JP2008121900A - Power transmission mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce an amplitude of input oscillation in a power transmission mechanism. <P>SOLUTION: The power transmission mechanism is arranged so that a driving side member J1 which rotates and transmits power and a driven side member J2 which is connected to a flywheel 7 and is rotated by the transmission of power can relatively rotate with each other. The driving side member is provided with a first drive plate 2, a second drive plate 3 and a ring gear 4 for starting. The power transmission mechanism is configured so that an inertial body 5 different from the first drive plate 2, the second drive plate 3 and the ring gear 4 for starting is arranged outside the drive plate 2 and the second plate 3 at the outer periphery of the driving side member. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

This application is a divisional application of 1997 Patent Application No. 249638 (hereinafter referred to as “original application”). In the present application, the description of the original application is cited or incorporated.
The present invention relates to a power transmission mechanism, and more particularly to a power transmission mechanism that transmits power from an engine mechanism side to a speed change mechanism side so as to be able to connect and disconnect and absorb torque fluctuations.

  As an example of a conventional power transmission mechanism, FIGS. 4 and 5 show a torque fluctuation absorber disclosed in British Patent GB2269440. Referring to FIGS. 4 and 5, the torque fluctuation absorbing device provided to absorb the torque fluctuation between the engine and the transmission includes a driving side member 53, 54, 60, a driven side member 55, 56, 59, a coil spring 50 as a torsion mechanism, and a hysteresis mechanism 62 which is arranged between the side surfaces of the driving side member (drive plate) 53 and the driven side member (driven plate) 56 and exhibits hysteresis due to frictional sliding. The driving force from the engine is transmitted from the driving side members 60 to 53 and 54 fixed to the driving shaft to the driven side members 55 to 56 and 59 via the coil spring 50. In order to hold the driven member (flywheel) 59 concentrically and relatively rotatably with respect to the driving member (inner hub) 60, between the outer peripheral surface of the driving member 60 and the inner peripheral surface of the driven member 59, A rolling bearing 61 is arranged.

  Japanese Patent Publication No. 56-43176 discloses a bearing provided between the outer peripheral surface of the driving side member and the inner peripheral surface of the driven side member for holding the driven side member concentrically and relative to the driving side member. There has been proposed a torque fluctuation absorbing device in which a flange-like plain bearing is inserted between the driving side member and the driven side member in the radial direction. This sliding bearing has both peripheral surfaces of the outer peripheral surface of the driving side member and the inner peripheral surface of the driven side member as sliding surfaces.

  Further, according to the torque fluctuation device of the British Patent GB2269440, grease is enclosed in a space that accommodates a torsion spring 50 disposed on the outer peripheral portion of the device as a torsion member, and this space serves as a seal on the inner peripheral side of the device. Further, a seal 58 and a thin leaf spring 57 are arranged in a compressed state between the inner peripheral portion of the driven side plate 56 and the inner peripheral portion of the driving side plate 54, thereby the relative rotation between the driving side plate 54 and the driven side plate 56. It allows movement and exhibits a sealing function.

  Further, in the apparatus of the above British Patent GB2269440, the drive side member (drive plate) 53 is made of an iron plate for cost reduction.

Further, referring to FIG. 4, in the device of the above GB 2269440, the torsion spring 50 is moved to the outer peripheral side by centrifugal force on the outer peripheral side of the torsion spring 50 and the inner peripheral side of the driving side plates 53 and 54. In order to prevent sliding with the plates 53, 54, the outer peripheral side of the spring seats 51, 52 extends between the outer peripheral side of the torsion spring 50 and the inner peripheral side of the drive side plates 53, 54.
British patent GB2269440 No.56-43176

  First, however, the cost increases due to the use of rolling bearings, such as the torque fluctuation absorber of GB 2269440. In addition, the sliding bearing disclosed in the above Japanese Patent Publication No. 56-43176 has a sliding surface on both the outer peripheral surface of the driving side member and the inner peripheral surface of the driven side member. There is a problem in that the concentricity of the driven side member with respect to the driving side member cannot be maintained, and vibration due to the unbalanced concentricity occurs.

  Secondly, referring to FIGS. 4 and 5, according to the above GB 2269440, according to the mechanism for sealing the space for housing the torsion spring 50 arranged on the outer periphery of the torque fluctuation device, the seal 58 is It is arranged on the inner peripheral side of the apparatus so that strong pressure due to the rotation of the apparatus is not applied, and when the apparatus rotates, the grease moves to the outer peripheral side of the apparatus due to centrifugal force. There is a problem that in a dry state, wear progresses and the sealing function is lost, and grease leaks from the seal 58 portion.

  In addition, a hysteresis mechanism is arranged on the innermost side of the sealed space. Depending on the number of rotations of the apparatus, grease adheres to the thrust plate of the hysteresis mechanism or the friction member is in a dry state. The hysteresis becomes unstable. Further, since the space is hermetically sealed, heat dissipation is poor, and the thrust plate having a small heat capacity in a dry state becomes high temperature, lining wear is promoted, and the hysteresis function is gradually lost.

  Thirdly, with reference to FIGS. 4 and 5, in the device of the above British Patent GB2269440, the drive side plate 53 is made of an iron plate for cost reduction, but the device is subjected to axial vibration. At this time, the driving side plate 53 may be cracked or damaged by concentrated stress generated near the portion where the driving side plate 53 is fixed to the driving shaft.

  Fourth, referring to FIG. 4 and FIG. 5, in the apparatus of British Patent GB2269440, the outer peripheral side of the spring seats 51, 52 is extended to the outer peripheral side of the torsion spring 50 and the inner peripheral side of the drive side plates 53, 54. As a result, this space is consumed, and the accommodation position of the torsion spring 50 is on the inner peripheral side as long as the spring seats 51 and 52 are on the outer peripheral side. For this reason, there is a problem that sufficient torque fluctuation absorption characteristics cannot be obtained unless a higher torsion spring 50 having higher rigidity is used.

  In view of the above problems, an object of the present invention is to reduce the amplitude of input vibration in a power transmission mechanism.

  In order to achieve the above object, according to the first aspect of the present invention, a driving side member that rotates and transmits power and a driven side member that is connected to a flywheel and rotated by transmission of the power are mutually connected. A power transmission mechanism arranged to be relatively rotatable, wherein the drive side member includes a first drive plate, a second drive plate, and a starting ring gear, and the outer periphery of the drive side member includes the first drive plate. An inertial body that is separate from the first drive plate, the second drive plate, and the starting ring gear is disposed outside the first drive plate and the second drive plate.

  In the first viewpoint, preferably, the butt welding of the inertial body alone can be abolished by using the outer periphery of the driving side member or the driven side member as the inertial body. Alternatively, the ring-shaped inertial body can be easily fixed by supporting the centrifugal force of the ring-shaped inertial body with the diaphragm on the outer periphery of the drive side member (drive plate).

  In general, the above-described means is configured such that a driving-side member that rotates and transmits power and a driven-side member that is rotated by transmitting the power are arranged substantially concentrically and relatively rotatable. The present invention is applied to a transmission mechanism, and in detail, is preferably applied to a torque fluctuation absorber, a clutch device, and the like. Moreover, the preferable means in the said viewpoint is applicable also to another viewpoint.

  It should be noted that within the scope of the principle of the present invention disclosed in the specification and drawings, the means having the above-described features can be applied to devices other than a torque fluctuation absorber having a general configuration including a torsion mechanism and / or a hysteresis mechanism. It is.

BEST MODE FOR CARRYING OUT THE INVENTION

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a side sectional view of a power transmission mechanism according to an embodiment of the present invention, and FIG. 2 is a partially broken sectional view taken along the line II-II in FIG. FIG. 3 is an enlarged view around the slide bearing shown in FIG.

  1 to 3, a first drive plate 2 bolted to an engine crankshaft 1, a second drive plate 3 that is welded to the outer periphery of the first drive plate 2, a ring gear 4, The inertia ring 5 and the inner ring 6 constitute an engine side inertial body (drive side member) J1, and the slidable flywheel 7 and the driven plate 8 are connected to the transmission side. An inertial body (driven member) J2 is formed. The torque of the engine is input to the transmission mechanism input shaft 23 through both inertia bodies J1 and J2 and through a clutch mechanism so as to be connectable / disengageable. A sliding bearing mechanism for holding the transmission side inertial body J2 substantially concentrically and relatively rotatable with respect to the engine side inertial body J1 is disposed between the radial directions of both inertial bodies J1 and J2. Further, a torsion mechanism for absorbing fluctuations in the rotational torque of the engine and first and second hysteresis mechanisms are disposed between the rotational directions of both inertia bodies J1 and J2, and the first hysteresis mechanism is included in the torsion mechanism. Also serves as a circumferential seal. Specifically, the torsion mechanism is surrounded by the first and second drive plates facing each other in the axial direction from the axial direction and radially outward, and surrounded by the driven plate 8 and the first hysteresis mechanism from radially inward. Are arranged in a designated space. The inner ring 6 and the inner peripheral part of the first drive plate 2 are axially positioned by a spacer 20 whose outer peripheral part is a polygon, and the inner ring 6 is engaged with the inner peripheral part of the first drive plate 2 by a rivet 21. Are combined. Since the axial height of each member can be adjusted by changing the plate thickness of the spacer 20, a power transmission mechanism can be designed according to each vehicle type simply by changing the spacer. It is possible to use the power transmission mechanism body in common. A clutch disc assembly 26, a diaphragm spring 25, and a release bearing mechanism 24 are disposed on the transmission side of the flywheel 7. When the release bearing mechanism 24 is biased toward the engine by the release fork, when the inner peripheral portion of the diaphragm spring 25 is biased toward the engine, the diaphragm spring 25 is connected to the clutch disk assembly via the pressure plate 27. The force that urges 26 toward the flywheel 7 is weakened, and the clutch disc assembly 26 is separated from the flywheel 7, and the transmission of engine power is temporarily interrupted. Next, the configuration of each mechanism will be described in detail.

  The sliding bearing mechanism is fixed to the first drive plate 2 by a rivet 21, is bent along the axial direction from the radial direction of the apparatus, and has an inner ring 6 whose tip extends along the axial direction, a side surface of the driven plate 8 and a flywheel. A slide bearing 18 that is disposed in a space surrounded by a device axial recess (flange) of the wheel 7 and is spline-fitted to the outer periphery of the inner ring 6, a disc spring 19 disposed on the engine side surface of the slide bearing 18, a disc It is comprised from the sealing material 22 distribute | arranged to the spring 19 outer periphery. The disc spring 19 performs a sealing function on the side surface and the inner peripheral side of the sliding bearing 18, and the sealing material 22 performs a sealing function on the outer peripheral side of the sliding bearing 18. Lubricant reservoirs (grooves) 18 a are formed on both sides of the slide bearing 18. An axial clearance is provided between the flywheel 7 and the driven plate 8 at the outer periphery of the lubricant reservoir 18a, and the lubricant is supplied to the sliding surface by centrifugal force. Instead of this axial clearance, a groove extending in the radial direction may be provided to secure the lubricant passage. Further, a groove 18b is provided along the axial direction on the sliding surface (outer peripheral surface) of the sliding bearing 18, and the circumferential gap between the grooves 18b is between the engine side inertia body J1 and the transmission side inertia body J2. The lubricant is disposed at an angle smaller than the allowable relative rotation angle, and the lubricant supplied from the lubricant reservoir 18a is reliably supplied to the entire sliding surface. Instead of providing a clearance between the side surface of the sliding bearing and the side surface of the driving side member or the driven side member, a groove may be provided as a lubricating oil passage and communicated with the axial groove 18b. Further, the inner ring 6 can be produced at low cost by processing and forming an iron plate.

  The torsion mechanism includes four torsion springs 9 connected in series in a space surrounded by the first and second drive plates 2 and 3 in the outer peripheral portion of the apparatus and between the rotation directions of the first and second drive plates 2 and 3 and the driven plate 8. The driven plate 8 holds one end of the torsion spring 9 via the spring seat 10, and the other end of the torsion spring 9 is shown in the drawing forming portion of the first and second drive plates 2 and 3 or as shown in FIG. The torque is transmitted through the torsion spring 9 while being held by the block. Therefore, since the periodic torque fluctuation peculiar to the internal combustion engine is absorbed by the bending of the torsion spring, a smooth rotational motion force is transmitted to the output shaft 23. Further, a stopper 10b is disposed in the torsion spring 9, and when the torsion spring is nearly bent, the stopper 10b and the boss portion 10a of the spring seat 10 come into contact with each other, thereby preventing over-compression of the torsion spring 9. . Further, the boss portion 10a can be shortened, and the moment applied to the boss portion 10a is reduced and is not easily broken. Moreover, when the spring length is set short like the torsion springs 9b at both ends in the circumferential direction shown in FIG. 7, the boss portions 10a directly contact each other to prevent the overcompression. A lubricant (for example, grease) is enclosed in the space. In addition, a relief (clearance) 49 for preventing interference between the step formed by turning and the spring seat 10 is provided on the receiving surface of the drawing-shaped portion of the first drive plate 2 with respect to the spring seat 10.

  The first hysteresis mechanism and the inner peripheral seal mechanism of the torsion mechanism are the inner peripheral sides of the first and second drive plates 2 and 3 (near the inner peripheral side of the torsion mechanism and relatively on the outer peripheral side of the device). Are arranged in order from the first drive plate 2 to the second drive plate 3 along the axial direction of the apparatus, in the form of an annular friction member (thrust lining) 13, a driven plate 8, a disc spring 14, an annular friction member (thrust). (Lining) 12. The positioning of the friction member 13 is performed at the stepped portion of the first drive plate 2 that has been pressed. The friction member 12 is rotated together with the driven plate 8 with a protruding portion that is bent and extended from the outer side in the radial direction of the apparatus toward the axial engine side engages with a notch of the driven plate 8 in the apparatus rotation direction. The disc spring 14 urges the friction member 13 toward the first drive plate 2 to contact the side of the first drive plate 2, and urges the friction member 12 toward the second drive plate 3 to urge the side of the flywheel 7. Abut. The friction members 13 and 12 and the disc spring 14 fill the gap on the inner peripheral side of the first and second drive plates 2 and 3 and the driven plate 8 to prevent lubricant leakage, and the first and second drive plates. A relatively small hysteresis function is exhibited by sliding with respect to 2 and 3 respectively.

  A second hysteresis mechanism that exhibits a relatively large hysteresis function is arranged on the transmission side (output side) of the flywheel 7 and is disposed outside the space in which the torsion mechanism is accommodated and the lubricant is enclosed. The second hysteresis mechanism is an annular friction member (thrust lining) 15 that abuts against and slides on the side surface of the flywheel 7 in order toward the transmission side along the device axis direction on the transmission side and inner peripheral side of the flywheel 7. And an annular thrust plate 16 and a disc spring 17. Convex portions are provided in the spline shape on the inner periphery of the friction member 15, and recesses are provided in the spline shape on the outer periphery of the extension of the inner ring 6 corresponding to these convex portions. When there is a predetermined angle clearance W (see FIG. 2) along the direction and the relative rotation between the engine-side inertial body J1 and the transmission-side inertial body J2 exceeds a predetermined angle W (for example, during resonance), both rotate. Engage in the direction (circumferential direction) and generate a large hysteresis to increase the damping capacity between J1 and J2. The outer periphery of the thrust plate 16 is engaged with a pin 11 that fixes the driven plate 8 to the flywheel 7 in the rotation direction of the apparatus. The disc spring 17 is locked to the head of the pin 11 and urges the friction member 15 toward the side of the flywheel 7 via the thrust plate 16 so as to come into contact therewith. Note that the friction member 15 is frictionally locked (clamped) between the flywheel 7 and the thrust plate 16 while being biased by the disc spring 17.

  Further, a plurality of substantially trapezoidal shapes (longer side on the outer side in the radial direction and shorter side on the inner side in other words, in other words, “open-open rice ball shape”) along the circumferential direction in the radial direction intermediate portion of the first drive plate 2 A hole 29 is provided, and the outer peripheral portion of the first drive plate 2 and the inner peripheral portion bolted to the crankshaft 1 form a so-called “arm-like connection” (spring-like connection). In the radial direction, the center of the substantially trapezoidal hole 29 and the vertex of the polygonal spacer 20 (axial positioning member) face each other, and the side of the spacer 20 faces the arm portion between the holes 20. The bolt hole and the hole 29 where the first drive plate 2 is fixed to the crankshaft 1 are at substantially the same position in the circumferential direction (at substantially the same angle, and substantially in a straight line in the radial direction). As a result, the contact length and contact area between the polygonal spacer 20 and the first drive plate 2 are expanded, the concentrated stress due to the bending stress in the axial direction is dispersed, and the destruction of the first drive plate 2 is prevented. , Durability is improved.

  Next, the function of the power transmission mechanism having this torque fluctuation absorbing function will be described. First, the function of the plain bearing mechanism will be described. Engine torque is transmitted from the first and second drive plates 2 and 3 to the flywheel 7 via the spring seat 10, the torsion spring 9, the driven plate 8, and the pin 11. The inner peripheral side of the slide bearing 18 is engaged with the inner ring 6 that is the engine side inertial body J1 in the rotation direction of the device. The slide surface of the slide bearing 18 is limited to the outer peripheral surface 18a, and the transmission side inertial body J2 It slides only on the inner peripheral surface of a certain flywheel 7. In this way, the sliding surface is limited to one surface side (especially the outer peripheral surface side), so that lubricating oil is forcibly supplied to the sliding surface by centrifugal force and an oil film is formed to prevent wear of the sliding surface. As a result, durability is improved, and an increase in concentricity of the transmission side inertial body J2 with respect to the engine side inertial body J1 is prevented, and an increase in vibration caused by the concentricity deviation is also prevented. It is also possible to engage the sliding bearing with the driven side member in the rotational direction so that the peripheral surface with respect to the driving side member becomes a sliding surface. At this time, the driving member is provided on the outer peripheral side, and the driven member is provided on the inner peripheral side. For example, an axial extension of the inner ring is arranged along the outer peripheral surface of the slide bearing, the inner peripheral surface of this extension is made a slide surface, and the flywheel is extended in the engine side axial direction on the inner peripheral surface side of the slide bearing. The sliding bearing and the extension of the flywheel are engaged with each other in the direction of rotation. Note that the engagement surface and the sliding surface may be reversed.

  Further, the lubricant stored in the lubricant reservoir 18a is supplied to the outer peripheral surface of the sliding bearing 18 where the lubricant is made into a sliding surface by a centrifugal force accompanying the rotation of the apparatus, thereby forming an oil film. The sealing material 22 prevents the lubricant from leaking radially outward from between the side surfaces of the driven plate 8 and the flywheel 7 due to centrifugal force. Further, even when the engine is stopped (when the centrifugal force is zero), the inner diameter side surface of the slide bearing 18 is brought into contact with the inner diameter side surface of the flywheel 7 by the disc spring 19, and the other is brought into contact with the inner diameter portion of the disc spring. Prevents leakage of lubricant from the circumferential side. For example, when the inner peripheral surface of the slide bearing slides with respect to the driven member disposed on the inner peripheral side of the slide bearing, a clearance is provided on the inner diameter side of the slide so that the lubricant is supplied to the slide surface, thereby forming a lubricant reservoir. The lubricant is supplied to the sliding surface.

  Next, the function of the torsion mechanism will be described. When the apparatus rotates, the torsion spring 9 is urged radially outward (first and second drive plate outer peripheral sides) by centrifugal force. However, the protrusion 10a of the spring seat 10 is inserted into the inner periphery of the torsion spring 9, and locks the torsion spring 9 in the substantially radial direction inward and outward (inhibiting movement in the radial direction). . Thus, the spring seat 10 can prevent the torsion spring 9 from moving radially outward on the inner peripheral side of the torsion spring 9, and it is necessary to arrange a holding member for preventing the movement on the outer peripheral side of the torsion spring 9. Therefore, the torsion spring 9 can be arranged on the radially outward side by the amount occupied by the holding member. For this reason, the spring force of the torsion spring 9 can use a low-rigidity or small torsion spring in accordance with the amount arranged on the outside in the radial direction. In addition, since the low-rigidity torsion spring can be used, the durability of the torsion spring 9 and its surroundings can be improved, and the cost can be reduced. In addition, by disposing the stopper 10b in the middle portion of the inner periphery of the torsion spring 9, the torsion spring is limited in its deflection to prevent excessive load and curving due to centrifugal force.

  Next, the function of the inner peripheral side seal mechanism and small hysteresis mechanism (first hysteresis mechanism) of the torsion mechanism will be described. In a sealed space that accommodates the torsion spring 9, a lubricant (grease) is enclosed for lubricating the spring seat 10. The outer peripheral side of this space is sealed by all-around welds of the first and second drive plates 2 and 3, and the inner peripheral side is friction disposed between the axial directions of the first and second drive plates 2 and 3. Sealed by the member 13, the driven plate 8, the disc spring 14, and the friction member 12. In addition, when the first and second drive plates 2 and 3 and the driven plate 8 rotate relative to each other, the friction members 13 and 12 slide relative to the first and second drive plates 2 and 3 to generate hysteresis. To do. As described above, since the inner peripheral seal of the space for accommodating the torsion spring 9 is based on the surface contact between the friction members 13 and 12 and the first and second drive plates 2 and 3, the lubricant is hardly leaked and the torsion mechanism Durability is improved. Further, even when the friction members 13 and 12 are worn, the friction members 13 and 12 are urged toward the first and second drive plates 2 and 3 by the disc spring 14, respectively. Is maintained. Thus, by providing a mechanism that combines the seal mechanism and the hysteresis mechanism, the apparatus can be made compact.

  Further, due to wear of the friction member 12, the flywheel 7, the clutch disk assembly 26 and the like as a whole move leftward in FIG. 1, and the disc spring 14 moves the friction member 13 through the driven plate 8 to the first drive plate. By urging to the second side, the lift amount of the lever portion 24 that urges the diaphragm spring 25 due to long-term use is corrected, and extra play is not generated in the clutch operation.

  Next, the function of the second hysteresis mechanism will be described. Although the friction member 15 in the second hysteresis mechanism slides with respect to the side surface of the flywheel 7 and the thrust plate 16 due to the relative rotation of the engine side inertial body J1 and the transmission side inertial body J2, the hysteresis and frictional heat are generated ( In particular, the thrust plate 16 having a small heat capacity is likely to increase in temperature). Since the thrust plate 16 is disposed in the open space, the frictional heat is quickly dissipated to the external space, and the friction member 15 undergoes wear due to overheating. It is difficult and durability is improved. Further, since the friction member 15 and the inner ring 6 have a W clearance in the circumferential direction, friction occurs only when the relative twist angle between J1 and J2 is W or more. That is, since frictional heat is generated intermittently, the heat dissipation effect is enhanced. Thus, since the cooling performance of the friction member 15 is improved, the grade of the friction member 15 can be lowered, and the cost can be reduced. Such a friction member is arranged between the driving side members in the axial direction, the driven side member has a clearance of a predetermined angle and is opposed to the rotation direction (circumferential direction), and the relative rotation of J1 and J2 is greater than the predetermined angle. When this occurs, the friction member and the driven member can be engaged, and the friction member can be configured to frictionally slide with respect to the driving member that has held the friction member.

  As described above, the durability of each mechanism constituting the power transmission mechanism is improved, so that the durability of the power transmission mechanism is naturally improved. Furthermore, the cost of the apparatus is reduced by using a sliding bearing, and the apparatus is also made compact by combining the hysteresis mechanism and the sealing mechanism of the torsion part. Further, the first hysteresis mechanism that also serves as the sealing mechanism of the torsion mechanism and the second hysteresis mechanism realize a multistage hysteresis with a compact configuration. In the present embodiment, an example in which the power transmission mechanism of the present invention is applied to a torque fluctuation absorbing mechanism has been described. However, the present invention is not limited to this torque fluctuation absorbing mechanism, and this is not limited to a clutch mechanism or the like. It is also possible to apply to the power transmission mechanism. Further, the sliding surface of the sliding bearing can be changed from the outer peripheral side to the inner peripheral side, and the engagement of the sliding bearing in the rotation direction can be changed from the driving side member to the driven side member. It is also possible to change the sliding surface of the friction member from the driving side member to the driven side member (the same applies to the member in which the friction member engages in the rotational direction).

  A power transmission mechanism according to another embodiment of the present invention will be described with reference to FIGS. The power transmission mechanism will be described in terms of differences in configuration and function from the power transmission mechanism according to the above-described embodiment of the present invention.

  In another embodiment of the present invention, the first hysteresis mechanism is disposed on the inner peripheral side of the torsion mechanism used in the dry state and on the outer peripheral side of the bearing (see FIG. 7). The first hysteresis mechanism is arranged at a predetermined interval in the circumferential direction, and contacts the first drive plate 2 with a plurality of friction members 13 and a surface of the friction member 13 on the drive plate 3 side. The thrust plate 12 is composed of a disc spring 14 that is compressed and interposed between the thrust plate 12 and the drive plate 3. The friction member 13 arranged in a ring shape as a whole is sandwiched between the first and second drive plates 2 and 3 by receiving the biasing force of the disc spring 14 via the ring-shaped thrust plate 12. Yes. Further, the friction members 13 and the like pass through holes (windows, which may be notches) formed at a predetermined interval along the circumferential direction of the driven plate 8, respectively, and the holes of the friction member 13 and the driven plate 8. A predetermined clearance W1 is provided between the inner walls in the circumferential direction. The outer peripheral side end of the thrust plate 12 is bent and extends toward the second drive plate 3 along the axial direction. A hole is formed in the inner peripheral portion of the second drive plate 3, and the extending portion of the thrust plate 12 passes through the hole. The thrust plate 12 is held by the second drive plate 3 by the extending portion and the hole, and is positioned or prevented from rotating in the circumferential direction.

  The function of this first hysteresis mechanism will be described (especially, see FIGS. 7 and 8). In this first hysteresis mechanism, a clearance W1 is provided between the friction member 13 and the driven plate 8 in the circumferential direction (see FIG. 7), so J1 (drive side member, first and second drive plates). When the relative twist angle (amplitude) of J2 (the driven member, driven plate, etc.) is equal to or greater than W1, the driven plate 8 abuts against the friction member 13 and urges the friction member 13 to move. Sliding with respect to the first drive plate 2 generates a frictional force. That is, the hysteresis can be changed depending on the amplitude. Further, since the friction members can be divided and arranged as described above, a friction material with high productivity and low cost can be used. Furthermore, the number of members of the first hysteresis mechanism of the present embodiment is reduced compared to that of the previous embodiment. Rather than using a single friction member, dividing the friction member reduces the size of the friction member and improves the yield of the friction member (when the friction member is a sheet type). Further, the production amount per shot increases (when the friction member is a resin type).

  Hereinafter, a preferable modification of the first hysteresis mechanism will be described. The clearances W1 can be set to different sizes. For example, the clearance W1 is changed in stages. Thereby, it is possible to set a hysteresis that changes in multiple steps according to the relative twist angle (amplitude). Further, a part of the clearance W1 is set to zero (a state in which there is substantially no gap between the friction member and the driven plate). Thereby, different hysteresis is set for each of the small torsion angle and the wide torsion angle, and the first hysteresis mechanism and the second hysteresis mechanism (small hysteresis mechanism and large hysteresis mechanism, depending on the magnitude of the relative torsion angle). It is possible to make common the mechanism that operates and deactivates and the hysteresis mechanism that always operates when relative torsion occurs.

  Referring to FIGS. 6 and 9, the second hysteresis mechanism is inside the clutch mechanism (clutch disk assembly) and is on the inner peripheral side from the clutch disk sliding surface between the clutch mechanism and the flywheel 7 in the axial direction. Are arranged. The second hysteresis mechanism is a flange portion 6a (a tip portion projecting radially outward) of a flywheel 7 and an iron ring-molded inner ring (accepting an inner race of the bearing), and prevents the bearing 18 from coming off. And a friction member 15 that is divided into a plurality of portions and arranged at a central interval of 120 °, and a ring shape that contacts the friction member 15. A thrust plate 16 and a disc spring 17 for biasing the friction member 15 (and the ball bearing 18) in the direction of the arrow (see FIG. 6) via the thrust plate 16 are configured. The engine side surface of the friction member 15 is in contact with the transmission side surface of the flywheel 7. On the other side of the friction member 15, a plurality of protrusions protruding from the radial center of the friction member 15 along the axial direction are formed. A plurality of holes are formed in the surface where the thrust plate 16 contacts the friction member 15, and the protrusions of the friction member 15 penetrate and engage with these holes, respectively. Thereby, the friction member 15 is positioned. Like the thrust plate 12 shown in FIG. 8, the inner peripheral side end portion of the thrust plate 16 is bent and extends toward the axial transmission side (not shown in FIG. 9). The extending portion of the thrust plate 16 passes through a hole or notch provided in the flange surface of the inner ring 16 and engages with the hole or notch. Thereby, the thrust plate 16 is positioned. The outer race of the ball bearing 18 is received by the bearing receiving flange of the flywheel 7.

  Further, corresponding to the gap between the friction members 15 adjacent to each other (at the same angle in the circumferential direction), a hole 6b communicating in the radial direction with the cylindrical surface of the inner ring 6 on the radially inner side of the gap. Has been opened. The holes 6b improve the cooling performance of the friction member 15 and the thrust plate 16, and the friction material powder that has fallen through the holes 6b is discharged, so that the friction of the friction members 15 and the like is reduced. This stabilizes the friction torque over time. In order to improve the wear resistance and stabilize the friction torque, the friction member 15 is preferably made of polyimide.

  The function of this second hysteresis mechanism will be described. By the relative rotation of the engine side inertial body J1 and the transmission side inertial body J2, the friction member 15 in the second hysteresis mechanism slides with respect to the side surface of the flywheel 7 and the thrust plate 16 to generate hysteresis. At that time, frictional heat is generated (especially the thrust plate 16 having a small heat capacity is likely to rise in temperature), but the thrust plate 16 is disposed in an open space and a hole 6b is provided at the predetermined position of the inner ring 6. Therefore, the frictional heat is quickly radiated to the external space, and the members near the friction member 15 are not easily worn by overheating, and the durability is improved.

  A clearance may be provided between the friction member 15 and the inner ring 6 in the circumferential direction. A guide groove along the circumferential direction may be formed by pressing in a portion where the friction member 13 of the first drive plate 2 is in sliding contact. The backlash when the friction member 13 slides is reduced, and a stable friction force is always generated.

  Next, a bearing mechanism between the engine side inertial body J1 and the transmission side inertial body J2 will be described. As a bearing between J1 and J2, a ball bearing 18 is disposed in a space surrounded by the first drive plate 2, the flywheel 7, and the inner ring 6 on the inner peripheral side of the power transmission mechanism. The inner peripheral side of the ball bearing 18 is engaged with an inner ring 6 (via an inner race) fixed to the crankshaft 1 in the rotational direction. A ball rolling surface is formed by the inner race and the outer race of the ball bearing 18. The axial load applied to the ball bearing 18 is received by the flange portion 6a of the inner ring 6, and the disc spring 17 moves the ball bearing 18 through the flywheel 7 that contacts the outer peripheral portion of the end surface on the transmission side of the ball bearing. 1 is driven toward the drive plate 2 side. On the other hand, the inner peripheral portion of the first drive plate 2 facing the ball bearing 18 is drawn to form a concave portion, and the inner peripheral portion (inner race) of the end surface on the engine side of the ball bearing 18 is the first. The outer peripheral portion (outer race) is not in contact with the first drive plate 2.

  In addition, when the driven plate 8 and the flywheel 7 are fixed to each other by screwing using the bolt 11, a large radial load that is applied when the bolt is tightened using a rivet is not applied. Therefore, it is possible to prevent excessive pressure from being locally applied to the ball bearing 18 and to extend the life of the bearing. That is, the deformation that occurs when the driven plate and the flywheel are riveted (fixed with rivets) does not occur. In addition, it is possible to prevent an excessive load from being locally applied to the ball bearing 18 and to extend the bearing life.

  Next, an inertial body provided on the outer peripheral portion of the power transmission mechanism in order to reduce rotational fluctuation will be described. Referring to FIG. 6, inertial body 5 is attached in advance to the outer peripheral portion of second drive plate 3 by welding before the entire power transmission mechanism is assembled. As a result, the inertia of the engine-side inertial body J1 is increased, so that the amplitude of the input vibration is reduced. The inertial body 5 is preferable in terms of cost because the material yield is improved by using a steel strip or a material obtained by roll forming a drawn material. Further, it is preferable to attach an inertial body to the outer peripheral side of the flywheel 7 because the inertial effect is improved. The flywheel 7 is of a pot type (the clutch cover mounting surface is on the transmission side rather than the friction surface), so that the weight of the flywheel 7 increases on the outer peripheral side and the inertia of the transmission side inertial body J2 increases. The rotational fluctuation with respect to the torque fluctuation transmitted through the torsion spring (described later) is reduced.

  Referring to FIG. 6 again, the ring gear 4 is disposed on the flange surface formed on the outer peripheral portion of the first drive plate 2. The mounting position of the ring gear 4 is on the engine side of the inertial body 5 welded to the drive plate 3. The tooth surface of the ring gear 4 is chamfered by the tooth height. Thus, the chamfering of the portion on the cutting exit side during hobbing makes it difficult for burrs to come out and allows the deburring step to be omitted. In particular, when a resin sheet is used for the torsion mechanism, it is preferable to weld the first drive plate 2 and the second drive plate 3 at a position as far as possible from the resin sheet. In the power transmission mechanism shown in FIG. 10, the first drive plate 2 and the second drive plate 3 are welded (fillet weld, full circumference weld, spot weld) at their outer peripheral portions. Referring to FIG. 10, more preferably, the outer peripheral contact surfaces of the first drive plate 2 and the second drive plate 3 are arranged on the inner peripheral space of the corresponding contact surface (a torsion mechanism is disposed in the space). A partial gap 3a that communicates with the outside. Through this partial gap, mud that has entered the space in which the torsion mechanism is arranged is eliminated, and the cooling effect is enhanced because air flows from the inside to the outside by centrifugal force. In the illustration of FIG. 10, a recess is provided on the second drive plate 3 side. However, such a recess may be formed on the first drive plate 2 side or on both drive plates 2 and 3.

  In particular, referring to FIG. 7, the torsion mechanism of the present embodiment includes a space surrounded by the first and second drive plates 2 and 3 in the outer periphery of the apparatus, and the first and second drive plates 2 and 3 and the driven plate 8. A plurality of torsion springs 9 are arranged in series between the rotation directions. Among the plurality of torsion springs 9, spring lines of torsion springs 9 b and the like at both ends (the positions where the first and second drive plates 2 and 3 sandwich the torsion spring 9 b in the circumferential direction and the positions close to the driven plate 8). The diameter is relatively smaller than the inner torsion springs 9a and the like, and the spring constants of the torsion springs 9b and the like at both ends are relatively smaller than the spring constants of the inner torsion springs 9a and the like. (In other words, the torsion springs 9a at both ends are downsized). A block member for abutting and pressing one of the torsion springs 9b via the spring seat 10 is attached to the first and second drive plates 2 and 3. This block member increases the inertia of the drive side (engine side) inertial body. The spring seat 10 fitted to one end of the other torsion spring is provided with a concave portion, and a convex portion is provided on the outer peripheral portion of the driven plate 8 facing the concave portion, and the convex portion is fitted with the concave portion. Is possible. Further, the spring seat 10 is fitted to both ends of the torsion springs 9a and 9b. Each of the spring seats 10 has a substantially triangular base portion projecting radially inward and boss portions 10a projecting from both side surfaces of the base portion, and the boss portions 10a are inner peripheral portions of the torsion springs 9a and 9b. It fits into the (lumen) and supports the torsion springs 9a, 9b in the radial direction of the power transmission mechanism. However, the boss portion 10a that fits in the lumen (the torsion spring 9a side) of the torsion springs 9b at both ends in the rotational direction has a larger diameter (thicker) than the boss portion that fits the inner torsion spring 9a. Yes. The spring seat 10 that has boss portions at both ends and is fitted to the inner torsion spring 9a has a substantially plane-symmetric shape. On the outer peripheral surface of the spring seat 10, a low friction coefficient slider 10 c that is integrally formed with the spring seat 10 is disposed. Such a slider may be fitted into the spring seat and provided with a barb for preventing it from coming off. The slider 10 c is in sliding contact with the rolled steel plate 30 attached to the inner peripheral surface of the first drive plate 2. Further, as shown in the drawing, the radial dimension (width) of the spring seat is larger than the radial dimension of the torsion springs 9 a and 9 b, so that the torsion springs 9 a and 9 b are connected to the inner periphery of the first drive plate 2. Sliding with the surface is prevented. It should be noted that press flaws are likely to occur on the inner wall surface of the first drive plate 2 that is drawn and formed in a direction perpendicular to the sliding direction of the spring seat 10, and there is a risk of the spring seat wear being accelerated by the press flaws. Therefore, by applying the rolled steel sheet 30 to the spring seat sliding surface, the sliding surface is mirror-finished and the spring seat wear is reduced.

  A stopper 10b that contacts the spring seat 10 when the torsion spring 9a is compressed is disposed on the inner peripheral portion of the inner torsion spring 9a. Stoppers are not disposed on the torsion springs 9b at both ends, and the end surfaces of the boss portions 10a of the spring seat 10 are in direct contact with each other when the torsion springs 9b are compressed. Referring to FIG. 11, the torsion springs 9a and 9b are arranged to open outward at the initial position (the outer peripheral side of the spring is longer than the inner peripheral side, the distance between the spring seat surfaces (end faces) is wider on the outer peripheral side, Narrow side.At maximum compression, the seating surface forms a predetermined angle with respect to a radial line passing through the center of the closing power transmission mechanism so that the angle formed by the spring seating surfaces becomes parallel. The spring end faces are parallel to each other during maximum compression. In the coil spring, the amount of bending at the center is proportional to the load, and the allowable stress (elastic force) is proportional to the amount of bending at the maximum bending portion. Therefore, the allowable load is maximized when the maximum bending portion is the central portion.

  Next, the function of the torsion mechanism will be described. As the device rotates, the torsion springs 9a, 9b are urged radially outward by centrifugal force. However, the boss portion 10a of the spring seat 10 is inserted into the inner periphery of the torsion springs 9a and 9b, and the torsion springs 9a and 9b are locked in the radially inward and outward directions. In addition, since the radial dimension of the spring seat 10 is larger than the diameter dimension of the torsion springs 9a and 9b, and the slider 10c is provided on the outermost periphery of the spring seat, the torsion springs 9a and 9b are subjected to torque fluctuations. Is highly prevented from contacting and sliding on the inner peripheral surface of the first drive plate 2.

  As the torsion angle between the first and second drive plates 2 and 3 and the driven plate 8 increases, the amount of compression of the torsion springs 9a and 9b increases, but the boss portion 10a of the boss portion 10a of the spring seat 10 increases. The amount of compression of the torsion springs 9a, 9b is limited by the boss portions 10a coming into contact with each other via the stopper 10b.

  Next, a power transmission mechanism according to still another embodiment of the present invention will be described with reference to FIGS. 12 and 13. In this power transmission mechanism, the outer peripheral end of the first drive plate 2 is a tongue-shaped portion 2a (by drawing), and the inertial body 5 is crimped between the tongue-shaped portion 2a and the second drive plate 3. ing. The torsion spring 9 is a hollow cylindrical high elastic rubber member. According to this embodiment, the allowable deflection is large and a wide torsion angle can be obtained (the torsion angle width capable of absorbing torque fluctuation is large). Moreover, since the weight of the torsion member can be reduced, the centrifugal force applied to the spring seat is reduced, and the wear of the spring seat can be reduced.

It is a sectional side view of the power transmission mechanism which concerns on one Embodiment of this invention. It is a partially broken sectional view cut | disconnected along the II-II line | wire in FIG. FIG. 2 is an enlarged view around a slide bearing shown in FIG. 1. It is a partially broken front view of the torque fluctuation absorber according to the conventional example. It is a sectional side view of the torque fluctuation absorber shown in FIG. It is a sectional side view of the power transmission mechanism which concerns on other embodiment of this invention. It is a partially broken sectional view cut | disconnected along the VII-VII line in FIG. FIG. 7 is a partial enlarged view of a second hysteresis mechanism (located on the outer diameter side) shown in FIG. 6. FIG. 7 is a partially enlarged view of the first hysteresis mechanism (located on the inner diameter side) shown in FIG. 6. FIG. 7 is a partial enlarged view of a contact portion between the first and second drive plates shown in FIG. 6. It is a figure for demonstrating the form of a preferable torsion spring. It is a sectional side view of the power transmission mechanism which concerns on other embodiment of this invention. It is a partially broken sectional view cut along the line XIII-XIII in FIG.

Explanation of symbols

1 Crankshaft 2 First Drive Plate 3 Second Drive Plate 4 Ring Gear 5 Inertia Ring (Inertial Body)
6 Inner ring 6a Flange 6b Hole 7 Flywheel 8 Driven plate 9 Torsion spring 9a Torsion spring with large spring constant 9b Torsion spring 10 with small spring constant Spring seat 10a Projection (boss)
10b Stopper 10c Slider 11 Pin 12 Friction member 13 Friction member 14 Disc spring 15 Friction member 16 Thrust plate 17 Disc spring (thrust spring)
18 Sliding bearing, ball bearing 18a Lubricant reservoir 18b Groove (groove extending in the axial direction)
19 Disc spring 20 Spacer 21 Rivet 22 Seal member 23 Transmission mechanism input shaft 24 Release bearing mechanism 25 Diaphragm spring 26 Clutch disc assembly W Clearance W1 Clearance 30 Rolled steel 31 Bolt 49 Relief (clearance)

Claims (7)

A driving side member that rotates and transmits power, and a driven side member that is connected to the flywheel and rotated by transmission of the power, is a power transmission mechanism that is arranged to be relatively rotatable with each other,
The drive side member includes a first drive plate, a second drive plate, and a starting ring gear,
On the outer periphery of the drive side member, an inertia body separate from the first drive plate, the second drive plate, and the starting ring gear is arranged outside the first drive plate and the second drive plate. A power transmission mechanism characterized by being installed.   The power transmission mechanism according to claim 1, wherein the inertial body is formed by roll forming a steel strip or a drawn material.   The power transmission mechanism according to claim 1, wherein the inertial body is fixed to the driving side member by welding.   The power transmission mechanism according to claim 1, wherein the second drive plate is crimped on a tongue-like portion of the first drive plate.   2. The power transmission mechanism according to claim 1, wherein a tooth surface of a starting ring gear provided on an outer peripheral side of the driving side member is chamfered by a tooth height.   The power transmission mechanism according to claim 1, wherein a spacer is disposed between an axial end surface of a crankshaft transmitting the power from the engine and the driving side member. A resin torsion member that absorbs rotational torque fluctuation is arranged in series between the driving side member and the driven side member in the device rotation direction,
The power transmission mechanism according to claim 1, wherein the first drive plate and the second drive plate are welded at a position away from the resin torsion member.

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