JP2015117790A - Damper device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a damper device which improves the durability of an input shaft of a power transmission device while avoiding the lowering of an NV characteristic.SOLUTION: A damper device comprises a damper main body 180, and a rotation regulation mechanism 190 which regulates the relative rotation of a hub 170. The rotation regulation mechanism 190 has a plurality of stopper parts 182 arranged at the damper main body 180, and a plurality of stopper parts 171 arranged at the hub 170. Since at least either of a plurality of the stopper parts 182 and a plurality of the stopper parts 171 are arranged at unequal intervals in a circumferential direction, magnitudes of clearances 210 between the stopper parts 182 and the stopper parts 171 which circumferentially adjoin the stopper parts 182 become unequal. A magnitude of a clearance 220 between the stopper parts 171 and the damper main body 180 in a radial direction is larger than a length between a gravity center of the damper main body 180 and a gravity center of the hub 170.

Description

  The present invention generally relates to a damper device, and more specifically, is provided on a power transmission path between an internal combustion engine mounted on a vehicle and a power transmission device, and is transmitted from the internal combustion engine to the power transmission device. The present invention relates to a damper device for absorbing fluctuations in torque.

  Regarding a conventional damper device, for example, Japanese Patent Laid-Open No. 2010-236601 discloses a torque fluctuation absorber having a stopper structure for the purpose of improving axial space efficiency (Patent Document 1). ).

  The torque fluctuation absorbing device disclosed in Patent Document 1 has a torsional buffer function, and absorbs (suppresses) the fluctuation torque by a damper part that absorbs the fluctuation torque by an elastic force (spring force) and a hysteresis torque by friction or the like. The relative relationship between the hysteresis part, the limiter part that causes slip when the torsion of the rotating shaft cannot be absorbed by the damper part and the hysteresis part, and the input side part (side plate) and output side part (hub part) in the damper part And a stopper structure for restricting rotation.

JP 2010-236601 A

  As disclosed in Patent Document 1 described above, a torque fluctuation absorbing device having a stopper structure that restricts relative rotation between an input side component and an output side component in a damper portion is known.

  However, in the conventional torque fluctuation absorber, since the relative rotation between the side plate that is the input side component and the hub component that is the output side component is restricted when the stopper structure is operated, an elastic force is generated in the damper portion. The effect of absorbing the fluctuation torque due to cannot be obtained. For this reason, the transmission torque from the internal combustion engine to the input shaft of the power transmission device increases, and the durability of the input shaft may be impaired. In this case, if the rigidity of the power transmission device is increased in order to ensure durability after the input shaft, the weight increases.

  On the other hand, in such a torque fluctuation absorber, when torque is transmitted with the center of gravity of the side plate and the hub component deviating from the center of rotation, pulsation occurs in the magnitude of the transmitted torque. This may cause a decrease in NV (noise and vibration) characteristics such as a gear squealing in the power transmission device. For this reason, when taking measures regarding the durability of the input shaft described above, it is necessary to consider avoiding a decrease in NV characteristics.

  Accordingly, an object of the present invention is to solve the above-described problem, and to provide a damper device that improves the durability of an input shaft of a power transmission device while avoiding a decrease in NV characteristics.

  A damper device according to the present invention is connected to a first rotating body to which power is transmitted from an output shaft of an internal combustion engine, and is connected to the first rotating body via an elastic body so as to be relatively rotatable. A second rotating body that transmits power to the shaft; and a rotation restricting mechanism that restricts relative rotation of the first rotating body and the second rotating body when the elastic body is elastically deformed by a predetermined amount or more. The rotation restricting mechanism is provided in the first rotating body, and is provided in a plurality of first stopper portions that are spaced apart from each other in the circumferential direction, and provided in the second rotating body, and provides a clearance from the first stopper portion in the circumferential direction. And a plurality of second stopper portions arranged with a gap in the radial direction. By providing at least one of the plurality of first stopper portions and the plurality of second stopper portions at unequal intervals in the circumferential direction, the first stopper portion and the first stopper portion are adjacent to each other in the circumferential direction. The size of the gap between the second stopper portion is not uniform among the combinations of the first stopper portion and the second stopper portion. The size of the gap between the second stopper portion and the first rotating body in the radial direction is the same as the center of gravity of the first rotating body when the center of the first rotating body and the center of the second rotating body are matched. It is larger than the length between the center of gravity of the two rotating bodies.

  According to the damper device configured as described above, the first stopper is provided when the rotation restricting mechanism is operated by making the size of the gap between the first stopper and the second stopper in the circumferential direction non-uniform. It is possible to prevent the excessive torque from being applied to the input shaft of the power transmission device by shifting the timing at which the portion and the second stopper portion abut in the circumferential direction. At this time, even when the center of gravity of the rotating body deviates from the center due to the stopper portions being provided at unequal intervals, the size of the gap between the second stopper portion and the first rotating body is small. Since it is larger than the length between the center of gravity of the first rotating body and the center of gravity of the second rotating body, alignment can be performed without causing the rotating bodies to interfere with each other. As a result, it is possible to improve the durability of the input shaft of the power transmission device while avoiding a decrease in NV characteristics due to a shift in the center of gravity of the rotating body.

  Preferably, the damper device further includes a limiter unit provided on a power transmission path from the output shaft of the internal combustion engine to the input shaft of the power transmission device. The limiter portion forms a friction engagement portion that causes slipping when the fluctuation of the rotational torque between the first rotating body and the second rotating body reaches a predetermined value.

  According to the damper device configured as described above, the friction engagement portion is formed in the limiter portion, so that the rotating body can be smoothly aligned.

  As described above, according to the present invention, it is possible to provide a damper device that improves the durability of the input shaft of the power transmission device while avoiding a decrease in NV characteristics.

It is a figure which shows the torsional vibration system comprised by an internal combustion engine-damper apparatus-transaxle. It is sectional drawing which shows the damper apparatus in FIG. It is sectional drawing at the time of cut | disconnecting the damper apparatus in FIG. 2 by the plane orthogonal to the rotating shaft. It is a front view which shows the damper apparatus in Embodiment 2 of this invention. It is sectional drawing which shows the damper apparatus along the VV line in FIG. FIG. 5 is a front view showing the positional relationship between a hub plate and a cushioning plate in the damper device in FIG. 4.

  Embodiments of the present invention will be described with reference to the drawings. In the drawings referred to below, the same or corresponding members are denoted by the same reference numerals.

(Embodiment 1)
FIG. 1 is a diagram illustrating a torsional vibration system including an internal combustion engine, a damper device, and a transaxle. FIG. 2 is a cross-sectional view showing the damper device in FIG.

  Referring to FIGS. 1 and 2, damper device 100 in the present embodiment is provided on a power transmission path between internal combustion engine 110 and power transmission device 120. The damper device 100 functions as a torque fluctuation absorber that absorbs torque fluctuation transmitted from the internal combustion engine 110 to the power transmission device 120.

  As an example, the damper device 100 is provided between an engine mounted on a hybrid vehicle and a transaxle including a power split mechanism that splits power into an electric motor and an axle-side output shaft.

  In the torsional vibration system including the internal combustion engine 110 -the damper device 100 -the power transmission device 120, the damper device 100 includes a damper main body 180 coupled to the output shaft 115 of the internal combustion engine 110 and an input shaft 125 of the power transmission device 120. And a hub 170 connected to the main body. The damper main body 180 and the hub 170 are connected via the spring portion 150, the hysteresis portion 140, and the limiter portion 160.

  The damper main body 180 is provided so that power from the output shaft 115 of the internal combustion engine 110 is transmitted. The hub 170 is provided so as to transmit the power transmitted through the damper main body 180 to the input shaft 125 of the power transmission device 120. The hub 170 is connected to the damper main body 180 via the spring portion 150 so as to be relatively rotatable. The damper main body 180 and the hub 170 are provided so as to be relatively rotatable within a predetermined angle range centered on the virtual central axis 101. The damper main body 180 and the hub 170 are elastically supported in the rotational direction of the damper main body 180 and the hub 170 by the elastic force of the spring portion 150.

  The spring portion 150 is elastically deformed when relative rotation occurs between the damper main body 180 and the hub 170, thereby absorbing fluctuations in rotational torque transmitted from the output shaft 115 of the internal combustion engine 110. The hysteresis unit 140 generates hysteresis torque by friction or the like when relative rotation occurs between the damper main body 180 and the hub 170.

  Limiter section 160 is provided on a power transmission path from output shaft 115 of internal combustion engine 110 to input shaft 125 of power transmission device 120. Limiter unit 160 is configured to limit power transmission from output shaft 115 of internal combustion engine 110 to input shaft 125 of power transmission device 120 when the rotational torque transmitted from output shaft 115 of internal combustion engine 110 reaches a predetermined value. ing.

  More specifically, the limiter unit 160 includes a friction material 161 and a friction material 162, and a disc spring 163.

  The friction material 161 and the friction material 162 are interposed between the damper main body 180 and the hub 170. The disc spring 163 applies an elastic force so that the damper main body 180 and the hub 170 are frictionally engaged via the friction material 161 and the friction material 162. When the rotational torque transmitted from the output shaft 115 of the internal combustion engine 110 reaches a predetermined value, the frictional engagement portion between the damper main body 180 and the hub 170 is slipped, thereby causing a power transmission device from the output shaft 115 of the internal combustion engine 110. Power transmission to 120 input shafts 125 is limited.

  FIG. 3 is a cross-sectional view of the damper device in FIG. 2 cut along a plane orthogonal to the rotation axis thereof. Referring to FIGS. 1 to 3, damper main body 180 includes an annular portion 181 and a plurality of stopper portions 182 (stopper portion 182A, stopper portion 182B, and stopper portion 182C) as constituent parts.

  The annular portion 181 has a shape that circulates in an annular shape around the central axis 101. The stopper portion 182 is provided so as to protrude radially inward from the annular portion 181 with the central axis 101 as the center. The plurality of stopper portions 182 are provided to be separated from each other in the circumferential direction around the central axis 101.

  The hub 170 is disposed inside the annular portion 181. The hub 170 has a plurality of stopper portions 171 (a stopper portion 171A, a stopper portion 171B, and a stopper portion 171C) as constituent parts thereof.

  The plurality of stopper portions 171 are provided apart from each other in the circumferential direction around the central axis 101. The stopper portion 171 is disposed with a gap 210 and a stopper portion 182 in the circumferential direction around the central axis 101. The stopper portion 171 is arranged with a gap 220 and a damper main body 180 (annular portion 181) in the radial direction around the central axis 101.

  The stopper portion 171A is disposed between the stopper portion 182C and the stopper portion 182A. The stopper portion 171B is disposed between the stopper portion 182A and the stopper portion 182B. The stopper portion 171C is disposed between the stopper portion 182B and the stopper portion 182C.

  The damper device 100 further includes a rotation restricting mechanism 190. The rotation restricting mechanism 190 is provided so as to restrict relative rotation between the damper main body 180 and the hub 170 when the spring portion 150 is elastically deformed by a predetermined amount or more.

  The rotation restriction mechanism 190 includes a stopper portion 182 provided on the damper main body 180 and a stopper portion 171 provided on the hub 170. When the spring part 150 is elastically deformed by a predetermined amount or more, the stopper part 182 and the stopper part 171 abut on each other in the circumferential direction around the central axis 101. Thereby, the relative rotation between the damper main body 180 and the hub 170 is restricted.

  Note that the number of sets of the stopper portions 182 and the stopper portions 171 is not limited to three as in the present embodiment, and may be changed as appropriate.

  By providing at least one of the plurality of stopper portions 182 and the plurality of stopper portions 171 at unequal intervals in the circumferential direction around the central axis 101, the stopper portion 182, the stopper portion 182, The size of the gap 210 between the stopper portions 171 adjacent in the direction is not uniform between the combinations of the stopper portion 182 and the stopper portion 171.

  In rotation restriction mechanism 190 in the present embodiment, a plurality of stopper portions 182 are provided at equal intervals in the circumferential direction, while a plurality of stopper portions 171 are provided at unequal intervals in the circumferential direction. The angle θ1 formed by the center line of the stopper portion 171A and the center line of the stopper portion 171B, the angle θ2 formed by the center line of the stopper portion 171B and the center line of the stopper portion 171C, the center line of the stopper portion 171C, and the stopper portion 171A. The angle θ3 formed by the center line satisfies the relationship θ1 <θ2 <θ3.

  By providing the plurality of stopper portions 171 at unequal intervals in the circumferential direction, the gap 210A between the stopper portion 182A and the stopper portion 171B adjacent to the stopper portion 182A in one direction (R1 direction) along the circumferential direction. Size L1, the stopper portion 182B, the size L2 of the gap 210B between the stopper portion 182B and the stopper portion 171C adjacent in one direction along the circumferential direction, the stopper portion 182C, the stopper portion 182C and the circumference The size of the gap 210 is non-uniform so that the size L3 of the gap 210C between the stopper portions 171A adjacent in one direction along the direction has a relationship of L1 <L2 <L3.

  Further, the size L4 of the gap 210D between the stopper 182A and the stopper 182A and the stopper 171A adjacent in the other direction (R2 direction) along the circumferential direction, the stopper 182B, the stopper 182B and the circumference The size L5 of the gap 210E between the stopper portion 171B adjacent to the other direction along the direction, the stopper portion 182C, and the stopper portion 182C between the stopper portion 171C adjacent to the other direction along the circumferential direction. The size of the gap 210 is not uniform so that the size L6 of the gap 210F has a relationship of L4 <L5 <L6.

  Note that the configuration is not limited to the configuration described above, and as a means for making the size of the gap 210 non-uniform, a plurality of stopper portions 171 may be provided on the hub 170 so as to be unequally spaced in the circumferential direction. The plurality of stopper portions 182 may be provided in the damper main body 180 so as to be unequally spaced in the circumferential direction, and the plurality of stopper portions 171 may be provided in the hub 170 so as to be unequally spaced in the circumferential direction.

  When the plurality of stopper portions 182 are provided at unequal intervals in the circumferential direction, the center of gravity of the damper main body 180 is shifted from the center position (center axis 101) of the damper main body 180. When the plurality of stopper portions 171 are provided at unequal intervals in the circumferential direction, the center of gravity of the hub 170 is deviated from the center position (center axis 101) of the hub 170.

  The size of the gap 220 between the stopper portion 171 and the damper main body 180 (annular portion 181) in the radial direction is such that the center position of the stopper portion 171 and the center position of the damper main body 180 match each other. It is set to be larger than the length between the center of gravity and the center of gravity of the hub 170.

  As a representative method for specifying the positions of the center of gravity of the damper main body 180 and the hub 170, the shapes of the damper main body 180 and the hub 170 are inputted into a computer, and the positions of the respective center of gravity are specified by FEM (Finite Element Method) analysis. The method of doing is mentioned. The central positions of the damper main body 180 and the hub 170 are design central positions that are used as references when determining the shapes of the damper main body 180 and the hub 170, respectively, and coincide with the central axis 101.

  Then, the effect produced in the damper apparatus 100 in this Embodiment is demonstrated.

  In the damper device 100 according to the present embodiment, the size of the gap 210 between the stopper portion 182 and the stopper portion 171 adjacent to the stopper portion 182 in the circumferential direction is the combination of the stopper portion 182 and the stopper portion 171. It is considered non-uniform between. With such a configuration, the timing at which the stopper portion 182 and the stopper portion 171 come into contact with each other during the operation of the rotation restricting mechanism 190 can be shifted in the circumferential direction.

  In order to explain more specifically, in the rotation restricting mechanism 190 in FIG. 3, the rotation direction of the damper main body 180 when the rotational torque is transmitted from the internal combustion engine 110 is the R1 direction, and the hub with respect to the damper main body 180 is provided. Assume that 170 is relatively rotated (twisted) in the R2 direction.

  In this case, when the damper main body 180 and the hub 170 are relatively rotated by a predetermined amount, first, the stopper portion 182A and the stopper portion 171B in which the minimum gap L1 is set abut. Next, the stopper portion 182B and the stopper portion 171C in which the gap L2 larger than the gap L1 is set come into contact with each other. At this time, the hub 170 is elastically deformed between the stopper portion 182A and the stopper portion 171B that are in contact with each other.

  Finally, the stopper portion 182C and the stopper portion 171A in which the gap L3 larger than the gap L2 is set come into contact with each other. At this time, the hub 170 is elastically deformed between the stopper portion 182A and the stopper portion 171B that are in contact with each other and between the stopper portion 182B and the stopper portion 171C. Thereby, all the stopper parts 182 and the stopper parts 171 are in contact with each other, and the relative rotation between the damper main body 180 and the hub 170 is restricted.

  Next, it is assumed that the hub 170 rotates relative to the damper main body 180 in the R1 direction (twist).

  In this case, when the damper main body 180 and the hub 170 rotate relative to each other by a predetermined amount, first, the stopper portion 182A and the stopper portion 171A in which the minimum gap L4 is set abut against each other. Next, the stopper portion 182B and the stopper portion 171B in which the gap L5 larger than the gap L4 is set come into contact with each other. At this time, the hub 170 is elastically deformed between the stopper portion 182A and the stopper portion 171A that are in contact with each other.

  Finally, the stopper portion 182C and the stopper portion 171C in which the gap L6 larger than the gap L5 is set come into contact with each other. At this time, the hub 170 is elastically deformed between the stopper portion 182A and the stopper portion 171A that are in contact with each other and between the stopper portion 182B and the stopper portion 171B. Thereby, all the stopper parts 182 and the stopper parts 171 are in contact with each other, and the relative rotation between the damper main body 180 and the hub 170 is restricted.

  As described above, when the rotation restricting mechanism 190 is operated, the timing at which the stopper portion 182 and the stopper portion 171 come into contact with each other is shifted in the circumferential direction, so that the damper main body 180 and the input shaft 125 of the power transmission device 120 are connected via the hub 170. The transmitted rotational torque can be dispersed. Thereby, it is possible to prevent an excessive rotational torque from being applied to the input shaft 125 of the power transmission device 120.

  On the other hand, as described above, when the stopper portions 182 and / or the stopper portions 171 are provided at unequal intervals, the center of gravity of the damper main body 180 and / or the hub 170 is deviated from the designed center position. When the damper device 100 is operated in such an eccentric state, the NV characteristic may be deteriorated due to, for example, a gear ringing occurring in the power transmission device 120.

  On the other hand, the damper main body 180 and the hub 170 that have received the rotational torque from the internal combustion engine 110 utilize the self-aligning action in which the center of gravity of each of the damper main body 180 and the hub 170 rotates in accordance with the center axis 101 to Align the hub 170. At this time, in the damper device 100 according to the present embodiment, the size of the gap 220 between the stopper portion 171 and the damper main body 180 in the radial direction is larger than the length between the center of gravity of the damper main body 180 and the center of gravity of the hub 170. Therefore, the stopper portion 171 and the damper main body 180 can be aligned without causing mutual interference.

  In the present embodiment, the damper main body 180 and the hub 170 are frictionally engaged in the limiter unit 160. With such a configuration, smooth alignment can be achieved even when relative movement occurs between the damper main body 180 and the hub 170 during alignment.

  In the present embodiment, the timing at which the stopper portion 182 and the stopper portion 171 abut is shifted at all positions where the stopper portion 182 and the stopper portion 171 are provided. However, the present invention has such a configuration. Not limited. When relative rotation occurs between the damper main body 180 and the hub 170, the stopper portion 182 and the stopper portion 171 that contact at a timing different from the combination of the stopper portion 182 and the stopper portion 171 that contact at a certain timing. If there is at least one combination of the above, the above-described effect of preventing an excessive rotational torque from being applied to the input shaft 125 of the power transmission device 120 is exhibited.

  The structure of the damper device 100 in the first embodiment of the present invention described above will be described together. The damper device 100 in the present embodiment is the first rotation in which power is transmitted from the output shaft 115 of the internal combustion engine 110. A damper main body 180 as a body and a second main body that is connected to the damper main body 180 via a spring portion 150 as an elastic body so as to be relatively rotatable and transmits power to the input shaft 125 of the power transmission device 120. A hub 170 and a rotation restricting mechanism 190 that restricts relative rotation of the damper main body 180 and the hub 170 when the spring portion 150 is elastically deformed by a predetermined amount or more are provided. The rotation restricting mechanism 190 is provided in the damper main body 180 and is provided in the hub 170 with a plurality of stopper portions 182 as first stopper portions that are spaced apart from each other in the circumferential direction. 210 is provided, and has a damper main body 180 and a plurality of stopper portions 171 as second stopper portions arranged with a gap 220 in the radial direction.

  By providing at least one of the plurality of stopper portions 182 and the plurality of stopper portions 171 at unequal intervals in the circumferential direction, the stopper portion 182 and the stopper portion 171 adjacent to the stopper portion 182 in the circumferential direction The size of the gap 210 between the stopper portion 182 and the stopper portion 171 is not uniform among the combinations. The size of the gap 220 between the stopper portion 171 and the damper main body 180 in the radial direction is such that the center of gravity of the damper main body 180 and the center of gravity of the hub 170 when the center of the damper main body 180 and the center of the hub 170 are aligned. Greater than the length between.

  According to the damper device 100 configured as described above in the first embodiment of the present invention, the size of the gap 210 between the stopper portion 182 and the stopper portion 171 in the circumferential direction is made uneven, thereby reducing the power. The durability of the input shaft 125 of the transmission device 120 can be improved. At this time, by making the size of the gap 210 non-uniform, the center of gravity of the damper main body 180 and / or the hub 170 is shifted from the center of these parts, and a contradiction occurs in that the NV characteristic is lowered. On the other hand, by setting the size of the gap 220 between the stopper portion 171 and the damper main body 180 in the radial direction to be larger than the length between the center of gravity of the damper main body 180 and the center of gravity of the hub 170, Such a contradiction can be resolved.

(Embodiment 2)
FIG. 4 is a front view showing a damper device according to Embodiment 2 of the present invention. FIG. 5 is a cross-sectional view showing the damper device along the line VV in FIG. 6 is a front view showing the positional relationship between the hub plate and the cushioning plate in the damper device shown in FIG.

  In the present embodiment, an embodiment of the present invention will be described in light of a more specific device configuration of the damper device.

  With reference to FIGS. 4 to 6, damper device 10 in the present embodiment includes a damper mechanism 22 and a limiter unit 23. The limiter unit 23 is connected to the flywheel 25 via the support member 24.

  The support member 24 is a member that supports a disc spring 45 to be 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 the rotational torque of the flywheel 25. When the rotational torque between the damper mechanism 22 and the flywheel 25 reaches a predetermined value, the limiter unit 23 limits the power transmission from the crankshaft 26 to the input shaft 27 of the power transmission device.

  The damper mechanism 22 includes a hub plate 31, disk plates 32 and 33, a thrust member 34, a plurality of coil springs 35, a cushioning plate 36, friction materials 37 a and 37 b, and rivets 38.

  The hub plate 31 has a boss 39 and a hub flange 40 as its constituent parts. The boss 39 is splined to the outer peripheral surface of the input shaft 27 of the power transmission device. The hub flange 40 is formed with a plurality of protruding portions 40A, 40B, 40C, and 40D that extend radially outward from the boss 39 and are spaced apart in the circumferential direction via notches 40a. The notch 40a is a portion between the protruding portions 40A to 40D adjacent in the circumferential direction. The hub plate 31 rotates integrally with the input shaft 27.

  A coil spring 35 is attached to the notch 40 a of the hub flange 40. One end of the coil spring 35 is in contact with one circumferential side surface (positive contact surface 40 b) of the protrusions 40 </ b> A to 40 </ b> D through the spring seat 41, and the other end of the coil spring 35 is through the spring seat 42. It is in contact with the other circumferential side surface (negative contact surface 40c) of the protrusions 40A to 40D.

  In the present embodiment, the “circumferential direction” is the same direction as the rotation direction of the hub plate 31 and the disc plates 32 and 33, and the “radial direction” is the direction of the hub plate 31 and the disc plates 32 and 33. It is the same direction as the radiation direction.

  A torsion damper 50 is provided between the spring seat 41 and the spring seat 42. The torsion damper 50 abuts against the spring seats 41 and 42 and elastically deforms when the coil spring 35 is in a compressed state by a predetermined amount or more. 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 plate 32 and the disc plate 33 are provided on both sides of the hub plate 31 in the axial direction. The disc plate 32 and the disc plate 33 are provided so as to sandwich the hub plate 31. The disc plate 32 and the disc plate 33 are provided so as to be coaxial and relatively rotatable with respect to the hub plate 31.

  The disc plate 32 and the disc plate 33 are formed with an accommodation hole 32A and an accommodation hole 33A, respectively. The housing hole 32A and the housing hole 33A are provided at positions facing the notch 40a. The coil spring 35 is attached to the notch 40a and the receiving holes 32A and 33A. Both ends of the spring seats 41 and 42 in the circumferential direction are in contact with both ends of the accommodation holes 32A and 33A in the circumferential direction.

  With such a configuration, the hub plate 31 and the disk plates 32 and 33 are connected via the coil spring 35 so as to be relatively rotatable. When relative rotation occurs between the hub plate 31 and the disk plates 32 and 33, the coil spring 35 is elastically deformed and rotational torque is transmitted between the hub plate 31 and the disk plates 32 and 33.

  The thrust member 34 is formed of a substantially annular friction member. The thrust member 34 is inserted between the contact surface between the hub flange 40 and the disk plate 33, and the second thrust member 34 a is inserted between the contact surface between the hub flange 40 and the disk plate 32. It comprises a thrust member 34 b and a disc spring 34 c inserted between the first thrust member 34 a and the disk plate 33.

  The disc spring 34c urges the first thrust member 34a toward the hub flange 40 to bring the disc plates 32 and 33 into frictional contact with the hub flange 40. Thereby, a hysteresis torque is generated between the hub flange 40 of the hub plate 31 and the disk plates 32 and 33.

  The cushioning plate 36 is an annular disk and extends radially outward from the outer peripheral edges of the disk plates 32 and 33. In the vicinity of the inner peripheral edge of the cushioning plate 36, it is sandwiched by disk plates 32 and 33 from both sides, and is connected to the disk plates 32 and 33 by rivets 38.

  The friction members 37a and 37b are fixed to both sides in the axial direction of the cushioning plate 36 by an adhesive or the like. The friction surfaces of the friction members 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.

  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. The disc spring 45 is inserted between the support member 24 and the second plate 44 and urges the second plate 44 in a direction away from the support member 24.

  With such a configuration, the friction members 37 a and 37 b 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 frictionally engaged.

  The limiter unit 23 is disposed on a power transmission path between the crankshaft 26 and the disk plates 32 and 33, and when the rotational torque fluctuation between the disk plates 32 and 33 and the hub plate 31 reaches a predetermined value. It is configured to cause slipping.

  The cushioning plate 36 is provided with a stopper portion 48. The stopper part 48 is spaced apart in the circumferential direction. The stopper part 48 is provided so that it may overlap on the rotation locus | trajectory of protrusion part 40A-40D. Protrusion part 40A-40D is provided between the stopper parts 48 adjacent to the circumferential direction.

  The stopper portion 48 includes a positive contact surface 48a with which the positive contact surface 40b of the protrusions 40A to 40D contacts when the relative rotation occurs between the hub plate 31 and the disk plates 32 and 33, and the protrusion portion. A negative contact surface 48b with which the negative contact surface 40c of 40A to 40D contacts. The relative rotation between the hub plate 31 and the disk plates 32 and 33 is restricted by the protrusions 40A to 40D coming into contact with the stopper portion 48.

  The angle θ1 to the center line O4 of the protrusion 40D with respect to the center line O1 of the protrusion 40A is set to 88 °, for example. The angle θ2 from the center line O1 of the protrusion 40A to the center line O2 of the protrusion 40B is set to 89 °, for example. The angle θ3 to the center line O3 of the protrusion 40C with respect to the center line O2 of the protrusion 40B is set to 91 °, for example. The angle θ4 to the center line O4 of the protrusion 40D with respect to the center line O3 of the protrusion 40C is set to 92 °, for example.

  On the other hand, the plurality of stopper portions 48 are provided on the cushioning plate 36 at equal intervals in the circumferential direction.

  With this configuration, in the present embodiment, the distance between the protrusion 40A and the positive contact surface 48a of the stopper 48 is smaller than the distance L1 between the protrusion 40A and the positive contact surface 48a of the stopper 48. The interval L2 is large. The distance L3 between the protrusion 40C and the positive contact surface 48a of the stopper 48 is larger than the distance L2 between the protrusion 40B and the positive contact surface 48a of the stopper 48. 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.

  Further, 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 protrusion 40A and the negative contact surface 48b of the stopper 48. 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.

  Thus, in the state where the disk plates 32 and 33 and the hub plate 31 are positioned at the neutral position, the distances L1 to L4 between the stopper portion 48 and the protrusion portions 40A to 40D facing the stopper portion 48 in the circumferential direction, L11 to L14 are all non-uniform.

  In the damper device 10 according to the present embodiment having such a configuration, the size of the gap 220 between the protruding portions 40A to 40D and the cushioning plate 36 in the radial direction is such that the center position of the hub plate 31 and the cushioning plate 36 It is set to be larger than the length between the center of gravity of the cushioning plate 36 and the center of gravity of the hub plate 31 when combined with the center position.

  According to the damper device 10 according to the second embodiment of the present invention configured as described above, the effects described in the first embodiment can be similarly obtained.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  The present invention is mainly applied to a damper device mounted on a vehicle.

  10,100 damper device, 22 damper mechanism, 23,160 limiter section, 24 support member, 25 flywheel, 26 crankshaft, 27,125 input shaft, 31 hub plate, 32,33 disc plate, 32A, 33A receiving hole, 34 thrust member, 34a first thrust member, 34b second thrust member, 34c, 45, 163 disc spring, 35 coil spring, 36 cushioning plate, 37a, 37b, 37a, 161, 162 friction material, 38, 46 rivets , 39 Boss, 40 Hub flange, 40A, 40B, 40C, 40D Projection, 40b, 48a Positive contact surface, 40c, 48b Negative contact surface, 41, 42 Spring seat, 43 First plate, 44 2 plates, 47 bolts, 48, 17 , 171A, 171B, 171C, 182, 182A, 182B, 182C Stopper section, 50 Torsion damper, 101 Central shaft, 110 Internal combustion engine, 115 Output shaft, 120 Power transmission device, 140 Hysteresis section, 150 Spring section, 170 Hub, 180 Damper body, 181 annular portion, 190 rotation restricting mechanism, 210, 210A, 210B, 210C, 210D, 210E, 210F, 220 gap.

Claims (2)

A first rotating body to which power is transmitted from an output shaft of the internal combustion engine;
A second rotating body connected to the first rotating body via an elastic body so as to be relatively rotatable, and transmitting power to an input shaft of the power transmission device;
A rotation restricting mechanism for restricting relative rotation of the first rotating body and the second rotating body when the elastic body is elastically deformed by a predetermined amount or more;
The rotation restricting mechanism is
A plurality of first stopper portions provided on the first rotating body and arranged apart from each other in the circumferential direction;
A plurality of second stopper portions provided on the second rotating body and arranged with a gap between the first stopper portion and the first rotating body in the radial direction; Have
By providing at least one of the plurality of first stopper portions and the plurality of second stopper portions at unequal intervals in the circumferential direction, the first stopper portion, the first stopper portion, and the circumferential direction The size of the gap between the second stopper portion adjacent to the first stopper portion and the second stopper portion is not uniform among the combinations of the first stopper portion and the second stopper portion,
The size of the gap between the second stopper portion and the first rotating body in the radial direction is the first rotation when the center of the first rotating body and the center of the second rotating body are matched. A damper device that is larger than the length between the center of gravity of the body and the center of gravity of the second rotating body. A limiter portion provided on a power transmission path from the output shaft of the internal combustion engine to the input shaft of the power transmission device;
2. The damper device according to claim 1, wherein the limiter portion forms a friction engagement portion that causes slipping when a fluctuation in rotational torque between the first rotating body and the second rotating body reaches a predetermined value.

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