JP2014181785A - Torsional vibration attenuation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a torsional vibration attenuation device which can prevent the deterioration of the durability of an output shaft of a power transmission device by alleviating an impact which is transmitted to an input shaft of the power transmission device from an internal combustion engine when first stopper parts and second stopper parts abut on each other.SOLUTION: In a state that disc plates 32, 33 and a hub plate 31 are positioned in neutral positions, a torsional vibration attenuation device 21 makes timing at which stopper parts 48 and protrusions 40A to 40D opposing the stopper parts 48 in the circumferential direction abut on each other differ by making unequal all intervals between the respective stopper parts 48 and the protrusions 40A to 40D opposing the stopper parts 48 in the circumferential direction.

Description

  The present invention relates to a torsional vibration damping device that is mounted on a vehicle and can attenuate vibrations while transmitting power through an elastic member between a first rotating member and a second rotating member.

  As a torsional vibration damping device mounted on a vehicle, a side plate provided on a power transmission path between a crankshaft of an internal combustion engine and an input shaft of a power transmission device, a power transmission from the crankshaft, and an input shaft A coil spring that absorbs variable rotational torque between the side plate and the hub, and a torsion of the input shaft of the power transmission device is absorbed by the coil spring. Some have a limiter that causes slipping when it is no longer possible.

  Further, as the torsional vibration damping device, the hub is formed on the plurality of stopper portions formed on the pair of side plates so that the coil spring is not crushed by the relative rotation between the side plate and the hub. It is known that a plurality of flange portions are brought into contact with each other so that relative rotation between the side plate and the hub is allowed within a predetermined range, and further relative rotation is restricted (for example, patents). Reference 1).

JP 2010-236601 A

  However, in the conventional torsional vibration damping device, the damping effect by the coil spring cannot be obtained when the plurality of flange portions abut against the plurality of stopper portions formed on the pair of side plates. For this reason, the rotational torque of the internal combustion engine is directly transmitted to the output shaft of the power transmission device, which may deteriorate the durability of the output shaft.

  On the other hand, in order to prevent the durability of the output shaft from deteriorating, it is conceivable to increase the thickness of the output shaft of the power transmission device. However, if the output shaft of the power transmission device is made thick, the weight and manufacturing cost of the output shaft increase, resulting in an increase in the weight of the vehicle and an increase in manufacturing cost.

  The present invention has been made to solve the above-described conventional problems, and an impact transmitted from the internal combustion engine to the input shaft of the power transmission device when the first stopper portion and the second stopper portion are in contact with each other. An object of the present invention is to provide a torsional vibration damping device that can alleviate the above and prevent the durability of the output shaft of the power transmission device from deteriorating.

  In order to achieve the above object, a torsional vibration damping device according to the present invention is (1) provided on a power transmission path between an output shaft of an internal combustion engine and an input shaft of a power transmission device, and power is transmitted from the output shaft. A first rotating member to be transmitted, a second rotating member provided so as to be rotatable relative to the first rotating member, and connected to the input shaft, the first rotating member, and the second rotating member. Provided between the first rotary member and the second rotary member, and is elastic when the first rotary member and the second rotary member rotate relative to each other from a neutral position where the first rotary member and the second rotary member do not rotate relative to each other. An elastic member that deforms, a plurality of first stopper portions that are spaced apart in the circumferential direction of the first rotating member, and a plurality of first stopper portions that are provided on the second rotating member. Spaced apart in the circumferential direction so as to be positioned between A plurality of second stopper portions, and when the first rotating member and the second rotating member are relatively rotated by a predetermined amount from the neutral position, the first stopper portion is the second stopper portion. A torsional vibration damping device that is in contact with a portion and restricts relative rotation of the first rotating member and the second rotating member, wherein the first rotating member and the second rotating member are In the state located in the neutral position, the first stopper portions and the second stopper portions facing the first stopper portions in the circumferential direction are non-uniformly spaced. Has been.

  In the torsional vibration damping device, the first rotating member and the second rotating member are positioned in the neutral position, and the first stopper portion and the first stopper portion are opposed to each other in the circumferential direction. Since the distance between the two stopper portions is not uniform, the timing when the plurality of first stopper portions and the plurality of second stopper portions abut can be shifted.

  Therefore, the plurality of first stopper portions and the plurality of second stopper portions are prevented from contacting at the same time, and the first rotating member is connected to the input shaft of the power transmission device via the second rotating member. The transmitted rotational torque can be dispersed.

  In addition, since the plurality of first stopper portions and the plurality of second stopper portions do not contact at the same time, when the first stopper portion and the second stopper portion contact each other, the first contact first The stopper portion or the second stopper portion can be elastically deformed.

For this reason, the rotational torque transmitted from the first rotating member to the second rotating member can be absorbed by elastic deformation of the first stopper portion or the second stopper portion, and the second rotating member can be absorbed by the second rotating member. The rotational torque transmitted to the rotating member can be reduced.
As a result, the impact applied to the input shaft of the power transmission device can be mitigated, and the durability of the input shaft of the power transmission device can be prevented from deteriorating.

  In the torsional vibration damping device described in (1) above, (2) each of the second stopper portions facing each of the first stopper portions and each of the first stopper portions in the circumferential direction. One or more sets of the combinations are formed with non-uniform spacing.

  In this torsional vibration damping device, the interval between the first stopper part and the second stopper part of one or more sets is non-uniform, so that the second rotating member has a predetermined amount from the neutral position with respect to the first rotating member. When the stoppers rotate relative to each other, it is possible to shift the timing at which the first stopper portions and the second stopper portions facing the first stopper portions in the circumferential direction come into contact with each other.

  In the torsional vibration damping device according to (1) or (2), (3) the second rotating member extends in a radial direction from the input shaft, and the second rotating member is provided through a notch. A hub plate having a plurality of projecting portions spaced apart in the circumferential direction, wherein the first rotating member is provided coaxially with the hub plate, and an accommodation hole is formed at a position facing the notch The elastic member is disposed in the notch and the receiving hole, the second stopper portion is constituted by the projecting portion, and the first stopper portion includes a plurality of the stopper portions. It is comprised from what is provided in the predetermined part of the said disc plate so that it may be located between the said circumferential directions with respect to a protrusion part.

  In this power transmission device, since the distance between each protrusion and the predetermined portion of the disk plate that faces each protrusion in the circumferential direction is different, the stopper operation in which the hub plate and the disk plate are rotated by a predetermined amount from the neutral position. Sometimes it is possible to shift the timing when the protrusion and the predetermined part of the disk plate abut.

  In addition, since each protrusion and the predetermined portion of the disk plate that faces the protrusion in the circumferential direction do not contact each other at the same time, when the protrusion and the predetermined portion of the disk plate contact, The protruding portion or the predetermined portion of the disk plate can be elastically deformed.

  In the torsional vibration damping device according to any one of (1) to (3), (4) the first rotating member disposed on the power transmission system path between the output shaft and the first rotating member. And the second rotating member are provided with a limiter portion that causes slipping when the rotational torque fluctuation reaches a predetermined value.

  This torsional vibration damping device has a limiter portion that causes slipping when the rotational torque fluctuation between the first rotating member and the second rotating member reaches a predetermined value. When a rotational torque fluctuation of a predetermined value or more occurs between the two rotating members, each first stopper portion and each second stopper portion facing each first stopper portion in the circumferential direction are The timing of contact can be shifted.

  Therefore, the impact applied to the input shaft of the power transmission device can be further mitigated, and deterioration of the durability of the input shaft of the power transmission device can be further prevented.

  According to the present invention, the impact transmitted from the internal combustion engine to the input shaft of the power transmission device when the first stopper portion and the second stopper portion contact each other is reduced, and the durability of the output shaft of the power transmission device is improved. It is possible to provide a torsional vibration damping device that can prevent deterioration.

It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a front view of a torsional vibration damping device. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is AA direction arrow sectional drawing of FIG. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a figure which shows the positional relationship of a hub member and a disk plate. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a figure which shows the state by which the hub member was twisted to the acceleration side with respect to the disk plate. FIG. 5 is a view showing an embodiment of the torsional vibration damping device according to the present invention, and is a view showing a state where the hub member is further twisted toward the acceleration side with respect to the disk plate from the state of FIG. 4. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a figure which shows the state which the 1st protrusion part contact | abutted to the stopper part in the acceleration side. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a figure which shows the state which the 2nd protrusion part contact | abutted to the stopper part in the acceleration side. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a figure which shows the state which the 3rd protrusion part contact | abutted to the stopper part in the acceleration side. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a figure which shows the state which the 4th protrusion part contact | abutted to the stopper part in the acceleration side. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a front view of the torsional vibration damping device which shows the state which the protrusion part contact | abutted to the stopper part. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a figure which shows the state by which the hub member was twisted to the deceleration side with respect to the disc plate. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a figure which shows the state which the 1st protrusion part contact | abutted to the stopper part in the deceleration side. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a figure which shows the relationship between the rotational torque input into the input shaft of a power transmission device, and time.

Hereinafter, embodiments of a torsional vibration damping device according to the present invention will be described with reference to the drawings.
1 to 13 are diagrams showing an embodiment of a torsional vibration damping device according to the present invention. The torsional vibration damping device of the present embodiment includes, for example, a power transmission device including a power split mechanism that splits power into an output shaft of an internal combustion engine mounted on a hybrid vehicle, and an electric motor and a wheel-side output shaft. Between.

First, the configuration will be described.
1 and 2, the torsional vibration damping device 21 includes a damper mechanism 22 and a limiter unit 23, and the limiter unit 23 is connected to a flywheel 25 via a support member 24.

  The support member 24 is a member that supports a disc spring 45 described later, and rotates integrally with a flywheel 25 connected to a crankshaft 26 of an internal combustion engine that is a drive source.

  The damper mechanism 22 is a mechanism that absorbs fluctuations in rotational torque of the flywheel 25 fixed to the crankshaft 26. In addition, the crankshaft 26 of the portable torsional vibration damping device 21 of the present embodiment constitutes an output shaft.

  The limiter unit 23 limits power transmission from the crankshaft 26 to the input shaft 27 when the rotational torque between the damper mechanism 22 and the flywheel 25 reaches a predetermined value (limit rotational torque value).

  The damper mechanism 22 includes a hub plate 31 as a second rotating member, disk plates 32 and 33 as first rotating members, a thrust member 34, four coil springs 35 as elastic members, and a cushioning plate 36. And friction materials 37a and 37b and a rivet 38.

  The hub plate 31 is spline-fitted to the outer peripheral surface of the input shaft 27 of the power split mechanism included in the power transmission device, and extends radially outward from the boss 39. The hub plate 31 is circular via a notch 40a. And a hub flange 40 formed with a plurality of protrusions 40A, 40B, 40C, and 40D (see FIG. 3) that are separated in the circumferential direction. For this reason, the hub plate 31 rotates integrally with the input shaft 27.

  A coil spring 35 is attached to the notch 40a of the hub flange 40, and one end of the coil spring 35 is in contact with one side surface in the circumferential direction of the projecting portions 40A to 40D via the spring seat 41. The other end of the coil spring 35 is in contact with the other circumferential surface of the protrusions 40 </ b> A to 40 </ b> D via the spring seat 42.

  That is, the coil spring 35 is attached to the notch 40a so as to abut on one side surface in the circumferential direction and the other side surface in the circumferential direction of the protruding portions 40A to 40D via the spring seats 41 and 42. Hereinafter, one side surface in the circumferential direction of the protrusions 40A to 40D is referred to as a positive side contact surface 40b, and the other side surface in the circumferential direction is referred to as a negative side contact surface 40c.

  As shown in FIGS. 1 and 3, a fitting portion 40 d is formed on the positive contact surface 40 b, and the fitting portion 40 d is fitted to the circumferential end of the spring seat 41. ing. Further, a fitting portion 40e is formed on the negative contact surface 40c, and the fitting portion 40e is fitted to the circumferential end of the spring seat 42.

  The circumferential direction is the same direction as the rotation direction of the hub plate 31 and the disk plates 32 and 33, and the radial direction is the same direction as the radial direction of the hub plate 31 and the disk plates 32 and 33.

  The notch 40a is formed in the hub flange 40 so that the radially outer peripheral surfaces of the spring seats 41 and 42 are located radially inward from the radially outer ends of the projecting portions 40A to 40D. That is, the notch 40a is a portion between the protruding portions 40A to 40D.

  Further, a torsion damper 50 is provided between the spring seats 41 and 42, and the torsion damper 50 abuts against the spring seats 41 and 42 and is elastic when the coil spring 35 is compressed by a predetermined amount or more. It is designed to deform.

  When the torsion damper 50 is elastically deformed together with the coil spring 35, the torsional rigidity between the hub plate 31 and the disk plates 32 and 33 is increased.

  The disc plates 32 and 33 are opposed to both sides in the axial direction of the hub plate 31 so as to sandwich the hub plate 31, and are provided so as to be coaxial and relatively rotatable with the hub plate 31.

  The disk plates 32 and 33 are provided with receiving holes 32A and 33A at positions facing the notches 40a in the axial direction, and the coil spring 35 is mounted in the notches 40a and the receiving holes 32A and 33A. .

  The receiving holes 32A and 33A are punched out by a press on the outer peripheral side of the coil spring 35, and both end portions in the circumferential direction of the disk plates 32 and 33 are closed ends.

  Further, as shown in FIG. 4, the closed ends of both the circumferential ends of the receiving holes 32A and 33A of the disk plates 32 and 33 are the end portions 32a and 32b with which the circumferential ends of the spring seats 41 and 42 abut. 33a and 33b, and in a state in which the spring seats 41 and 42 are extended, the circumferential ends of the spring seats 41 and 42 contact the end portions 32a, 32b, 33a and 33b of the receiving holes 32A and 33A. It comes to touch.

  Thus, the coil spring 35 is interposed between the hub plate 31 and the disk plates 32, 33, and the hub plate 31 is moved from the neutral position where the hub plate 31 and the disk plates 32, 33 do not rotate relative to each other. Coil springs when rotated relative to the circumferential direction on the positive side (hereinafter simply referred to as positive side) with respect to 32 and 33 and when rotated relative to the circumferential direction on the negative side (hereinafter simply referred to as negative side). When 35 is elastically deformed, rotational torque is transmitted between the hub plate 31 and the disk plates 32 and 33.

  That is, the hub plate 31 and the disk plates 32 and 33 of the present embodiment are provided on a power transmission path between the crankshaft 26 of the internal combustion engine and the input shaft 27 of the power transmission device. The power is transmitted from the crankshaft 26 to 33.

  Hereinafter, the fact that the hub plate 31 rotates relative to the disk plates 32 and 33 in the positive side and the negative side is expressed as the hub plate 31 twisting in the positive side and the negative side with respect to the disk plates 32 and 33.

  In FIG. 2, the thrust member 34 is composed of a substantially annular friction member interposed between the contact surfaces of the hub flange 40 and the disk plates 32 and 33.

  The thrust member 34 is interposed between the first thrust member 34 a interposed between the contact surfaces of the hub flange 40 and the disk plate 33 and the contact surfaces of the hub flange 40 and the disk plate 32. The second thrust member 34b and the disc spring 34c interposed between the first thrust member 34a and the disk plate 33 are configured.

  The disc spring 34c urges the first thrust member 34a toward the hub flange 40 to bring the disk plates 32 and 33 into frictional contact with the hub flange 40. Hysteresis torque is generated between the disk plates 32 and 33. The disc spring 34c may be composed of other urging means.

  The cushioning plate 36 is an annular disk, and extends radially outward from the outer periphery of the disk plates 32 and 33. The vicinity of the inner periphery in the radial direction of the cushioning plate 36 is sandwiched by disk plates 32 and 33 from both outer sides, and is connected to the disk plates 32 and 33 by rivets 38.

  The friction materials 37 a and 37 b are fixed to both sides of the cushioning plate 36 in the axial direction by an adhesive or the like, and the friction surfaces of the friction materials 37 a and 37 b are sandwiched between the first plate 43 and the second plate 44. .

  The limiter unit 23 includes a first plate 43, a second plate 44, a disc spring 45, and a rivet 46, and the limiter unit 23 includes friction materials 37 a and 37 b of the damper mechanism 22. In some cases, it may be interpreted.

  The first plate 43 is fixed to the flywheel 25 with bolts 47 via the support member 24.

  The second plate 44 is frictionally engaged with the friction material 37a of the damper mechanism 22 from the support member 24 side, and the disc spring 45 is interposed between the support member 24 and the second plate 44, and the support member The second plate 44 is urged in a direction away from 24.

  By this urging, the friction members 37a and 37b of the damper mechanism 22 are sandwiched between the first plate 43 and the second plate 44, and the support member 24 and the damper mechanism 22 are brought into a friction engagement state.

  The limiter portion 23 of the present embodiment is disposed on the power transmission system path between the crankshaft 26 and the disk plates 32 and 33, and the rotational torque fluctuation between the disk plates 32 and 33 and the hub plate 31. When it reaches a predetermined value, it is configured to cause slipping.

  In FIG. 1, the disk plates 32 and 33 are provided with a stopper portion 48 as a first stopper portion. The stopper portion 48 is connected to the cushioning plate 36 and the disk plates 32 and 33 connected by a rivet 38. It consists of parts. This connecting portion constitutes a predetermined portion of the disk plates 32 and 33.

  The connecting portions of the disc plates 32 and 33, that is, the stopper portions 48 are separated by four in the circumferential direction of the disc plates 32 and 33 so as to be positioned on the rotation trajectory of the radially outer peripheral portions of the projecting portions 40A to 40D. Is provided.

  Further, the protruding portions 40A to 40D of the hub flange 40 constitute a second stopper portion, and the protruding portions 40A to 40D are positioned between the circumferential directions of the stopper portion 48 so that the disk plates 32 and 33 are located. Four are provided apart in the circumferential direction. Here, the number of the stopper part 48 and protrusion part 40A-40D is not limited to four.

  The stopper portion 48 has a positive contact surface on which the positive contact surface 40b of the protrusions 40A to 40D contacts when the hub plate 31 is twisted to the positive side and the negative side with respect to the disk plates 32 and 33. 48a and negative contact surface 48c are provided with a negative contact surface 48b.

  The positive contact surface 48b of the protrusions 40A to 40D contacts the positive contact surface 40b of the stopper portion 48, and the negative contact of the stopper portion 48 against the negative contact surface 40c of the protrusions 40A to 40D. By abutting against the contact surface 48b, the torsion of the hub plate 31 and the disk plates 32 and 33 is restricted.

  As shown in FIG. 3, the angle θ1 to the circumferential central axis O4 of the protrusion 40D with respect to the circumferential central axis O1 of the protrusion 40A is set to 88 °, for example, and the protrusion 40A The angle θ2 from the circumferential center axis O1 to the circumferential center axis O2 of the protrusion 40B is set to 89 °, for example.

Further, the angle θ3 to the circumferential central axis O3 of the protruding portion 40C with respect to the circumferential central axis O2 of the protruding portion 40B is set to 91 °, for example, and the circumferential center of the protruding portion 40C is set. The angle θ4 to the circumferential center axis O4 of the protrusion 40D with respect to the axis O3 is set to 92 °, for example.
That is, in the hub plate 31 of the present embodiment, the protrusions 40A to 40D have a phase difference in the circumferential direction.

  Further, the circumferential center axis O of the stopper portion 48 does not have a phase difference in the circumferential direction, and each stopper portion 48 extends from the positive contact surface 48a to the negative contact surface 48b. Are provided on the disk plates 32 and 33 so that their circumferential lengths are the same.

  Further, in a state where the hub plate 31 and the disk plates 32 and 33 are in the neutral position, the intervals between the stopper portion 48 and the protruding portions 40A to 40D facing the stopper portion 48 in the circumferential direction are all non-uniform. It has become.

  Specifically, when the circumferential angle of the lower end in the radial direction of each stopper portion 48 is set to 20 °, the circumferential central axis of the protruding portion 40A from the circumferential central axis O of the stopper portion 48 is set. The angle θ11 to O1 and the angle θ11 from the circumferential central axis O of the stopper portion 48 to the circumferential central axis O4 of the protrusion 40D are 44 °.

  Therefore, the angle θ21 from the lower end in the radial direction of the positive contact surface 48a of the stopper 48 to the circumferential central axis O1 of the protrusion 40A and the lower end in the radial direction of the negative contact surface 48b of the stopper 48 protrude. Each angle θ31 to the central axis O4 in the circumferential direction of the portion 40D is 34 °.

  Further, the angle θ12 from the circumferential central axis O of the stopper portion 48 to the circumferential central axis O1 of the protruding portion 40A and the circumferential central axis O of the stopper portion 48 to the circumferential central axis O2 of the protruding portion 40B. The angle θ12 is 44.5 °.

  Therefore, the angle θ22 from the lower end in the radial direction of the positive contact surface 48a of the stopper portion 48 to the circumferential central axis O2 of the protrusion 40B and the lower end in the radial direction of the negative contact surface 48b of the stopper portion 48 protrude. The angles θ32 to the central axis O2 in the circumferential direction of the portion 40B are 34.5 °, respectively.

  Further, the angle θ13 from the circumferential central axis O of the stopper portion 48 to the circumferential central axis O2 of the protruding portion 40B and from the circumferential central axis O of the stopper portion 48 to the circumferential central axis O3 of the protruding portion 40C. The angle θ13 is 45.5 °.

  Therefore, the angle θ23 from the lower end in the radial direction of the positive contact surface 48a of the stopper 48 to the circumferential central axis O3 of the protrusion 40C and the lower end in the radial direction of the negative contact surface 48b of the stopper 48 are projected. The angles θ33 to the central axis O3 in the circumferential direction of the portion 40C are 35.5 °, respectively.

  Further, an angle θ14 from the circumferential central axis O of the stopper portion 48 to the circumferential central axis O3 of the protruding portion 40C, and a circumferential central axis O4 of the protruding portion 40D from the circumferential central axis O of the stopper portion 48. The angle θ14 up to is 46 °.

  Therefore, the angle θ24 from the lower end in the radial direction of the positive contact surface 48a of the stopper 48 to the circumferential central axis O4 of the protrusion 40D and the lower end in the radial direction of the negative contact surface 48b of the stopper 48 protrude. The angles θ34 to the central axis O3 in the circumferential direction of the portion 40C are each 36 °.

  Accordingly, the distance L2 between the protrusion 40B and the positive contact surface 48a of the stopper 48 is larger than the distance L1 between the protrusion 40A and the positive contact surface 48a of the stopper 48, and the protrusion The interval L3 between the protrusion 40C and the positive contact surface 48a of the stopper 48 is larger than the interval L2 between the portion 40B and the positive contact surface 48a of the stopper 48.

  In addition, the distance L4 between the protrusion 40D and the positive contact surface 48a of the stopper 48 is larger than the distance L3 between the protrusion 40C and the positive contact surface 48a of the stopper 48.

  The distance L12 between the protrusion 40A and the negative contact surface 48b of the stopper 48 is larger than the distance L11 between the protrusion 40D and the negative contact surface 48b of the stopper 48. The distance L13 between the protrusion 40B and the negative contact surface 48b of the stopper 48 is larger than the distance L12 between the portion 40A and the negative contact surface 48b of the stopper 48.

  Further, the distance L14 between the protrusion 40C and the negative contact surface 48b of the stopper 48 is larger than the distance L13 between the protrusion 40B and the negative contact surface 48b of the stopper 48.

  As described above, the torsional vibration damping device 21 of the present embodiment has the stopper portions 48 and the protrusions facing the stopper portions 48 in the circumferential direction in a state where the disk plates 32 and 33 and the hub plate 31 are located at the neutral positions. The intervals L1 to L4 and L11 to L14 with the portions 40A to 40D are all non-uniform. In addition, each numerical value mentioned above is an illustration to the last, Comprising: It is not limited to this.

Next, the operation will be described.
When the internal combustion engine is driven, the support member 24 rotates integrally with the flywheel 25 as the crankshaft 26 is driven. In a range where the rotational torque is smaller than a predetermined value (limit rotational torque value), the rotational torque is transmitted from the internal combustion engine to the cushioning plate 36 and the disk plates 32 and 33 of the damper mechanism 22 via the limiter portion 23, and the damper mechanism 22. Rotates.

  The rotational torque transmitted to the disk plates 32 and 33 is transmitted from the hub flange 40 to the boss 39 via the coil spring 35 and the thrust member 34, and the hub plate 31 rotates while the coil spring 35 is elastically deformed according to the rotational torque. To do. Thus, the driving force of the crankshaft 26 is transmitted to the input shaft 27 via the coil spring 35. As a result, rotational torque is transmitted from the internal combustion engine to the power transmission device.

  Here, an operation when the hub plate 31 is twisted to the positive side with respect to the disk plates 32 and 33 and an operation when the hub plate 31 is twisted to the negative side will be described. However, the rotational direction of the disk plates 32 and 33 when the rotational torque is transmitted from the internal combustion engine is the R1 direction.

  If the rotational fluctuation of the internal combustion engine increases during acceleration of the vehicle, the amount of relative rotation between the disk plates 32 and 33 and the hub plate 31 increases, that is, the torsion angle increases, and the hub plate 31 with respect to the disk plates 32 and 33 increases. Is twisted to the positive side, and the coil spring 35 is compressed to transmit rotational torque from the disk plates 32 and 33 to the hub plate 31.

  When the torsion angle between the disk plates 32 and 33 and the hub plate 31 increases, the hub plate 31 moves in the R2 direction (positive side) with respect to the disk plates 32 and 33 as the disk plates 32 and 33 rotate in the R1 direction. ).

  The operation of the disk plates 32 and 33 and the hub plate 31 at this time will be described with reference to FIGS. 4, 5, and 10, the disk plate 33 is not illustrated, but the disk plate 33 moves in parallel with the disk plate 32, and thus performs the same operation as the disk plate 33.

  In FIG. 4, when the disk plates 32, 33 rotate in the R <b> 1 direction, the end portions 32 b, 33 b of the receiving holes 32 </ b> A, 33 </ b> A of the disk plates 32, 33 press the spring seat 42 toward the spring seat 41. At this time, the fitting portion 40e of the protruding portions 40A to 40D is separated from the spring seat 42.

  Further, as the hub plate 31 is twisted in the R2 direction (positive side) with respect to the disk plates 32 and 33, the fitting portion 40d of the protrusions 40A to 40D presses the spring seat 41 toward the spring seat 42. .

  At this time, since the spring seat 41 is separated from the end portions 32a and 33a of the accommodation holes 32A and 33A, the coil spring 35 is compressed, so that the rotational torque fluctuation of the internal combustion engine is attenuated and the hub plate is removed from the disk plates 32 and 33. The rotational torque of the internal combustion engine is transmitted to 31.

  As shown in FIG. 5, when the twist angle between the disk plates 32 and 33 and the hub plate 31 is further increased, the spring seats 41 and 42 come into contact with the torsion damper 50 and both the coil spring 35 and the torsion damper 50 are compressed. Torsional rigidity.

  When the rotational torque transmitted from the internal combustion engine to the hub plate 31 via the disk plates 32 and 33 is increased, the coil spring 35 and the torsion damper 50 are compressed, so that the rotational torque fluctuation of the internal combustion engine is attenuated and the disk plate 32 is attenuated. , 33 transmit the rotational torque of the internal combustion engine to the hub plate 31.

  Further, when the torsional angle between the disk plates 32 and 33 and the hub plate 31 is further increased due to the vehicle traveling on a rough road or the like, that is, when the disk plates 32 and 33 and the hub plate 31 are relatively rotated by a predetermined amount, The positive contact surface 40b of the protrusion 40A contacts the positive contact surface 48a of the stopper portion 48 (see FIG. 6).

  Next, the positive contact surface 40b of the protrusion 40B contacts the positive contact surface 48a of the stopper portion 48 (see FIG. 7). At this time, the protruding portion 40A that has been in contact with the tip elastically deforms.

  Next, the positive contact surface 40b of the protrusion 40C contacts the positive contact surface 48a of the stopper portion 48 (see FIG. 8). At this time, the protrusions 40 </ b> A and 40 </ b> B that previously contact the stopper portion 48 are elastically deformed.

  Finally, the positive contact surface 40b of the protrusion 40D contacts the positive contact surface 48a of the stopper 48 (see FIG. 9). At this time, the protrusions 40A to 40C that have previously contacted the stopper portion 48 are elastically deformed. As a result, as shown in FIG. 10, all the protruding portions 40 </ b> A to 40 </ b> D abut against the stopper portion 48, and the hub plate 31 and the disk plates 32 and 33 are restricted from being twisted.

  Thus, the torsional vibration damping device 21 according to the present embodiment can vary the timing when the positive contact surface 40b of the protrusions 40A to 40D contacts the stopper portion 48.

  Then, the positive contact surface 40b of the protrusions 40A to 40D contacts the positive contact surface 48a of the stopper portion 48, and the rotational torque between the damper mechanism 22 and the flywheel 25 is a predetermined value (limit rotational torque). Value), the friction members 37a and 37b slide frictionally with respect to the first plate 43 and the second plate 44, that is, by sliding, the disk plates 32 and 33 and the hub plate 31 Rotational torque exceeding the limit rotational torque value will not be transmitted.

  On the other hand, when the vehicle is decelerated, the rotational torque of the internal combustion engine is reduced and engine braking occurs, so that the rotational torque is input to the hub plate 31 from the input shaft 27 of the transmission.

  When the rotational fluctuation of the internal combustion engine increases during deceleration, the torsion angle between the disk plates 32 and 33 and the hub plate 31 increases, and the hub plate 31 moves from the neutral position to the negative side (R1 side) with respect to the disk plates 32 and 33. By being twisted, the coil spring 35 is compressed and rotational torque is transmitted from the hub plate 31 to the disk plates 32 and 33.

  The operation of the disk plates 32 and 33 and the hub plate 31 at this time will be described with reference to FIGS.

  Although the disk plate 33 is not shown in FIG. 11, the disk plate 33 moves in parallel with the disk plate 32, and thus operates in the same manner as the disk plate 33.

  In FIG. 11, as the hub plate 31 is twisted in the R1 direction (negative side) with respect to the disk plates 32 and 33, the fitting portions 40e of the protrusions 40A to 40D move the spring seat 42 toward the spring seat 41. Press. At this time, the spring seat 42 is separated from the end portions 32b and 33b of the accommodation holes 32A and 33A.

  Further, when the hub plate 31 is twisted in the R1 direction (negative side) with respect to the disc plates 32 and 33, the end portions 32a and 33a of the receiving holes 32A and 33A of the disc plates 32 and 33 become the spring seat 41 and the spring seat 42, respectively. Press toward.

  At this time, since the fitting portion 40d of the projecting portions 40A to 40D is separated from the spring seat 41, the coil spring 35 is compressed, so that the rotational torque fluctuation of the internal combustion engine is attenuated and the disc plates 32, 33 from the hub plate 31 are attenuated. Rotational torque is transmitted to

  When the torsional angle between the disk plates 32 and 33 and the hub plate 31 is further increased, the spring seats 41 and 42 come into contact with the torsion damper 50, and the coil spring 35 and the torsion damper 50 are compressed. Rotational torque is transmitted from the hub plate 31 to the disk plates 32 and 33 while attenuating.

  Further, when the torsional angle between the disk plates 32 and 33 and the hub plate 31 is further increased due to the vehicle traveling on a rough road or the like, that is, when the disk plates 32 and 33 and the hub plate 31 are relatively rotated by a predetermined amount, The negative contact surface 40c of the protrusion 40D contacts the positive contact surface 48a of the stopper portion 48 (see FIG. 12).

  Next, the negative contact surface 40c of the protrusions 40C, 40B, 40A contacts the negative contact surface 48b of the stopper 48 in the order of the protrusions 40C, 40B, 40A. At this time, similarly to the acceleration side, the protrusions 40D, 40C, and 40B that have previously contacted the stopper portion 48 are elastically deformed.

  In this way, the hub plate 31 and the disc plates 32 and 33 are restricted from being twisted by changing the timing when the negative contact surface 40c of the protrusions 40A to 40D contacts the stopper 48.

  Further, after the negative contact surface 40c of the protrusions 40A to 40D contacts the negative contact surface 48b of the stopper portion 48, the rotational torque between the damper mechanism 22 and the flywheel 25 is a predetermined value (limit rotation). Torque value), the friction members 37a and 37b slide frictionally with respect to the first plate 43 and the second plate 44, so that the limit rotational torque between the disk plates 32 and 33 and the hub plate 31 is reached. Rotation torque exceeding the value will not be transmitted.

  As described above, the torsional vibration damping device 21 of the present embodiment is opposed to the respective stopper portions 48 and the respective stopper portions 48 in the circumferential direction in a state where the disk plates 32 and 33 and the hub plate 31 are located at the neutral positions. Since the intervals L1 to L4 and L11 to L14 with the protruding portions 40A to 40D to be made are all non-uniform, the timing when the stopper portions 48 and the protruding portions 40A to 40D facing the stopper portion 48 in the circumferential direction are different is different. Can be made.

  Therefore, the rotation torque transmitted from the disk plates 32 and 33 to the input shaft 27 of the power transmission device via the hub plate 31 is prevented from contacting the plurality of stopper portions 48 and the protruding portions 40A to 40D at the same time. Can be dispersed.

  In addition, since the plurality of stopper portions 48 and the protruding portions 40A to 40D can be prevented from simultaneously contacting, the stopper portion 48 that is in contact with the stopper portion 48 first when the stopper portion 48 and the protruding portions 40A to 40D are in contact with each other. Alternatively, the protrusions 40A to 40C can be elastically deformed.

  Therefore, during acceleration of the vehicle, the rotational torque transmitted from the disk plates 32 and 33 to the hub plate 31 can be absorbed by the stopper portion 48 and the protrusions 40A to 40D. The transmitted rotational torque can be reduced.

  Further, when the vehicle is decelerated, the rotational torque transmitted from the hub plate 31 to the disk plates 32, 33 can be absorbed by the stopper portion 48 and the protrusions 40A to 40D, and transmitted from the hub plate 31 to the disk plates 32, 33. The rotational torque that is generated can be reduced.

  As a result, the impact applied to the input shaft 27 of the power transmission device and the crankshaft 26 of the internal combustion engine can be mitigated, and the durability of the input shaft 27 and the crankshaft 26 can be prevented from deteriorating.

FIG. 13 shows experimentally obtained rotational torque input to the input shaft of the power transmission device when the four stopper portions and the protruding portion are in contact with each other. The vertical axis represents the rotational torque and the horizontal axis represents the time. It has a peak value P at the time of impact.
On the other hand, it has been proved by experiments that the torsional vibration damping device 21 of the present embodiment can reduce the peak value P to P1.

  Further, in the torsional vibration damping device 21 of the present embodiment, fluctuations in rotational torque between the disk plates 32 and 33 and the hub plate 31 are generated on the power transmission path between the crankshaft 26 and the disk plates 32 and 33. It has a limiter 23 that causes slipping when it reaches a predetermined value.

  Therefore, when a rotational torque fluctuation of a predetermined value or more occurs between the disk plates 32 and 33 and the hub plate 31 during the stopper operation, each stopper portion 48 and the protruding portion that faces each stopper portion 48 in the circumferential direction. The timing when 40A-40D abuts can be shifted.

  Therefore, the impact applied to the input shaft 27 of the power transmission device or the crankshaft 26 of the internal combustion engine can be mitigated, and deterioration of the durability of the input shaft 27 and the crankshaft 26 can be further prevented.

  In the present embodiment, the torsional vibration damping device 21 is composed of a hybrid damper. However, the present invention is not limited to this, and is provided in a manual transmission to connect / disconnect power between the flywheel and the transmission. A torsional vibration damping device may be provided in the clutch device.

  In this case, the friction members 37a and 37b are engaged with or released from the flywheel via known diaphragm springs, pressure plates and the like that are driven in conjunction with the clutch pedal operation.

  Further, the torsional vibration damping device 21 of the present embodiment may be applied to a torsional vibration damping device such as a lockup damper that is interposed between the lockup clutch device of the rotational torque converter and the transmission gear set. Moreover, you may apply to a torsional vibration damping device between the differential case and the ring gear provided in the outer peripheral part of the differential case.

  Further, in the torsional vibration damping device 21 of the present embodiment, the intervals L1 to L4 and L11 to L14 of the protrusions 40A to 40D that face the stopper portion 48 and the stopper portion 48 in the circumferential direction are all non-uniform. However, the present invention is not limited to this.

  For example, one or more sets of intervals between the respective stopper portions 48 and the respective protruding portions 40A to 40D facing the respective stopper portions 48 in the circumferential direction may be non-uniform.

  For example, when each of the protrusions 40A to 40D facing the stopper part 48 and the stopper part 48 is set as one set, the distance between the stopper part 48 and the protrusion part 40A and the distance between the stopper part 48 and the protrusion part 40B are made uniform. The spacing between the stopper portion 48 and the protruding portion 40C and the spacing between the stopper portion 48 and the protruding portion 40D are not uniform with respect to the interval between the stopper portion 48 and the protruding portion 40A and the distance between the stopper portion 48 and the protruding portion 40B. It may be.

  In the present embodiment, the protrusions 40A to 40D have a phase difference in the circumferential direction, but the protrusions 40A to 40D are spaced apart at the same interval in the circumferential direction, and the interval between the stopper portions 48 is increased. You may make the space | interval of the stopper part 48 and protrusion part 40A-40D nonuniform so that it may differ in the circumferential direction.

  As described above, the torsional vibration damping device according to the present invention reduces the impact transmitted from the internal combustion engine to the input shaft of the power transmission device when the first stopper portion and the second stopper portion are in contact with each other. The output shaft of the transmission device can be prevented from deteriorating in durability, and is mounted on a vehicle and powered between the first rotating member and the second rotating member via an elastic member. It is useful as a torsional vibration damping device or the like that can dampen vibration while transmitting.

  DESCRIPTION OF SYMBOLS 21 ... Torsional vibration damping device, 23 ... Limiter part, 26 ... Crankshaft (output shaft), 27 ... Input shaft, 31 ... Hub plate (2nd rotation member), 32, 33 ... Disc plate (1st rotation member) ), 32A, 33A ... receiving hole, 35 ... coil spring (elastic member), 40A to 40D ... projecting part (second stopper part), 40a ... notch, 48 ... stopper part (first stopper part)

Claims (4)

A first rotating member provided on a power transmission path between an output shaft of the internal combustion engine and an input shaft of the power transmission device, to which power is transmitted from the output shaft;
A second rotating member provided so as to be relatively rotatable with respect to the first rotating member and coupled to the input shaft;
Provided between the first rotating member and the second rotating member, the first rotating member and the second rotating member from a neutral position where the first rotating member and the second rotating member do not relatively rotate. An elastic member that elastically deforms when the rotating member of the
A plurality of first stopper portions spaced apart in the circumferential direction of the first rotating member;
A plurality of second stopper portions provided in the second rotating member and provided in the circumferential direction so as to be positioned between the plurality of first stopper portions;
When the first rotating member and the second rotating member are relatively rotated by a predetermined amount from the neutral position, the first stopper portion comes into contact with the second stopper portion and the first rotating member and A torsional vibration damping device configured to restrict relative rotation of the second rotating member;
In the state where the first rotating member and the second rotating member are positioned at the neutral position, the first stopper portion and the first stopper portion are opposed to the first stopper portion in the circumferential direction. A torsional vibration damping device having a non-uniform spacing between the two stopper portions.   One or more sets of the intervals of the combination of the second stopper portions facing the first stopper portions and the first stopper portions in the circumferential direction are non-uniform. The torsional vibration damping device according to claim 1. The second rotating member includes a hub plate that extends in a radial direction from the input shaft, and has a plurality of protrusions that are spaced apart in the circumferential direction of the second rotating member through notches,
The first rotating member is provided coaxially with the hub plate, and includes a disk plate in which a receiving hole is formed at a position facing the notch;
The elastic member is disposed in the notch and the receiving hole;
The second stopper portion is constituted by the protruding portion;
The said 1st stopper part is provided in the predetermined part of the said disc plate so that it may be located between the said circumferential directions with respect to the said several protrusion part, The Claim 1 or Claim 2 characterized by the above-mentioned. Torsional vibration damping device.   When the rotational torque fluctuation between the first rotating member and the second rotating member reaches a predetermined value, disposed on the power transmission system path between the output shaft and the first rotating member. The torsional vibration damping device according to any one of claims 1 to 3, further comprising a limiter unit that causes slipping.

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