JP2007120633A - Torsional vibration damping device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent fluid as a working fluid of a transmission from flowing on an engine side out of a through hole of a boss of a hub flange. <P>SOLUTION: A torsional vibration damping device disposed between an engine and a transmission, comprises: a pair of retainer plates 6 rotated and connected with a crankshaft 1 of the engine; the hub flange 9 connected with an input shaft of the transmission and coaxially supported between the pair of retainer plates 6; and a spring 10 compressed by the relative rotation of the pair of retainer plates 6 and the hub flange 9. The input shaft of the transmission is spline-fitted to an axial through hole 9s formed at a boss part 9y constituting the hub flange 9. A closing plate 15 closing the through hole 9s is disposed on the engine side of the through hole 9s, and the closing plate 15 is fixed through a caulking part 16a. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a torsional vibration reducing device, and prevents the fluid fluid from flowing out of a transmission.

  A torsional vibration reducing device is provided between the engine and the transmission of the automobile in order to reduce fluctuations in the engine speed. The torsional vibration reduction device includes a pair of retainer plates and a hub flange that is disposed between the pair of retainer plates and is rotatable relative to each other, and each of the window holes is provided with a coil spring. And the coil spring is compressed by relative rotation between the pair of retainer plates and the hub flange.

  As a conventional torsional vibration reduction device, for example, a device described in Patent Document 1 is known. As described above, this is because the coil springs along the normal direction are circumferentially inserted into the window holes formed in the pair of retainer plates and the hub flange disposed between the pair of retainer plates and relatively rotatable. The coil spring is compressed when the pair of retainer plates and the hub flange rotate relative to each other.

In this torsional vibration reducing device, the rotational force of the engine is transmitted from the crankshaft through the drive plate to the flywheel, passes through the torsional vibration reducing device, and the boss portion of the driven plate in the torsional vibration reducing device, and the boss portion It is transmitted to the transmission through a spline connection with the input shaft inserted into the transmission.
JP 2002-340092 A

  However, since the through hole of the boss portion penetrates from the transmission side to the engine side, fluid fluid (ATF: Atomic Transmission Fluid) that performs transmission power transmission operation is splined to the through hole through the input shaft. There is a problem that it flows in and flows out to the engine side of the boss.

  Therefore, an object of the present invention is to provide a torsional vibration reduction device that solves the above-described problems.

  The invention according to claim 1 is a torsional vibration reduction device disposed between the engine and the transmission, and is connected to a pair of retainer plates that rotate by being connected to a crankshaft of the engine, and to an input shaft of the transmission A hub flange that is coaxially supported so as to be relatively rotatable between the pair of retainer plates, and a spring that is compressed by relative rotation between the pair of retainer plates and the hub flange. In the torsional vibration reduction device in which the input shaft of the transmission is spline-fitted into the axial through-hole formed in the boss portion and the hydraulic oil flows into the through-hole in the axial direction, a closing plate that closes the through-hole is disposed on the through-hole. It is provided on the engine side, and the blocking plate is fixed through a caulking portion provided on the boss portion.

  According to the present invention, the engine side of the through hole of the boss portion in the hub flange is closed by the closing plate, so that fluid fluid flowing from the transmission into the through hole through the hollow portion of the input shaft passes from the boss portion to the engine. There is no spill to the side.

  According to a second aspect of the present invention, in the torsional vibration reducing device according to the first aspect, an annular protrusion that protrudes toward the engine side is formed on an end surface of the boss portion, and the closing plate is disposed inside the annular protrusion. The caulking portion is formed by deforming the annular projection toward the axial center on the engine side of the closing plate of the annular projection.

  According to this invention, when mounting the closing plate, the closing plate is inserted inside the annular protrusion, and the engine side of the annular protrusion is pressed from the outer peripheral side to the inner peripheral side, so that a part of the annular protrusion is A caulking portion is formed by projecting and deforming toward the inner peripheral side.

  According to a third aspect of the present invention, in the torsional vibration reducing device according to the second aspect, the annular protrusion has a transverse cross-sectional shape in which the inner peripheral surface is substantially parallel to the axial center of the boss portion and faces the engine side. Thus, the outer peripheral surface is formed in a substantially trapezoidal shape so that the thickness dimension is reduced.

  According to the present invention, since the thickness dimension of the annular protrusion decreases toward the engine side of the annular protrusion, the annular protrusion is pressed with a small pressing force when the engine side of the annular protrusion is pressed from the outer peripheral side to the inner peripheral side. A crimped portion can be formed by deformation.

  According to the torsional vibration reducing device according to the present invention, since the closing plate is fixed to the engine side of the boss portion by the caulking portion, the influence of the deformation of the spline teeth or the like can be reduced as compared with the case of fixing by welding. Further, since the influence on the spline teeth is small, it is possible to reduce the size of the closing plate and bring the caulking portion closer to the spline teeth. In addition, the fixing by the caulking portion can surely fix the closing plate as compared with the fixing using the adhesive, and it is not necessary to consider the problem of affinity with the fluid, and it is not necessary to consider the drying time.

  Furthermore, since there is little influence on others, it is easy to manage the dimensional variation of the boss part in the axial direction, the clearance with the flywheel mass can be set small, and space-saving design is possible. Is possible. Furthermore, compared with the case of fixing using fastening parts such as bolts and rivets, the space can be saved and the number of parts can be reduced.

  Embodiments of a torsional vibration reducing device according to the present invention will be described below.

  As shown in FIGS. 2 and 3, a drive plate 2 is coupled to the engine crankshaft 1 via bolts 3, and a flywheel mass 4 is coupled to the drive plate 2 via bolts 5. And the outer peripheral part of a pair of retainer plate 6 is connected with the flywheel mass 4 via the volt | bolt 7, and it can rotate. A shaft portion 4 a is integrally formed at the axial center position of the flywheel mass 4, and the shaft portion 4 a is inserted via a bearing 8 into a cylindrical bearing portion 1 a formed integrally with the crankshaft 1.

  A hub flange 9 is provided coaxially with the pair of retainer plates 6 between the pair of retainer plates 6, and the hub flange 9 is rotatable relative to the pair of retainer plates 6. The hub flange 9 includes a flange portion 9x disposed between the pair of retainer plates 6 and a boss portion 9y formed integrally with the flange portion 9x.

  The boss portion 9y has a through hole 9s formed therein, and spline teeth 9t are formed on the inner peripheral surface of the engine side that is the right side of the through hole 9s in FIG. Then, spline teeth are formed at the tip of the input shaft of the transmission (not shown) arranged at the left position in FIG. 2, the spline teeth are spline fitted with the spline teeth 9t, and the hub flange 9 is connected to the transmission. .

  A closing plate 15 that closes the through hole 9s is provided on the engine side of the through hole 9s. The closing plate 15 is fixed via a caulking portion provided on the boss portion 9y. That is, it is as shown in FIG. As shown in FIG. 1A, an annular protrusion 16 projecting toward the engine side is formed on the end face of the boss portion 9y, and the closing plate 15 is disposed inside the annular protrusion 16, and the closing of the annular protrusion 16 is performed. A caulking portion 16a in which the annular protrusion 16 is deformed toward the axial center is formed on the engine side of the plate 15, and the through hole 9s prevents the fluid from leaking between the boss portion 9y and the closing plate 15. A circumferential groove 17 is formed to surround the outer circumferential groove 17, and an O-ring 18 is accommodated in the circumferential groove 17.

  The cross-sectional shape of the annular projection 16 before caulking is shown in FIG. As shown in the figure, the inner peripheral surface 16b of the annular protrusion 16 is substantially parallel to the axis of the boss portion 9y, and the outer peripheral surface 16c of the annular protrusion 16 decreases in thickness toward the engine. So as to be inclined. That is, the cross-sectional shape is substantially trapezoidal. Then, by applying pressure by roller caulking from the outer peripheral side to the inner peripheral side of the annular protrusion 16, a part of the annular protrusion 16 is deformed toward the axial center to form a crimped portion 16a.

  In FIG. 1B, the inclination angle of the outer peripheral surface 16c is set to θ = 20 °, a slight clearance is provided between the outer peripheral surface of the closing plate 15 and the inner peripheral surface 16b, and the inner diameter of the annular protrusion 16 is set. When the dimension is D1, the outer diameter D2 of the tip of the annular protrusion 16 is set to D2 = D1 + 3 mm. The height H of the annular protrusion 16 is set to H = 2.25 t, where t is the thickness of the closing plate 15.

  Spring accommodating windows are formed at positions corresponding to each other of the pair of retainer plates 6 and the hub flange 9. That is, in FIG. 3, the spring accommodating windows 6 a are formed at the upper and lower positions where the pair of retainer plates 6 form 180 degrees, and the spring accommodating windows 9 a are also formed at the upper and lower positions where the hub flange 9 forms 180 degrees. Is formed. Since these spring accommodating windows 6a and 9a are long in the normal direction and the spring receiving portions 6c and 9c at both ends of the spring accommodating windows 6a and 9a are formed substantially parallel to each other, the spring accommodating window 6a and the spring accommodating window are formed. It is in a state of overlapping with 9a. And the linear spring 10 is accommodated in the part of the spring accommodation windows 6a and 9a, and the spring 10 is compressed by relative rotation of a pair of retainer plate 6 and the hub flange 9. FIG.

  In the present embodiment, in addition to this, a portion for compressing the spring is provided. A spring accommodating window 6b having a small length is formed in the left and right positions of the pair of retainer plates 6 shown in FIG. 3 at 180 degrees, and the left and right positions of the hub flange 9 at 180 degrees are also arc-shaped. Spring accommodating windows 9b are respectively formed. And the spring 11 of the length substantially the same as the length of the short spring accommodation window 6b is accommodated in the part of the spring accommodation windows 6b and 9b. When the spring 10 is compressed by about 90%, the compression of the spring 11 is started, and the spring is compressed in two stages to reduce torsional vibration.

  As shown in FIG. 3, spacers 12 and 13 made of resin are provided between the hub flange 9 and a pair of retainer plates 6 that sandwich the hub flange 9 in the axial direction. One spacer 12 includes only a square flange portion shown in FIG. 3, and the other spacer 13 includes a square flange portion 13a and a cylindrical portion 13b. In either case, the protrusions 14 formed integrally at the diagonal positions of the square are fitted to the four fitting holes 6x formed in the respective retainer plates 6 from the inside, thereby being mounted on the inner surface of the retainer plate 6. Yes.

  Next, the operation of the torsional vibration reducing device will be described. When the pair of retainer plates 6 rotate relative to the hub flange 9 in the clockwise direction, the left end of the spring 10 is pressed to the right by the spring receiving portion 6c of the retainer plate 6, while the right end of the spring 10 is the retainer plate. The spring receiving portion 6c of 6 is separated to the right and is supported only by the spring receiving portion 9c of the hub flange 9, whereby the spring 10 is compressed.

  Contrary to the above, when the pair of retainer plates 6 are rotated counterclockwise relative to the hub flange 9, the right end of the spring 10 is now pressed to the left by the spring receiving portion 6 c of the retainer plate 6. On the other hand, the left end of the spring 10 is supported only by the spring receiving portion 9c of the hub flange 9, whereby the spring 10 is compressed.

  An automatic transmission is used as the transmission, and a hollow shaft is used as an input shaft of a transmission (not shown). Therefore, since the fluid fluid flows from the hollow portion of the input shaft into the through hole 9s of the boss portion 9y of the hub flange 9, the inside of the through hole 9s is filled with the fluid liquid. Since the engine side of the through hole 9s is closed by the closing plate 15 and sealed by the O-ring 18, the fluid liquid flowing into the through hole 9s flows out of the engine side from the through hole 9s of the boss portion 9y. There is no.

  According to this invention, when mounting the closing plate, the closing plate is inserted inside the annular protrusion, and the engine side of the annular protrusion is pushed from the outer peripheral side to the inner peripheral side so as to protrude toward the inner peripheral side, A caulking portion can be formed.

  According to the present invention, since the thickness dimension of the annular protrusion decreases toward the engine side, the annular protrusion is deformed with a small pressing force when the engine side of the annular protrusion is pressed from the outer peripheral side to the inner peripheral side. A caulking portion can be formed.

  In this embodiment, an O-ring is used. However, when sufficient airtightness can be ensured, a configuration in which only a closing plate is provided without providing an O-ring may be adopted. If the O-ring is not provided, the closing plate can be further reduced to a size close to the inner diameter of the through hole.

FIG. 5A is a cross-sectional view of a boss part, and FIG. 5B is a cross-sectional view before caulking the boss part (Embodiment 1). Front sectional view of the torsional vibration reducing device (Embodiment 1). A side view of a torsional vibration reducing device (Embodiment 1).

Explanation of symbols

6 ... Retainer plate 9 ... Hub flange 9y ... Boss part 9s ... Through hole 9t ... Spline tooth 10 ... Spring 15 ... Closure plate 16 ... Annular projection 16a ... Caulking part

Claims (3)

A torsional vibration reduction device disposed between an engine and a transmission, the pair of retainer plates rotating by being connected to a crankshaft of the engine, and between the pair of retainer plates being connected to an input shaft of the transmission And a hub flange that is coaxially supported so as to be relatively rotatable, and a spring that is compressed by relative rotation of the pair of retainer plates and the hub flange, and is formed on a boss portion that constitutes the hub flange. In the torsional vibration reduction device in which the input shaft of the transmission is spline-fitted into the through hole in the direction and the hydraulic oil flows in,
A torsional vibration reduction device characterized in that a closing plate for closing the through hole is provided on the engine side of the through hole, and the closing plate is fixed via a caulking portion provided on the boss portion. The torsional vibration reducing device according to claim 1,
An annular protrusion protruding toward the engine side is formed on the end surface of the boss portion, the closing plate is disposed inside the annular protrusion, and the annular protrusion is axially centered on the engine side of the closing plate of the annular protrusion. A torsional vibration reducing device characterized in that the crimped portion deformed toward the surface is formed. The torsional vibration reduction device according to claim 2,
The cross-sectional shape of the annular protrusion is formed in a substantially trapezoidal shape in which the inner peripheral surface is substantially parallel to the axis of the boss portion and the outer peripheral surface is inclined so that the thickness dimension decreases toward the engine side. A torsional vibration reduction device characterized by comprising:

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