JP2009115262A - Flywheel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a flywheel having two mass bodies capable of reducing an offset quantity up to a friction surface of a clutch from an installation surface of a crankshaft, while sufficiently securing a heat mass of the friction surface of the clutch. <P>SOLUTION: The flywheel has a primary flywheel 2 connected to the crankshaft 100, a secondary flywheel 3 connected via a clutch mechanism 300 to a driven shaft 200 driven by driving force of the crankshaft 100, and a torsion spring 5 connected between these flywheels and damping torsional vibration of the crankshaft 100. In the primary flywheel 2, the outer diameter side near a connecting part 2A is relatively rotatably arranged inside the secondary flywheel 3, and a spring holding part 4A holding the torsion spring 5 is formed on the outer diameter side of the primary flywheel 2 inside of the secondary flywheel 3. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a flywheel connected to an output shaft of a prime mover, such as a crankshaft of an engine, and more particularly to a flywheel having damping means for attenuating torsional vibrations generated by fluctuations in the output torque of the prime mover.

  In a vehicle equipped with an engine, a flywheel is connected to the crankshaft of the engine for the purpose of preventing unstable rotational speed fluctuations during engine start and idle operation and engine stoppage caused by the fluctuation. The engine output is transmitted to external elements (such as a clutch and a transmission) via the flywheel.

  Further, the drive torque transmitted to the power transmission system in a vehicle equipped with the engine has a variation caused by the explosion of the engine, and the torque variation causes torsional vibration in the power transmission system. There is a flywheel having two or more masses to attenuate such torsional vibration of the drive system (see, for example, Patent Documents 1 and 2).

  The flywheel having two or more masses described in Patent Documents 1 and 2 is disposed on the clutch side and the first mass body connected to the crankshaft of the engine, and is connected to the transmission side by the clutch connection. A second mass body connected to the input shaft is provided, and the first mass body and the second mass body are connected via an elastic body (damper) such as a torsion spring. According to the flywheel having this structure, the torque fluctuation generated on the engine side can be attenuated by the damper, so that the torque fluctuation is suppressed from being transmitted to the external element, and thus the vibration noise propagating to the entire vehicle is also reduced. Reduced.

Many of the flywheels having the above-described structure are arranged such that an elastic body such as a torsion spring can be extended and contracted on an elastic body holding part formed around an axis, like the dual mass flywheel described in Patent Document 2. The first mass body and the second mass body are respectively engaged with both ends of the elastic body.
JP 2004-68951 A JP 2005-140313 A

  However, in the dual mass flywheel having such a structure, the elastic body holding portion is provided inside the first mass body, and the thickness around the elastic body holding portion is secured to some extent. The amount of offset from the shaft mounting surface to the friction surface of the clutch is significantly larger than that of a flywheel made of a single mass (hereinafter referred to as “single mass flywheel”). Otherwise, a sufficient heat mass (heat capacity) of the friction surface of the clutch cannot be secured, and the temperature of the friction surface of the clutch rises when the clutch is engaged, and clutch slipping is likely to occur.

  Further, in the dual mass flywheel having the above structure, when the heat mass of the friction surface of the clutch necessary for the design is secured, the offset amount becomes large. Therefore, the clutch housing designed for the single mass flywheel has the dual structure of the above structure. The mass flywheel cannot be used as it is. For this reason, parts such as a clutch housing cannot be shared between a vehicle employing the dual mass flywheel having the above structure and a vehicle employing a single mass flywheel.

  The present invention was devised in view of these problems, and the offset amount from the mounting surface of the output shaft (crankshaft) of the prime mover to the friction surface of the clutch is ensured while sufficiently ensuring the heat mass of the friction surface of the clutch. An object is to provide a flywheel having two mass bodies that can be reduced.

  As means for solving the above-described problems, the flywheel of the present invention is configured as follows. In other words, the flywheel of the present invention has a first mass connected to the output shaft of the prime mover and a second mass connected to the driven shaft driven by the driving force of the output shaft of the prime mover via a clutch mechanism. A flywheel comprising: a body, and an elastic body coupled between the first mass body and the second mass body and dampening torsional vibration of the output shaft, wherein the first mass body is a prime mover An outer diameter side of the connecting portion connected to the output shaft is disposed in the second mass body so as to be relatively rotatable, and an elastic body holding portion for holding the elastic body is formed in the second mass body. It is a thing.

  According to such a flywheel, the first mass body is arranged inside the second mass body on the outer diameter side of the connecting portion connected to the output shaft of the prime mover, and the elastic body holding portion is also formed inside the second mass body. Therefore, the member from the friction surface of the clutch to the elastic body holding part can be a heat mass. As a result, it is possible to reduce the amount of offset from the mounting surface of the output shaft of the prime mover to the friction surface of the clutch while ensuring a sufficient heat mass on the friction surface of the clutch.

  Further, since the heat mass of the friction surface of the clutch and the offset amount can be brought close to those of the single mass flywheel, the vehicle employing the flywheel having the two mass bodies and the vehicle employing the single mass flywheel It becomes easy to share the flywheel peripheral parts.

  Moreover, the flywheel of this invention WHEREIN: The additional mass may be fixed to the motor | power_engine side of the said 1st mass body with the fixing tool in the said structure.

  According to such a flywheel, the moment of inertia of the first mass body can be adjusted only by fixing an appropriate amount of additional mass to the first mass body with the fixture according to the characteristics of the prime mover. Thereby, the part which concerns on the 1st mass body except the said additional mass is employable as a common part between different vehicles.

  Further, since the additional mass is fixed to the side surface of the prime mover (the surface opposite to the clutch) by a fixing tool, the inertial moment of the first mass body does not hinder the assembly work of the flywheel, the clutch mechanism, etc. Adjustments can be made.

  According to the flywheel of the present invention, it is possible to reduce the offset amount from the mounting surface of the output shaft of the prime mover to the friction surface of the clutch while sufficiently securing the heat mass of the friction surface of the clutch.

[First Embodiment]
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a front view of a flywheel 1 according to an embodiment of the present invention, and FIG. 2 is a sectional view taken along line XX of FIG.

  The flywheel 1 is mainly composed of a primary flywheel 2, a secondary flywheel 3, a torsion spring (compression coil spring) 5, and the like.

  The primary flywheel 2 is connected to the engine crankshaft 100, which is the output shaft of the prime mover, in a rotationally integrated manner, and constitutes a first mass body that is directly driven to rotate by the crankshaft 100. The primary flywheel 2 includes a connecting portion 2A and a flange portion 2B that are integral with each other. The connecting portion 2A is formed on the rotation axis side of the primary flywheel 2, and is connected integrally with the crankshaft 100 by a bolt or the like (not shown). The flange portion 2 </ b> B is formed to be thinner than the connecting portion 2 </ b> A and extend from the connecting portion 2 </ b> A to the outer diameter side, and the outer diameter side end portion is engaged with one end side of the torsion spring 5.

  The secondary flywheel 3 constitutes a second mass body that is connected to a driven shaft 200 that is rotationally driven by the driving force of the crankshaft 100 via a clutch mechanism 300 so as to be connectable and detachable. The secondary flywheel 3 has a substantially annular outer shape, and has a hollow chamber 4 therein. The hollow chamber 4 is formed by a spring holding portion 4A and a primary flywheel accommodating portion 4B. The spring holding portion 4A is formed by being hollowed in a substantially torus shape so as to hold the torsion spring 5 so as to be extendable and retractable around the rotation axis. Further, the spring holding portion 4A is formed along the moving area of the outer diameter side end portion of the flange portion 2B. The primary flywheel accommodating portion 4B extends continuously from the spring holding portion 4A toward the inner diameter side, and accommodates the flange portion 2B of the primary flywheel 2 with an appropriate gap therebetween.

  The inner peripheral end surface of the secondary flywheel 3 is fitted to the outer diameter surfaces of the ball bearings 6 and 6 that are fitted on the outer diameter surface of the connecting portion 2 </ b> A of the primary flywheel 2. Thereby, the primary flywheel 2 and the secondary flywheel 3 are relatively rotatable within the range of the amount of deflection of the torsion spring 5. The secondary flywheel 3 includes an engine side member 3A disposed on the engine side from the axial center position, and a clutch side member 3B disposed on the clutch side from the same position. These members 3A and 3B are superposed with no gap therebetween and are fixed to each other by a fixture 7 such as a bolt.

  Further, a clutch friction surface 3a is formed on the clutch side (transmission side) of the secondary flywheel 3, and a clutch disk 302 is disposed opposite to the clutch friction surface 3a. Further, a clutch cover assembly 301, a release bearing 401, a release fork 402, and the like are disposed on the transmission side of the secondary flywheel 3.

  The clutch cover assembly 301 includes a clutch cover 303 fixed to the secondary flywheel 3, a pressure plate 304 that presses the clutch disk 302, a diaphragm spring 305, and the like. The pressure plate 304, the diaphragm spring 305, and the like are included in the clutch cover 303. It is assembled to. The clutch cover 303 constitutes a second mass body together with the secondary flywheel 3 by being fixed to the secondary flywheel 3.

  As the torsion spring 5, for example, as shown in FIG. 1, a compression coil spring can be employed. One end side of the torsion spring 5 is engaged with the flange portion 2B of the primary flywheel 2, and the other end side of the torsion spring 5 is engaged with a spring holding portion 4A inside the secondary flywheel 3 (not shown). Is engaged with the part. By the torsion spring 5, the first mass body and the second mass body are connected to each other in the rotational direction, and the rotational driving force of the first mass body is transmitted to the second mass body via the torsion spring 5. Therefore, the torsional vibration input to the first mass body from the crankshaft 100 side is attenuated by the torsion spring 5, and the torsional vibration transmitted to the second mass body is suppressed.

  A clutch mechanism 300 is constituted by the clutch friction surface 3a of the secondary flywheel 3, the clutch disk 302, the clutch cover assembly 301, and the like. In this clutch mechanism 300, the pressure plate 304 is pressed toward the flywheel 1 (secondary flywheel 3) by the elastic force of the diaphragm spring 305, and the clutch disk 302 is moved to the secondary flywheel by the elastic force of the diaphragm spring 305. 3 is brought into pressure-contact with the clutch friction surface 3a, and the clutch is engaged.

  On the other hand, when the release bearing 401 is moved toward the flywheel 1 (secondary flywheel 3) by the release fork 402 and a hydraulic actuator (not shown), the diaphragm spring 305 is moved to the side away from the secondary flywheel 3. Therefore, the clutch disc 302 is separated from the clutch friction surface 3a of the secondary flywheel 3 to be in a clutch released state.

  In the flywheel 1 having the configuration described above, the primary flywheel 2 (first mass body) is disposed on the outer diameter side of the connecting portion 2A inside the secondary flywheel 3 (second mass body), and the secondary flywheel. Since the torsion spring 5 is arranged in the spring holding portion 4A formed in the member 3, a member from the clutch friction surface 3a to the hollow chamber 4 can be used as a heat mass. Thereby, it is possible to reduce the offset amount from the mounting surface of the crankshaft 100 to the clutch friction surface 3a while ensuring a sufficient heat mass of the clutch friction surface 3a.

[Second Embodiment]
Hereinafter, a second embodiment of the present invention will be described with reference to FIGS. Note that the same components as those described in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and differences from the first embodiment are mainly described.

  In the flywheel 21 according to the second embodiment, the additional mass 24 is fixed to the surface of the primary flywheel 22 (first mass body) on the crankshaft 100 side (engine side) by a bolt 25 that is a fixture. Yes.

  In FIG. 3, the engine-side member 23A of the secondary flywheel 23 has an enlarged inner diameter dimension in the engine-side member 3A described in the first embodiment, thereby securing a mounting space for the additional mass 24. ing. Accordingly, the bearing 6A fitted to the inner diameter end surface of the engine-side member 23A is also larger in diameter than the bearing 6 in the first embodiment.

  Further, a protruding portion 22 </ b> C that protrudes in the axial direction is formed on the side surface (engine side surface) of the crankshaft 100 of the primary flywheel 22 on the rotation axis side from the inner diameter end surface of the secondary flywheel 23. A plurality of female screws for bolts 25 are formed in the protruding portion 22C at intervals in the circumferential direction, and the outer diameter side is fitted to the inner diameter side of the bearing 6A. As shown in FIG. 3, the additional mass 24 is fixed to the end surface of the raised portion 22 </ b> C by a bolt 25. The raised portion 22C is formed to extend the additional mass 24 from the primary flywheel 22 to the outer diameter side while avoiding the engine side member 23A. Therefore, the raised portion 22C may be formed not on the primary flywheel 22 side but on the additional mass 24 side.

  The additional mass 24 fixed to the primary flywheel 22 by the bolt 25 constitutes a first mass body that is directly rotated by the crankshaft 100 together with the primary flywheel 22, the bolt 25, and the like. In the present embodiment, the additional mass 24 is composed of a single annular member as shown in FIGS. 3 and 4, for example. The additional mass 24 is preferably extended to the outer diameter side from the attachment portion with the primary flywheel 22 so that the moment of inertia of the first mass body is increased without increasing the mass too much. The additional mass 24 may be any member that functions as a first mass body and can be fixed to the primary flywheel 22 by a fixture, and may be composed of a plurality of members, non-annular members, or the like.

  According to the flywheel 21 according to the second embodiment described above, a large number of additional masses 24,... With different moments of inertia are prepared in advance, and the additional mass 24 selected according to the characteristics of the engine. Can be easily and suitably adjusted by simply fixing the first flywheel 22 with the fixing tool 25. Thereby, it is possible to use a part excluding the additional mass 24 among those constituting the first mass body, for example, the primary flywheel 22 or the like as a common part between vehicles having different engine characteristics.

[Other embodiments]
As shown in FIG. 5, in the flywheel 1 according to the first embodiment, the bearing 6 may be replaced with a sliding bearing such as a bush 30. Although not shown, the bearing may be replaced with a sliding bearing such as a bush in the flywheel 21 according to the second embodiment.

  The present invention can be applied to, for example, a dual mass flywheel provided between a crankshaft of an engine and a driven shaft driven by the driving force of the crankshaft.

It is a front view of the flywheel concerning a 1st embodiment of the present invention. It is XX sectional drawing of FIG. It is sectional drawing of the flywheel which concerns on the 2nd Embodiment of this invention. FIG. 4 is a view taken in the direction of arrow Y in FIG. 3, and shows only an additional mass and a bolt. In the flywheel described in FIG. 2, it is sectional drawing of the flywheel which concerns on other embodiment which employ | adopted the bush instead of the bearing.

Explanation of symbols

1,21 Flywheel 2,22 Primary flywheel (first mass)
2A connecting part 3,23 secondary flywheel (second mass body)
4A Spring holding part (elastic body holding part)
5 Torsion spring (elastic body)
24 Additional mass 25 Bolt (fixture)
100 Crankshaft (engine output shaft)
200 Driven shaft 300 Clutch mechanism

Claims (2)

A first mass coupled to the output shaft of the prime mover;
A second mass body connected via a clutch mechanism to a driven shaft driven by the driving force of the output shaft of the prime mover;
An elastic body connected between the first mass body and the second mass body to attenuate torsional vibration of the output shaft;
A flywheel comprising
The first mass body is arranged such that the outer diameter side of the connecting portion connected to the output shaft of the prime mover is relatively rotatable inside the second mass body,
The flywheel characterized by the elastic body holding part holding the said elastic body being formed inside the said 2nd mass body. The flywheel according to claim 1, wherein
A flywheel, wherein an additional mass is fixed to a side surface of a prime mover of the first mass body by a fixing tool.

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