JP5585377B2 - Damper device with torque limiter mechanism - Google Patents

Description

  The present invention relates to a damper device including a torque limiter mechanism that interrupts torque transmission when excessive torque is input.

Such as the input shaft or drive shaft of the crankshaft and the transmission of a vehicle engine, the vibration system of the rotating body torsional vibration is generated due to a torque fluctuation and torque fluctuation, the inertia force of the elastic force and the mass of Example Ebabane A damper device that absorbs or attenuates torque fluctuation and vibration of the vibration system is attached.

  One example thereof is described in Patent Document 1. The damper device described in Patent Document 1 is connected in series to a power transmission path between a rotating shaft of an engine and a rotating shaft of a part having a large inertia such as a clutch drum or a belt-type continuously variable transmission. ing. The damper device is provided on the engine side on the power transmission path and absorbs torque fluctuations by the inertial force of the mass body. The damper device is connected in series to the first inertial body and closer to the transmission side than the first inertial body. A first damper part that is provided and absorbs torque fluctuations and vibrations by the elastic force of the spring; and a first hysteresis part that is connected in parallel to the first damper parts and absorbs torque fluctuations and vibrations by a hysteresis torque such as a frictional force; , Connected in series to the first damper section and the first hysteresis section and provided on the transmission side of these, and when excessive torque is input to the damper device, slippage occurs to interrupt torque transmission in the power transmission path A torque limiter unit, a second damper unit connected in series to the torque limiter unit and provided closer to the transmission than the torque limiter unit, and in parallel with the second damper unit It comprises a second hysteresis portion which is continued, and a second inertial body provided connected to and transmission side of these series to the second damper portion and the second hysteresis portion. These are disposed so as to overlap in the direction of the rotation axis of the rotation shaft.

  In Patent Document 2, a clutch is interposed on the output shaft of a motor provided in the power train of the vehicle, and either the torque on the input side of the clutch or the reaction torque generated by sudden braking of the vehicle. Describes a device configured to limit the reaction torque from a power train having a large effective inertia by slipping the above-described clutch and causing it to function as a torque limiter when the value exceeds a preset value. ing.

  In Patent Document 3, in a power transmission device for a two-motor hybrid vehicle, the power distribution mechanism is configured by a single pinion type planetary gear mechanism, the carrier is an input element, the ring gear is an output element, and the sun gear is a reaction force element. And a device in which a damper device having a torque limiter mechanism is disposed in a power transmission path between the sun gear and the first electric motor (MG1) is described.

  Patent Document 4 describes a device in which a damper device is disposed in a power transmission path between an engine and a planetary gear unit that functions as a differential rotation device.

JP 2010-038312 A JP 2005-233423 A JP 2010-162969 A JP 2006-006065 A

  In the damper device described in Patent Document 1, when the engine generates torque, the torque is transmitted to the first damper portion and the first hysteresis portion via the first inertial body, and then passed through the torque limiter portion. 2 is transmitted to the damper part and the second hysteresis part, and further transmitted to the clutch drum and the transmission through the second inertial body. In the damper device described in Patent Document 1, since the second inertia body is disposed on the transmission side of the torque limiter mechanism in the power transmission path, for example, when the drive wheel slips or when the drive wheel slips When a large torque fluctuation occurs such as when the grip force is restored, the inertia torque of the second inertial body is added to the torque limiter mechanism, and excessive torque is input to the input shaft of the transmission. It will be. Therefore, in the structure described in Patent Document 1, there is a possibility that the strength of the input shaft is insufficient. Therefore, when the diameter size of the input shaft is increased to improve the strength, the diameter size of the planetary gear unit arranged on the outer peripheral side of the input shaft, the physique of the transmission, and the mass increase accordingly. As a result, the vehicle mountability of these members may be impaired, and the material cost may increase.

  The present invention has been made paying attention to the above technical problem, and provides a damper device including a torque limiter mechanism that can reduce the inertia torque generated in the input shaft and reduce the diameter size of the input shaft. It is for the purpose.

In order to achieve the above object, the invention of claim 1 is provided on a rotating shaft that transmits power generated by a driving force source to a transmission, and absorbs or attenuates torque fluctuations generated on the rotating shaft by inertial force. blocking a first inertia member and a second inertial body, a damper portion that absorbs or attenuates the torque fluctuation by the elastic force of the elastic member, a torque transmission when the torque larger than a predetermined value to the rotating shaft is input in the damper device and a torque limiter Organization, the first inertial body is provided in the drive power source side in the rotary shaft, the damper unit to the transmission side than the first inertia member in said rotary shaft The second inertial body is provided closer to the transmission than the damper portion on the rotation shaft, and the torque recovery is further on the transmission side than the second inertial body on the rotation shaft. Jitter mechanism is provided, et al is, while being power transmission connected to these between the first inertia member in the rotary shaft and the damper portion, the other on the outside of the damper portion in a radial direction of said rotary shaft The torque limiter mechanism is further provided, and the torque limiter mechanism and the other torque limiter mechanism are connected in series and arranged to overlap each other in the axial direction of the rotating shaft. To do.

According to the present invention, since the torque limiter mechanism is disposed on the transmission side of the second inertia body on the rotation shaft, the inertia limit of the second inertia body is not added to the torque limiter mechanism, and the torque limiter mechanism As a result, the inertia torque on the transmission side can be reduced. As a result, it is possible to prevent an excessive torque from being input to the rotary shaft or the transmission on the transmission side of the torque limiter mechanism. This also reduces or eliminates the need to increase the diameter of the rotating shaft and improve its strength, thereby preventing an increase in the size of the rotating shaft and transmission and increasing the size of these. Deterioration of vehicle mountability and increase in material cost can be suppressed.

Further, according to the present invention, another torque limiter mechanism can be made to function with respect to torque fluctuation, torsional vibration, or inertia torque between the first inertial body and the second inertial body. As a result, it is possible to reduce or suppress the strength required for the first inertial body, the second inertial body, and the members provided therebetween. In addition, a torque limiter mechanism and another torque limiter mechanism are provided outside the damper portion in the radial direction of the rotating shaft, and these are arranged three-dimensionally so as to overlap each other in the axial direction of the rotating shaft. Therefore, it is possible to suppress the length related to the arrangement of the rotating shaft in the axial direction, and it is possible to arrange the torque limiter mechanism, the other torque limiter mechanism, the damper portion, and the like in a compact manner. As a result, vehicle mountability can be improved.

It is a figure which shows typically the damper apparatus which concerns on this invention. It is a figure which shows typically the example which improved the structure shown in FIG. It is a figure which shows typically the example which improved the structure shown in FIG. 1 and FIG. The damper device 3 according to the present invention, is a diagram schematically showing an example of application to a high- Brides transaxle Tsumota expression. It is a figure which shows typically the example which improved the structure shown in FIG.

Next, the present invention will be specifically described. FIG. 1 schematically shows a damper device according to the present invention. The damper device 1 is for absorbing or dampening torque fluctuations generated in the rotating body and torsional vibration caused by the torque fluctuations as described above, and therefore, for example, the output shaft 2 of the driving force source, the transmission, and the transaxle. The input shaft 3 is connected to the input shaft 3 so that power can be transmitted. In the example shown in FIG. 1, the damper device 1 is provided on the output shaft 2, and includes a flywheel 4 that functions as a flywheel and absorbs or buffers torque fluctuations on the driving force source side of the output shaft 2. Yes. Flywheel 4 has, for example, a predetermined mass. In FIG. 1, the flywheel 4 is provided so as to rotate about the rotation axis of the output shaft 2 and to rotate integrally with the output shaft 2. The flywheel 4 corresponds to the first inertial body according to the present invention. A damper portion 5 that is integrated with the flywheel 4 and that absorbs or attenuates torque fluctuations or torsional vibrations caused by torque fluctuations by the elastic force of the elastic member is provided on the input shaft 3 side of the flywheel 4.

  In the example shown in FIG. 1, the damper portion 5 is provided on the opposite side of the flywheel 4 from the driving force source so as to be able to rotate integrally with the flywheel 4 and on the inner side in the radial direction of the flywheel 4. ing. The damper unit 5 includes an annular drive plate 6 that is a rotating body on the input side, a damper spring 7 formed by, for example, a compression coil spring, and a driven plate 8 that is a rotating body on the output side of the damper unit 5. ing. The drive plate 6 and the driven plate 8 rotate relative to each other, and the damper spring 7 is held between the drive plate 6 and the driven plate 8. When the drive plate 6 and the driven plate 8 are rotated relative to each other, that is, when the plates 6 and 8 are twisted, the damper spring 7 is compressed by the plates 6 and 8, and the elastic force of the damper spring 7 is compressed. By absorbing the twist, the vibration due to the twist is attenuated. A bearing 9 is provided between the driven plate 8 and the output shaft 2 so that the driven plate 8 and the output shaft 2 rotate relative to each other.

  An inertial body 11 is connected to the driven plate 8 via the output member 10 of the driven plate 8 so as to be rotatable together with the driven plate 8. In the example shown in FIG. 1, an inertial body 11 is provided outside the output member 10 that rotates relative to the output shaft 2 in the radial direction and integrated with the output member 10. The inertial body 11 is, for example, a ring shape. And is configured to rotate about the rotation axis of the output shaft 2. Further, the inner circumferential circle of the inertial body 11 is disposed outside the damper portion 5 in the radial direction of the output shaft 2, and the radius of the outer circumferential circle with respect to the rotation axis of the output shaft 2 is the flywheel 4 that is the first inertial body. It is the same as the radius of the outer circle. The inertial body 11 functions as a flywheel and absorbs or attenuates torque fluctuations generated in the output shaft 2 due to the inertial force or torsional vibration caused by torque fluctuations, and thus has a predetermined mass. . This inertial body 11 corresponds to a second inertial body according to the present invention.

  A torque limiter mechanism 12 is provided integrally with the inertial body 11. In the example shown here, the torque limiter mechanism 12 is provided between an annular drive plate 13 provided integrally with the inertial body 11, a driven plate 14 sandwiched between the drive plates 13, and these plates 13, 14. A friction material (not shown). The torque limiter mechanism 12 transmits torque by sandwiching the driven plate 14 by the drive plate 13, and when excessive torque acts between them, the torque is generated between the drive plate 13 and the driven plate 14 to generate torque. The transmission is cut off. For example, the driven plate 14 is integrally connected to the input shaft 3 by being fitted into a spline formed on the input shaft 3.

  Therefore, in the damper device 1 configured as shown in FIG. 1, the torque limiter mechanism 12 is provided closer to the input shaft 3 than the inertial body 11 in the output shaft 2, so that the inertial body 11 inertia is provided in the torque limiter mechanism 12. Torque is not added, and the inertia torque of the input shaft 3 can be reduced. As a result, an excessive torque can be prevented from being input to the input shaft 3. This also reduces or eliminates the need for increasing the diameter size of the input shaft 3 and improving its strength, thus increasing the size of the transmission and the transaxle as the diameter size of the input shaft 3 increases. Can be suppressed. And the deterioration of vehicle mounting property and the increase in material cost by these physiques increase can be suppressed.

  FIG. 2 schematically shows an example in which the configuration shown in FIG. 1 is improved. The example shown here is an example in which a torque limiter mechanism is further provided integrally with the flywheel 4. A torque limiter mechanism 15 is provided integrally with the damper portion 5 in the radial direction of the output shaft 2 and on the input shaft 3 side of the flywheel 4. The torque limiter mechanism 15 and the torque limiter mechanism 12 described above are disposed so as to overlap in the rotation axis direction of the output shaft 2. The torque limiter mechanism 15 includes an annular drive plate 16 integrated with the flywheel 4, a driven plate 17 sandwiched between the drive plates 16, and these plates, similarly to the torque limiter mechanism 12 described above. And a friction material (not shown) provided between 16 and 17, and when the driven plate 17 is sandwiched by the drive plate 16 to transmit torque, excessive torque acts between them. Sliding occurs between the drive plate 16 and the driven plate 17 to interrupt torque transmission. This torque limiter mechanism 15 corresponds to another torque limiter mechanism according to the present invention.

  Therefore, in the damper device 1 configured as shown in FIG. 2, the torque limiter mechanism 12 is provided on the input shaft 3 side of the inertial body 11 in the output shaft 2, so that the inertia torque of the input shaft 3 is reduced. That is, an excessive torque can be prevented from being input to the input shaft 3. Further, the damper device 1 shown in FIG. 2 has a so-called dual limiter structure, and the torque limiter mechanism 15 responds to torque fluctuation, torsional vibration, or inertia torque input between the flywheel 4 and the inertial body 11. Therefore, the strength required for a member provided between the flywheel 4 and the inertial body 11 can be reduced or suppressed. Furthermore, the torque limiter mechanism 15 is disposed outside the damper portion 5 in the radial direction of the output shaft 2, and the two torque limiter mechanisms 12 and 15 are disposed so as to overlap in the rotation axis direction of the output shaft 2. Therefore, the length of the damper device 1 in the axial direction can be suppressed. That is, the flywheel 4, the damper unit 5, the torque limiter mechanisms 12, 15 and the like can be arranged in a compact manner. As a result, the vehicle mountability of the damper device 1 can be improved.

  FIG. 3 schematically shows an example in which the configuration shown in FIGS. 1 and 2 is improved. The example shown here is an example in which a damper portion is further provided between the torque limiter mechanism 12 and the input shaft 3 to absorb or attenuate torque fluctuation or torsional vibration caused by torque fluctuation by the elastic force of the elastic member. A damper portion 18 is provided integrally with the driven plate 14 of the torque limiter mechanism 12. The damper portion 18 is disposed outside in the radial direction of the output shaft 2 and overlaps the damper portion 5 in the rotational axis direction of the output shaft 2. The damper portion 18 is configured in the same manner as the damper portion 5 described above, and is formed by an annular drive plate 19 that is an input side rotating body provided integrally with the driven plate 14 and a compression coil spring. A damper spring 20 and a driven plate 21 which is a rotating body on the output side. The drive plate 19 and the driven plate 21 rotate relative to each other, and the damper spring 20 is held between them. Accordingly, when the drive plate 19 and the driven plate 21 are rotated relative to each other, that is, a twist is generated between the plates 19 and 21, the damper spring 20 is compressed by the plates 19 and 21, and the elastic force of the damper spring 20 is compressed. By absorbing the twist, the vibration due to the twist is attenuated. The driven plate 21 is integrally connected to the input shaft 3 by being fitted into a spline formed on the input shaft 3.

  Therefore, in the damper device 1 configured as shown in FIG. 3, the torque limiter mechanism 12 is provided closer to the input shaft 3 than the inertial body 11 in the output shaft 2, thereby reducing the inertia torque of the input shaft 3. That is, an excessive torque can be prevented from being input to the input shaft 3. Further, by providing the damper portion 18 between the torque limiter mechanism 12 and the input shaft 3, the damper device 1 has a so-called dual spring structure, and more effectively absorbs torque fluctuations or torsional vibrations of the driving force source. Can be attenuated. Furthermore, since the two damper portions 5 and 18 are disposed so as to overlap in the rotational axis direction of the output shaft 2, the length of the damper device 1 in the axial direction can be suppressed. That is, the flywheel 4, the damper parts 5, 18, the torque limiter mechanisms 12, 15 and the like can be arranged in a compact manner, and as a result, the vehicle mountability of the damper device 1 can be improved.

4, the damper device 3 according to the present invention, the example of applying the high- Brides transaxle Tsumota type schematically shown. The hybrid transaxle 22 has a predetermined casing (not shown), and an internal combustion engine 23 is provided therein as a driving force source. The internal combustion engine 23 is a power engine that outputs power by burning fuel such as a gasoline engine, a diesel engine, or a natural gas engine. The internal combustion engine 23 is hereinafter referred to as an engine 23.

  The above-described damper device 1 is provided on the output shaft 2 of the engine 23. As described above, the damper device 1 is for absorbing or dampening torque fluctuations generated in the rotating body and torsional vibration caused by torque fluctuations. Therefore, in the example shown in FIG. 4, FIG. 1, FIG. 2, FIG. The damper device 1 having any configuration shown in FIG.

  The output shaft 2 is connected to the power distribution mechanism 24 via the damper device 1. The power distribution mechanism 24 is a so-called differential mechanism configured to perform a differential action by three rotating elements, and these three rotating elements are gears and rollers. In the example shown in FIG. 4, the power distribution mechanism 24 is configured by a single pinion type planetary gear mechanism. Therefore, the power distribution mechanism 24 is disposed between the sun gear 25 that is an external gear, the ring gear 26 that is an internal gear disposed concentrically with the sun gear 25, and the sun gear 25 and the ring gear 26. A carrier 28 that supports the pinion gear 27 meshing with the sun gear 25 and the ring gear 26 so as to rotate and revolve is provided as a rotating element.

The output shaft 2 of the engine 23 is connected to the carrier 28 so that power can be transmitted, and the carrier 28 is an input element. The sun gear 25 is adapted to receive a reaction force against the first motor generator (MG1) 29 are connected, the first motor generator 29 is input element carrier 28. The first motor / generator 29 is a permanent magnet type synchronous motor as an example, and includes a stator 30 fixed to a casing (not shown) and a rotor 31 provided inside the stator 30. ing. The rotor 31 is connected to the sun gear 25. The first motor / generator 29 is connected to a power storage device via an inverter or the like, although not shown in detail. The first motor / generator 29 functions as a motor when electric power is supplied from the power storage device, and is configured to generate electric power and charge the power storage device by being forcibly rotated.

  An output shaft 32 is integrated with the ring gear 26 that is an output element, and a counter gear 33 is provided on the output shaft 32. The counter gear 33 meshes with the counter driven gear 34, and this counter driven gear 34 is arranged in parallel with the rotating shaft (carrier shaft) 3 of the carrier 28, that is, in parallel with the input shaft 3 of the hybrid transaxle 22, so as to be rotatable. The counter shaft 35 is provided. The counter shaft 35 is provided with an output gear 36, and the output gear 36 meshes with a diffring gear 37. The differential ring gear 37 is a gear integrated with a differential case of a differential gear 38 that is a final reduction gear, and is thus configured to transmit drive torque from the differential gear 38 to left and right drive wheels (not shown). ing.

  The counter driven gear 34 meshes with the gear 39, and the second motor / generator (MG 2) 40 is connected to the gear 39. The second motor / generator 40 is constituted by a permanent magnet type synchronous motor as an example, similar to the first motor / generator 29 described above, and a stator 41 fixed to a casing (not shown), And a rotor 42 provided inside the stator 41. The rotor 42 is connected to the gear 39 so that power can be transmitted. Further, although not shown in detail, the second motor / generator 40 is connected to the power storage device via an inverter or the like, and functions as a motor when the power is supplied from the power storage device, and forcibly rotates. As a result, power is generated and the power storage device is charged. That is, the hybrid transaxle 22 shown in FIG. 4 has a configuration in which an engagement / release element such as a clutch is not disposed in a power transmission path from the engine 23 to the drive wheels, and the engine 23 and the drive wheels are mechanically directly connected. It has become.

  Therefore, in the above-described configuration, the damper device 1 has a so-called dual mass structure. Therefore, in the hybrid transaxle 22 having the configuration shown in FIG. 4, the second motor / generator 40 does not generate torque (that is, Even if MG2 torque≈0 (zero)), it is possible to prevent or suppress deterioration of the vibration characteristics and more effectively absorb or attenuate torque fluctuation or torsional vibration resulting therefrom. As a result, it is possible to reduce the muffled noise and rattling noise in such a drive system. Further, since the torque limiter mechanism 12 is provided closer to the input shaft 3 than the inertial body 11, the inertia torque of the input shaft 3 can be reduced.

  FIG. 5 schematically shows an example in which the configuration shown in FIG. 4 is improved. The example shown here is an example in which a torque limiter mechanism is provided between the sun gear of the power distribution mechanism and the first motor / generator. The damper device 1 is for absorbing or dampening the torque fluctuations generated in the rotating body and the torsional vibration caused by the torque fluctuations as described above. Therefore, in the example shown in FIG. The damper device 1 having any configuration shown in FIG.

  A torque limiter mechanism 43 is provided directly connected to the rotation shaft of the sun gear 25, that is, the rotation shaft of the rotor 31 of the first motor / generator 29. The torque limiter mechanism 43 has the same configuration as the torque limiter mechanisms 12 and 15 described above, and an annular drive plate 44 provided integrally with the rotation shaft of the sun gear 25, and a driven sandwiched between the drive plates 44. A plate 45 and a friction material (not shown) provided between the plates 44, 45, and the drive plate 44 sandwiches the driven plate 45 to transmit torque. When a strong torque is applied, a slip is generated between the drive plate 44 and the driven plate 45 to interrupt torque transmission.

  Therefore, in the above-described configuration, the torque limiter mechanism 43 is provided between the power distribution mechanism 24 and the first motor / generator 29, so that an excessive inertia torque is input to the input shaft 3 and the power distribution mechanism 24. Can be prevented or suppressed. Further, since the torque limiter mechanism 43 is directly connected to the first motor / generator 29 that receives the reaction force in the power distribution mechanism 24, its torque capacity is equal to the reaction force torque received by the first motor / generator 29. The torque capacity can be equivalent to or comparable to the torque capacity. Therefore, the torque limiter mechanism 43 only needs to be configured to function as a torque limiter when a torque exceeding the torque capacity corresponding to the reaction torque received by the first motor / generator 29 is input. For example, the torque capacity shared by the first motor / generator 29 and the torque limiter mechanism 43 can be kept small, and the configuration can be reduced in size. Furthermore, in the configuration shown in FIG. 5, the torque limiter mechanism 43 is disposed between the power distribution mechanism 24 and the first motor / generator. The torque limiter mechanisms 12 and 15 can be omitted from the damper device 1 having the configuration shown in FIG. As a result, it is not necessary to dispose the torque limiter mechanism while three-dimensionally avoiding the damper portion 5 and the inertial body 11, and the degree of freedom of disposition of the torque limiter mechanism can be improved.

  Therefore, according to the present invention, since the torque limiter mechanism is provided on the input shaft side of the transmission and the transaxle rather than the inertia body in the damper device, the inertia shuttle of the inertia body is added to the torque limiter mechanism, and the input shaft It is possible to prevent or suppress the input of excessive inertia torque. As a result, measures such as increasing the diameter size of the input shaft and improving its strength can be suppressed. Moreover, since the increase in the physique of a transmission and a transaxle accompanying the increase in the diameter size of an input shaft can be suppressed by this, mountability of these vehicles can be improved.

  DESCRIPTION OF SYMBOLS 1 ... Damper apparatus, 2 ... Output shaft, 3 ... Input shaft, 4 ... Flywheel, 11 ... Inertial body, 12, 15, 43 ... Torque limiter mechanism, 22 ... Hybrid transaxle, 23 ... Engine.

Claims (1)

A first inertial body and a second inertial body that are provided on a rotating shaft that transmits power generated by the driving force source to the transmission and absorbs or attenuates torque fluctuations generated on the rotating shaft by inertial force, and elastically absorbs the torque fluctuations. in the damper device including a damper unit that absorbs or attenuated by the elastic force of the member, and a torque limiter Organization for blocking torque transmission when input torque equal to or greater than a predetermined value to the rotating shaft,
The first inertial body is provided on the driving force source side of the rotating shaft, the damper part is provided on the transmission side of the first inertial body on the rotating shaft, and the damper part on the rotating shaft the transmission side said second inertial body is provided, the torque limiter mechanism is provided, et al further to the transmission side than the second inertia body in the rotation axis also,
The first inertial body and the damper portion of the rotating shaft are connected to each other so that power can be transmitted to them, and another torque limiter mechanism is further provided outside the damper portion in the radial direction of the rotating shaft. And
The damper device provided with the torque limiter mechanism, wherein the torque limiter mechanism and the other torque limiter mechanism are connected in series and are arranged so as to overlap each other in the axial direction of the rotating shaft .

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