JP2013113348A - Torsional vibration reduction system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vibration damping system capable of providing appropriate hysteresis torque for a torsional damper with a simple configuration and also excellent in vibration damping capacity.SOLUTION: In a torsional vibration reduction system, a driving side member 8 and a driven side member 9 are relatively rotatably connected, the driven side member 9 is connected with a front cover 6 of a fluid coupling 2, and a pendulum damper 15 damping a torque fluctuation by reciprocating motion of an inertia mass body 18 is provided on the inner circumference side of the driven side member 9. The torsional vibration reduction system includes a frictional contact part 20 in which the hysteresis torque relatively rotatably bringing the driving side member 8 into frictional contact with the front cover 6 to control relative rotation of the driving side member 8 and the driven side member 9 is generated between the driving side member 8 and the front cover 6, and due to deformation of the front cover 6 accompanying expansion of the fluid coupling 2, a contact pressure between the driving side member 8 and the front cover 6 changes and hence the hysteresis torque changes.

Description

  According to the present invention, the driving side member and the driven side member are connected so as to be relatively rotatable, and an elastic body that elastically deforms when these members rotate relative to each other, that is, when torsion occurs, is provided for the members. More particularly, the present invention relates to a torsional vibration reducing device arranged between a drive shaft for inputting power and a fluid coupling.

  2. Description of the Related Art A torsional damper is known that is attached to a rotating body such as an engine crankshaft, a transmission input shaft, or a drive shaft and attenuates torsional vibrations generated in these rotating bodies. Further, a damper called a pendulum type (hereinafter referred to as a pendulum type damper) configured to attenuate torsional vibration by a reciprocating motion of an inertial mass body is known. Furthermore, a fluid coupling such as a torque converter is known as a device having the same functions as these. The torsional damper includes an input-side rotating body and an output-side rotating body that are coupled so as to be relatively rotatable, and a damper spring that is sandwiched between the rotating bodies. When the input-side rotator and the output-side rotator rotate relative to each other, that is, when torsion occurs, the damper spring is compressed to attenuate torsional vibration. In addition, the torsional damper may be provided with a damping mechanism that attenuates the vibration of the damper spring. The damping device is configured, for example, by frictionally contacting a friction material provided on an input shaft of a transmission with an inner peripheral portion of an input-side rotating body. Therefore, when the inner peripheral portion of the input side rotating body and the friction material rotate relative to each other, the vibration of the damper spring is attenuated by the frictional force generated between them. That is, the frictional force is a hysteresis torque.

  Patent Document 1 describes a pendulum damper provided with an inertial mass body that reciprocates around an axis parallel to the rotation center axis of the rotator at a location away from the rotation center axis of the rotator. The inertial mass body of this pendulum damper is configured to reciprocate according to torsional vibrations transmitted to the rotating body, and to attenuate torsional vibrations of the order equal to the reciprocal motion order.

JP 2002-340097 A

  By the way, if the torsional damper, the pendulum damper, and the torque converter described above are used in combination, the torsional vibration may be more effectively damped. As an arrangement, it is considered that the engine crankshaft is connected to the rotating body on the input side of the torsional damper, and the front cover of the torque converter is connected to the rotating body on the output side of the torsional damper via a pendulum damper. It is done. However, when the torsional damper, the pendulum damper, and the torque converter are connected so as to overlap each other in the rotational axis direction of the crankshaft, the members are arranged in the axial direction, so the total length of the torsional vibration reducing device is long. There is a possibility.

  Therefore, if a pendulum damper is disposed on the inner peripheral side of the torsional damper, the overall length of the torsional vibration reducing device can be shortened. However, in such a configuration, the pendulum damper and the front cover of the torque converter are connected on the inner peripheral side of the pendulum damper. In addition, the front cover is generally supported by the input shaft of the transmission so as to be relatively rotatable, although details are not shown. Therefore, the space on the inner peripheral side of the pendulum damper is limited, and it may be difficult to provide the above-described damping mechanism on the inner peripheral side of the pendulum damper. In addition, when a space for providing a damping mechanism is secured on the inner peripheral side of the pendulum damper, the outer diameter of the torsional vibration reducing device may be increased.

  The present invention has been made by paying attention to the above technical problem, and provides a vibration damping device that can give an appropriate hysteresis torque to a torsional damper with a simple configuration and is excellent in vibration damping capability. It is for the purpose.

  In order to achieve the above object, according to the first aspect of the present invention, the driving side member and the driven side member are connected to each other via an elastic body so as to be relatively rotatable, and the driven side member is connected to a front cover in the fluid coupling. Further, a torsional vibration reduction is provided between the driven member and the front cover, and a pendulum damper is provided on the inner peripheral side of the driven member to attenuate torque fluctuations by reciprocating motion of an inertial mass body. In the apparatus, the drive side member and the front cover are frictionally contacted between the drive side member and the front cover in a rotational axis direction of the drive side member and the front cover so as to be relatively rotatable. A hysteresis torque that restricts relative rotation between the side member and the driven member is generated, and the front cover and the flow are deformed by the deformation of the front cover accompanying the expansion of the fluid coupling. It is characterized in that the frictional contact portion configured such that the hysteresis torque contact pressure is varied to change the Tokaba is provided.

  According to a second aspect of the present invention, in the first aspect of the invention, the fluid coupling includes a direct coupling clutch that is brought into frictional contact with the inner surface of the front cover, and the friction contact portion includes the front cover with which the direct coupling clutch is in frictional contact. A part of the surface of the front cover opposite to the inner surface of the front cover and a surface of the drive side member facing a part of the surface of the front cover are frictionally contacted so as to be relatively rotatable. A torsional vibration reducing device characterized by the above.

  According to a third aspect of the present invention, in the first aspect of the present invention, a part of the outer peripheral side of the driving side member facing the front cover side of the driving side member is convex toward the front cover side. A convex portion is formed, and the friction contact portion is configured such that the inner peripheral surface of the convex portion and a part of the outer peripheral surface of the front cover are in frictional contact with each other so as to be relatively rotatable. Torsional vibration reducing device.

  According to a fourth aspect of the present invention, in the first aspect of the present invention, a boss portion that is convex toward the drive side member is formed on a part of the inner peripheral side of the front cover, and the friction contact portion is the boss portion. The torsional vibration reducing device is characterized in that the outer peripheral surface of the part and a part of the inner peripheral side of the drive side member are in frictional contact with each other so as to be relatively rotatable.

  According to a fifth aspect of the present invention, in the first aspect of the invention, the driving side member is connected to an output shaft of a driving force source, and the friction contact portion includes a part of the output shaft and one of the driven side members. The torsional vibration reducing device is characterized in that it is configured to be in frictional contact with the part so as to be relatively rotatable.

  According to a sixth aspect of the present invention, in the invention according to any one of the first to fifth aspects, the driving side member and the driven side member are arranged in a state where the rotation center axes of the driving side member and the driven side member are aligned. A torsional vibration reduction device characterized in that a driving side member and a driven side member are connected via a bearing that relatively rotates.

  According to the invention of claim 1, when torsional vibration is transmitted, the driving side member and the driven side member rotate relative to each other while compressing the elastic body between the driving side member and the driven side member, and The torsional vibration is attenuated by restoring the elastic body. Further, in the pendulum damper, the inertial mass body reciprocates according to the torsional vibration transmitted to the pendulum damper, so that the torsional vibration of the order equal to or close to the reciprocating movement order is attenuated. Furthermore, in the friction contact portion, a frictional force is generated between the driving side member and the front cover by the relative rotation of the driving side member and the front cover, and the frictional force corresponds to the torsional vibration described above. It acts as a hysteresis torque that restricts relative rotation between the motor and the driven member. That is, the vibration of the elastic body is attenuated. Since the friction contact portion is configured to frictionally contact the driving side member and the front cover so as to be relatively rotatable, the clearance between the driving side member and the front cover can be made narrower than before, There is no need to provide a device or member for restricting the relative rotation between the driving side member and the driven side member described above on the inner peripheral side of the pendulum damper, and accordingly, the total length of the torsional vibration reducing device is shortened. The outer diameter can be reduced. In addition, since the front cover is connected to the fluid coupling, when the front cover is deformed as the fluid coupling expands, the contact pressure and the contact area between the driving side member and the front cover change, and the hysteresis is changed. Torque changes. As a result, the hysteresis torque in the friction contact portion can be made variable.

  According to the invention of claim 2, in addition to the effect similar to the effect of the invention of claim 1, the friction contact portion is constituted by two surfaces facing each other, so that the area capable of friction contact is increased. Therefore, the degree of freedom in designing the friction contact portion can be improved.

  Furthermore, according to the invention of claim 3, in addition to the effect similar to the effect of the invention of claim 1, the friction contact portion is on the front cover side in the rotational axis direction and on the outer peripheral side in the radial direction of the rotational axis. Therefore, the friction contact portion and the elastic body are not arranged on the same plane in the radial direction of the rotation axis. Therefore, the outer diameter of the torsional vibration reducing device can be reduced, and the clearance between the drive side member and the front cover can be reduced, so that the torsional vibration reducing device can be miniaturized. Further, since the friction contact portion is provided on the front cover side in the rotation axis direction, the contact pressure and the contact area between the drive side member and the front cover are easily affected by the deformation of the front cover accompanying the expansion of the fluid coupling. Therefore, it is possible to greatly change the hysteresis torque with the deformation of the front cover accompanying the expansion of the fluid coupling.

  According to the invention of claim 4, in addition to the same effect as that of the invention of claim 1, the friction contact portion is on the front cover side in the rotation axis direction and on the inner peripheral side in the radial direction of the rotation axis. Therefore, the friction contact portion and the elastic body are not aligned in the radial direction of the rotation axis. As a result, the outer diameter of the torsional vibration reducing device can be reduced, and the clearance between the drive-side member and the front cover can be made narrower than before, so the torsional vibration reducing device can be reduced in size. become. Further, since the friction contact portion is provided on the front cover side in the rotation axis direction, the contact pressure and the contact area between the drive side member and the front cover are easily affected by the deformation of the front cover accompanying the expansion of the fluid coupling. Therefore, it is possible to greatly change the hysteresis torque with the deformation of the front cover accompanying the expansion of the fluid coupling.

  According to the invention of claim 5, in addition to the effect similar to the effect of the invention of claim 1, the friction contact portion is on the driving force source side in the rotation axis direction and the inner periphery in the radial direction of the rotation axis. Since it is provided on the side, the friction contact portion and the elastic body do not line up in the radial direction of the rotation axis. Therefore, the outer diameter of the torsional vibration reducing device can be reduced, and the clearance between the drive side member and the front cover can be reduced, so that the torsional vibration reducing device can be miniaturized. Further, since the frictional contact portion is provided on the driving force source side in the rotation axis direction, the contact pressure and the contact area between the driving side member and the front cover are not easily affected by the deformation of the front cover accompanying the expansion of the fluid coupling. Therefore, it is possible to make it difficult to change the hysteresis torque due to the deformation of the front cover accompanying the expansion of the fluid coupling.

  Furthermore, according to the invention of claim 6, in addition to the effect similar to the effect of any one of claims 1 to 5, the driving side member and the driven side member are connected to each other via the bearing. Therefore, the relative rotation between the driving side member and the driven side member occurs without shifting the respective rotation center axes. Further, when the front cover of the fluid coupling is deformed by the internal pressure, the driven member connected to the front cover tends to be deformed according to the deformation of the front cover, but the driven member is a bearing. After all, the deformation of the front cover is suppressed by suppressing the deformation of the driven member. On the other hand, even if the driven side member is deformed in accordance with the deformation of the front cover, the driven side member and the driving side member are connected via the bearing, so the driving side member is also deformed together with the driven side member. The deformation of the front cover is suppressed. When the driving side member is deformed together with the driven side member, the rotation center axes of the driving side member and the driven side member are maintained in a state where they coincide with each other. Therefore, since a so-called positional shift between the driving side member and the driven side member is prevented, the damper characteristic is maintained in the initial good state.

It is a figure which shows typically the example which provided the torsional vibration reduction apparatus which concerns on this invention between the torque converter which is a fluid coupling, and the crankshaft of an engine. It is a figure which shows typically the expansion | swelling of the case of the torque converter in the structure shown in FIG. It is a figure which shows typically the example which improved the structure of the friction contact part shown in FIG. It is a figure which shows typically the other example which improved the structure of the friction contact part shown in FIG. It is a figure which shows typically the further another example which improved the structure of the friction contact part shown in FIG. It is a figure which shows typically the other example which provided the torsional vibration reduction apparatus which concerns on this invention between the torque converter which is a fluid coupling, and the crankshaft of an engine. It is a figure which shows typically expansion | swelling of the case of the torque converter in the structure shown in FIG.

  Next, the present invention will be specifically described. The example shown in FIG. 1 is a diagram showing an example in which a torsional vibration reducing device according to the present invention is provided between a crankshaft 1 of an engine (not shown) and a torque converter 2 that is a fluid coupling, The upper half of the crankshaft 1 from the rotation center axis A1 is schematically shown. The crankshaft 1 and the torque converter 2 are arranged on the same axis, and a drive plate 4 is attached to the end of the crankshaft 1 on the torque converter 2 side by bolts 3. A ring gear 5 is attached to the outer periphery of the drive plate 4. A torsional damper 7 is provided between the drive plate 4 and the front cover 6 of the torque converter 2 on the engine side. The torsional damper 7 has a driving side member 8 and a driven side member 9 arranged on the same axis so as to be relatively rotatable, and these members 8 and 9 are arranged in the rotational direction, that is, in the circumferential direction. It is connected via a coil spring 10 which is an elastic body, and its fundamental configuration is the same as that conventionally known. The drive side member 8 and the drive plate 4 are connected by a bolt 11.

  In the example shown in FIG. 1, the outer peripheral side portion of the drive side member 8 has a shape that is folded back toward the inner peripheral side to form a slit, and the slit portion that is formed by folding back is driven. The outer peripheral part of the member 9 is inserted. Therefore, the outer peripheral portion is in a state where three plates are arranged in parallel with a predetermined gap. Although not shown in detail, a plurality of hollow holders having a length substantially equal to the length of the coil spring 10 are formed at a constant interval in the circumferential direction of the drive side member 8. On the other hand, a window hole is formed in the driven member 9 at a position facing the holder. And the coil spring 10 is accommodated in the window hole of the driven side member 9 inserted in the holder. Accordingly, when relative rotation occurs between the driving side member 8 and the driven side member 9, that is, when twisting occurs, the holder and the window hole are displaced from each other in the circumferential direction, so that the coil spring 10 is compressed. It has come to be. Since these members slide when twisting occurs as described above, they are lubricated by lubricating oil.

  A seal member 12 is attached to one inner peripheral end of the drive side member 8, and an end portion of the seal member 12 is in contact with a damper housing 13 described later. A seal member 14 is attached to the other inner peripheral end of the drive side member 8, and an end portion of the seal member 14 is in contact with the driven side member 9. Accordingly, the lubricating oil is sealed in the holder by the seal members 12 and 14.

  A damper housing 13 is integrally provided on the driven member 9 described above. The damper housing 13 constitutes a part of the pendulum damper 15 according to the present invention. In the example shown in FIG. 1, the pendulum damper 15 is provided on the output side of the torsional damper 7 and on the inner peripheral side of the torsional damper 7. That is, the pendulum damper 15 and the torsional damper 7 are connected in series, and are provided on the same plane in the radial direction of the rotation center axis A1. The damper housing 13 includes an annular hollow portion along the driven member 9. As shown in FIG. 1, the hollow portion has a rectangular cross section with a shallow depth or width measured in the axial direction, and is an annular portion as a whole, and is open to the front cover 6 side. The open end is closed by the driven member 9. Further, a portion on the inner peripheral side of the driven member 9 with respect to the portion where the damper housing 13 is provided and a portion on the inner peripheral side of the front cover 6 are connected by a bolt 16.

  Although the details of the internal shape of the hollow portion described above are not shown in the drawings, the outer peripheral surface is formed as a curved surface that continuously changes in the radial direction into irregularities, and the inner peripheral surface is a simple arc surface. In addition, a portion partitioned by a portion where the distance between the outer peripheral surface and the inner peripheral surface is narrow is a rolling chamber 17. In each rolling chamber 17, an inertia mass body that is movable in the rotation direction of the driven member 9, that is, a rolling element 18 is accommodated. This rolling element 18 is a disk-shaped weight as an example, and the outer diameter thereof is smaller than the maximum distance between the outer peripheral surface and the inner peripheral surface forming the rolling chamber 17 and is rolling. It is set larger than the minimum interval on both sides of the chamber 17. In other words, the rolling elements 18 are configured to move while rolling in the rotational direction of the driven member 9 inside each rolling chamber 17. In addition, the outer peripheral surface of each rolling chamber 17 is a surface that contacts when the rolling element 18 receives centrifugal force and moves along the rolling element 18, and therefore, its central portion is the starting point. The left and right sides are configured as, for example, a cycloid plane. Since the pendulum damper 15 configured in this manner attenuates torque fluctuations and torsional vibrations that occur in the rotating body to which the pendulum damper 15 is attached, the reciprocating motion order of the rolling element 18 is attenuated. It is designed to be equal to the order of the torsional vibration that is the object of the vibration, or to be a value approximate to the order of the torsional vibration that is the object of the damping.

  In the example shown in FIG. 1, the front cover 6 and the drive side member 8 of the torsional damper 7 are in frictional contact with each other via a friction material 19. More specifically, for example, a friction material 19 is provided on the surface of the front cover 6 on the driving side member 8 side, and the friction material 19 is provided on the inner side in the radial direction of the front cover 6, and faces the friction material 19. The surface of the drive side member 8 is in frictional contact. These frictional contact portions correspond to the friction contact portion 20 according to the present invention. The friction contact portion 20 generates a frictional force according to the contact pressure between the driving side member 8 and the front cover 6 via the friction material 19 and the contact area thereof. Therefore, when the driving side member 8 and the front cover 6 rotate relative to each other, the frictional force generated between them causes the relative rotation between the driving side member 8 and the driven side member 9 of the torsional damper 7 and the relative rotation thereof. It acts as a hysteresis torque that attenuates the vibration of the coil spring 10 accompanying the rotation. The friction material 19 may be provided on either the front cover 6 side or the drive side member 8 side. As the friction material 19, it is preferable to use a member having a small coefficient of change with time, such as a synthetic resin bush.

  The torque converter 2 described above is the same as that of a conventionally known structure, and the front cover 6 is provided on the front side (right side in FIG. 1) of the pump shell 22 with the pump blade 21 attached to the inner peripheral surface. The pump shell 22 and the front cover 6 are joined together to form a liquid-tight case 23. A cylindrical fixed shaft 24 is inserted along the center axis of the case 23, and a transmission input shaft 25 is inserted along the center axis of the fixed shaft 24. It extends to the vicinity of the inner surface of the front cover 6, and its transmission input shaft 25 is rotatably supported by a fixed shaft 24. The inner peripheral end of the pump shell 22 is fitted to the outer peripheral surface of the fixed shaft 24 so as to rotate while maintaining a liquid-tight state.

  Inside the case 23, the turbine 26 is arranged in a state of facing the pump shell 22 or the pump blade 21 in the axial direction. The turbine 26 has a known structure in which a large number of turbine blades having substantially the same shape as the pump blade 21 are attached to the inner peripheral surface of a turbine shell having a shape substantially symmetrical to the pump shell 22. The turbine 26 is spline-fitted to a transmission input shaft 25 protruding from the fixed shaft 24 and is integrated with the transmission input shaft 25.

  Further, the stator 27 is disposed between the inner peripheral portion of the pump shell 22 and the inner peripheral portion of the turbine 26, that is, between the portion serving as the suction portion in the pump and the portion serving as the discharge portion in the turbine 26. Is arranged. The stator 27 is for changing the flow direction of oil discharged from the turbine 26, and is supported by the fixed shaft 24 via a one-way clutch 28. Further, a direct coupling clutch 29 is disposed between the turbine 26 and the inner surface of the front cover 6. The direct coupling clutch 29 is for transmitting torque directly from the front cover 6 to the turbine 26 or the transmission input shaft 25 by frictional contact with the inner surface of the front cover 6, and is formed in a disk shape. The turbine 26 is spline-fitted to the outer peripheral surface of the cylindrical portion 31 formed on the hub 30 that connects the transmission input shaft 25. That is, the direct coupling clutch 29 is configured to rotate integrally with the turbine 26 and to approach and separate from the inner surface of the front cover 6. A friction material 32 is attached to the outer peripheral portion of the surface of the direct coupling clutch 29 that faces the front cover 6. The portion of the front cover 6 where the direct coupling clutch 29 is in frictional contact is formed on a flat surface. The direct coupling clutch 29 is configured to be engaged / released by hydraulic pressure, and the configuration of the oil passage and hydraulic pressure control means for that purpose may be those conventionally known.

  In the torque converter 2 described above, in a state where the rotational speed difference between the pump and the turbine 26 is large, that is, in a state where the speed ratio is small, the direction of the oil flowing out of the turbine 26 is changed by the stator 27, and this is applied to the pump. As a result, the torque is amplified. When the hydraulic pressure between the direct coupling clutch 29 and the front cover 6 is lower than the hydraulic pressure on the turbine 26 side, the direct coupling clutch 29 moves to the front cover 6 side, and the friction material 32 moves to the inner surface of the front cover 6. Pressed into friction contact. That is, the direct clutch 29 is engaged.

  In a state where the direct clutch 29 is engaged, the front cover 6, the pump of the torque converter 2, and the turbine 26 rotate integrally. Therefore, the rotational speed of the pump of the torque converter 2 and the turbine 26 also changes according to the engine rotational speed. Further, the pump and the turbine 26 generate centrifugal hydraulic pressure corresponding to their rotational speed. Therefore, when the engine speed increases, the centrifugal hydraulic pressure also increases, and as a result, the hydraulic pressure inside the torque converter 2 also increases. When the hydraulic pressure inside the torque converter 2 increases, the case 23 expands somewhat.

  As described above, the transmission input shaft 25 protrudes toward the crankshaft 1 side of the fixed shaft 24 for spline fitting the turbine 26 and the like, and accordingly, a portion on the inner peripheral side of the front cover 6. Is projected to the crankshaft 1 side from the outer peripheral portion facing the direct coupling clutch 29 described above. Accordingly, a curved portion 33 that protrudes toward the crankshaft 1 is formed at the boundary between these portions. The inner peripheral portion of the driven member 9 is fixed to the curved portion 33 by the bolt 16 described above.

  Next, the operation of the torsional vibration reducing device according to the present invention configured as described above will be described. Torque output by an engine (not shown) is transmitted from the crankshaft 1 to the drive side member 8 of the torsional damper 7 via the drive plate 4 attached thereto. Even if the driving side member 8 and the driven side member 9 are configured to be rotatable relative to each other, the members 8 and 9 are connected via the coil spring 10. Therefore, torque is transmitted to the damper housing 13 of the pendulum damper 15 via the torsional damper 7. Further, the driving side member 8 of the torsional damper 7 is in frictional contact with the front cover 6 via the friction material 19, and the frictional contact portion 20 is the friction contact portion 20 as described above. The frictional force generated in the frictional contact portion 20 changes according to the contact pressure and the contact area between the drive side member 8 and the front cover 6. Therefore, when the frictional force is changed by changing the contact pressure or the contact area, the torque capacity transmitted between the drive side member 8 and the front cover 6 is also changed according to the change of the frictional force. To do. That is, the hysteresis torque in the frictional contact portion 20 changes according to the contact pressure and contact area between the drive side member 8 and the front cover 6.

  When the centrifugal oil pressure generated in the torque converter 2 is low due to the low engine speed and the front cover 6, that is, before the case 23 expands, the front cover 6 and the drive side member 8 The contact pressure between them is maintained at a predetermined pressure. In this state, when torque fluctuation is transmitted to the torsional damper 7, the driving side member 8 and the driven side member 9 rotate relative to each other, that is, the torsion is generated, and the coil spring 10 vibrates to cause the above torque. Fluctuation, that is, torsional vibration is attenuated, and vibration of the coil spring 10 is attenuated by a predetermined hysteresis torque. Further, the torque transmitted to the drive side member 8 of the torsional damper 7 is transmitted to the driven side member 9 via the coil spring 10. As described above, the damper housing 13 is integrated with the driven member 9. Therefore, the rolling element 18 accommodated in the damper housing 13 reciprocates on the rolling surface in accordance with the transmitted torsional vibration, and the torque fluctuation of the order equal to or close to the reciprocating order of the rolling element 18. Is attenuated. As a result, torque fluctuations appearing on the front cover 6 are attenuated by the torsional damper 7 and the pendulum damper 15.

  On the other hand, when the rotational speed of the engine or the front cover 6 increases due to an increase in the vehicle speed of the vehicle equipped with the torsional vibration reduction device having the above-described configuration, the increase in those rotational speeds occurs. The centrifugal oil pressure generated inside the torque converter 2 increases. As the centrifugal hydraulic pressure increases, the front cover 6 constituting the case 23 is deformed to the engine side in the rotational axis direction as shown in FIG. 2, and the pump shell 22 constituting the case 23 is a transmission. Deforms to the side. As described above, the drive side member 8 with which the front cover 6 is in frictional contact with the friction material 19 is connected to the drive plate 4 with the bolts 11. Deformation is suppressed or restricted by the drive plate 4. Therefore, the inner portion in the radial direction of the front cover 6 is deformed to the engine side than the outer portion described above. That is, it expands. As a result, in the example shown here, as the centrifugal hydraulic pressure increases, the contact pressure between the friction material 19 provided on the inner side in the radial direction of the front cover 6 and the driving side member 8 is increased. Thus, the hysteresis torque in the friction contact portion 20 is increased by increasing the frictional force generated between the friction material 19 provided on the inner side in the radial direction of the front cover 6 and the drive side member 8. . In other words, the rigidity in the frictional contact portion 20 is relatively increased. Therefore, even if torsional vibration is transmitted to the torsional damper 7, the driving side member 8 and the driven side member 9 are not easily rotated relative to each other, that is, the driven side member 9 and the front cover 6 are fixed to the driving side member 8. In this state, the front cover 6 and the drive side member 8 rotate integrally. As a result, the torque transmitted to the drive side member 8 is transmitted to the front cover 6 via the friction contact portion 20 without being attenuated or buffered, or without particularly receiving such a damping action. Can be improved.

  When torque is transmitted to the front cover 6 of the torque converter 2, the pump shell 22 integrated with the front cover 6 and the pump blade 21 attached to the inner peripheral surface thereof rotate. Oil is supplied to the inside of the case 23 of the torque converter 2, and the pump shell 22 and the pump blade 21 rotate to generate a spiral flow of oil, which flows toward the turbine 26, so that the turbine 26 rotates. . That is, torque is transmitted to the turbine 26 via oil. The turbine 26 is connected to the transmission input shaft 25. When the torque transmitted to the front cover 6 varies, the torque variation is attenuated in the process of transmitting the torque via oil in the pendulum damper 15 and the torque converter 2.

  As described above, in the configuration shown in FIG. 1 described above, the friction contact portion 20 is configured by friction-contacting the surface of the front cover 6 on the drive side member 8 side and the surface of the drive side member 8 opposed thereto. The clearance between them can be made narrower than before, and a space for providing the friction contact portion 20 on the inner peripheral side of the torsional damper 7 is not required. As a result, the overall length of the torsional vibration reducing device can be shortened and the size can be reduced. Since the friction contact portion 20 is configured using two opposing surfaces as described above, that is, since the available area is large, the degree of freedom in designing the friction contact portion 20 can be improved. In addition, since the hysteresis torque is increased with the expansion of the case 23 of the torque converter 2, the engine speed of the vehicle equipped with the torsional vibration reducing device having the configuration shown in FIG. In a very low region, the damper characteristics of the torsional vibration reducing device can be maintained in a desired state. In a region where the engine speed is relatively high, drivability can be improved. That is, according to the present invention, the hysteresis torque can be made variable with a simple configuration, and thereby both drivability improvement and torsional vibration damping capability can be achieved.

  FIG. 3 schematically shows an example in which the configuration of the friction contact portion shown in FIG. 1 is improved. In the example shown here, a convex portion 34 that is convex toward the front cover 6 side on the outer peripheral side of the drive side member 8 is provided, and an inner peripheral surface 34 a of the convex portion 34 and an outer peripheral surface 6 a of the front cover 6 are provided. It is the example comprised so that may be brought into friction contact. That is, this is an example in which the drive side member 8 and the front cover 6 are fitted together, and the friction contact portion is the friction contact portion 20. In FIG. 3, the pendulum damper 15 is not shown.

  In the torsional vibration reduction device configured as shown in FIG. 3 as well, as in the example shown in FIG. The friction contact portion 20 generates a predetermined hysteresis torque. Therefore, the vibration of the coil spring 10 generated when the torsional damper 7 attenuates the torsional vibration is attenuated by the predetermined hysteresis torque. The torque transmitted to the drive side member 8 of the torsional damper 7 is transmitted to the driven side member 9 via the coil spring 10, and the torque transmitted to the driven side member 9 is transmitted to the damper housing 13. . As a result, the torque output from the engine is transmitted from the engine side in the order of the drive plate 4, the torsional damper 7, the pendulum damper 15, and the torque converter 2. Damped by the damper 7 and the pendulum damper 15 and the like.

  On the other hand, when the rotational speed of the pump of the torque converter 2 is high, the contact pressure and the contact area between the inner peripheral surface 34 a of the convex portion 34 and the outer peripheral surface 6 a of the front cover 6 increase as the case 23 expands. By doing so, the frictional force generated between them is increased. And the hysteresis torque in the friction contact part 20 is increased by increasing a frictional force. That is, since the rigidity in the frictional contact portion 20 is relatively increased, even if the torsional vibration is transmitted to the torsional damper 7, the driving side member 8 and the driven side member 9 are difficult to rotate relative to each other. 6 and the drive side member 8 are fixed, and these rotate integrally. As a result, the torque transmitted to the drive side member 8 is transmitted to the front cover 6 via the friction contact portion 20 without being attenuated or buffered, or without particularly receiving such a damping action. Can be improved.

  FIG. 4 schematically shows another example in which the configuration of the friction contact portion shown in FIG. 1 is improved. In the example shown here, a boss portion that protrudes toward the drive side member 8 is provided on the inner periphery side of the front cover 6, and the outer peripheral surface of the boss portion and the inner periphery of the drive side member 8 on the front cover 6 side. This is an example in which the inner peripheral side end face 8a of the end is brought into frictional contact, and the frictional contact portion 20 is the portion in frictional contact. As the boss portion, the above-described curved portion 33 that protrudes toward the crankshaft 1 may be used. In this case, the outer peripheral surface 33a of the curved portion 33 and the inner peripheral side of the drive side member 8 are used. What is necessary is just to comprise so that the end surface 8a may be friction-contacted. In FIG. 4 as well, the pendulum damper 15 is not shown, as in the example shown in FIG.

  Also in the torsional vibration reducing device configured as shown in FIG. 4, as in the example shown in FIG. 1 described above, the pump 23 of the torque converter 2 has a low rotational speed before the case 23 of the torque converter 2 expands. The friction contact portion 20 generates a predetermined hysteresis torque. Therefore, the vibration of the coil spring 10 generated when the torsional damper 7 attenuates the torsional vibration is attenuated by the predetermined hysteresis torque. The torque transmitted to the drive side member 8 of the torsional damper 7 is transmitted to the driven side member 9 via the coil spring 10, and the torque transmitted to the driven side member 9 is transmitted to the damper housing 13. . As a result, the torque output from the engine is transmitted from the engine side in the order of the drive plate 4, the torsional damper 7, the pendulum damper 15, and the torque converter 2. Damped by the damper 7 and the pendulum damper 15 and the like.

  On the other hand, when the rotational speed of the pump of the torque converter 2 is high, the contact pressure and the contact area between the outer peripheral surface 33a of the curved portion 33 and the inner peripheral side end surface 8a of the drive side member 8 as the case 23 expands. Increases the frictional force generated between them. And the hysteresis torque in the friction contact part 20 is increased by increasing a frictional force. That is, since the rigidity in the frictional contact portion 20 is relatively increased, the driven side member 9 of the torsional damper 7 and the front cover 6 are in a fixed state, and these are rotated integrally. As a result, the torque transmitted to the drive side member 8 is transmitted to the front cover 6 via the friction contact portion 20 without being attenuated or buffered, or without particularly receiving such a damping action. Can be improved.

  Further, in the configuration shown in FIG. 4, the portion where the inner peripheral side end surface 8 a of the driving side member 8 is brought into frictional contact is the outer peripheral surface 33 a of the curved portion 33, and the curved portion 33 is the inner peripheral end of the driven side member 9. Is a portion connected to the front cover 6 via a bolt 16. Accordingly, with such a configuration, the bending portion 33 can be shared, and thereby the number of parts can be reduced.

  FIG. 5 schematically shows still another example in which the configuration of the frictional contact portion shown in FIG. 1 is improved. The example shown here is an example in which the end surface 9a on the engine side of the driven side member 9 and the end surface 1a on the transmission side of the crankshaft 1 are brought into frictional contact, and the frictional contact portion is the frictional contact portion. It is set to 20. In FIG. 5 as well, the pendulum damper 15 is not shown, as in the example shown in FIGS.

  Also in the torsional vibration reduction device configured as shown in FIG. 5, the friction contact portion 20 does not expand before the case 23 of the torque converter 2 expands, as in the examples shown in FIGS. 1, 3, and 4. A predetermined hysteresis torque is generated. Therefore, the vibration of the coil spring 10 generated when the torsional damper 7 attenuates the torsional vibration is attenuated by the predetermined hysteresis torque. The torque transmitted to the drive side member 8 of the torsional damper 7 is transmitted to the driven side member 9 via the coil spring 10, and the torque transmitted to the driven side member 9 is transmitted to the damper housing 13. . As a result, the torque output from the engine is transmitted from the engine side in the order of the drive plate 4, the torsional damper 7, the pendulum damper 15, and the torque converter 2. Damped by the damper 7 and the pendulum damper 15 and the like.

  On the other hand, when the rotational speed of the pump of the torque converter 2 is high, the contact pressure and the contact area between the end surface 9a of the driven member 9 and the end surface 1a of the crankshaft 1 increase as the case 23 expands. Thus, the frictional force generated between them is increased, and the hysteresis torque in the frictional contact portion 20 is increased. That is, since the rigidity in the friction contact portion 20 is relatively increased, the crankshaft 1 and the driven member 9 are in a state of rotating integrally. As a result, the torque output from the engine is transmitted from the crankshaft 1 to the front cover 6 through the frictional contact portion 20 without being attenuated or buffered, or without particularly receiving such a damping action. Can be improved.

  The example of the torsional vibration reducing device described above is an example in which the hysteresis torque of the frictional contact portion 20 is increased from a predetermined value as the case 23 of the torque converter 2 expands. However, the hysteresis torque of the frictional contact portion 20 may be reduced from a predetermined value as the case 23 of the torque converter 2 expands. Examples are shown in FIGS. 6 and 7. FIG. In the example shown in FIGS. 6 and 7, parts having the same configurations as those in the example shown in FIGS. 1 and 2 described above are denoted by the same reference numerals as those in FIGS. 1 and 2, and description thereof is omitted. In the example shown in FIG. 6, the damper housing 13 integrated with the driven member 9 includes an annular hollow portion along the driven member 9, and a boss portion that connects the damper housing 13 to the front cover 6. 35. The boss portion 35 is provided on the inner peripheral side with respect to the hollow portion. Therefore, as shown in FIG. 6, the connecting portion 36 of these members is in the order of the boss portion 35, the driven side member 9, and the front cover 6 from the engine side, and the crankshaft 1 side of the driven side member 9. The surface is in contact with the boss portion 35, and the surface on the front cover 6 side of the driven member 9 opposite to this is in contact with the inner peripheral side portion of the front cover 6 on the crankshaft 1 side. These members are connected by the bolt 16 described above.

  Further, the drive side member 8 and the driven side member 9 of the torsional damper 7 are connected via a bearing 37 so as to be always located on the same axis. More specifically, a cylindrical portion 38 formed in a cylindrical shape by bending a material is provided on the inner peripheral side portion of the drive plate 4. A bearing 37 such as a ball bearing or a roller bearing is fitted on the outer peripheral surface of the cylindrical portion 38. On the other hand, a flange portion 39 is formed on the front cover 6 side of the boss portion 35 of the damper housing 13 described above. The side surface on the crankshaft 1 side in the flange portion 39 and the side surface on the front cover 6 side in the outer ring 40 of the bearing 37 described above are in contact, and in addition, the inner peripheral surface in the boss portion 35, The outer peripheral surface of the outer ring 40 of the bearing 37 facing this is in contact. As shown in FIG. 6, the bearing 37 is secured to the boss portion 35 by a snap ring 41 on the side surface of the outer ring 40 on the crankshaft 1 side. Further, the side surface of the flange portion 39 on the front cover 6 side is in contact with the front cover 6 on the inner peripheral side of the front cover 6 with respect to the connecting portion 36 described above.

  Next, the operation of the torsional vibration reducing device configured as shown in FIG. 6 will be described. Torque output by an engine (not shown) is transmitted from the crankshaft 1 to the drive side member 8 of the torsional damper 7 via the drive plate 4 attached thereto. Even if the driving side member 8 and the driven side member 9 are configured to be rotatable relative to each other, the members 8 and 9 are connected via the coil spring 10. Therefore, torque is transmitted to the damper housing 13 of the pendulum damper 15 via the torsional damper 7. The drive side member 8 of the torsional damper 7 is in frictional contact with the front cover 6 via a friction material 19, and the frictional contact portion 20 is the friction contact portion 20 described above. The frictional force generated in the frictional contact portion 20 changes according to the contact pressure and the contact area between the drive side member 8 and the front cover 6. Therefore, when the frictional force is changed by changing the contact pressure or the contact area, the torque capacity transmitted between the drive side member 8 and the front cover 6 is also changed according to the change of the frictional force. To do. That is, the hysteresis torque in the frictional contact portion 20 changes according to the contact pressure and contact area between the drive side member 8 and the front cover 6.

  When the centrifugal oil pressure generated in the torque converter 2 is low due to the low engine speed and the front cover 6, that is, before the case 23 expands, the front cover 6 and the drive side member 8 The contact pressure between them is maintained at a predetermined contact pressure, and the frictional contact portion 20 generates a predetermined hysteresis torque. Therefore, when the torsional vibration is transmitted, the drive side member 8 and the driven side member 9 of the torsional damper 7 are twisted, and when the coil spring 10 vibrates, the vibration of the coil spring 10 is preliminarily reduced. It is attenuated by a predetermined hysteresis torque.

  By the way, when the contact pressure is set to be relatively large before the case 23 expands, the frictional force generated between the front cover 6 and the driving side member 8 becomes large, and the hysteresis torque in the frictional contact portion 20 is increased. Also grows. Therefore, even if torsional vibration is transmitted to the torsional damper 7, the driving side member 8 and the driven side member 9 of the torsional damper 7 are difficult to rotate relative to each other, that is, the driven side member 9 and the front cover 6 are driven. It will be in the state fixed to the side member 8, and these will come to rotate integrally. In other words, the rigidity in the frictional contact portion 20 is increased. Therefore, before the case 23 expands, the torque transmitted to the drive side member 8 is not attenuated or buffered by the front cover 6 via the frictional contact portion 20 or is particularly subjected to such a damping action. Therefore, the startability of the engine can be improved.

  In the configuration shown in FIG. 6 as well, when torque is transmitted to the front cover 6 of the torque converter 2, the pump shell 22 integrated with the front cover 6 and the pump blade 21 attached to the inner peripheral surface thereof rotate. Oil is supplied to the inside of the case 23 of the torque converter 2, and the pump shell 22 and the pump blade 21 rotate to generate a spiral flow of oil, which flows toward the turbine 26, so that the turbine 26 rotates. . That is, torque is transmitted to the turbine 26 via oil. The turbine 26 is connected to the transmission input shaft 25. Further, when the torque transmitted to the front cover 6 varies, the torque variation is attenuated by a pendulum damper 15 integrated with the torque converter 2 and the driven member 9.

  On the other hand, when the rotational speed of the engine or the front cover 6 increases due to an increase in the vehicle speed of the vehicle equipped with the above-described torsional vibration reduction device, the torque converter increases as the rotational speed increases. The centrifugal oil pressure generated inside 2 increases. As the centrifugal hydraulic pressure increases, the case 23 expands somewhat. However, in the configuration illustrated in FIG. 6, compared to the configuration illustrated in FIG. 1, the deformation of the front cover 6 that configures the case 23 is restricted by the bearing 37, and thus the pump shell 22 that configures the case 23. Is deformed to the transmission side. More specifically, the driven side member 9 connected to the front cover 6 tends to be deformed in accordance with the deformation of the front cover 6. The driven side member 9 and the driving side member 8 are connected via the bearing 37 as described above, and are maintained in a state where their rotation center axes always coincide with each other. Therefore, even if the drive side member 8 is deformed in accordance with the deformation of the driven side member 9, there is no deviation between the rotation center axes. These rotation center axes are maintained on the rotation center axis A1 of the crankshaft 1. Accordingly, there is no deviation in the relative position between the driving side member 8 and the driven side member 9. Further, the drive side member 8 and the inner ring 42 of the bearing 37 are integrated with the drive plate 4. Therefore, the deformation as a whole of the torsional vibration reducing device is eventually restricted by the drive plate 4 and the crankshaft 1 connected thereto. As a result, the pump shell 22 constituting the case 23 is deformed to the transmission side as shown in FIG.

  When the pump shell 22 is deformed to the transmission side, the outer peripheral side of the front cover 6 is somewhat deformed to the transmission side as shown in FIG. That is, since the front cover 6 is deformed to the transmission side so that the front cover 6 is separated from the drive side member 8, the contact pressure and the contact area between the front cover 6 and the drive side member 8 are reduced. As a result, the frictional force generated between them is reduced and the driven member 9 and the front cover 6 can be rotated relative to each other, so that the transmission of torque via the frictional contact portion 20 is interrupted or reduced. The vibration damping action of the torsional damper 7 is restored. When torsional vibration is transmitted in this state, the driving side member 8 and the driven side member 9 in the torsional damper 7 rotate relative to each other while compressing the coil spring 10, and the coil spring 10 is restored by its elastic force. As a result, the torsional vibration is attenuated. The vibration of the coil spring 10 is attenuated by the hysteresis torque of the frictional contact portion 20.

  The torque transmitted to the drive side member 8 of the torsional damper 7 is transmitted to the driven side member 9 via the coil spring 10, and the damper housing 13 is integrated with the driven side member 9 as described above. ing. Therefore, the rolling element 18 accommodated in the damper housing 13 reciprocates on the rolling surface in response to the transmitted torsional vibration, and a torsional vibration having an order equal to or close to the reciprocating order of the rolling element 18 is generated. Attenuated. As a result, torque fluctuations appearing on the front cover 6 are attenuated by the torsional damper 7 and the pendulum damper 15.

  In addition, torque is transmitted from the connecting portion 36 described above to the front cover 6 of the torque converter 2. As described above, the pump shell 22 integrated with the front cover 6 and the pump blade 21 attached to the inner peripheral surface thereof rotate. Oil is supplied to the inside of the case 23 of the torque converter 2, and the pump shell 22 and the pump blade 21 rotate to generate a spiral flow of oil, which flows toward the turbine 26, so that the turbine 26 rotates. . That is, torque is transmitted to the turbine 26 via oil.

  In the configuration shown in FIG. 6 as described above, the frictional contact portion 20 is configured by frictionally contacting the outer peripheral surface of the front cover 6 and the surface of the driving side member 8 facing the front cover 6. The clearance can be made narrower than before, and a space for providing the friction contact portion 20 on the inner peripheral side of the torsional damper 7 is not required. As a result, the overall length of the torsional vibration reducing device can be shortened and the size can be reduced. Since the friction contact portion 20 is configured using two opposing surfaces as described above, that is, since the available area is large, the degree of freedom in designing the friction contact portion 20 can be improved. In addition, since the hysteresis torque in the frictional contact portion 20 is reduced as the case 23 expands, the engine speed of the vehicle equipped with the torsional vibration reducing device having the configuration shown in FIG. In a low region, the engine startability can be improved. In a region where the engine speed is relatively high, an appropriate hysteresis torque can be generated to make the damper characteristics of the torsional vibration reducing device good. That is, according to the present invention, the hysteresis torque can be made variable with a simple configuration, and thereby both drivability improvement and torsional vibration damping capability can be achieved.

  In the torsional vibration reduction device having the configuration shown in FIG. 6, although not shown in detail, as in the above-described example shown in FIG. It is also possible to frictionally contact the inner peripheral surface of the projection and the outer peripheral surface of the front cover 6. That is, by engaging the drive side member 8 and the front cover 6 in the inlay, the friction contact portion can be the above-described friction contact portion. Further, similarly to the example shown in FIG. 4 described above, a boss portion that protrudes toward the driving side member 8 is provided on the inner peripheral side of the front cover 6, and the outer peripheral surface of the boss portion and the driving side member 8 It is also possible to make frictional contact with the inner peripheral side end surface of the inner peripheral end on the front cover 6 side, and to make the frictional contact portion a frictional contact portion. In any configuration, before the case 23 of the torque converter 2 expands, the friction contact portion generates a predetermined hysteresis torque. Therefore, when the coil spring 10 of the torsional damper 7 is vibrated due to the transmission of torsional vibration, the vibration of the coil spring 10 is attenuated by the predetermined hysteresis torque.

  Further, when the hysteresis torque of the frictional contact portion is set to be relatively large, the hysteresis torque is maintained before the case 23 expands. Therefore, even if torsional vibration is transmitted to the torsional damper 7. The drive-side member 8 and the driven-side member 9 of the torsional damper 7 are difficult to rotate relative to each other, and as a result, the front cover 6 and the drive-side member 8 are in a state of rotating integrally. Therefore, before the case 23 expands, the torque transmitted to the drive side member 8 is not attenuated or buffered by the front cover 6 via the frictional contact portion or is not particularly affected by such a damping action. Therefore, drivability such as engine startability can be improved.

  On the other hand, when the rotational speed of the pump of the torque converter 2 is increased, in the torsional vibration reducing device configured as shown in FIG. 6, the deformation of the front cover 6 toward the engine side is restricted by the bearing 37, but the pump shell 22 Deforms toward the transmission side. When the pump shell 22 is deformed to the transmission side, the front cover 6 is deformed to the transmission side along with the deformation. Therefore, when the frictional contact portion is configured by frictionally contacting the inner peripheral surface of the convex portion on the outer peripheral side of the driving side member 8 and the outer peripheral surface of the front cover 6, the contact pressure and the contact area between them. Decrease. Similarly, when the friction contact portion is configured by frictional contact between the outer peripheral surface of the boss portion of the front cover 6 and the inner peripheral side end surface of the drive side member 8, the contact pressure and contact area between them are Decrease. As a result, the hysteresis torque in the friction contact portion is relatively reduced, and the vibration damping function of the torsional damper 7 is restored. Therefore, the torque output from the engine is transmitted from the engine side in the order of the drive plate 4, the torsional damper 7, the pendulum damper 15, and the torque converter 2. And is attenuated by the pendulum damper 15 or the like.

  In addition, in the torsional vibration reducing device having the configuration shown in FIG. 6, although not shown in detail, the engine-side end face of the driven member 9 and the shift of the crankshaft 1 are changed as in the example shown in FIG. The end surface on the machine side may be brought into frictional contact, and the frictional contact portion may be used as a frictional contact portion. In this case, before the case 23 of the torque converter 2 expands, the friction contact portion generates a predetermined hysteresis torque. Therefore, when the coil spring 10 of the torsional damper 7 is vibrated due to the transmission of torsional vibration, the vibration of the coil spring 10 is attenuated by the predetermined hysteresis torque. Further, when the hysteresis torque of the frictional contact portion is set relatively large, the hysteresis torque is maintained before the case 23 expands, so that the driven side member 9 of the crankshaft 1 and the torsional damper 7 is maintained. And rotate together. As a result, the torque output from the engine is transmitted from the crankshaft 1 to the front cover 6 through the frictional contact portion without being attenuated or buffered, or without particularly receiving such a damping action. Can be improved.

  On the other hand, when the rotational speed of the pump of the torque converter 2 is increased, in the torsional vibration reducing device configured as shown in FIG. 6, the deformation of the front cover 6 toward the engine side is restricted by the bearing 37, but the pump shell 22 Deforms toward the transmission side. When the pump shell 22 is deformed to the transmission side, the front cover 6 and the driven side member 9 integrated therewith are deformed to the transmission side. Therefore, the contact pressure and the contact area between the end surface on the engine side of the driven member 9 and the end surface on the transmission side of the crankshaft 1 are reduced, and the hysteresis torque in the friction contact portion is relatively reduced. As a result, the vibration damping function of the torsional damper 7 is restored. Therefore, the torque output from the engine is transmitted from the engine side in the order of the drive plate 4, the torsional damper 7, the pendulum damper 15, and the torque converter 2. And is attenuated by the pendulum damper 15 or the like.

  DESCRIPTION OF SYMBOLS 2 ... Torque converter, 6 ... Front cover, 8 ... Drive side member, 9 ... Driven side member, 15 ... Pendulum type damper, 18 ... Rolling body (inertial mass body), 20 ... Friction contact part, A1 ... Rotation of crankshaft Center axis.

Claims (6)

The driving side member and the driven side member are connected to each other via an elastic body so as to be relatively rotatable, the driven side member is connected to a front cover in a fluid coupling, and between the driven side member and the front cover. In the torsional vibration reducing device in which a pendulum damper is provided on the inner peripheral side of the driven member to attenuate torque fluctuations by reciprocating motion of the inertial mass body,
Between the driving side member and the front cover, the driving side member and the front cover are frictionally contacted with each other in a rotational axis direction between the driving side member and the front cover so as to be relatively rotatable. Hysteresis torque that restricts relative rotation with the driven member is generated, and the contact torque between the driving member and the front cover changes due to deformation of the front cover accompanying expansion of the fluid coupling, thereby changing the hysteresis torque. A torsional vibration reducing device comprising a friction contact portion configured as described above. The fluid coupling includes a direct coupling clutch that is brought into frictional contact with the inner surface of the front cover,
The friction contact portion includes a part of the surface of the front cover opposite to the inner surface of the front cover with which the direct coupling clutch makes frictional contact, and a surface of the driving side member facing a part of the surface of the front cover. The torsional vibration reducing device according to claim 1, wherein the torsional vibration reducing device is configured to be in frictional contact with each other so as to be relatively rotatable. A convex portion that is convex toward the front cover side is formed on a part of the outer peripheral side of the driving side member and facing the front cover side of the driving side member,
The said friction contact part is comprised by the friction contact of the inner peripheral surface of the said convex part, and a part of outer peripheral surface of the said front cover so that relative rotation is possible. Torsional vibration reduction device. A boss that is convex toward the drive side member is formed on a part of the inner periphery of the front cover.
The said friction contact part is comprised by the friction contact of the outer peripheral surface of the said boss | hub part, and a part of the inner peripheral side of the said drive side member so that relative rotation is possible. Torsional vibration reduction device. The driving side member is connected to an output shaft of a driving force source,
2. The torsional vibration reduction according to claim 1, wherein the friction contact portion is configured such that a part of the output shaft and a part of the driven member are brought into friction contact so as to be relatively rotatable. apparatus.   The driving side member and the driven side member are coupled via a bearing that relatively rotates the driving side member and the driven side member in a state where the rotation center axes of the driving side member and the driven side member are aligned. 6. The torsional vibration reducing device according to claim 1, wherein the device is a torsional vibration reducing device.

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