JP2010190277A - Dynamic damper - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a dynamic damper which easily corrects vibration isolating performance thereof even after being mounted in a vehicle. <P>SOLUTION: The dynamic damper 100 is provided with: a mounting member 150 which is mounted in a rotary shaft rotatably contained; a plurality of divided casings 110-113 which are annularly arranged on a peripheral surface of the mounting member 150 with intervals and which keep accommodation chambers 130-133 inside; coupling members 140-143 which are provided to respective divided casings 110-113 to couple the respective divided casings 110-113 to the mounting member 150 and are made deformable; and pendulums 120-123 which are accommodated in the accommodation chambers 130-133 so as to be rotatable around pendulum swing center lines P0-P3 in parallel with a center line Q of the mounting member 150. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a dynamic damper, and more particularly to a dynamic damper provided on a rotating shaft such as a crankshaft of a vehicle.

  Conventionally, various dynamic dampers that are provided on a crankshaft of a vehicle and reduce vibration generated in the vehicle have been proposed.

  For example, a dynamic damper described in Japanese Patent Application Laid-Open No. 2001-153185 includes a hub attached to a crankshaft and a rolling mass provided in a storage chamber formed in the hub.

  The inner circumferential surface of the storage chamber is a cylindrical concave surface that passes through the circumference centered on the hub axis and has a curvature centered on an axis parallel to the axis of the hub. The rolling mass reciprocates like a pendulum while rolling on the cylindrical concave surface in the accommodation chamber by centrifugal force when the hub rotates. Due to the reciprocating motion of the pendulum, the torsional vibration of a specific order is reduced.

  The vibration damping device described in Japanese Patent Application Laid-Open No. 2000-283233 includes a base, a recess formed in the base, and a displacement mass disposed in the recess. The vibration of a specific order is attenuated by the movement.

  The torsional vibration stopper disclosed in Japanese Patent Application Laid-Open No. 7-190146 includes a hub portion coupled to a shaft, and two inertia mass bodies provided on the hub portion so as to be pivotable in a circumferential direction around a pivot axis. It has. Each inertial mass is connected to the hub portion by a pivot lever.

JP 2001-153185 A JP 2000-283233 A JP-A-7-190146

  Here, the dynamic damper may be fixed while being inclined with respect to the rotation axis of the crankshaft.

  In such a case, in the dynamic damper described in Japanese Patent Application Laid-Open No. 2001-153185, the rolling mass is displaced by its own weight in the accommodation chamber, and the side surface of the rolling mass and the side surface of the accommodation chamber come into contact with each other. When the side surface of the rolling mass and the inner side surface of the storage chamber come into contact with each other, the rotational motion of the rolling mass is hindered and the function as a damper is reduced.

  Similarly, in the vibration damping device described in Japanese Patent Laid-Open No. 2000-283233, the side surface of the displacement mass body and the inner side surface of the base body are in contact with each other, and the vibration damping efficiency is lowered. Further, even in the torsional vibration stopper described in Japanese Patent Laid-Open No. 7-190146, the turning radius at which the inertial mass body turns does not become a desired diameter, and the vibration-proof function is lowered.

  In order to correct the dynamic damper mounted in an inclined state with respect to the crankshaft to a normal posture, it is necessary to remove the dynamic damper from the crankshaft. To remove the dynamic damper mounted on the vehicle from the crankshaft and to mount it again on the crankshaft again is very laborious.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a dynamic damper that can easily correct the vibration damping function of the dynamic damper even after the dynamic damper is mounted on the vehicle. Is to provide.

  A dynamic damper according to the present invention includes a mounting member that is mounted on a rotating shaft that is rotatably provided, and a plurality of divided members that are arranged in an annular shape with a space around a peripheral surface of the mounting member and in which a storage chamber is formed. A housing is provided for each of the divided housings, connects each of the divided housings and the mounting member, is connected to the deformable connecting member, and is accommodated in the housing chamber and is a virtual parallel to the central axis of the mounting member And a rolling member provided to be rotatable about an axis.

  Preferably, the connecting member is made of an elastically deformable material so that the divided housing can swing in the direction of the central axis of the mounting member.

  Preferably, the rigidity of the connecting member in the direction of the central axis of the mounting member is lower than the rigidity of the connecting member in the direction along the peripheral surface of the mounting member. Preferably, the connecting member is adjustable in length in a direction perpendicular to the central axis of the mounting member. Preferably, the connecting member is plastically deformable.

  Preferably, the torsional rigidity of the connecting member is smaller than the rigidity in the direction along the peripheral surface of the mounting member. Preferably, the connection member is formed by a plurality of connection pieces arranged along the peripheral surface of the mounting member.

  According to the dynamic damper of the present invention, the vibration damping function of the dynamic damper can be adjusted while being mounted on the crankshaft.

It is sectional drawing which shows the dynamic damper and crankshaft which concern on Embodiment 1 of this invention. It is sectional drawing in the II-II line shown in FIG. It is sectional drawing which shows the detail of a dynamic damper. It is sectional drawing when a dynamic damper is mounted | worn in the state inclined to the crankshaft. It is sectional drawing which shows the division | segmentation housing | casing shown in FIG. It is sectional drawing which shows the division | segmentation housing | casing displaced by rotating a crankshaft. It is sectional drawing which shows the division | segmentation housing | casing and pendulum shown by FIG. It is a top view which shows a division | segmentation housing | casing and a connection member among the dynamic dampers shown in FIG. It is a top view which shows a division | segmentation housing | casing and a connection member when a crankshaft rotates 180 degree | times from the state shown in FIG. It is a top view which shows the division | segmentation housing | casing after correcting the division | segmentation housing | casing shown in FIG. 8 and FIG. It is sectional drawing of the dynamic damper which concerns on Embodiment 2 of this invention. As shown in FIG. 4, it is a top view which shows a division | segmentation housing | casing when a dynamic damper is attached to the crankshaft 200 in the state inclined. It is a top view which shows a division | segmentation housing | casing when a dynamic damper rotates 180 degree | times centering on the rotation center line from the state shown in FIG. It is a top view which shows the division | segmentation housing | casing after correction. It is sectional drawing of the division | segmentation housing | casing in the state in which the dynamic damper was normally mounted | worn with the crankshaft. It is sectional drawing which shows the attitude | position of a division | segmentation housing | casing in the case where it mounts | wears with a crankshaft in the state in which the dynamic damper inclined rather than the normal state.

The dynamic damper according to the present embodiment will be described with reference to FIGS.
Note that in the embodiments described below, when referring to the number, amount, and the like, the scope of the present invention is not necessarily limited to the number, amount, and the like unless otherwise specified. In the following embodiments, each component is not necessarily essential for the present invention unless otherwise specified. In addition, when there are a plurality of embodiments below, it is planned from the beginning to appropriately combine the features of each embodiment unless otherwise specified.

(Embodiment 1)
FIG. 1 is a cross-sectional view showing a dynamic damper 100 and a crankshaft 200 according to Embodiment 1 of the present invention, and FIG. 2 is a cross-sectional view taken along the line II-II shown in FIG. 3 is a cross-sectional view showing details of the dynamic damper 100 shown in FIG. As shown in FIG. 1, in the dynamic damper 100 according to the present embodiment, the dynamic damper 100 is attached to the end of the crankshaft 200.

  As shown in FIG. 2, the dynamic damper 100 includes a mounting member 150 that is mounted on the crankshaft 200, and divided housings 110, 111, 112, and 113 that are arranged on the peripheral surface of the mounting member 150 at a plurality of intervals. It has.

  A storage chamber 130 is formed inside the divided housing 110, and the inner peripheral surface of the storage chamber 130 is formed in a cylindrical shape. A pendulum 120 that can roll in the storage chamber 130 is stored in the storage chamber 130. Similarly, the housings 131, 132, and 133 are formed in the divided casings 111, 112, and 113, and the pendulums 121, 122, and 123 are accommodated therein.

  Here, each pendulum 120 to 123 rolls in the accommodation chambers 130 to 133 around the center line of each accommodation chamber 130 to 133. When the dynamic damper 100 is normally mounted on the crankshaft 200 so that the centerline Q of the mounting member 150 and the rotation centerline O of the crankshaft 200 coincide with each other, the pendulum rotation center of each of the pendulums 120 to 123 is The lines P0 to P3 are parallel or substantially parallel to the rotation center line O and the center line Q.

  As shown in FIGS. 1 and 3, when the dynamic damper 100 is normally attached to the crankshaft 200, the pendulums 120 to 123 are arranged in the direction of the pendulum rotation centerlines P <b> 1 to P <b> 3 of the respective storage chambers 130 to 133. Roll in the center. The side surfaces of the pendulums 120 to 123 arranged in the direction of the pendulum rotation center line P1 to P3 are prevented from coming into contact with the inner side surfaces of the storage chambers 130 to 133 arranged in the direction of the pendulum rotation center line P1 to P3.

  In FIG. 3, when the dynamic damper 100 is normally mounted on the crankshaft 200, the distances between the pendulum rotation center lines P <b> 0 to P <b> 3 and the rotation center line O are equal and become the distance R.

  The dynamic damper 100 includes a connecting member 140 that connects the divided housing 110 and the mounting member 150. Similarly, the divided casings 111, 112, and 113 are connected to the mounting member 150 by connecting members 141, 142, and 143. These connecting members 140 to 143 are elastically deformable when an external force equal to or less than a predetermined load is applied. When an external force greater than the predetermined load is applied, the connecting members 140 to 143 are permanently deformed such as plastic deformation and have a deformed shape. Is maintained.

  In the dynamic damper 100, when torsional vibration is applied to the crankshaft 200, the pendulums 120 to 123 rotate about the pendulum rotation center lines P0 to P3. The vibrations of the pendulums 120 to 123 are in the opposite direction to the torque applied to the crankshaft 200. Thereby, reduction of vibration is achieved.

Here, when the distance between the center of gravity G of the pendulums 120 to 123 and the pendulum rotation center lines P1 to P3 of the pendulums 120 to 123 is r, and the angular velocity of the mounting member 150 is ω, the pendulums 120 to 123 The natural frequency f is expressed by the following formula (1).
f≈ (R × ω ² / r) ^1/2 (1)
In order to reduce the vibration of the torsional n-order component applied to the crankshaft 200, R and r are set so as to satisfy the following expression (2).
n = (R / r) ^1/2 (2)
Thus, according to the dynamic damper 100 in which R and r are set, the torsional vibration of a specific order can be reduced with respect to any number of rotations.

  FIG. 4 is a cross-sectional view when the dynamic damper 100 is mounted on the crankshaft 200 in an inclined state. As shown in FIG. 4, the dynamic damper 100 is mounted such that the center line Q of the dynamic damper 100 intersects the rotation center line O. Specifically, the posture of the dynamic damper 100 shown in FIG. 4 is changed from the normal posture shown in FIG. 3 around the virtual axis T1 passing through the divided housing 111 and the divided housing 113 shown in FIG. It is a posture obtained by rotating.

  And the division | segmentation housing | casing 110 will be in the state which fell down to the crankshaft 200 side compared with the time of a normal attitude | position. The divided housing 112 located on the opposite side of the divided housing 110 is inclined so as to be separated from the crankshaft 200. On the other hand, the divided casing 111 and the divided casing 113 shown in FIG. 2 are in a state of being rotated around the virtual axis T1.

  FIG. 5 is a cross-sectional view showing the divided housing 110 shown in FIG. 4, and the two-dot chain line in FIG. 5 indicates that the dynamic damper 100 rotates 180 degrees around the rotation center line O from the state shown in FIG. The divided housing 110 is shown.

  As shown in FIG. 5, a centrifugal force S0 is applied to the pendulum 120 and the divided casing 110 in a direction perpendicular to the rotation center line O. At this time, since the pendulum rotation center line P0 and the center line Q are parallel, the dynamic damper 100 is inclined as described above, so that the center line Q intersects the rotation center line O, and the pendulum rotation center line P0 also intersects the rotation center line O.

  For this reason, the centrifugal force S0 can be divided into a component force S1 in a direction perpendicular to the pendulum rotation center line P0 and a component force S2 in the direction of the pendulum rotation center line P1. In this way, the component force S2 is applied to the divided casing 110 and the pendulum 120.

  The connecting member 140 can be regarded as a cantilever beam having one end on the mounting member 150 side as a fixed point and the divided casing 110 fixed to the other end. The connecting member 140 has the split casing 110 in the center line Q direction. It can be elastically deformed so that it can swing. For this reason, the component member S2 is applied to the connecting member 140, and the connecting member 140 is elastically deformed, whereby the divided housing 110 is slightly displaced as shown in FIG. Displaces away. Along with this, the pendulum rotation center line P0 of the pendulum 120 becomes parallel or close to parallel to the rotation center line O. 6 is a cross-sectional view showing the divided housing displaced by the rotation of the crankshaft. In FIG. 6, the broken line shows the divided housing 110 before the crankshaft 200 is rotated. The dashed-two dotted line broken line shows the division | segmentation housing | casing 110 when the crankshaft 200 rotates.

  As a result, in the mounted state, the divided casing 110 and the pendulum 120 that are closer to the crankshaft 200 side than the normal position are displaced toward the normal position as the crankshaft 200 rotates.

  Thus, when the postures of the divided housing 110 and the pendulum 120 approach normal, the pendulum rotation center line P0 and the rotation center line O become substantially parallel, and the pendulum 120 is displaced in the accommodation chamber 130 by its own weight, so that the pendulum Contact between the side surface of 120 and the inner side surface of the storage chamber 130 is suppressed. Thereby, the fall of the vibration proof function by the pendulum 120 can be suppressed.

  Further, in the state shown in FIG. 5, the distance between the pendulum rotation center line P0 and the rotation center line O of the pendulum 120 is smaller than the normal distance R. On the other hand, as shown by the solid line and the broken line in FIG. 6, the distance between the pendulum rotation center line P0 and the rotation center line O approximates the normal distance R by the displacement of the divided housing 110. Thereby, the fall of the vibration proof function of the pendulum 120 is suppressed.

  Here, the rigidity in the direction of the center line Q of the connecting member 140 is smaller than the rigidity in the direction along the peripheral surface of the mounting member 150. Specifically, as shown in FIGS. 1 and 2, the thickness t <b> 1 in the direction of the center line Q of the connecting member 140 is thinner than the thickness t <b> 2 in the direction along the peripheral surface of the mounting member 150. For this reason, the connecting member 140 is easily bent in the direction of the center line Q, and is easily displaced toward a normal position by centrifugal force.

  7 is a cross-sectional view showing the divided housing 112 and the pendulum 122 shown in FIG. 4, and the two-dot chain line in FIG. 7 indicates that the dynamic damper 100 is centered on the rotation center line O from the state shown in FIG. The pendulum 122 and the divided housing 112 when rotated 180 degrees are shown.

  The rotation trajectories of the divided casing 112 and the pendulum 122 and the rotation trajectories of the split casing 110 and the pendulum 120 are symmetric with respect to a virtual plane perpendicular to the rotation center line O. Then, as the dynamic damper 100 rotates, a centrifugal force S3 is applied to the divided casing 112 and the pendulum 122.

  Since the dynamic damper 100 is inclined so that the pendulum rotation center line P2 intersects the rotation center line O, the centrifugal force S3 applied to the divided casing 112 and the pendulum 122 is a component force in the direction of the pendulum rotation center line P2. It can be divided into S5 and a component force S4 in a direction perpendicular to the pendulum rotation center line P2. Then, a component force S5 is applied to the connecting member 142, and the connecting member 142 is bent. At this time, the inclined postures of the divided casing 112 and the pendulum 122 and the inclined postures of the divided casing 110 and the pendulum 120 are symmetric with respect to a plane perpendicular to the rotation center line O. The vector of S5 is in the direction close to the crankshaft 200. For this reason, the divided housing 112 is displaced so as to be close to the crankshaft 200.

  Thereby, the division | segmentation housing | casing 112 is displaced toward the normal position as shown in FIG. 3 from the position which shifted | deviated from the normal position. The pendulum rotation center line P2 of the pendulum 121 also approximates the rotation center line O in parallel or in parallel.

  Thereby, the division | segmentation housing | casing 112 and the pendulum 122 become a normal position and attitude | position, and the fall of the vibration proof function by the pendulum 122 is suppressed.

  As described above, the connecting members 140 and 142 are elastically deformed when a load due to centrifugal force is applied, and the pendulum 120, the pendulum 122 and the connecting members 140 and 142 are displaced toward a normal posture and position. As a result, a decrease in the vibration isolating function of the dynamic damper 100 is suppressed.

  The connecting members 140 and 142 can be permanently deformed (plastic deformation) when an external force larger than a predetermined load is applied. The connecting members 140 and 142 are plastically deformed so as to approximate a normal position. Also good. The predetermined load is set to be larger than the centrifugal force applied to the connecting member 140 when the crankshaft 200 rotates.

  FIG. 8 is a plan view showing the divided housing 113 and the connecting member 143 in the dynamic damper 100 shown in FIG. FIG. 9 is a plan view showing the divided casing 113 and the connecting member 143 when the crankshaft 200 is rotated 180 degrees from the state shown in FIG. In FIG. 8, the inner peripheral surface of the divided casing 113 is visible, and in FIG. 9, the outer peripheral surface of the split casing 113 is visible.

  As shown in FIGS. 8 and 9, the centrifugal force S <b> 6 applied to the divided housing 113 and the connecting member 143 coincides with the extending direction of the connecting member 143. For this reason, the connecting member 143 is not bent by the centrifugal force S6.

  On the other hand, the posture of the divided housing 113 is inclined so that the pendulum rotation center line P3 of the pendulum 123 intersects the rotation center line O. Therefore, by applying an external force to the connecting member 143, as shown in FIG. 10, the connecting member 143 is deformed so that the pendulum rotation center line P3 and the rotation center line O are parallel, thereby preventing the pendulum 123. The vibration function can be made normal.

  Similarly, in the divided casing 111 and the pendulum 121, the vibration isolation function of the pendulum 121 can be made normal by deforming the connecting member 141.

  As described above, in the dynamic damper 100 according to the first embodiment of the present invention, the postures and the like of the divided casings 110 to 113 can be individually adjusted by adjusting the connecting members 140 to 143.

  For this reason, even if the dynamic damper 100 is not normally attached to the crankshaft 200, the dynamic damper 100 can be adjusted individually without adjusting the dynamic damper 100 from the crankshaft 200. 100 anti-vibration functions can be ensured.

  Here, in FIG. 1 and FIG. 2, the width along the peripheral surface of the mounting member 150 is longer than the width of each connecting member 140 to 143 in the direction of the center line Q. The rigidity of the members 140 to 143 in the direction along the peripheral surface of the mounting member 150 is higher than the rigidity in the center line Q direction. For this reason, even if the torque applied to the dynamic damper 100 fluctuates, the adjacent divided casings 110 to 113 are suppressed from contacting each other.

  Further, a gap is provided between each of the divided casings 110 to 113, and even if the posture of each of the divided casings 110 to 113 is adjusted, the adjacent divided casings 110 to 113 are in contact with each other. Is suppressed.

  The dynamic damper 100 according to the first embodiment is provided at the end of the crankshaft 200, but the mounting position of the dynamic damper 100 is not limited to this position. For example, an insertion hole may be formed in the mounting member 150, the crankshaft 200 may be inserted into the mounting member 150, and the dynamic damper 100 may be fixed to the crankshaft 200.

(Embodiment 2)
A dynamic damper 100 according to Embodiment 2 of the present invention will be described with reference to FIGS. 11 to 14 and FIG. Of the configurations shown in FIGS. 11 to 14, the same or corresponding configurations as those shown in FIGS. 1 to 10 may be denoted by the same reference numerals and description thereof may be omitted.

  FIG. 11 is a cross-sectional view of the dynamic damper 100 according to the second embodiment of the present invention. As shown in FIG. 11, the connecting member 140 is formed by a plurality of connecting pieces 145 arranged along the peripheral surface of the mounting member 150. Similarly, the connecting members 141 to 143 are also formed by a plurality of connecting pieces 145 arranged along the peripheral surface of the mounting member 150.

  In this way, by dividing the connecting members 140 to 143 along the peripheral surface of the mounting member 150, the torsional rigidity of the connecting members 140 to 143 can be set, for example, in the direction along the peripheral surface of the mounting member 150. The rigidity is lower than 140 to 143.

  FIG. 12 is a plan view showing the divided housing 113 when the dynamic damper 100 is attached to the crankshaft 200 with the tilted state as shown in FIG. FIG. 13 is a plan view showing the divided housing 113 when the dynamic damper 100 is rotated 180 degrees around the rotation center line O from the state shown in FIG.

  Then, while intersecting perpendicularly to the rotation center line O and twisting the connecting member 143 around the virtual axis passing through the center of the connecting member 143, the divided housing 113 is displaced to the normal position as shown in FIG. Let

  Here, since the connecting member 143 includes a plurality of connecting pieces 145, the connecting member 143 can be easily twisted when the connecting member 143 is twisted, and the position of the connecting member 143 can be easily adjusted.

(Embodiment 3)
A dynamic damper 100 according to Embodiment 3 of the present invention will be described with reference to FIGS. 15 and 16. Of the configurations shown in FIGS. 15 and 16, the same or corresponding components as those shown in FIGS. 1 to 14 are given the same reference numerals, and the description thereof may be omitted. FIG. 15 is a cross-sectional view showing the divided housing 110 in a state where the dynamic damper 100 is normally mounted on the crankshaft 200 so that the center line Q and the rotation center line O coincide with each other. As shown in FIG. 15, the connecting member 140 is formed so that the length in the direction perpendicular to the center line Q can be adjusted. Specifically, the connecting member 140 is formed in a bellows shape.

  In addition, when adjusting the length of the connection member 140, the length of the connection member 140 can be extended or shortened by applying a load larger than a predetermined load. Here, the predetermined load is a load larger than the centrifugal force applied to the connecting member 140 when the crankshaft 200 rotates.

  Thus, the rotation of the crankshaft 200 and the dynamic damper 100 prevents the connecting member 140 from being extended by the centrifugal force applied to the connecting member 140.

  FIG. 16 is a cross-sectional view showing the postures of the divided casing 110 and the pendulum 120 when the dynamic damper 100 is attached to the crankshaft 200 in a state where the dynamic damper 100 is inclined relative to a normal state.

  In the example shown in FIG. 16, the dynamic damper 100 is attached to the crankshaft 200 so that the divided housing 110 is close to the crankshaft 200.

  In such a state, the distance R1 between the pendulum rotation center line P0 and the rotation center line O of the pendulum 120 is shorter than the distance R when the crankshaft 200 is normally attached to the dynamic damper 100.

  In this way, when the distance R varies, the vibration isolation function by the pendulum 120 decreases. Therefore, even when the dynamic damper 100 is not correctly mounted on the crankshaft 200, the distance between the pendulum rotation center line P0 and the rotation center line O of the pendulum 120 can be made normal by extending the connecting member 140. The distance R can be used. Thereby, the fall of the vibration proof function by the pendulum 120 can be suppressed.

  Although the embodiment of the present invention has been described above, it should be considered that the embodiment disclosed this time is illustrative and not restrictive in all respects. The scope of the present invention is defined by the terms of the claims, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  The present invention can be applied to a dynamic damper, and is particularly suitable for a dynamic damper provided on a rotating shaft such as a crankshaft of a vehicle.

  100 dynamic damper, 110, 111, 112, 113 split housing, 120, 121, 122, 123 pendulum, 130, 131, 132, 133 storage chamber, 140, 141, 142, 143 connecting member, 145 connecting piece, 150 mounting Member, 200 crankshaft.

Claims (7)

A mounting member mounted on a rotating shaft provided rotatably;
A plurality of divided housings arranged in an annular shape with a space around the peripheral surface of the mounting member, and having a storage chamber formed therein,
A connecting member that is provided for each of the divided housings, connects each of the divided housings to the mounting member, and is deformable;
A rolling member housed in the housing chamber and provided to be rotatable around a virtual axis parallel to the central axis of the mounting member;
Dynamic damper with   The dynamic damper according to claim 1, wherein the connecting member is made of an elastically deformable material so that the divided housing can swing in a central axis direction of the mounting member.   3. The dynamic damper according to claim 1, wherein a rigidity of the connecting member in a direction of a central axis of the mounting member is lower than a rigidity of the connecting member in a direction along a peripheral surface of the mounting member.   The dynamic damper according to any one of claims 1 to 3, wherein the connecting member is adjustable in length in a direction perpendicular to a central axis of the mounting member.   The dynamic damper according to claim 1, wherein the connecting member is plastically deformable.   The dynamic damper according to claim 5, wherein the torsional rigidity of the connecting member is smaller than the rigidity in the direction along the peripheral surface of the mounting member.   The dynamic damper according to claim 1, wherein the connecting member is formed by a plurality of connecting pieces arranged along a peripheral surface of the mounting member.

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