 (second step). Specifically, in the arc-shaped plate 81, the convex portion 86 and the concave portion 85 are engaged, and the portions are caulked to be firmly fixed to each other. Further, the convex portion 86 ′ and the concave portion 85 ′ of the arc-shaped plate 81 ′ are engaged, and the portions are caulked and fixed firmly to each other. In this manufacturing method, an annular plate can be obtained at a low cost.

As the second step, the step of laminating the annular plate will be described.
First, a plurality of annular plates 71 to 75 are stacked. At this time, as shown in FIG. 6, the extrusion processing portions 83 and 83 ′ are engaged.

  Next, the engagement portions 83 and 83 'are caulked and deformed in this state, so that the annular plates 71 to 75 are firmly fixed.

Finally, only the gear 14b is induction hardened.
In the manufacturing method described above, since the number of steps of the manufacturing method is significantly reduced, the manufacturing cost of the ring gear 14 is reduced. Further, since the arc-shaped plates 81 and 81 ′ are fixed to each other and the annular plates 71 to 75 are fixed to each other by caulking, the manufacturing cost of the ring gear 14 is further reduced.

  Moreover, since the some annular plates 71-75 are piled up so that the junction part 88, 88 'of adjacent arc-shaped plates 81, 81' may not overlap, the intensity | strength of the ring gear 14 whole improves.

  Further, the gear 14b of the ring gear 14 is formed when the plurality of arc-shaped plates 71 to 75 are acquired. Therefore, it is not necessary to process the gear 14b thereafter, and the manufacturing cost is reduced. In addition, since the jig | tool which meshes | engages with gears 82 and 82 'is used at the time of fixation of arc-shaped plates 81 and 81', and annular plates 71-75, the precision of gear 14b hardly falls.

3-3) Ring gear in the first flywheel The first flywheel 2 is mainly composed of the flexible plate 11 and the ring gear 14 as described above. The ring gear 14 constitutes 50% or more of the inertia of the first flywheel 2. In the first flywheel 2, since the ring gear 14 functions as a conventional inertia member, the manufacturing cost is reduced. The ratio of the ring gear 14 to the first flywheel 2 with respect to the inertia is preferably in the range of 50 to 80%. 60-70% may be sufficient.

  Since the ring gear 14 is fixed to the outer peripheral portion of the flexible plate, the ratio of inertia by the ring gear 14 is large.

  In the two-mass flywheel 1, torque is transmitted from the crankshaft 91 to the second flywheel 3 via the coil springs 34 and 36. That is, the flexible plate 11 and the ring gear 14 constituting the first flywheel 2 are not a torque transmission path through the coil springs 34 and 36.

(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.

The longitudinal cross-sectional schematic of the 2 mass flywheel as one Embodiment of this invention. The longitudinal cross-sectional schematic of the 2 mass flywheel as one Embodiment of this invention. The figure which shows the punching state of an arc-shaped plate. The top view of a 4th annular plate. The top view of a 5th annular plate. Sectional drawing of a ring gear.

Explanation of symbols

1 2 Mass Flywheel 2 1st Flywheel 3 2nd Flywheel 4 Damper Mechanism 11 Flexible Plate 14 Ring Gear

Claims (4)

A flywheel fixed to the crankshaft,
A plate member fixed to the crankshaft;
A ring gear fixed to the plate member,
The ring gear constitutes 50% or more of the inertia of the flywheel;
Flywheel.   The flywheel according to claim 1, wherein the ring gear is fixed to an outer peripheral portion of the plate member.   The flywheel according to claim 2, wherein the plate member is a flexible plate that can be bent in a bending direction. The flywheel according to any one of claims 1 to 3,
A second flywheel;
An elastic member elastically connecting the second flywheel to the crankshaft;
Flywheel assembly with

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