JP5585498B2 - Torsional vibration damping device - Google Patents

Description

  The present invention relates to a torsional vibration damping device, and more particularly, to a torsional vibration damping device that is mounted on a vehicle and includes a first elastic member for suppressing a rattling noise between a boss and a hub flange.

  Conventionally, a torsion that absorbs torsional vibration between a drive source and a drive transmission system having a transmission gear set while transmitting rotational torque from the drive source by connecting to a drive source such as an internal combustion engine or an electric motor with wheels or the like. Vibration damping devices are known.

  This torsional vibration damping device includes, for example, a clutch disk that is fastened and released (connected / disconnected) to a flywheel on the drive source side, a pair of disk plates provided radially inward of the clutch disk, and a transmission The hub member is connected to the input shaft so as not to rotate and is movable in the axial direction, and includes a hub member provided between the disk plates, and an elastic member that elastically connects the disk plate and the hub member in the circumferential direction. Yes.

  The hub member has a cylindrical boss that is spline-engaged with the input shaft, and a disk-shaped hub flange that extends radially outward from the boss. The elastic member is composed of a single coil spring. The coil spring is housed in a window hole formed in the hub flange, and both ends in the circumferential direction are supported in the circumferential direction. Are supported in the circumferential direction by windows formed in the disk plate.

  In the torsional vibration damping device having such a configuration, when the clutch disk and the pair of disk plates and the hub member rotate relative to each other, the coil spring is circumferentially moved between the clutch disk, the pair of disk plates and the hub member. By being compressed in the direction, the torsional vibration input to the input shaft from the clutch plate via the hub member is absorbed and damped by the coil spring.

  By the way, as noise on the transmission side generated by torsional vibration, abnormal noise during idling and abnormal noise during running are known. Therefore, in order to absorb the torsional vibration that causes each abnormal noise, it is necessary to appropriately set the torsional characteristics of the torsional vibration damping device.

  Here, the noise during idling is called rattling that occurs when a gear pair in an unloaded state collides due to torsional vibration caused by rotational fluctuation caused by torque fluctuation of the driving source during idling after shifting to neutral. An unusual noise, a so-called rattling sound, is known.

  In addition, as an abnormal noise during traveling, the idle gear pair of the transmission gear set is caused by torsional vibration caused by rotational fluctuation caused by torque fluctuation of the drive source or torsional resonance of the drive transmission system during acceleration / deceleration of the vehicle. There is a known jagged noise generated by a collision, a so-called jagged sound.

  Conventionally, as a torsional vibration damping device in which torsional characteristics are appropriately set, for example, a device described in Patent Document 1 is known.

  This torsional vibration damping device divides a cylindrical boss constituting the driven side rotating member and a disk-shaped hub flange extending radially outward from the boss into two parts, and the outer periphery of the boss and the inner part of the hub flange are divided into two parts. A small coil spring having a small spring rigidity that absorbs torsional vibration between the boss and the hub flange is interposed on the periphery.

  In this torsional vibration damping device, only the small coil spring is compressed in the first-stage torsional characteristic region in which the torsion angle between the disk plate and the hub member does not occur during idling when shifting to neutral. As a result, the region where the twist angle is small is made low in rigidity, and the generation of the rattling sound is suppressed.

  In the second stage torsional characteristic region where the torsion angle is large, only the elastic member interposed between the disk plate and the hub member is compressed, so that the rate of increase in torque is increased. By trying to suppress the Jara sound. That is, multistage torsional characteristics can be obtained.

  By the way, in this torsional vibration damping device, it is necessary to increase the torsional rigidity of the small spring in order to prevent rattling noise. However, if the torsional rigidity of the small spring is increased, there will be play between the boss and the hub flange. Will do.

  For this reason, a rattling noise is generated that closes backlash of the meshing gears in a drive transmission system including a transmission, a differential gear, a drive shaft and the like to which the rotational torque of the internal combustion engine is transmitted.

  In addition to this, when the accelerator pedal is quickly turned on and off at a low opening, a so-called squealing phenomenon occurs in which the vehicle body swings back and forth due to torsional vibration of the drive transmission system. This scuffle phenomenon occurs when the torque of the drive transmission system, including the rigidity of the small spring, is low, and the torque transmitted to the tire is transmitted from the tire side to the drive transmission system. As a result of excessive torque being generated, it is known that a longitudinal vibration that greatly swings the vehicle body back and forth transiently occurs.

  A clutch disk as shown in Patent Document 2 is known as a means for preventing such a gear hitting sound and a vehicle scooping phenomenon.

  This clutch disc has a hub division in which an outer hub flange and an inner hub (boss) are splined in a rotational direction via a predetermined gap, and an elastic member for a pre-damper is interposed between the outer hub flange and the inner hub. Type clutch disc is arranged parallel to the side position of the outer hub flange and in a relatively rotatable manner, and the spline teeth are connected to the spline teeth of the inner hub via a predetermined gap in the same manner as the outer hub flange. The lock member, a lock arm whose one end is pivotally supported on the side surface of the outer hub flange on the lock member side, and rotatable in the radial direction, and interposed between the outer hub flange and the lock arm and locked. An elastic member that biases the other end of the arm toward the center of the hub, and an arm portion that is provided integrally with the lock member and that can be engaged with the other end of the lock arm.

In this clutch disk, when the clutch disk rotates at a low speed, a predetermined gap is maintained between the spline teeth of the inner hub and the spline teeth of the outer hub flange and the lock member, and the operation of the elastic member for the pre-damper is allowed. The
Further, when the clutch disk rotates at a high speed, the lock arm is rotated against the urging force of the elastic member by centrifugal force, and the other end of the lock arm presses the arm of the lock member, so that the lock member becomes the outer hub flange. The elastic hub is locked against the inner hub by sandwiching the spline teeth of the inner hub by the spline teeth of the outer hub flange and the lock member so that the elastic deformation of the elastic member cannot be allowed. It has become.

  For this reason, the backlash between the inner hub and the outer hub flange can be reduced when the clutch disk rotates at high speed, and it is possible to suppress the occurrence of rattling noise that closes backlash of the gear meshing with the drive transmission system. In addition, it is possible to suppress the vehicle squealing phenomenon when the accelerator pedal is quickly turned on and off at a low opening.

JP 2001-304341 A Japanese Patent Publication No. 6-76812

  However, in such a conventional clutch device, the lock arm is rotated against the urging force of the elastic member due to the centrifugal force caused by the high-speed rotation of the clutch disk, and the other end of the lock arm moves the arm of the lock member. Since the outer hub flange is locked to the inner hub by pressing, the lock arm is resisted against the urging force of the elastic member in an area where the centrifugal force is low such that the clutch disk is rotating at a low speed. It cannot be rotated.

  For this reason, the outer hub flange cannot be locked to the inner hub, and backlash between the outer hub flange and the inner hub cannot be performed.

  Therefore, when the clutch disc is connected to or disconnected from the flywheel during low-speed driving of the vehicle, or when the accelerator is suddenly turned on or off during low-speed driving of the vehicle, the clutch disc suddenly becomes large. When the rotational torque is transmitted from the internal combustion engine to the drive transmission system, there is a problem that it is not possible to suppress the rattling noise of the drive transmission system and the vehicle's squealing phenomenon.

  The present invention has been made in order to solve the above-described conventional problems. When the first rotating member and the second rotating member are rotated at a low speed, the first rotating member or the second rotating member is momentarily applied. It is an object of the present invention to provide a torsional vibration damping device capable of closing backlash between a hub member and a hub flange when a large rotational torque is inputted.

  In order to achieve the above object, the torsional vibration damping device according to the present invention is (1) a boss whose inner peripheral portion is connected to a rotating shaft, and a spline fitting to the boss through a predetermined gap in the rotational direction of the boss. A hub flange provided radially outward with respect to the boss, and interposed between the boss and the hub flange, and the boss and the hub flange are formed so as to form the predetermined gap. A first rotating member having a first elastic member biased in a rotating direction; a lock member attached to a side surface of the hub flange so as to be rotatable relative to the hub flange; and the first rotating member A second rotary member provided so as to be relatively rotatable and receiving rotational torque; and interposed between the first rotary member and the second rotary member; and the first rotary member and the second rotary member. The two rotating members have rotated relative to each other. A second elastic member for transmitting power between the first rotating member and the second rotating member by elastically deforming the first rotating member, and an end portion attached to the second rotating member; A link member having a second end portion attached to the lock member and swingable about a swing fulcrum provided on the hub flange; and a biasing member for applying a biasing force to the link member; When the link member is urged by the urging member, the hub flange is disengaged from the boss to allow elastic deformation of the first urging member, and the second member By rotating the lock member relative to the hub flange against the urging force of the urging member when a rotation torque greater than a predetermined torque is applied to the rotation member or the boss, the hub flange is From what engages the boss It has been made.

  In this torsional vibration damping device, when the link member is urged by the urging member, the hub flange is disengaged from the boss to allow elastic deformation of the first elastic member. By rotating the hub flange and the hub relative to each other, the first-stage low-rigidity torsion characteristic can be generated.

  As a result, when the torsional vibration damping device is applied to a vehicle, it is possible to suppress the rattling noise during idling when shifting to neutral.

  In addition, when a rotational torque greater than a predetermined torque is applied to the second rotating member or the boss, the hub flange is moved to the boss by rotating the lock member relative to the hub flange against the urging force of the urging member. Therefore, the hub flange and the boss can be loosely packed to prevent the first elastic member from being elastically deformed, and the hub flange and the boss can be rotated integrally.

  For this reason, the urging force of the urging member is applied when a large rotational torque is suddenly applied to the first rotating member or the second rotating member during the low rotation of the first rotating member and the second rotating member. If the urging force is set so that the member can operate against the urging force of the urging member, the accelerator is suddenly accelerated when the clutch device is connected / disconnected during low-speed running of the vehicle or when the vehicle is running at low speed. When a large rotational torque is suddenly transmitted from the internal combustion engine to the drive transmission system when the first rotating member and the second rotating member are rotating at low speed, such as when turning on / off the engine, the hub flange and the boss Backlashing can be performed to generate a second-stage torsion characteristic in which the first rotating member and the second rotating member rotate relative to each other via the second elastic member.

  In this way, when the vehicle is traveling at a low speed, etc., the backlash of the meshing gear of the drive transmission system composed of the transmission, the differential device, the drive shaft, etc. can be reduced, and the rattling noise of the drive transmission system can be reduced. It can be prevented from occurring.

  In addition, it is possible to suppress the occurrence of a vehicle scooping phenomenon when the accelerator pedal is quickly turned on and off at a low opening.

  In the torsional vibration damping device described in (1) above, (2) a first spline portion formed on the outer peripheral portion of the boss and an inner peripheral portion of the hub flange, and a predetermined direction in the rotation direction of the boss. A second spline portion that is spline-fitted to the first spline portion via a gap between the first spline portion and an inner peripheral portion of the lock member, and the first spline portion via a predetermined gap in the rotation direction of the boss. A third spline portion that is spline-fitted to the spline portion of the boss, and the link member has a first spline portion of the boss and the lock member when a biasing force is applied by the biasing member. The first biasing member is allowed to be elastically deformed by rotating the lock member relative to the hub flange so as to maintain the predetermined gap with the third spline portion. Link member When a rotational torque greater than or equal to a predetermined torque is applied to the second rotating member or the boss, the locking member is rotated relative to the hub flange against the biasing force of the biasing member, and the first The first spline portion is sandwiched between two spline portions and the third spline portion to engage the hub flange with the boss.

  In this torsional vibration damping device, when a rotational torque greater than a predetermined torque is applied to the second rotating member or boss, the link member rotates the lock member relative to the hub flange against the biasing force of the biasing member. Since the hub flange is engaged with the boss by sandwiching the first spline portion with the second spline portion and the third spline portion, backlash between the hub flange and the boss is performed to achieve the first elasticity. The member can be prevented from being elastically deformed, and the hub flange and the boss can be rotated integrally.

  In the torsional vibration damping device according to the above (2), (3) the link member has one end attached to the second rotating member and is centered on a first swing fulcrum provided on the hub flange. A first link member that swings, and a first end that is swingably attached to the other end of the first link member and a second end that is attached to the lock member and is provided on the hub flange. And a second link member that swings about two swing fulcrums. The urging member has one end attached to the first link member or the second link member and the other. An end portion is attached to the hub flange and is configured to apply a predetermined urging force to the link member.

  In this torsional vibration damping device, the link member moves the lock member against the urging force of the urging member regardless of whether the second rotating member or the boss is applied with a rotational torque of a predetermined torque or more. The hub flange can be engaged with the boss by causing the second spline portion and the third spline portion to sandwich the first spline portion.

  Therefore, the hub flange and the boss are loosely packed at any time during acceleration and deceleration to prevent the first elastic member from being elastically deformed, and the hub flange and the boss are rotated integrally. be able to.

  In the torsional vibration damping device described in (3) above, (4) the second rotating member includes a pair of disk plates provided on both axial sides of the first rotating member, and the pair of disk plates. A connecting member to be connected, and one end of the first link member is swingably attached to the connecting member.

  In this torsional vibration damping device, since one end portion of the first link member is swingably attached to a connecting member that connects a pair of disk plates, the first link member is utilized using the connecting member that connects the disk plates. One end of the link member can be connected to the disk plate, and the increase in the number of parts of the link member can be prevented, and the manufacturing cost of the link member can be prevented from increasing.

  In the torsional vibration damping device according to any one of (1) to (4), (5) rotational torque is transmitted from the internal combustion engine to the second rotating member, and the first rotating member is driven via the rotating shaft. It is comprised from what outputs rotational torque to a transmission system.

  In this torsional vibration damping device, when the link member is urged by the urging member, the hub flange is disengaged from the boss and the first elastic member is allowed to be elastically deformed. In this case, the hub flange and the hub can be relatively rotated by elastically deforming the first elastic member. For this reason, the low rigidity torsion characteristic of the first stage can be generated, and the rattling noise can be suppressed.

  In addition, when a rotational torque greater than a predetermined torque is transmitted between the internal combustion engine and the drive transmission system, the hub flange and the boss are loosened so that the first rotating member and the second rotating member are A second-stage torsion characteristic that rotates relative to the second elastic member can be generated.

  For this reason, it is possible to close the backlash of the gear meshed with the drive transmission system when the vehicle is traveling at a low speed, and it is possible to prevent the rattling noise of the drive transmission system from being generated. In addition, it is possible to suppress the occurrence of a vehicle scooping phenomenon when the accelerator pedal is quickly turned on and off at a low opening.

  According to the present invention, when a large rotational torque is instantaneously input to the first rotating member or the second rotating member when the first rotating member and the second rotating member are rotated at a low speed, the hub member and the hub It is possible to provide a torsional vibration damping device capable of filling a backlash with a flange.

It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a front view of a torsional vibration damping device. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is AA direction arrow sectional drawing of FIG. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a figure which shows the state of a torsional vibration damping device when a big rotational torque is added to the torsional vibration damping device suddenly. It is a figure which shows one Embodiment of the torsional vibration damping device which concerns on this invention, and is a figure which shows the torsion characteristic of a torsional vibration damping device.

Hereinafter, embodiments of a torsional vibration damping device according to the present invention will be described with reference to the drawings.
1 to 4 are diagrams showing an embodiment of a torsional vibration damping device according to the present invention, and an example in which the torsional vibration damping device 10 is applied to the clutch device 1 will be described.

First, the configuration will be described.
1 and 2, a torsional vibration damping device 10 is provided with a hub member 11 as a first rotating member, and is provided coaxially with the hub member 11, and is disposed so as to be relatively rotatable with respect to the hub member 11. Disc plates 12 and 13 as two rotating members, a plurality of coil springs 14 as second springs elastically connecting the hub member 11 and the disc plates 12 and 13 in the circumferential direction, and respective coil springs 14 and the spring seats 15 and 16 which support the hub member 11.

  The hub member 11 includes a boss 17 and a hub flange 18 projecting radially outward from the boss 17. An input shaft of a transmission included in a drive transmission system (not shown) is provided on the inner peripheral portion of the boss 17. 37 is spline-fitted. In the present embodiment, the input shaft 37 constitutes a rotating shaft.

  The drive transmission system includes a drive line from the torsional vibration damping device 10 such as a transmission, a differential device, and a drive shaft to the drive wheels.

  In addition, a spline 17a as a first spline portion is formed on the outer peripheral portion of the boss 17, and a spline 18a is formed on the inner peripheral portion of the hub flange 18, and the spline 17a is connected to the spline 18a. And are spline-fitted through a predetermined gap in the circumferential direction.

  Further, a small spring 19 as a first elastic member is interposed between the outer peripheral portion of the boss 17 and the inner peripheral portion of the hub flange 18, and the small spring 19 has lower spring rigidity than the coil spring 14. And absorbs minute torsional vibrations generated between the boss 17 and the hub flange 18. At this time, the boss 17 and the hub flange 18 are relatively rotated by the clearance in the circumferential direction between the splines 17a and 18a.

  For this reason, when the variable torque of the internal combustion engine is small, that is, when the hub member 11 and the disk plates 12 and 13 are not twisted, such as when shifting to neutral in the idle state, the transmission of the transmission in an unloaded state Generation of rattling noise, that is, so-called rattling noise, from the gear pair can be suppressed.

  The disk plates 12 and 13 are disposed on both sides in the axial direction of the hub member 11, and the disk plates 12 and 13 are connected by pins 29 as connecting members on the outer peripheral side in the radial direction.

A plurality of spring accommodating holes 20 are formed in the hub flange 18, and a plurality of window holes 21 and 22 are formed in the disk plates 12 and 13 so as to face the spring accommodating holes 20, respectively. The coil spring 14 is accommodated in the interior of the window 20 and the window holes 21 and 22.
The spring accommodating hole 20 is constituted by an opening surrounded by the hub flange 18, and the window holes 21 and 22 are constituted by openings surrounded by the disk plates 12 and 13.

  The spring seat 15 and the spring seat 16 are configured to support the circumferential end surface of the coil spring 14 on the circumferential end portion of the spring accommodating hole 20 of the hub member 11. The circumferential direction is the same direction as the rotation direction of the disk plates 12 and 13 and the hub member 11, and the radial direction is the same direction as the radial direction of the disk plates 12 and 13 and the hub member 11.

  Further, the circumferential end portions 20a and 20b of the spring accommodating hole 20 are engaged with the back surfaces of the spring seats 15 and 16, and the spring seats 15 and 16 receive the urging force of the coil spring 14 and the spring seats 15 and 16 are springs. The spring seats 15, 16 are engaged with the circumferential ends 20 a, 20 b of the spring accommodation hole 20 with a strong pressing force by being biased by the circumferential ends 20 a, 20 b of the accommodation hole 20. 15 and 16 are attached to the hub flange 18 of the hub member 11.

  The window holes 21 and 22 have circumferential end portions 22a and 22b (the window hole 21 is not shown, but the window hole has the same shape as the circumferential end portions 22a and 22b). 16 and the spring seats 15, 16 are arranged at the circumferential ends 20 a, 20 b of the spring receiving hole 20 and the circumferential ends 22 a, 22 b of the window holes 21, 22 and the coil spring 14. It will be arranged between the direction end faces.

  That is, the coil spring 14 is interposed between the disk plates 12 and 13 and the hub flange 18, and elastically deforms when the disk plates 12 and 13 and the hub member 11 rotate relative to each other, whereby the disk plate Power is transmitted while absorbing vibration between the hub members 11 and 13 and the hub member 11.

  An inner periphery of an annular cushioning plate 23 is connected to the outer periphery of the disk plate 12, and the disk plate 12 and the cushioning plate 23 are connected by a rivet 24.

  On the both sides in the axial direction of the cushioning plate 23, annular friction materials 26a, 26b are fixed by rivets 25. These friction materials 26a, 26b constitute a clutch disk and are fixed to the crankshaft of the internal combustion engine. Not between the flywheel and the pressure plate of the clutch cover bolted to the flywheel. In the present embodiment, the torsional vibration damping device 10, the cushioning plate 23, and the friction materials 26a and 26b constitute the clutch device 1.

  In the clutch device 1, the friction materials 26 a and 26 b are pressed against the pressure plate and brought into frictional contact with the flywheel and the pressure plate, whereby the rotational torque of the internal combustion engine is input to the disk plates 12 and 13.

  Further, when a clutch pedal (not shown) is depressed, the pressure plate releases the pressing of the friction materials 26a and 26b, and the friction materials 26a and 26b are separated from the flywheel. , 13 is not input. Thus, the clutch device 1 connects / disconnects the internal combustion engine and the drive transmission system by the clutch pedal.

  When the hub member 11 is twisted in the positive side (R2 direction in FIG. 1) and the negative side (R1 direction in FIG. 1) with respect to the disk plates 12, 13, the coil spring 14 is compressed and the spring seat 15 or spring The sheet 16 moves along the window holes 21 and 22.

  The coil spring 14 is compressed when the hub member 11 is twisted to the positive side with respect to the disk plates 12 and 13 and when the hub member 11 is twisted to the negative side with respect to the disk plates 12 and 13. A rotational torque is transmitted between the member 11 and the disk plates 12 and 13.

  The hub member 11 is twisted to the positive side with respect to the disk plates 12 and 13 when the vehicle is accelerating, and the hub member 11 is twisted to the negative side with respect to the disk plates 12 and 13 in the engine. It is during deceleration of the vehicle where braking occurs.

  Further, friction materials 27 a and 27 b as hysteresis torque generating members are interposed between the hub flange 18 and the disk plates 12 and 13 on the outer peripheral portion of the boss 17. The friction members 27a and 27b are provided so as to extend in the circumferential direction, and are supported by the disc plates 12 and 13 by being engaged with the disc plates 12 and 13, respectively.

  The friction members 27a and 27b are in frictional contact with the boss 17 and the disk plates 12 and 13 with a predetermined frictional force, and when the hub member 11 and the disk plates 12 and 13 are relatively rotated, the hub member 11 and the disk plate. A hysteresis torque is generated at 12 and 13.

  On the other hand, a lock member 28 is disposed on the side surface of the hub flange 18. A spline 28a as a third spline portion is formed on the inner peripheral portion of the lock member 28, and this spline 28a is connected to the spline 17a of the boss 17 via a predetermined gap so as to be relatively rotatable.

  The circumferential width of the spline 28a is the same as the circumferential width of the spline 18a.

  The outer peripheral portion of the lock member 28 is fitted to a step portion 18b formed on the side surface of the hub flange 18, and the lock member 28 rotates integrally with the hub flange 18 and has a rotational torque of a predetermined value or more in the circumferential direction. Is input, it rotates relative to the hub flange 18.

A pair of link members 30 are interposed between the disk plates 12, 13 and the lock member 28, and the link members 30 are arranged in the radial direction of the torsional vibration damping device 10 across the axial direction of the input shaft 37. Opposite to.
The link member 30 has one end attached to the disk plates 12 and 13 and the other end attached to the lock member 28. The link member 30 can swing around a swing fulcrum provided on the hub flange 18. It has become.

  Specifically, the link member 30 includes a first link member 31 and a second link member 32.

  One end of the first link member 31 is swingably attached to a pin 29 that connects the disk plates 12 and 13, and a swing pin 33 a as a first swing fulcrum provided on the hub flange 18. Swings around the center.

  The other end of the first link member 31 is swingably attached to the second link member 32 via a swing pin 34, and the second link member 32 serves as a second swing fulcrum. It swings around the swing pin 33b.

  The other end of the second link member 32 is swingably attached to the lock member 28 via a swing pin 35, and the other end of the second link member 32 is the other end of the link member 30. The one end part of the 1st link member 31 comprises the one end part of the link member 30. FIG.

  One end of a coil spring 36 as an urging member is attached to the first link member 31, and the other end of the coil spring 36 is attached to the hub flange 18. Note that one end of the coil spring 36 may be attached to the second link member 32.

  The coil spring 36 biases the link member 30 with a predetermined biasing force (spring load). The predetermined biasing force is that the link member 30 resists the biasing force of the coil spring 36 when a large rotational torque is suddenly applied to the disk plates 12, 13 or the hub member 11 when the torsional vibration damping device 10 rotates at a low speed. It is an urging force that can be operated.

  That is, when the link member 30 is biased by the coil spring 36, the first link member 31 is biased counterclockwise around the swing pin 33a, and the second link member 32 is swung by the swing pin 33b. It is urged in the clockwise direction around the center.

  At this time, the spline 18a of the hub flange 18 and the spline 28a of the lock member 28 overlap each other, and a predetermined gap is formed in the circumferential direction between the splines 18a, 28a and the spline 17a of the boss 17.

  For this reason, the small spring 19 is allowed to be elastically deformed, and the boss 17 and the hub flange 18 are rotated relative to each other to generate a first-stage torsion characteristic.

  When a predetermined rotational torque is transmitted to the disk plates 12 and 13, the first link member 31 swings in the clockwise direction around the swing pin 33a against the urging force of the coil spring 36, The second link member 32 swings counterclockwise around the swing pin 33b.

  At this time, the lock member 28 rotates in the clockwise direction with respect to the hub flange 18, and the spline 17 a of the boss 17 is held between the spline 18 a of the hub flange 18 and the spline 28 a of the lock member 28. For this reason, the hub flange 18 is engaged with the boss 17 and the coil spring 36 is compressed, and elastic deformation is not performed.

Next, the operation will be described.
When the friction members 26 a and 26 b are pressed against the pressure plate and frictionally contact the flywheel and the pressure plate, the rotational torque of the internal combustion engine is input to the disk plates 12 and 13 and rotates to the disk plates 12 and 13 via the cushioning plate 23. Torque is transmitted.

  At the time of idling when shifting to neutral, rotational torque sufficient to contract the coil spring 14 is not applied to the torsional vibration damping device 10, so that the relative rotation angle between the hub member 11 and the disk plates 12 and 13 becomes substantially zero. Yes.

  At this time, the link member 30 is biased by the coil spring 36, the first link member 31 is biased counterclockwise around the swing pin 33a, and the second link member 32 presses the swing pin 33b. It is biased clockwise in the center.

  At this time, the spline 18a of the hub flange 18 and the spline 28a of the lock member 28 are overlapped, and a predetermined gap θ is formed in the circumferential direction between the splines 18a, 28a and the spline 17a of the boss 17.

  For this reason, the elastic deformation of the small spring 19 is allowed by the distance θ, the boss 17 and the hub flange 18 rotate relative to each other, and as shown by the broken line A in FIG. First stage low rigidity torsional characteristics are generated.

  For this reason, a minute rotational fluctuation due to the torque fluctuation of the internal combustion engine applied to the torsional vibration damping device 10 is transmitted to the input shaft 37 of the transmission while being buffered between the hub flange 18 and the boss 17 by the contraction of the coil spring 14. The

  Therefore, it is possible to suppress rattling noise, so-called rattling noise, from the gear pair of the transmission in an unloaded state.

  Next, when the clutch device 1 is connected / disconnected to the flywheel during low-speed traveling of the vehicle, or when the accelerator pedal is quickly turned on / off at a low opening during low-speed traveling of the vehicle, the torsional vibration damping device A case where a large rotational torque is instantaneously transmitted to 10 will be described. In FIG. 1, the rotational direction of the torsional vibration damping device 10 (the rotational direction of the internal combustion engine) is R2.

  When the clutch device 1 is connected to the flywheel when the vehicle is traveling at a low speed or when the accelerator pedal is turned on, a rotational torque of the set value C1 or more shown in FIG. 4 is instantaneously transmitted from the internal combustion engine to the disk plates 12 and 13. In this case, the disk plates 12 and 13 are rotated by receiving a large rotational torque instantaneously in the R2 direction.

  In the present embodiment, the biasing force (spring load) of the coil spring 36 is set to the set value C1.

  For this reason, when a large rotational torque momentarily exceeding the set value C1 is input to the disk plates 12 and 13, the first link member 31 pushes the swing pin 33a against the urging force of the coil spring 36. The second link member 32 swings counterclockwise about the swing pin 33b.

That is, the link member 30 swings from the state indicated by the broken line in FIG. 3 to the state indicated by the solid line. At this time, as shown in FIG. 3, the lock member 28 rotates in the clockwise direction with respect to the hub flange 18, and the spline 17 a of the boss 17 is sandwiched between the spline 18 a of the hub flange 18 and the spline 28 a of the lock member 28. The
For this reason, the hub flange 18 is engaged with the boss 17 and the coil spring 36 is compressed, and elastic deformation is not performed.

  At this time, the torsion characteristic indicated by the broken line AA in FIG. 4 shifts to the torsion characteristic indicated by the solid line BB, and the first stage torsion characteristic immediately shifts to the second stage torsion characteristic.

  When the relative rotation between the disk plates 12 and 13 and the hub member 11 is increased, the hub member 11 is twisted to the positive side (R1 side) with respect to the disk plates 12 and 13 to compress the coil spring 14 and compress the disk plate. Rotational torque is transmitted from 12 and 13 to the hub member 11. The neutral position is a state in which the twist angle between the disk plates 12 and 13 and the hub member 11 is substantially zero.

  On the other hand, when the clutch device 1 is disconnected with respect to the flywheel when the vehicle is traveling at a low speed, or when the accelerator pedal is turned off, an engine brake is generated and power is transmitted from the drive transmission system to the internal combustion engine.

  At this time, as shown in FIG. 4, when a rotational torque not less than the set value C2 having the same magnitude as the set value C1 is instantaneously transmitted from the drive transmission system to the boss 17, the boss 17 is instantaneously moved in the R2 direction. In response to large rotational torque.

  At this time, the first link member 31 swings clockwise around the swing pin 33a against the urging force of the coil spring 36, and the second link member 32 counteracts around the swing pin 33b. Swings in the clockwise direction.

  That is, the link member 30 swings from the state indicated by the broken line in FIG. 3 to the state indicated by the solid line. At this time, the lock member 28 rotates in the clockwise direction with respect to the hub flange 18, and the spline 17 a of the boss 17 is held between the spline 18 a of the hub flange 18 and the spline 28 a of the lock member 28.

  For this reason, the hub flange 18 is engaged with the boss 17 and the coil spring 36 is compressed, and elastic deformation is not performed. The rotational torque is input to the disk plates 12 and 13 when the vehicle is accelerated, and the rotational torque is input to the boss 17 when the vehicle is decelerated. Although the input direction is different, the link member 30 operates both when the vehicle is accelerated and decelerated. The same.

  For this reason, the twist characteristic indicated by the broken line AA in FIG. 4 shifts to the twist characteristic indicated by the solid line BB, and the first stage twist characteristic is immediately shifted to the second stage twist characteristic.

  At this time, if the relative rotation between the disk plates 12 and 13 and the hub member 11 increases, the hub spring 11 is twisted to the negative side (R2 side) with respect to the disk plates 12 and 13, and the coil spring 14 is compressed. Then, rotational torque is transmitted from the hub member 11 to the disk plates 12 and 13.

  When the second stage of torsional characteristics occurs during acceleration and deceleration of the vehicle, the coil spring 14 attenuates vibration between the internal combustion engine and the drive transmission system, thereby causing rotational fluctuations due to torque fluctuations of the drive source. It is possible to suppress the so-called jagged noise that is generated when the idle gear pair of the transmission gear set collides with the torsional vibration using the vibration source and the torsional resonance of the drive transmission system.

  The operation in which the disk plates 12 and 13 are twisted to the positive side and the negative side with respect to the hub member 11 during acceleration and deceleration is performed when the clutch device 1 is connected to or disconnected from the flywheel or the accelerator pedal. Is the operation of the torsional vibration damping device 10 when is quickly turned on and off at a low opening.

  Further, when a rotational torque smaller than the biasing force of the coil spring 36, that is, a rotational torque smaller than the set value C1, is transmitted to the disk plates 12, 13, the link member 30 is biased by the coil spring 36, The first link member 31 is biased counterclockwise around the swing pin 33a, and the second link member 32 is biased clockwise around the swing pin 33b.

  For this reason, the spline 18a of the hub flange 18 and the spline 28a of the locking member 28 are overlapped, and a predetermined gap θ is formed in the circumferential direction between the splines 18a, 28a and the spline 17a of the boss 17, so that FIG. As indicated by a broken line AA, a flat first-stage low-rigid torsional characteristic is generated in the range of θ near zero torque.

  The spring load of the coil spring 36 for operating the link member 30 is the same torque as the torque at the first and second switching points (set values C1, C2) indicated by the broken line AA. .

  For this reason, when the clutch device 1 is connected / disconnected to the flywheel when the vehicle is traveling at low speed, or when the accelerator pedal is quickly turned on / off at a low opening degree when the vehicle is traveling at low speed, the disc plate 12, When a rotational torque equal to or less than the set values C1 and C2 is transmitted to 13 or the boss 17, the hub flange 18 and the boss 17 are not engaged by the lock member 28.

  At this time, as indicated by a broken line AA in FIG. 4, vibration is attenuated while transmitting power between the internal combustion engine and the drive transmission system by the normal spring characteristics of the first and second stages.

  As described above, the torsional vibration damping device 10 of the present embodiment is spline-fitted to the boss 17 with the inner periphery connected to the input shaft 37 and the boss 17 in the rotational direction of the boss 17 via a predetermined gap. The hub flange 18 provided radially outward with respect to the boss 17 and interposed between the boss 17 and the hub flange 18, the boss 17 and the hub flange 18 are rotated in a rotational direction so that a predetermined gap is formed. A hub member 11 provided with a small spring 19 for biasing, a lock member 28 attached to a side surface of the hub flange 18 so as to be rotatable relative to the hub flange 18, and provided so as to be rotatable relative to the hub member 11. Torque is input between the disk plates 12 and 13 and the hub member 11 and the disk plates 12 and 13, and the hub member 11 and the disk plates 12 and 13 are mutually connected. By being elastically deformed when rotated, a coil spring 14 for transmitting power between the hub member 11 and the disk plates 12, 13, one end portion attached to the disk plates 12, 13, and the lock member 28 A link member 30 having a second end portion attached thereto and swingable about swing pins 33a and 33b provided on the hub flange 18, and a coil spring 36 for applying a biasing force to the link member 30. I have.

  Then, when the biasing force is applied by the coil spring 36, the lock member 28 is connected to the hub flange so that a predetermined gap is maintained between the spline 17a of the boss 17 and the spline 28a of the lock member 28. The small spring 19 is allowed to be elastically deformed by rotating it relative to the coil 18, and resists the biasing force of the coil spring 36 when a rotational torque greater than a predetermined torque is applied to the disk plates 12, 13 or the boss 17. Then, the lock member 28 is rotated relative to the hub flange 18, and the spline 18 a of the hub flange 18 and the spline 17 a of the boss 17 are clamped by the spline 28 a of the lock member 28, thereby engaging the hub flange 18 with the hub member 11. Configured to let

  Therefore, when the lock member 28 is urged by the coil spring 36, the hub flange 18 is disengaged from the boss 17 to allow elastic deformation of the small spring 19, and the hub flange 18 is interposed via the small spring 19. And the boss 17 can be rotated relative to each other. As a result, the first stage low-rigidity torsional characteristic can be generated, and the rattling noise can be suppressed during idling when shifting to neutral.

  Further, when a rotational torque of a predetermined value or more is applied to the disk plates 12 and 13 during acceleration of the vehicle, or when a rotational torque of a predetermined value or more is applied to the boss 17 during deceleration of the vehicle, the biasing force of the coil spring 36 is applied. The hub flange 18 is engaged with the boss by rotating the lock member 28 relative to the hub flange 18 against the hub flange 18, so that the small spring 19 is elastically deformed by loosening the hub flange 18 and the boss 17. Therefore, the hub flange 18 and the boss 17 can be rotated integrally.

  For this reason, when the hub member 11 and the disk plates 12 and 13 are rotated at a low speed when the hub member 11 and the disk plates 12 and 13 are rotated at a low speed, the lock member 28 is coiled. What is necessary is just to set to the urging | biasing force which can operate | move against the urging | biasing force of the spring 36. FIG.

  In this way, the disc plate 12 can be used when the clutch device 1 is connected to or disconnected from the flywheel when the vehicle is traveling at low speed, or when the accelerator is suddenly turned on or off when the vehicle is traveling at low speed. When a large rotational torque is applied to the disk plates 12 and 13 or the hub member 11 at a low rotation of the hub plate 11 and the hub member 11, the hub flange 18 and the boss 17 are loosely packed to form the disk plates 12 and 13 and the hub. A second-stage torsion characteristic in which the member 11 and the member 11 are rotated relative to each other via the coil spring 14 can be generated.

  As a result, it is possible to close backlash of the gears engaged with the drive transmission system when the vehicle is traveling at a low speed or the like, and it is possible to prevent the rattling noise of the drive transmission system from being generated. In addition to this, it is possible to suppress the occurrence of a vehicle scooping phenomenon when the accelerator pedal is quickly turned on and off at a low opening.

  Further, if the urging force of the coil spring 36 is reduced, the link member 30 can be operated when a small rotational torque is momentarily applied to the disc plates 12 and 13 and the boss 17, and the traveling speed of the vehicle is lower. Occasionally, rattling noise and vehicle squealing can be effectively suppressed.

  In the present embodiment, the lock member 28 includes a first link member 31 having one end attached to the disk plates 12 and 13 and swinging about a swing pin 33a provided on the hub flange 18. One end is pivotably attached to the other end of the first link member 31 and the other end is attached to the lock member 28. The first link member 31 is pivoted about a pivot pin 33a provided on the hub flange 18. 2 link members 32.

  In addition to this, the coil spring 36 is configured such that one end is attached to the first link member 31 and the other end is attached to the hub flange 18 to apply a predetermined urging force to the lock member 28. Yes.

  For this reason, the lock member 28 is coiled regardless of whether a rotational torque greater than a predetermined torque is applied to the disk plates 12 and 13 during acceleration or a rotational torque greater than a predetermined torque is applied to the boss 17 during deceleration. The lock member 28 can be rotated relative to the hub flange 18 against the urging force of the spring 36, and the spline 17 a of the boss 17 can be held by the spline 18 a of the hub flange 18 and the spline 28 a of the lock member 28.

  For this reason, the hub flange 18 and the boss 17 are integrated with each other by preventing the small spring 19 from elastically deforming by loosening the hub flange 18 and the boss 17 even when the vehicle is accelerating or decelerating. Can be rotated.

  In the present embodiment, since one end of the first link member 31 is swingably attached to the pin 29 that connects the pair of disk plates 12 and 13, the pin 29 that connects the disk plates 12 and 13 is provided. By utilizing this, one end of the first link member 31 can be connected to the disk plates 12 and 13, thereby preventing an increase in the number of parts of the lock member 28 and increasing the manufacturing cost of the lock member 28. Can be prevented.

  In the present embodiment, the torsional vibration damping device 10 is applied to the clutch device 1. However, the present invention is not limited to this, and any torsional vibration damping device provided in the drive transmission system of the vehicle may be used. For example, in a hybrid vehicle, the present invention is applied to a torsional vibration damping device such as a hybrid damper interposed between an output shaft of an internal combustion engine and a power split mechanism that splits power into an electric motor and a wheel side output shaft. May be.

  Further, the present invention may be applied to a torsional vibration damping device such as a lockup damper interposed between a lockup clutch device of a torque converter and a transmission gear set. Further, a torsional vibration damping device may be provided between the differential case and a ring gear provided on the outer periphery of the differential case.

  The embodiment disclosed this time is illustrative in all respects and is not limited to this embodiment. The scope of the present invention is shown not by the above description of the embodiments but by the scope of the claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of the claims.

  As described above, in the torsional vibration damping device according to the present invention, a large rotational torque is instantaneously applied to the first rotating member or the second rotating member when the first rotating member and the second rotating member are rotated at a low speed. When input, there is an effect that the backlash between the hub member and the hub flange can be reduced, and the first elastic member that is mounted on the vehicle and suppresses the rattling noise is interposed between the boss and the hub flange. This is useful as a torsional vibration damping device.

10 Torsional vibration damping device 11 Hub member (first rotating member)
12, 13 Disc plate (second rotating member)
14 Coil spring (second elastic member)
17 Boss 17a Spline (first spline part)
18 Hub flange 18a Spline (second spline part)
19 Small spring (first elastic member)
28 Locking member 28a Spline (third spline part)
29 pin (connecting member)
30 link member 31 first link member 32 second link member 33a swing pin (first swing fulcrum)
33b Oscillation pin (second oscillation fulcrum)
36 Coil spring (biasing member)
37 Input shaft (rotating shaft)

Claims (5)

A boss whose inner peripheral portion is connected to a rotating shaft, a hub flange that is spline-fitted to the boss through a predetermined gap in the rotational direction of the boss, and is provided radially outward with respect to the boss and the boss And a first rotating member that includes a first elastic member that is interposed between the first and second hub flanges and biases the boss and the hub flange in a rotational direction so that the predetermined gap is formed. ,
A locking member attached to a side surface of the hub flange so as to be rotatable relative to the hub flange;
A second rotating member provided so as to be relatively rotatable with respect to the first rotating member and receiving a rotational torque;
The first rotating member is interposed between the first rotating member and the second rotating member, and elastically deforms when the first rotating member and the second rotating member rotate relative to each other, whereby the first A second elastic member for transmitting power between the rotating member and the second rotating member;
A link member having one end portion attached to the second rotating member and the other end portion attached to the lock member, and swingable around a swing fulcrum provided on the hub flange;
A biasing member for imparting a biasing force to the link member;
When the link member is urged by the urging member, the hub flange is disengaged from the boss to allow elastic deformation of the first urging member, and the second rotating member or When a rotational torque greater than or equal to a predetermined torque is applied to the boss, the hub flange is engaged with the boss by rotating the lock member relative to the hub flange against the urging force of the urging member. A torsional vibration damping device characterized by being combined. A first spline portion formed on the outer peripheral portion of the boss and an inner peripheral portion of the hub flange, and is spline-fitted to the first spline portion via a predetermined gap in the rotation direction of the boss. A second spline portion, and a third spline portion formed on the inner peripheral portion of the lock member and fitted to the first spline portion via a predetermined gap in the rotation direction of the boss. Have
The link member holds the predetermined gap between the first spline portion of the boss and the third spline portion of the lock member when a biasing force is applied by the biasing member. By allowing the lock member to rotate relative to the hub flange, elastic deformation of the first biasing member is allowed,
The link member rotates relative to the hub flange against the urging force of the urging member when a rotation torque greater than a predetermined torque is applied to the second rotation member or the boss. The torsion according to claim 1, wherein the hub flange is engaged with the boss by sandwiching the first spline portion by the second spline portion and the third spline portion. Vibration damping device. One end of the link member is swingably attached to the second rotating member, and the first link member swings around a first swing fulcrum provided on the hub flange, and one end Is pivotably attached to the other end of the first link member, and the other end is pivotally attached to the lock member, with a second swing fulcrum provided on the hub flange as a center. And a second link member that swings.
The biasing member has one end attached to the first link member or the second link member and the other end attached to the hub flange, and applies a predetermined biasing force to the link member. The torsional vibration damping device according to claim 2.   The second rotating member includes a pair of disk plates provided on both axial sides of the first rotating member, and a connecting member that connects the pair of disk plates, and the first link. 4. The torsional vibration damping device according to claim 3, wherein one end of the member is swingably attached to the connecting member.   5. The rotating torque is transmitted from the internal combustion engine to the second rotating member, and the first rotating member outputs the rotating torque to the drive transmission system via the rotating shaft. The torsional vibration damping device according to claim 1.

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