JP2021038833A - Torsional vibration reduction device - Google Patents

Abstract

To provide a torsional vibration reduction device in which frequency of use of each tooth is equalized and which therefore enables durability of the device to be improved as the whole.SOLUTION: A torsional vibration reduction device 1 comprises a slide mechanism 13 provided between input elements S, R, C and an input member 7, or between output elements S, R, C and an output member 8. The slide mechanism 13 integrates the input elements S, R, C with an input member 7 or integrates the output elements S, R, C with the output member 8 when an inertia torque by inertia elements is equal to or lower than a prescribed value, or relatively slides the input elements S, R, C and the input member 7 in a direction in which torsional torque acts, or relatively slides the output elements S, R, C and the output member 8 in the direction in which the torsional torque acts when the inertia torque acted between the input elements S,R.C and the input member 7 or between the output elements S,R,C and the output member 8 exceeds the prescribed value.SELECTED DRAWING: Figure 1

Description

The present invention relates to a torsional vibration reducing device configured to reduce torsional vibration caused by fluctuation (vibration) of input torque.

An example of this type of device is described in Patent Document 1. The device includes a planetary gear mechanism, the carrier of the planetary gear mechanism is an input element, the sun gear is an output element, and the ring gear is a reaction force element or a pendulum element integrated with an inertial mass body. Further, a spring damper is provided in parallel with the planetary gear mechanism. The spring damper is an input member that rotates when torque is transmitted from a driving force source such as an engine, an output member that is provided concentrically with the input member and outputs torque to the output shaft, and inputs in the torque transmission direction. It has an intermediate member arranged between the member and the output member. The input member and the intermediate member are rotatably connected to each other via the first elastic body, and the intermediate member and the output member are rotatably connected to each other via the second elastic body. The input member and the carrier in this spring damper are connected, and the output member and the sun gear are connected. That is, the carrier and the sun gear are connected via a spring damper. Then, when torque is transmitted to the input member, a load is applied to the output member by a transmission, a drive wheel, or the like, so that a load for compressing the first elastic body and the second elastic body is generated, and the input member and the output member are output. The member rotates relative to each other. At the same time, relative rotation between the sun gear and the carrier occurs. In a state where the torque transmitted between the input member and the output member is stable, the input member and the output member are maintained in a twisted state of being rotated by a predetermined angle, and the sun gear and the carrier are rotated by a predetermined angle. Maintain a twisted state. When the input torque vibrates, the above-mentioned load changes and the first elastic body and the second elastic body expand and contract. That is, relative rotation occurs between the input member and the output member, and at the same time, relative rotation occurs between the carrier and the sun gear. Along with this, the ring gear is forcibly rotated, the inertial torque of the ring gear acts as a resistance to the vibration of the engine torque, and the vibration of the torque output from the torsional vibration reducing device is reduced.

Patent No. 6462874

The relative rotation between the carrier and the sun gear due to the vibration of the torque described above is a rotation in which a predetermined positive rotation and an opposite negative rotation are repeated, and the rotation angle corresponds to the amplitude of the torque. It becomes. Further, when the torque vibration is generated in this way, the pinion gear held by the carrier reciprocates (reciprocates) in an angle range corresponding to the torque amplitude. That is, the pinion gear has a neutral position in a state where the torque is stable, and repeatedly meshes with the sun gear and the ring gear in the above-mentioned angle range centered on the neutral position in the circumferential direction. Therefore, in the device described in Patent Document 1, in each tooth of the sun gear, the pinion gear, and the ring gear, the regular tooth used for torque transmission is changed to the regular torque transmitted between the input member and the output member. Limited to a corresponding narrow range of teeth. Therefore, the wear of frequently used teeth is likely to progress, and the other teeth are maintained in a usable state. Therefore, in the end, the overall durability of the device is due to the wear of frequently used teeth. Be constrained. Since it is difficult to determine the relative assembly positions of the sun gear, pinion gear, and ring gear in advance, it is not known which tooth will be the commonly used tooth, and the strength or wear resistance of a specific tooth should be improved. It is difficult to take such measures. Even if such measures could be taken, there would be many restrictions on the assembly work of the planetary gear mechanism and the restrictions on assembling to a predetermined drive train as a vibration reduction device, and it would be difficult to put them into practical use. is there.

The present invention has been made by paying attention to the above technical problems, and an object of the present invention is to provide a torsional vibration reducing device capable of equalizing the frequency of use of each tooth and improving the durability of the device as a whole. To do.

The present invention is a cage that rotatably holds a first gear, a second gear, and a third gear that meshes with the first gear and the second gear in order to achieve the above object. A differential mechanism that performs a differential action is provided, and any one of the first gear, the second gear, and the cage is used as an input element to which torque is input, and the first gear and the cage are described. Any other one of the second gear and the cage is used as an output element for outputting the torque, and any one of the first gear, the second gear, and the cage. One is an inertial element that rotates relative to the input element and the output element, and the input element and the output element are elastic in response to a torsional torque that relatively twists and rotates the input element and the output element. In a torsional vibration reducing device connected via a deformable elastic body, an input member to which the torque is input to which the input element is connected, an output member to which the torque is output to which the output element is connected, and an output member to output the torque. A slide mechanism provided between the input element and the input member or between the output element and the output member is provided, and the slide mechanism has a case where the inertia torque due to the inertia element is equal to or less than a predetermined value. The input element and the input member are integrated with each other, or the output element and the output member are integrated with each other, and between the input element and the input member or between the output element and the output member. When the inertial torque acting between the two and the above exceeds a predetermined value, the input element and the input member are relatively slid in the direction in which the torsion torque acts, or the output element. It is characterized in that the output member and the output member are slid relative to each other in the direction in which the torsional torque acts.

In the present invention, the differential mechanism is provided by a planetary gear mechanism including a sun gear, a ring gear concentrically arranged with respect to the sun gear, and a carrier holding a plurality of pinion gears that mesh with the sun gear and the ring gear. The first gear is composed of the sun gear, the second gear is composed of the ring gear, the third gear is composed of the pinion gear, and the cage is composed of the carrier. The sun gear is one of the input element and the output element, and the slide mechanism is between the sun gear which is the input element and the input member, or the sun gear and the output element which is the output element. It may be provided between the output member and the output member.

In the present invention, the differential mechanism is provided by a planetary gear mechanism including a sun gear, a ring gear concentrically arranged with respect to the sun gear, and a carrier holding a plurality of pinion gears that mesh with the sun gear and the ring gear. The first gear is composed of the sun gear, the second gear is composed of the ring gear, the third gear is composed of the pinion gear, and the cage is composed of the carrier. The ring gear is one of the input element and the output element, and the slide mechanism is between the ring gear which is the input element and the input member, or between the ring gear which is the output element and the output element. It may be provided between the output member and the output member.

In the present invention, the differential mechanism is provided by a planetary gear mechanism including a sun gear, a ring gear concentrically arranged with respect to the sun gear, and a carrier holding a plurality of pinion gears that mesh with the sun gear and the ring gear. The first gear is composed of the sun gear, the second gear is composed of the ring gear, the third gear is composed of the pinion gear, and the cage is composed of the carrier. The carrier is one of the input element and the output element, and the slide mechanism is between the carrier which is the input element and the input member, or the carrier and the output element which is the output element. It may be provided between the output member and the output member.

In the present invention, the slide mechanism maintains a state of being frictionally engaged with each other when the inertial torque is equal to or less than a predetermined value, and when the inertial torque exceeds the predetermined value. , It may have a pair of frictionally engaged members that are frictionally engaged so as to cause slippage.

In the present invention, the slide mechanism may be arranged side by side on a concentric circle with the differential mechanism inside the differential mechanism in the radial direction of the differential mechanism.

In the present invention, the elastic body may be arranged side by side on a concentric circle with the differential mechanism inside the differential mechanism in the radial direction of the differential mechanism.

According to the present invention, torque is input to the input element of the differential mechanism in the torsional vibration reducing device. On the other hand, a torque for rotating the output member acts on the output element. Therefore, the elastic body is elastically deformed by the torque input to the input element and the torque acting on the output element. The torque that elastically deforms the elastic body is the torsional torque, and the elastic body is elastically deformed by the torsional torque, so that the input element and the output element are relatively rotated by a predetermined angle. In a state where the torsional torque transmitted between the input member and the output member is stable, the input member and the output member maintain a twisted state in which they are rotated relative to each other by a predetermined angle, and the input element and the output element Maintains a twisted state in which it rotates relative to a predetermined angle. When the input torque vibrates, the load that compresses the elastic body changes, so the torsional torque vibrates and relative rotation occurs between the input member and the output member, and at the same time, between the input element and the output element. Relative rotation occurs. Along with this, the inertial element is forcibly rotated, the inertial torque of the inertial element acts as a resistance to the vibration of the input torque, and the vibration of the torque output from the torsional vibration reducing device is reduced. Such an operating state occurs when the inertial torque is smaller than a predetermined value. That is, when the inertial torque is smaller than a predetermined value, the slide mechanism does not operate, so that the input element and the input member rotate integrally, or the output element and the output member become one. Rotate. On the other hand, when the inertial torque is larger than a predetermined value, the slide mechanism operates. That is, when a slide mechanism is provided between the input element and the input member, when the slide mechanism operates as described above, the input element is relatively displaced with respect to the output element and the inertial element. Alternatively, when a slide mechanism is provided between the output element and the output member, the output element is relatively displaced with respect to the input element and the inertial element. As a result, before and after the operation of the slide mechanism, the assembly position of the third gear between the first gear and the second gear moves in the direction in which the torsion torque acts. Such movement of the assembly position of the third gear occurs every time the slide mechanism is operated. Therefore, each time the slide mechanism is operated, the teeth that mesh with each other change, and it is possible to prevent the meshing of specific teeth from continuing for a long period of time. That is, it is possible to equalize the contact frequency of each tooth and prevent or suppress uneven tooth surface wear. As a result, the durability of the device as a whole can be improved.

It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 1st Embodiment of this invention. It is a front view which shows typically an example of the torsional vibration reduction apparatus shown in FIG. It is sectional drawing which shows a part of the torsional vibration reduction apparatus shown in FIG. 1 schematically. It is a figure which shows the clutch schematically. It is a figure which shows an example of the vibration of the inertial torque, and the vibration of the torque output from a spring damper schematically. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 2nd Embodiment of this invention. It is sectional drawing which shows a part of the torsional vibration reduction apparatus shown in FIG. 6 schematically. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 3rd Embodiment of this invention. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 4th Embodiment of this invention. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 5th Embodiment of this invention. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 6th Embodiment of this invention. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 7th Embodiment of this invention. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 8th Embodiment of this invention. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 9th Embodiment of this invention. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on the tenth embodiment of this invention. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 11th Embodiment of this invention. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 12th Embodiment of this invention. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 13th Embodiment of this invention. It is a skeleton figure which shows typically an example of the torsional vibration reduction apparatus which concerns on 14th Embodiment of this invention.

(First Embodiment)
Next, an embodiment of the present invention will be described. FIG. 1 is a skeleton diagram schematically showing an example of a torsional vibration reducing device according to an embodiment of the present invention, and FIG. 2 is a front view schematically showing an example of the torsional vibration reducing device shown in FIG. The torsional vibration reducing device 1 shown here is provided in a torque transmission path between the driving force source 2 and the driving target unit 3, and reduces the torque vibration generated by the driving force source 2 to reduce the torque vibration generated in the driving target unit 2. It is configured to transmit to 3. The driving force source 2 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine (hereinafter, simply referred to as an engine). Therefore, the output torque (hereinafter referred to as engine torque) inevitably vibrates. The drive target unit 3 is, for example, a transmission, and the transmission is conventionally known as a stepped transmission in which the gear ratio changes stepwise, or a continuously variable transmission in which the gear ratio changes continuously. It may be a transmission.

The torsional vibration reducing device 1 includes a planetary gear mechanism 4 corresponding to the differential mechanism according to the embodiment of the present invention. The planetary gear mechanism 4 is arranged on the same axis as the output shaft of the engine 2, and is connected to the output shaft so as to be able to transmit torque. The planetary gear mechanism 4 shown here is composed of a single pinion type planetary gear mechanism, and includes a sun gear S, a ring gear R arranged concentrically with respect to the sun gear S, and a plurality of ring gears S that mesh with the sun gear S and the ring gear R. A carrier C that rotatably holds the pinion gear P is provided as a rotating element, and the rotating elements are configured to perform a differential action. In the example shown in FIG. 1, the carrier C is connected to the output shaft of the engine 2, and the sun gear S is connected to the drive target unit 3. The ring gear R is integrally provided with an inertial mass body 5. The inertial mass body 5 rotates integrally with the ring gear R to increase the inertial torque generated by the ring gear R. Therefore, the inertial mass body 5 may be configured as an integral product with respect to the ring gear R. Alternatively, the inertial mass body 5 may be configured as a separate product from the ring gear R, and may be attached to the ring gear R so as to rotate integrally with the ring gear R. As will be described later, the inertial torque generated by the rotation of the ring gear R and the inertial mass body 5 as a unit acts as a damping torque against the vibration of the engine torque. In the example shown here, the carrier C described above corresponds to the input element in the embodiment of the present invention, the sun gear S corresponds to the output element in the embodiment of the present invention, and the ring gear R corresponds to the embodiment of the present invention. It corresponds to the inertial element in the form.

As shown in FIG. 1, a spring damper 6 corresponding to an elastic body according to the embodiment of the present invention is provided in parallel with the planetary gear mechanism 4. Further, as shown in FIG. 2, the spring damper 6 is arranged on the inner peripheral side of the planetary gear mechanism 4 in the radial direction of the torsional vibration reducing device 1 so as to be concentrically arranged with the planetary gear mechanism 4. Here, "side by side" means a state in which at least a part of each of the spring damper 6 and the planetary gear mechanism 4 overlaps in the radial direction. The spring damper 6 includes a drive plate 7 arranged on the upstream side in the engine torque transmission direction, a driven plate 8 arranged on the downstream side of the drive plate 7 in the engine torque transmission direction, and a drive plate 7 and a driven plate 8. It is provided with a coil spring 9 that connects the two so as to be relatively rotatable. The carrier C of the planetary gear mechanism 4 is connected to the drive plate 7, and the sun gear S is connected to the driven plate 8. Therefore, the drive plate 7 described above corresponds to the input member according to the embodiment of the present invention, and the driven plate 8 corresponds to the output member according to the embodiment of the present invention.

FIG. 3 is an enlarged cross-sectional view showing a part of the torsional vibration reducing device 1 shown in FIG. As shown in FIG. 3, the drive plate 7 of the spring damper 6 is composed of an annular first drive plate 7A having substantially the same outer diameter and an annular second drive plate 7B. Further, the drive plates 7A and 7B are arranged at predetermined intervals in the direction of the rotation center axis of the torsional vibration reducing device 1 (hereinafter, simply referred to as the axis direction). The first drive plate 7A is arranged on the engine 2 side in the axial direction, and the second drive plate 7B is arranged on the drive target portion 3 side. A planetary gear mechanism 4 and a driven plate 8 are arranged between the drive plates 7A and 7B in the axial direction. The drive plates 7A and 7B are symmetrically formed with the driven plate 8 interposed therebetween. A pinion pin 10 is attached to the outer portion of each drive plate 7A, 7B in the radial direction, and a pinion gear P is rotatably attached to the outer peripheral side of the pinion pin 10 via a bearing 11 such as a needle bearing. Therefore, the drive plates 7A and 7B of the spring damper 6 also serve as the carrier C. Further, thrust washers 12 having an outer diameter slightly larger than the pitch circle diameter of the pinion gear P are provided on both sides of the pinion gear P in the axial direction.

The driven plate 8 is arranged on the downstream side of the drive plates 7A and 7B in the transmission direction of the engine torque and between the drive plates 7A and 7B in the axial direction. The driven plate 8 is formed in an annular shape as a whole. That is, the driven plate 8 is composed of an annular outer driven plate 8A and an annular inner driven plate 8B arranged inside the outer driven plate 8A in the radial direction and concentrically with the outer driven plate 8A. There is. External teeth are formed on the outer peripheral surface of the outer driven plate 8A, and the external teeth are the sun gear S of the planetary gear mechanism 4. A predetermined gap is set between the driven plates 8A and 8B in the radial direction.

A clutch 13 corresponding to the slide mechanism according to the embodiment of the present invention is provided in the above gap. FIG. 4 is a diagram schematically showing the clutch 13. The clutch 13 is a friction clutch, and as shown in FIG. 4, is composed of a pair of clutch rings 13A and 13B that are in frictional contact with each other in the radial direction. The outer clutch ring 13A is composed of, for example, a metal base ring 14 and a friction material 15 attached to the inner peripheral surface of the base ring 14 by an adhesive. The outer diameter of the base ring 14 in the outer clutch ring 13A is set to be substantially the same as the inner diameter of the outer driven plate 8A. Then, the base ring 14 of the outer clutch ring 13A is press-fitted inside the outer driven plate 8A.

The inner clutch ring 13B is arranged concentrically inside the outer clutch ring 13A in the radial direction. The inner clutch ring 13B is composed of a metal base ring 16 and a friction material 17 attached to the outer peripheral surface of the base ring 16 with an adhesive. The inner diameter of the base ring 16 in the inner clutch ring 13B is set to be substantially the same as the outer diameter of the inner driven plate 8B. Then, the base ring 16 of the inner clutch ring 13B is press-fitted to the outside of the inner driven plate 8B. In the state where the clutch rings 13A and 13B are attached to the driven plates 8A and 8B in this way, the friction material 17 of the inner clutch ring 13B and the friction material 15 of the outer clutch ring 13A are brought into frictional contact with each other. By press-fitting the clutch rings 13A and 13B into the driven plates 8A and 8B as described above, the clutch 13 generates a frictional engaging force (torque capacity) for connecting the driven plates 8A and 8B. ing. The friction engagement force can be determined in advance by changing, for example, the dimensions of the driven plates 8A and 8B and the clutch rings 13A and 13B, the friction coefficient of the friction materials 15 and 17, and the like. Therefore, when the torque transmitted between the clutch rings 13A and 13B is equal to or less than the frictional engaging force, the clutch rings 13A and 13B are integrated and maintained in the engaged state. On the other hand, when the torque transmitted between the clutch rings 13A and 13B exceeds the frictional engagement force, the clutch rings 13A and 13B rotate relative to each other, and the driven plates 8A and 8B rotate relative to each other. To do. The magnitude of the frictional engagement force will be described later. The clutch rings 13A and 13B described above correspond to the friction engaging members in the embodiment of the present invention.

As shown in FIGS. 2 and 3, window holes 18 in which the coil springs 9 are arranged are formed at the same radial positions in the inner portions of the drive plates 7A and 7B and the inner portions of the inner driven plates 8B, respectively. ing. The coil spring 9 is arranged inside each window hole 18 in a state where the window hole 18 of the drive plates 7A and 7B and the window hole 18 of the inner driven plate 8B are overlapped with each other. That is, in the torque transmission path between the sun gear S and the drive target portion 3 shown in FIG. 1, the clutch 13 is upstream from the portion where the driven plate 8 of the spring damper 6 is connected in the transmission direction of the engine torque. Is provided. Then, the coil spring 9 expands and contracts in the circumferential direction of the torsional vibration reducing device 1 by the relative rotation of the drive plates 7A and 7B and the inner driven plate 8B.

Here, the vibration of the inertial torque by the ring gear R and the inertial mass body 5 and the vibration of the torque output from the spring damper 6 will be described. FIG. 5 is a diagram schematically showing an example of vibration of those torques. The spring damper 6 absorbs or reduces the vibration of the engine torque and outputs it by expanding and contracting the coil spring 9 according to the vibration of the input engine torque. Further, the engine 2 has a characteristic that the vibration width of the engine torque becomes smaller as the engine speed increases. Therefore, as shown by the alternate long and short dash line in FIG. 5, the vibration width of the torque output from the spring damper 6 (hereinafter referred to as the spring torque) has a characteristic that it gradually decreases as the engine speed increases. Since the vibration of the spring torque is due to the expansion and contraction of the coil spring 9, there is a phase shift with respect to the vibration of the inertial torque. Further, as the engine speed increases, the angular acceleration of the ring gear R increases, so that the inertial torque generated by the ring gear R and the inertial mass body 5 increases. Therefore, as shown by the alternate long and short dash line in FIG. 5, the vibration of the inertial torque has a characteristic that it gradually increases as the engine speed increases.

When the vibration level of the spring torque and the vibration level of the inertial torque become substantially equal, the vibration level of the torque output from the torsional vibration reduction device 1 (hereinafter referred to as the damper output torque, not shown) becomes the minimum. In the following description, the engine speed at which the vibration level of the damper output torque is minimized is referred to as the design speed. When the engine speed becomes equal to or higher than the design speed, the vibration of the damper output torque increases as the vibration of the inertial torque increases with the increase of the engine speed. The engine speed at which the vibration level of the damper output torque is minimized can be predetermined in design.

Further, the rotation angle of the carrier C with respect to the sun gear S, that is, the position of the pinion gear P on the circumference of the sun gear S will be described according to the magnitude of the engine torque input to the torsional vibration reduction device 1. As described above, since the carrier C is connected to the engine 2 and the drive target portion 3 is connected to the sun gear S, the coil of the spring damper 6 is driven by the engine torque and the torque for rotating the drive target portion 3. A load that compresses the spring 9 is generated, and elastic deformation corresponding to the load is generated in the coil spring 9. The engine torque and the reaction force torque generated by the drive target portion 3 that elastically deform the coil spring 9 to rotate the sun gear S and the carrier C relative to each other correspond to the torsional torque in the embodiment of the present invention. Therefore, when the engine torque is large, the torsional torque is large, so that the carrier C and the sun gear S are greatly twisted and the rotation angle of the carrier C with respect to the sun gear S is large. On the contrary, when the engine torque is small, the torsion torque is small, so that the above rotation angle is small.

In this way, in the torsional vibration reducing device 1, the sun gear S and the carrier C rotate in a twisted state according to the torsion torque, and the position of the pinion gear P on the circumference of the sun gear S and the circumferential direction. The reciprocating rotating region changes according to the vibration of the torsional torque. That is, in the normal range of the engine 2, the position of the pinion gear P on the circumference of the sun gear S and the region of the pinion gear P that reciprocates in the circumferential direction are almost fixed. The regular teeth used for transmission of the engine are almost fixed. Further, in the torsional vibration reducing device 1 having the above configuration, since the inertial torque mainly due to the ring gear R and the inertial mass 5 acts on the clutch 13, when the angular acceleration of the ring gear R and the inertial mass 5 due to the vibration of the torque becomes large. In addition, it is preferable to set the frictional engagement force of the clutch 13 so that the clutch 13 operates. For example, the clutch 13 is operated so that the clutch 13 is activated and the torsional vibration reducing device 1 is in a non-operating state at an engine speed or higher at which the deterioration of the vibration damping performance of the torsional vibration reducing device 1 may be a problem. Set the friction engagement force. Alternatively, when the engine speed becomes a so-called high speed, the background noise in the vehicle becomes louder than the so-called muffled sound caused by the vibration of the inertial torque. Therefore, when the engine 2 has a high speed, the torsional vibration reducing device 1 is not installed. The frictional engagement force of the clutch 13 is set so as to be in the operating state. The above-mentioned frictional engagement force, that is, the upper limit value of the torque that can be transmitted by the clutch 13, corresponds to a predetermined value in the embodiment of the present invention.

Next, the operation of the torsional vibration reducing device 1 having the above-described configuration will be described. The engine 2 is driven, and the torque generated by the engine 2 is input to the carrier C. On the other hand, a torque for rotating the drive target unit 3 acts on the sun gear S. These torques generate a load that compresses the coil spring 9 of the spring damper 6, and elastic deformation corresponding to the load is generated in the coil spring 9. Then, the sun gear S and the carrier C are rotated in a twisted state at an angle corresponding to the magnitude of the torsional torque.

The compression force acting on the coil spring 9, that is, the torsional torque changes due to the vibration of the engine torque, and the torsional rotation of the carrier C and the sun gear S repeatedly occurs. The pinion gear P reciprocates in the circumferential direction within an angle range corresponding to the vibration of the engine torque. Further, the ring gear R is rotated relative to the carrier C and the sun gear S, and vibration is generated in the rotation of the ring gear R. In the above configuration, since the rotation speed of the ring gear R is increased according to the gear ratio with respect to the rotation speed of the sun gear S, the angular acceleration of the ring gear R is increased and the inertial torque of the ring gear R and the inertial mass body 5 is increased. Becomes larger. Further, since there is a phase shift between the vibration of the engine torque input to the carrier C and the vibration of the ring gear R, the above inertial torque acts as a vibration damping torque with respect to the vibration of the engine torque and is input to the carrier C. The generated engine torque is reduced by the inertial torque to be smooth, and is transmitted to the drive target unit 3. Such an operating state occurs when the clutch rings 13A and 13B are maintained in the engaged state because the inertial torque acting on the clutch 13 is equal to or less than the frictional engaging force of the clutch 13.

When the inertial torque acting on the clutch 13 increases and exceeds the frictional engaging force of the clutch 13, the clutch rings 13A and 13B rotate relative to each other, and the outer driven plate 8A rotates relative to the inner driven plate 8B. That is, since the reaction torque by the drive target portion 3 does not act on the sun gear S, the rotation speed of the sun gear S increases, and the sun gear S shifts in the direction of the torsional torque acting on the carrier C. Therefore, the assembly position of the pinion gear P on the circumference of the sun gear S changes from the initial assembly position. Specifically, the pinion gear P moves while rotating on the circumference of the sun gear S, and the teeth of the pinion gear P and the teeth of the sun gear S that mesh with each other change. Further, the teeth of the pinion gear P that mesh with the ring gear R change. After that, when the engine speed decreases and the inertial torque becomes equal to or less than the frictional engaging force, the clutch rings 13A and 13B are integrated into an engaged state, and the driven plates 8A and 8B rotate integrally. In this way, the assembly position of the pinion gear P on the circumference of the sun gear S is reset. The assembly position of the pinion gear P is when there is no relative twist between the carrier C which is an input element and the sun gear S which is an output element, that is, the carrier C and the sun gear S rotate together. This is the position of the pinion gear P in the case where the rotation gear P is used.

Therefore, according to the torsional vibration reducing device 1 according to the embodiment of the present invention, the assembling position of the pinion gear P on the circumference of the sun gear S gradually changes each time the clutch 13 is operated. Therefore, since the teeth used for torque transmission are not particularly fixed, it is possible to equalize the frequency of use of each tooth and prevent or suppress uneven wear of each tooth. As a result, the durability of the torsional vibration reducing device 1 can be improved as a whole of the device. Further, as described above, if the frictional engagement force is set so that the clutch 13 operates with the inertial torque at the engine speed at which the deterioration of the vibration damping performance of the torsional vibration reduction device 1 may become a problem. The torsional vibration reducing device 1 can be put into a non-operating state in the engine speed range where deterioration of the vibration damping performance of the torsional vibration reducing device 1 may become a problem. Therefore, it is possible to avoid or suppress the generation of vibration and noise using the torsional vibration reducing device 1 as a vibration source. Further, if the frictional engagement force is set so that the clutch 13 operates with the inertial torque at the engine speed at which the background noise in the vehicle becomes louder than the so-called muffled sound caused by the vibration of the inertial torque, the vibration damping performance deteriorates. It is possible to stop unnecessary operation of the torsional vibration reducing device 1 in this state.

(Second Embodiment)
FIG. 6 is a skeleton diagram schematically showing an example of the torsional vibration reducing device according to the second embodiment of the present invention. FIG. 7 is a cross-sectional view schematically showing a part of the torsional vibration reducing device shown in FIG. The examples shown in FIGS. 6 and 7 are examples in which the clutch 13 is provided on the drive plates 7A and 7B instead of the driven plates 8A and 8B of the spring damper 6. Taking the first drive plate 7A as an example, the first drive plate 7A is arranged with the annular outer drive plate 7AO in a radial direction inside the outer drive plate 7AO and concentrically with the outer drive plate 7AO. It is composed of an annular inner drive plate 7AI. A predetermined gap is set between the outer drive plate 7AO and the inner drive plate 7AI in the radial direction. The clutch 13 described above is press-fitted into the gap. A pinion gear P is attached to the outer portion of the outer drive plate 7AO via a pinion pin 10. Further, a window hole portion 18 for holding the coil spring 9 is formed in the inner drive plate 7AI. The second drive plate 7B is configured in the same manner as the first drive plate 7A. That is, in the torque transmission path between the engine 2 and the carrier C shown in FIG. 6, the clutch 13 is provided on the downstream side in the engine torque transmission direction from the position where the drive plate 7 of the spring damper 6 is connected. Has been done. Since other configurations are the same as the configurations shown in FIGS. 1 to 3, the same parts as those shown in FIGS. 1 to 3 are designated by the same reference numerals as those in FIGS. 1 to 3 and the description thereof will be omitted. ..

Even in the second embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other, and the inner drive plates 7AI and 7BI are combined. On the other hand, the outer drive plates 7AO and 7BO rotate relative to each other. That is, since the reaction torque by the engine 2 does not act on the carrier C, the rotation speed of the carrier C increases, and the sun gear S shifts in the direction of the torsional torque acting on the carrier C. Therefore, as described above, the pinion gear P moves while rotating on the circumference of the sun gear S. After that, when the inertial torque acting on the clutch 13 becomes equal to or less than the frictional engaging force, the clutch rings 13A and 13B are in the engaged state, and the drive plates 7AO, 7AI, 7BO and 7BI rotate together. In this way, the assembly position of the pinion gear P on the circumference of the sun gear S is reset. Therefore, even in the second embodiment, when the clutch 13 is operated, the position of the pinion gear P on the circumference of the sun gear S changes, and the teeth used for torque transmission change. Therefore, the same action / effect as that of the first embodiment can be obtained. Further, in the second embodiment, since the clutch 13 is provided on each of the drive plates 7A and 7B, the torque capacity transmitted by each clutch 13 is smaller than that in the first embodiment. Therefore, if the clutch 13 having the same torque capacity as that of the first embodiment is used, the durability of each clutch 13 when an excessive torque is input can be improved. Alternatively, in the second embodiment, the clutch 13 having a smaller transmission torque capacity than that in the first embodiment can be used, so that in that case, the member cost can be reduced.

(Third Embodiment)
FIG. 8 is a skeleton diagram schematically showing an example of the torsional vibration reducing device according to the third embodiment of the present invention. The example shown here is an example in which a double pinion type planetary gear mechanism 19 is provided instead of the single pinion type planetary gear mechanism 4. As shown in FIG. 8, an inertial mass body 5 is integrally provided with the sun gear S, and the sun gear S is an inertial element. A first pinion gear P1 that meshes with the sun gear S and a second pinion gear P2 that meshes with the first pinion gear P1 and the ring gear R are held by the carrier C. Then, the carrier C is connected to the drive target unit 3 to serve as an output element. The ring gear R is connected to the engine 2 and serves as an input element. Further, a spring damper 6 is provided in parallel with the double pinion type planetary gear mechanism 19. As shown in FIG. 8, the spring damper 6 is arranged on the inner peripheral side of the double pinion type planetary gear mechanism 19 in the radial direction of the torsional vibration reducing device 1 so as to be concentrically aligned with the double pinion type planetary gear mechanism 19. ing. Here, "side by side" means a state in which at least a part of each of the spring damper 6 and the double pinion type planetary gear mechanism 19 overlaps in the radial direction. The ring gear R of the double pinion type planetary gear mechanism 19 is connected to the drive plate 7 of the spring damper 6, and the carrier C is connected to the driven plate 8. That is, the driven plate 8 also serves as a carrier C. A clutch 13 is provided on the upstream side of the torque transmission path between the carrier C and the drive target portion 3 in the direction of engine torque transmission from the portion where the driven plate 8 of the spring damper 6 is connected. Since the other configurations are the same as those shown in FIG. 1, the same parts as those shown in FIG. 1 are designated by the same reference numerals as those in FIG. 1, and the description thereof will be omitted.

Even in the third embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other. As a result, the reaction torque by the drive target portion 3 does not act on the carrier C, so that the rotation speed of the carrier C increases and the carrier C shifts in the direction of action of the torsional torque with respect to the ring gear R. Therefore, the position of the pinion gear P on the circumference of the sun gear S changes from the initial assembly position. Further, when the inertial torque acting on the clutch 13 becomes equal to or less than the frictional engaging force, the clutch rings 13A and 13B are in the engaged state. As a result, as described above, the assembly position of the pinion gear P on the circumference of the sun gear S is reset, and the teeth used for torque transmission change. Therefore, the same actions and effects as those of the first embodiment and the second embodiment can be obtained.

(Fourth Embodiment)
FIG. 9 is a skeleton diagram schematically showing an example of the torsional vibration reducing device according to the fourth embodiment of the present invention. In the example shown in FIG. 9, the drive plate 7 of the spring damper 6 is connected in the torque transmission path between the engine 2 and the ring gear R instead of the carrier C of the double pinion type planetary gear mechanism 19. This is an example in which the clutch 13 is provided on the downstream side in the transmission direction of the engine torque from the location. Since the other configurations are the same as those shown in FIG. 8, the same parts as those shown in FIG. 8 are designated by the same reference numerals as those in FIG. 7, and the description thereof will be omitted.

Even in the fourth embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other. Since the reaction torque generated by the engine 2 does not act on the ring gear R, its rotational speed increases, and the ring gear R shifts in the direction in which the torsion torque acts with respect to the carrier C. Therefore, the position of the pinion gear P on the circumference of the sun gear S changes from the initial assembly position. Further, when the inertial torque acting on the clutch 13 becomes equal to or less than the frictional engaging force, the clutch rings 13A and 13B are in the engaged state. As a result, as described above, the assembly position of the pinion gear P on the circumference of the sun gear S is reset, and the teeth used for torque transmission change. Therefore, the same actions and effects as those of the first to third embodiments can be obtained.

(Fifth Embodiment)
FIG. 10 is a skeleton diagram schematically showing an example of a torsional vibration reducing device according to a fifth embodiment of the present invention. In the example shown in FIG. 10, an inertial mass body 5 is integrally provided on the carrier C of the single pinion type planetary gear mechanism 4 to serve as an inertial element, and the engine 2 is connected to the sun gear S to serve as an input element on the ring gear R. This is an example in which the drive target unit 3 is connected to form an output element. Further, a spring damper 6 is provided in parallel with the planetary gear mechanism 4. As shown in FIG. 10, the spring damper 6 is arranged on the inner peripheral side of the planetary gear mechanism 4 in the radial direction of the torsional vibration reducing device 1 so as to be concentrically aligned with the planetary gear mechanism 4. Here, "side by side" means a state in which at least a part of each of the spring damper 6 and the planetary gear mechanism 4 overlaps in the radial direction. The sun gear S of the planetary gear mechanism 4 is connected to the drive plate 7 of the spring damper 6, and the ring gear R is connected to the driven plate 8. A clutch 13 is provided on the upstream side in the engine torque transmission direction from the portion where the driven plate 8 of the spring damper 6 is connected in the torque transmission path between the ring gear R and the drive target portion 3. .. Since the other configurations are the same as those shown in FIG. 1, the same parts as those shown in FIG. 1 are designated by the same reference numerals as those in FIG. 1, and the description thereof will be omitted.

Even in the fifth embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other. As a result, the reaction torque generated by the drive target portion 3 does not act on the ring gear R, so that the rotation speed of the ring gear R increases, and the ring gear R shifts in the direction in which the torsion torque acts with respect to the carrier C and the sun gear S. Therefore, the position of the pinion gear P on the circumference of the sun gear S changes from the initial assembly position. Further, when the inertial torque acting on the clutch 13 becomes equal to or less than the frictional engaging force, the clutch rings 13A and 13B are engaged with each other, and the assembly position of the pinion gear P on the circumference of the sun gear S is reset as described above. Will be done. In this way, the teeth used to transmit torque change. Therefore, the same actions and effects as those of the first to fourth embodiments can be obtained.

(Sixth Embodiment)
FIG. 11 is a skeleton diagram schematically showing an example of the torsional vibration reducing device according to the sixth embodiment of the present invention. The example shown in FIG. 11 is from a portion of the torque transmission path between the sun gear S of the single pinion type planetary gear mechanism 4 shown in FIG. 10 and the engine 2 to which the drive plate 7 of the spring damper 6 is connected. This is an example in which the clutch 13 is provided on the downstream side in the transmission direction of the engine torque. Since the other configurations are the same as those shown in FIG. 10, the same parts as those shown in FIG. 10 are designated by the same reference numerals as those in FIG. 10, and the description thereof will be omitted.

Even in the sixth embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other. As a result, the reaction torque of the engine 2 does not act on the sun gear S, so that the rotation speed of the sun gear S increases, and the sun gear S shifts in the direction of the torsional torque with respect to the carrier C and the ring gear R. Therefore, the position of the pinion gear P on the circumference of the sun gear S changes from the initial assembly position. Further, when the inertial torque acting on the clutch 13 becomes equal to or less than the frictional engaging force, the clutch rings 13A and 13B are engaged with each other, and the assembly position of the pinion gear P on the circumference of the sun gear S is reset as described above. Will be done. In this way, the teeth used to transmit torque change. Therefore, the same actions and effects as those of the first to fifth embodiments can be obtained.

(7th Embodiment)
FIG. 12 is a skeleton diagram schematically showing an example of the torsional vibration reducing device according to the seventh embodiment of the present invention. The example shown in FIG. 12 is an example in which the differential mechanism according to the embodiment of the present invention is configured by a stepped pinion type planetary gear mechanism 20. As shown in FIG. 12, the engine 2 is connected to the first sun gear S1 of the stepped pinion type planetary gear mechanism 20 to serve as an input element, and is connected to the second sun gear S2, which is a gear having a smaller diameter than the first sun gear S1. The drive target unit 3 is connected to form an output element. Further, the small diameter pinion gear PS meshes with the first sun gear S1, and the large diameter pinion gear PL with a larger diameter than the small diameter pinion gear PS meshes with the second sun gear S2. An inertial mass body 5 is integrally provided on the carrier C holding the small-diameter pinion gear PS and the large-diameter pinion gear PL, and this is an inertial element. A spring damper 6 is provided in parallel with the stepped pinion type planetary gear mechanism 20 having the above configuration. As shown in FIG. 12, the spring damper 6 is concentrically aligned with the stepped pinion type planetary gear mechanism 20 on the inner peripheral side of the stepped pinion type planetary gear mechanism 20 in the radial direction of the torsional vibration reducing device 1. They are arranged side by side. Here, "side by side" means a state in which at least a part of each of the spring damper 6 and the planetary gear mechanism 20 overlaps in the radial direction. The first sun gear S1 is connected to the drive plate 7 of the spring damper 6, and the second sun gear S2 is connected to the driven plate 8. Of the torque transmission path between the second sun gear S2 and the drive target portion 3, the clutch 13 is provided on the upstream side in the engine torque transmission direction from the position where the driven plate 8 of the spring damper 6 is connected. ing.

In the seventh embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other. As a result, the reaction force torque generated by the drive target portion 3 does not act on the second sun gear S2, so that the rotation speed increases and the second sun gear S2 shifts in the direction of the torsional torque acting with respect to the carrier C and the first sun gear S1. .. Therefore, the position of the small-diameter pinion gear PS on the circumference of the first sun gear S1 and the position of the large-diameter pinion gear PL on the circumference of the second sun gear S2 change from the initial assembly position. When the inertial torque acting on the clutch 13 is equal to or less than the frictional engaging force, the clutch rings 13A and 13B are engaged, and the assembly positions of the pinion gears PS and PL on the circumferences of the sun gears S1 and S2 are changed. It will be reset. In this way, the teeth used to transmit torque change. Therefore, the same actions and effects as those of the first to sixth embodiments can be obtained.

(8th Embodiment)
FIG. 13 is a skeleton diagram schematically showing an example of the torsional vibration reducing device according to the eighth embodiment of the present invention. In the example shown in FIG. 13, the drive plate 7 of the spring damper 6 is connected in the torque transmission path between the first sun gear S1 of the stepped pinion type planetary gear mechanism 20 shown in FIG. 12 and the engine 2. This is an example in which the clutch 13 is provided on the downstream side in the transmission direction of the engine torque.

Even in the eighth embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other. As a result, the reaction torque of the engine 2 does not act on the first sun gear S1, so that the rotation speed of the first sun gear S1 increases, and the first sun gear S1 shifts in the direction of the torsional torque acting with respect to the carrier C and the second sun gear S2. Therefore, the position of the small-diameter pinion gear PS on the circumference of the first sun gear S1 and the position of the large-diameter pinion gear PL on the circumference of the second sun gear S2 change from the initial assembly position. When the inertial torque acting on the clutch 13 is equal to or less than the frictional engaging force, the clutch rings 13A and 13B are engaged, and the assembly positions of the pinion gears PS and PL on the circumferences of the sun gears S1 and S2 are changed. It will be reset. In this way, the teeth used to transmit torque change. Therefore, the same actions and effects as those of the first to seventh embodiments can be obtained.

(9th Embodiment)
FIG. 14 is a skeleton diagram schematically showing an example of the torsional vibration reducing device according to the ninth embodiment of the present invention. In the example shown in FIG. 14, the first ring gear R1 meshes with the small diameter pinion gear PS of the stepped pinion type planetary gear mechanism 20, and the engine 2 is connected to the first ring gear R1 to serve as an input element. A second ring gear R2, which is a gear having a diameter larger than that of the first ring gear R1, is meshed with the large-diameter pinion gear PL, and the drive target portion 3 is connected to the second ring gear R2 to serve as an output element. Further, the carrier C holding the small-diameter pinion gear PS and the large-diameter pinion gear PL is integrally provided with the inertial mass body 5, which is an inertial element. A spring damper 6 is provided in parallel with the stepped pinion type planetary gear mechanism 20 having the above configuration. The first ring gear R1 is connected to the drive plate 7 of the spring damper 6, and the second ring gear R2 is connected to the driven plate 8. Of the torque transmission path between the second ring gear R2 and the drive target portion 3, the clutch 13 is provided on the upstream side in the engine torque transmission direction from the position where the driven plate 8 of the spring damper 6 is connected. ing.

In the ninth embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other. As a result, the reaction torque generated by the drive target portion 3 does not act on the second ring gear R2, so that the rotation speed increases and the second ring gear R2 shifts in the direction of the torsional torque acting with respect to the carrier C and the first ring gear R1. .. Therefore, the position of the small-diameter pinion gear PS on the circumference of the first ring gear R1 and the position of the large-diameter pinion gear PL on the circumference of the second ring gear R2 change from the initial assembly position. When the inertial torque acting on the clutch 13 is equal to or less than the frictional engaging force, the clutch rings 13A and 13B are engaged, and the assembly positions of the pinion gears PS and PL on the circumference of the ring gears R1 and R2 are changed. It will be reset. In this way, the teeth used to transmit torque change. Therefore, the same actions and effects as those of the first to eighth embodiments can be obtained.

(10th Embodiment)
FIG. 15 is a skeleton diagram schematically showing an example of the torsional vibration reducing device according to the tenth embodiment of the present invention. In the example shown in FIG. 15, the drive plate 7 of the spring damper 6 is connected in the torque transmission path between the first ring gear R1 of the stepped pinion type planetary gear mechanism 20 shown in FIG. 14 and the engine 2. This is an example in which the clutch 13 is provided on the downstream side in the transmission direction of the engine torque from the location.

Even in the tenth embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other. As a result, the reaction torque of the engine 2 does not act on the first ring gear R1, so that the rotation speed of the first ring gear R1 increases, and the first ring gear R1 shifts in the direction of the torsional torque acting with respect to the carrier C and the second ring gear R2. Therefore, the position of the small-diameter pinion gear PS on the circumference of the first ring gear R1 and the position of the large-diameter pinion gear PL on the circumference of the second ring gear R2 change from the initial assembly position. When the inertial torque acting on the clutch 13 is equal to or less than the frictional engaging force, the clutch rings 13A and 13B are engaged, and the assembly positions of the pinion gears PS and PL on the circumference of the ring gears R1 and R2 are changed. It will be reset. In this way, the teeth used to transmit torque change. Therefore, the same actions and effects as those of the first to ninth embodiments can be obtained.

(11th Embodiment)
FIG. 16 is a skeleton diagram schematically showing an example of the torsional vibration reducing device according to the eleventh embodiment of the present invention. In the example shown in FIG. 16, the output shaft of the engine 2 is connected to the carrier C of the stepped pinion type planetary gear mechanism 20 to form an input element, and the drive target unit 3 is connected to the sun gear S to form an output element. It has become. The ring gear R meshes with the small-diameter pinion gear PS held by the carrier C, and the inertial mass body 5 is integrally provided with the ring gear R to form an inertial element. Further, a carrier C holds a large-diameter pinion gear PL having a diameter larger than that of the pinion gear PS, and the sun gear S meshes with the large-diameter pinion gear PL. A spring damper 6 is provided in parallel with the stepped pinion type planetary gear mechanism 20 having the above configuration. The output shaft of the engine 2 is connected to the drive plate 7 of the spring damper 6, and the sun gear S is connected to the driven plate 8. A clutch 13 is provided upstream of the torque transmission path between the sun gear S and the drive target portion 3 in the direction of engine torque transmission from the location where the driven plate 8 of the spring damper 6 is connected. ..

In the eleventh embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other. As a result, the reaction torque by the drive target portion 3 does not act on the sun gear S, so that the rotation speed increases and the sun gear S shifts in the direction of the torsional torque with respect to the carrier C and the ring gear R. Therefore, the position of the large-diameter pinion gear PL on the circumference of the sun gear S and the position of the small-diameter pinion gear PS on the circumference of the ring gear R change from the initial assembly positions of the pinion gears PS and PL. When the inertial torque acting on the clutch 13 is equal to or less than the frictional engaging force, the clutch rings 13A and 13B are engaged, and the assembly positions of the pinion gears PS and PL on the circumference of the ring gear R and the sun gear S are changed. It will be reset. In this way, the teeth used to transmit torque change. Therefore, the same actions and effects as those of the first to tenth embodiments can be obtained.

(12th Embodiment)
FIG. 17 is a skeleton diagram schematically showing an example of the torsional vibration reducing device according to the twelfth embodiment of the present invention. The example shown in FIG. 17 shows a portion of the torque transmission path between the carrier C of the stepped pinion type planetary gear mechanism 20 shown in FIG. 16 and the engine 2 in which the drive plate 7 of the spring damper 6 is connected. This is an example in which the clutch 13 is provided on the downstream side in the transmission direction of the engine torque.

Even in the twelfth embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other. As a result, the reaction torque of the engine 2 does not act on the carrier C, so that the rotation speed of the carrier C increases, and the carrier C shifts in the direction of the torsional torque with respect to the ring gear R and the sun gear S. Therefore, the position of the small-diameter pinion gear PS on the circumference of the ring gear R and the position of the large-diameter pinion gear PL on the circumference of the sun gear S change from their initial assembly positions. When the inertial torque acting on the clutch 13 is equal to or less than the frictional engaging force, the clutch rings 13A and 13B are engaged, and the assembly positions of the pinion gears PS and PL on the circumference of the ring gear R and the sun gear S are changed. It will be reset. In this way, the teeth used to transmit torque change. Therefore, the same actions and effects as those of the first to eleventh embodiments can be obtained.

(13th Embodiment)
FIG. 18 is a skeleton diagram schematically showing an example of the torsional vibration reducing device according to the thirteenth embodiment of the present invention. In the example shown in FIG. 18, the spring damper 6 is an intermediate plate arranged between the first spring 21, the second spring 22, and the first spring 21 and the second spring 22 in the direction of torque transmission in the spring damper 6. It is equipped with 23. The first spring 21 is located on the upstream side of the second spring 22 in the torque transmission direction. The drive plate 7 and the intermediate plate 23 are connected via the first spring 21 so as to be able to rotate relative to each other at a predetermined angle. Further, the intermediate plate 23 and the driven plate 8 are connected via the second spring 22 so as to be able to rotate relative to each other at a predetermined angle. That is, the first spring 21 and the second spring 22 are connected in series via the intermediate plate 23. The first spring 21 and the second spring 22 are configured by a coil spring as an example, and are set to have substantially the same torsional rigidity (spring constant). Since other configurations are the same as those shown in FIG. 1, the same configurations as those shown in FIG. 1 are designated by the same reference numerals as those shown in FIG. 1 and the description thereof will be omitted.

In the thirteenth embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other. As a result, the reaction torque by the drive target portion 3 does not act on the sun gear S, so that the rotation speed increases and the sun gear S shifts in the direction of the torsional torque with respect to the carrier C and the ring gear R. Therefore, the position of the pinion gear P on the circumference of the sun gear S changes from the initial assembly position. When the inertial torque acting on the clutch 13 becomes equal to or less than the frictional engaging force, the clutch rings 13A and 13B are engaged, and the assembly positions of the pinion gears P on the circumference of the ring gear R and the sun gear S are reset. Will be done. In this way, the teeth used to transmit torque change. Therefore, the same actions and effects as those of the first to twelfth embodiments can be obtained.

(14th Embodiment)
FIG. 19 is a cross-sectional view schematically showing an example of the torsional vibration reducing device according to the 14th embodiment of the present invention. In the example shown in FIG. 19, the engine torque is obtained from the torque transmission path between the carrier C of the torsional vibration reduction device 1 and the engine 2 shown in FIG. 19 where the drive plate 7 of the spring damper 6 is connected. This is an example in which the clutch 13 is provided on the downstream side in the transmission direction of.

Even in the 14th embodiment, when an inertial torque exceeding the frictional engagement force of the clutch 13 acts on the clutch 13, slippage occurs and the clutch rings 13A and 13B rotate relative to each other. As a result, the reaction torque of the engine 2 does not act on the carrier C, so that the rotation speed of the carrier C increases, and the carrier C shifts in the direction of the torsional torque with respect to the ring gear R and the sun gear S. Therefore, the position of the pinion gear P on the circumference of the sun gear S changes from the initial assembly position. When the inertial torque acting on the clutch 13 becomes equal to or less than the frictional engaging force, the clutch rings 13A and 13B are engaged, and the assembly positions of the pinion gear P on the circumference of the ring gear R and the sun gear S are reset. To. In this way, the teeth used to transmit torque change. Therefore, the same actions and effects as those of the first to thirteenth embodiments can be obtained.

The present invention is not limited to the above-described embodiment, and any of the rotating elements of the planetary gear mechanisms 4, 19, and 20 may be an input element, an output element, or an inertial element. .. In short, when an inertial torque exceeding the frictional engagement force of the clutch 13 is input to the torsional vibration reducing device 1, the clutch 13 slips, so that the assembly positions of the pinion gears P in the planetary gear mechanisms 4, 19 and 20 are changed. It suffices that the clutch 13 is configured to be different before and after the operation.

1 ... torsional vibration reduction device, 2 ... engine, 3 ... drive target part, 4,19,20 ... planetary gear mechanism (differential mechanism), 5 ... additional inertial body, 6 ... spring damper (elastic body), 7 ... drive Plate (input member), 8 ... Driven plate (output member), 13 ... Clutch (slide mechanism), S ... Sun gear (1st gear, 2nd gear), R ... Ring gear (1st gear, 2nd gear), P ... Pinion gear (third gear), C ... Carrier (retainer).

Claims (7)

It is provided with a differential mechanism that performs a differential action by a first gear, a second gear, and a cage that rotatably holds a third gear that meshes with the first gear and the second gear. Any one of the first gear, the second gear, and the cage is used as an input element to which torque is input, and any one of the first gear, the second gear, and the cage. The other one is an output element that outputs the torque, and any one of the first gear, the second gear, and the cage is relative to the input element and the output element. A torsional vibration that is a rotating inertial element and in which the input element and the output element are connected via an elastic body that elastically deforms in response to a torsional torque that relatively twists and rotates the input element and the output element. In the reduction device
An input member to which the torque is input, to which the input elements are connected, and
An output member to which the output elements are connected to output the torque and
A slide mechanism provided between the input element and the input member or between the output element and the output member is provided.
When the inertial torque due to the inertial element is equal to or less than a predetermined value, the slide mechanism integrates the input element and the input member, or integrates the output element and the output member. When the inertial torque acting between the input element and the input member or between the output element and the output member exceeds the predetermined value, the input element and the input member are moved. Twisting is characterized in that it is configured to slide relative to the direction in which the torsional torque acts, or to slide the output element and the output member relative to the direction in which the torsional torque acts. Vibration reduction device. In the torsional vibration reducing device according to claim 1,
The differential mechanism is composed of a planetary gear mechanism including a sun gear, a ring gear arranged concentrically with respect to the sun gear, and a carrier holding a plurality of pinion gears that mesh with the sun gear and the ring gear.
The first gear is composed of the sun gear.
The second gear is composed of the ring gear.
The third gear is composed of the pinion gear.
The cage is composed of the carrier and
The sun gear is one of the input element and the output element.
The torsional vibration reducing device is provided between the sun gear, which is an input element, and the input member, or between the sun gear, which is an output element, and the output member. .. In the torsional vibration reducing device according to claim 1,
The differential mechanism is composed of a planetary gear mechanism including a sun gear, a ring gear arranged concentrically with respect to the sun gear, and a carrier holding a plurality of pinion gears that mesh with the sun gear and the ring gear.
The first gear is composed of the sun gear.
The second gear is composed of the ring gear.
The third gear is composed of the pinion gear.
The cage is composed of the carrier and
The ring gear is one of the input element and the output element.
The sliding mechanism is a torsional vibration reducing device provided between the ring gear which is the input element and the input member, or between the ring gear which is the output element and the output member. .. In the torsional vibration reducing device according to claim 1,
The differential mechanism is composed of a planetary gear mechanism including a sun gear, a ring gear arranged concentrically with respect to the sun gear, and a carrier holding a plurality of pinion gears that mesh with the sun gear and the ring gear.
The first gear is composed of the sun gear.
The second gear is composed of the ring gear.
The third gear is composed of the pinion gear.
The cage is composed of the carrier and
The carrier is one of the input element and the output element.
The sliding mechanism is a torsional vibration reducing device provided between the carrier and the input member, which are the input elements, or between the carrier and the output member, which are the output elements. .. In the torsional vibration reducing device according to any one of claims 1 to 4.
The slide mechanism maintains a state of being frictionally engaged with each other when the inertial torque is equal to or less than a predetermined value, and slips when the inertial torque exceeds the predetermined value. A torsional vibration reducing device characterized by having a pair of frictionally engaged members so as to be frictionally engaged with each other. In the torsional vibration reducing device according to any one of claims 1 to 5.
A torsional vibration reducing device, characterized in that the slide mechanism is arranged concentrically with the differential mechanism inside the differential mechanism in the radial direction of the differential mechanism. In the torsional vibration reducing device according to any one of claims 1 to 6.
A torsional vibration reducing device, characterized in that the elastic bodies are arranged side by side on a concentric circle with the differential mechanism inside the differential mechanism in the radial direction of the differential mechanism.

Images