JP5859940B2 - Damper device for vehicle - Google Patents

Description

  The present invention relates to a structure of a damper device provided in a vehicle.

  2. Description of the Related Art A vehicle damper device that is provided on a power transmission path between an engine and drive wheels and transmits power while absorbing torque fluctuations of the engine is well known. For example, the damper device (torque fluctuation absorber) of Patent Document 1 is an example. In FIG. 6 (Example 6) of Patent Document 1, a first plate member 111, a coil spring 113, a second plate member 114, a torque limiter, A damper device is disclosed in which a ring member 121 and a hub member 122 are connected in order of power transmission. In the damper device configured as described above, the ring member having a large inertia is arranged on the downstream side (drive wheel side) with respect to the coil spring 113, and therefore the upstream side (engine side) with respect to the coil spring 113. ), And the inertia on the downstream side with respect to the coil spring 113 is increased, so that the damping performance of the damper device is improved.

JP 2009-293652 A JP 2012-127410 A

  By the way, the damper device including Patent Document 1 has a problem in that the number of parts constituting the damper device such as the pressure plate 117 and the support plate 119 increases due to its structure, and the manufacturing cost increases. . Therefore, it has been desired to develop a damper device having a structure that can reduce the number of parts.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle damper device that can reduce the number of components and the manufacturing cost.

  In order to achieve the above object, the gist of the first invention is that: (a) a disk plate coupled to a crankshaft and rotatable about a rotation axis, and rotating about the same rotation axis as the disk plate; A possible hub plate, an elastic member that is inserted between the disk plate and the hub plate so as to be able to transmit power, and a torque limiter that prevents torque transmission exceeding a preset limit torque, (B) the torque limiter includes the hub plate, an inertia ring and a cover arranged so as to sandwich an outer peripheral portion of the hub plate, and an outer peripheral portion of the hub plate and the cover. And a torque limiter plate that is inserted between the output rotating member and the inner shaft in the axial direction. And a spring for pressing against the hub plate is interposed in a preloaded state to the torque limiter plate side between the shearing and the hub plate, characterized in that it is constituted comprise.

  In this way, the hub plate can also function as a pressure plate that presses the torque limiter plate provided separately in the conventional damper device. Further, by providing the inertial moment of inertia to function as a flywheel, it is possible to prevent the provision of a separate flywheel. Thus, by sharing the functions of the component parts of the damper device with one component, the number of components constituting the damper device can be reduced. In this connection, manufacturing costs can also be reduced.

  Preferably, the gist of the second invention is the damper device for a vehicle according to the first invention, wherein a hysteresis generating portion for generating a hysteresis torque is provided in an inner peripheral portion of the disk plate and the torque limiter plate. A bearing is provided between the inertia ring and the disk plate. In this way, since the hysteresis generating portion is not disposed on the inner peripheral side of the elastic member, the elastic member can be disposed on the inner peripheral side, and as a result, the elastic member can be reduced in rigidity and vibration can be achieved. The transfer characteristic can be improved.

  Preferably, the gist of the third invention is the damper device for a vehicle of the first invention or the second invention, wherein the spring is preloaded between the inertia ring and the hub plate in the axial direction. It is a disc spring that is inserted in a state and presses the hub plate toward the torque limiter plate. In this way, a torque limiter can be easily configured, and a practical damper device is obtained.

  Preferably, the inertia ring is designed to have a moment of inertia that functions as a flywheel. If it does in this way, it will be a structure in which a damper apparatus is integrally provided with a flywheel, and the process of assembling a flywheel at the time of vehicle assembly can be eliminated.

  Preferably, the inertia ring is provided on the output rotating member side with respect to the elastic member. In this way, it is possible to increase the moment of inertia on the output rotating member side with respect to the elastic member while reducing the moment of inertia on the crankshaft side with respect to the elastic member. The increase in the number and the improvement of the vibration transmission characteristics can be established at the same time.

It is a schematic block diagram explaining the hybrid vehicle drive device to which the present invention is applied. It is sectional drawing for demonstrating in detail the structure of the damper apparatus of FIG. It is a figure which shows notionally the magnitude | size of the moment of inertia of the conventional damper apparatus and the damper apparatus of FIG. The spring / mass model in the hybrid vehicle of FIG. 1 is shown simply. It is a figure which shows the change of the resonant rotation speed and vibration gain when moving the inertia of the damper apparatus 8 of FIG. 2 from the engine side to the T / A side. It is sectional drawing for demonstrating in detail the structure of the damper apparatus which is the other Example of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a schematic configuration diagram illustrating a hybrid type vehicle drive device 10 constituting a hybrid vehicle to which the present invention is applied. In FIG. 1, in the vehicle drive device 10, in the vehicle, torque of the first drive source 12 that is a main drive source is transmitted to a wheel side output shaft 14 that functions as an output member. Torque is transmitted to the pair of left and right drive wheels 18 via the dynamic gear device 16. Further, the vehicle drive device 10 is provided with a second electric motor MG2 capable of selectively executing power running control for outputting driving force for traveling and regenerative control for recovering energy as a second drive source. The second electric motor MG2 is connected to the wheel side output shaft via the automatic transmission 22. Accordingly, the output torque transmitted from the second electric motor MG2 to the wheel side output shaft is the speed ratio γs set by the automatic transmission 22 (= the rotational speed Nmg2 of the second electric motor MG2 / the rotational speed Nout of the wheel side output shaft). It is designed to increase or decrease depending on.

  The automatic transmission 22 interposed in the power transmission path between the second electric motor MG2 and the drive wheels 18 is configured to be able to establish a plurality of stages with a gear ratio γs larger than “1”. Since the torque can be increased and transmitted to the wheel-side output shaft during powering to output torque from the second electric motor MG2, the second electric motor MG2 is configured to have a lower capacity or a smaller size. Thereby, for example, when the rotational speed Nout of the wheel side output shaft increases with the high vehicle speed, the second gear ratio γs is reduced to maintain the second motor MG2 in a good state. When the rotational speed Nmg2 of the motor MG2 (hereinafter referred to as the second motor rotational speed) Nmg2 is decreased, or when the rotational speed Nout of the wheel side output shaft is decreased, the gear ratio γs is increased to increase the second motor rotational speed Nmg2. Increase.

  The first drive source 12 includes an engine 24 as a main power source, a first electric motor MG1, and a planetary gear as a power distribution mechanism for synthesizing or distributing torque between the engine 24 and the first electric motor MG1. The apparatus 26 is mainly configured. The engine 24 is a known internal combustion engine that outputs power by burning fuel such as a gasoline engine or a diesel engine. The engine 24 is an electronic control device (E-ECU) for engine control (not shown) mainly composed of a microcomputer. The operation state such as the throttle valve opening, the intake air amount, the fuel supply amount, and the ignition timing is electrically controlled. The electronic control device is supplied with detection signals from an accelerator operation amount sensor AS for detecting the operation amount of the accelerator pedal, a brake sensor BS for detecting whether or not the brake pedal is operated, and the like.

  The first motor MG1 is, for example, a synchronous motor, and is configured to selectively generate a function as a motor that generates a drive torque and a function as a generator, and a battery, a capacitor, and the like are connected via an inverter 30. The power storage device 32 is connected. The inverter 30 is controlled by an unillustrated electronic control unit (MG-ECU) for controlling the motor generator, which is mainly composed of a microcomputer, so that the output torque or regenerative torque of the first electric motor MG1 is adjusted or set. It is like that.

  The planetary gear device 26 includes three types of a sun gear S0, a ring gear R0 arranged concentrically with the sun gear S0, and a carrier CA0 that supports the sun gear S0 and the pinion gear P0 meshing with the ring gear R0 so as to rotate and revolve freely. It is a single pinion type planetary gear mechanism that is provided as a rotating element and generates a known differential action. The planetary gear device 26 is provided concentrically with the engine 24 and the automatic transmission 22. Since the planetary gear device 26 and the automatic transmission 22 are configured symmetrically with respect to the center line, the lower half of them is omitted in FIG.

  In the present embodiment, the crankshaft 36 of the engine 24 is connected to the carrier CA0 of the planetary gear device 26 via a damper device 38 and a power transmission shaft 39. On the other hand, the first electric motor MG1 is connected to the sun gear S0, and the wheel side output shaft is connected to the ring gear R0. The carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element. In this embodiment, the drive wheel 18 side (downstream side) with respect to the damper device 38 is defined as the T / A side.

  In the planetary gear unit 26, when the reaction torque generated by the first electric motor MG1 is input to the sun gear S0 with respect to the output torque of the engine 24 input to the carrier CA0, the ring gear R0 serving as an output element Since direct torque appears, the first electric motor MG1 functions as a generator. Further, when the rotational speed of the ring gear R0, that is, the rotational speed (output shaft rotational speed) Nout of the wheel side output shaft 14 is constant, the rotational speed Nmg1 of the first electric motor MG1 is changed up and down to thereby increase the rotational speed of the engine 24. (Engine speed) Ne can be changed continuously (steplessly).

  The automatic transmission 22 of the present embodiment is constituted by a set of Ravigneaux planetary gear mechanisms. That is, the automatic transmission 22 is provided with a first sun gear S1 and a second sun gear S2. The large diameter portion of the stepped pinion P1 meshes with the first sun gear S1, and the small diameter portion of the stepped pinion P1. Meshes with the pinion P2, and the pinion P2 meshes with the ring gear R1 (R2) disposed concentrically with the sun gears S1 and S2. Each of the pinions P1 and P2 is held by a common carrier CA1 (CA2) so as to rotate and revolve. Further, the second sun gear S2 meshes with the pinion P2.

  The second electric motor MG2 is controlled as an electric motor or a generator by being controlled by the electronic control unit (MG-ECU) for controlling the motor generator via the inverter 40, and the assist output torque or the regenerative torque is generated. Adjusted or set. The second sun gear S2 is connected to the second electric motor MG2, and the carrier CA1 is connected to the wheel side output shaft. The first sun gear S1 and the ring gear R1 constitute a mechanism corresponding to a tuple pinion type planetary gear device together with the pinions P1 and P2, and the second sun gear S2 and the ring gear R1 together with the pinion P2 constitute a single pinion type planetary gear device. The mechanism equivalent to is comprised.

  The automatic transmission 22 includes a first brake B1 provided between the first sun gear S1 and the housing 42, which is a non-rotating member, and a ring gear R1 in order to selectively fix the first sun gear S1. A second brake B2 provided between the ring gear R1 and the housing 42 is provided for selective fixing. These brakes B1 and B2 are so-called friction engagement devices that generate a braking force by a frictional force, and a multi-plate type engagement device or a band type engagement device can be adopted. These brakes B1 and B2 are configured such that their torque capacities change continuously according to the engagement pressure generated by the brake B1 hydraulic actuator such as a hydraulic cylinder and the brake B2 hydraulic actuator, respectively. Yes.

  In the automatic transmission 22 configured as described above, when the second sun gear S2 functions as an input element, the carrier CA1 functions as an output element, and the first brake B1 is engaged, the shift is greater than “1”. When the high speed stage H with the ratio γsh is established and the second brake B2 is engaged instead of the first brake B1, the low speed stage L with the speed ratio γsl larger than the speed ratio γsh of the high speed stage H is established. It is configured. That is, the automatic transmission 22 is a two-stage transmission, and the shift between these shift stages H and L is executed based on the running state such as the vehicle speed V and the required driving force (or accelerator operation amount). More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected driving state.

  FIG. 2 is a cross-sectional view for explaining in detail the structure of the damper device 38 of FIG. Since the damper device 38 is configured substantially symmetrically about the rotation axis C, the lower half is omitted.

  The damper device 38 is provided so that power can be transmitted between the engine 24 and the planetary gear device 26 around the rotation axis C. The damper device 38 is connected to the crankshaft 36 of the engine 24 by a bolt 48 and is rotatable around the rotation axis C. The disk plate 50 and the disk subplate 52 (when the disk plate 50 and the disk subplate 52 are not particularly distinguished from each other). Is simply described as a disk plate), a hub plate 54 rotatable around the same rotational axis C as the disk plate, and interposed between the disk plate and the hub plate 54 to transmit power ( It includes a coil spring 56 that is elastically coupled, and a torque limiter 58 that is provided on the outer periphery of the hub plate 54 and prevents torque transmission exceeding a preset limit torque. The coil spring 56 corresponds to the elastic member of the present invention.

  Each of the disk plate 50 and the disk sub-plate 52 is composed of a plate member formed in a disk shape, and is arranged so as to sandwich the coil spring 56. Bolt holes 50 a and 52 a for fastening bolts are formed in the inner peripheral portions of the disc plate 50 and the disc sub-plate 52, and the inner peripheral end surface of the disc plate is formed in the shaft end portion of the crankshaft 36. The disc plate 50 and the disc sub-plate 52 are fastened to the crankshaft 36 with bolts 48 while being fitted to the outer peripheral surface of the cylindrical extending portion 36a. Note that the inner peripheral side of the disc sub-plate 52 is bent so that bolt fastening is possible. Therefore, the disc plate is rotated integrally with the crankshaft 36. A disc-shaped spacer 60 is inserted between the crankshaft 36 and the disc plate 50, and the axial position of the damper device 38 is adjusted according to the thickness of the spacer 60. Further, the outer peripheral sides of the disc plate 50 and the disc sub-plate 52 are integrally fixed by rivets 61. The rivet 61 passes through a spring accommodating hole 54a formed in the hub plate 54, which will be described later. When the relative rotation angle between the hub plate 54 and the disk plate reaches a predetermined value, the hub plate 54 is used. The coil spring 56 is configured to prevent excessive compression of the coil spring 56. That is, the rivet 61 also functions as a member that protects the coil spring 56.

  The hub plate 54 is disposed at a position sandwiched between the disk plate 50 and the disk sub-plate 52. The hub plate 54 is formed in a disc shape, and a plurality of (for example, four) window-shaped spring accommodating holes 54a for accommodating the coil springs 56 and for inserting the rivets 61 in the axial direction are formed in the circumferential direction. Has been. A coil spring 56 is accommodated in each spring accommodation hole 54a. The coil spring 56 is connected between the hub plate 54 and a pair of disk plates arranged so as to sandwich the hub plate 54 so that the power can be transmitted (elastically). Yes. Further, spline-like outer peripheral teeth 54b are formed at the outer peripheral end portion of the hub plate 54, and are spline-fitted to inner peripheral teeth 62a formed on an inertia ring 62 described later.

  The torque limiter 58 includes a hub plate 54, an annular inertia ring 62 and a disc-shaped cover 64 disposed so as to sandwich the hub plate 54, and an outer peripheral portion interposed between the hub plate 54 and the cover 64. A torque limiter plate 66, and a disc spring 68 that is inserted between the inertia ring 62 and the hub plate 54 in the axial direction in a preloaded state and presses the hub plate 54 toward the torque limiter plate 66 side. , Including.

  The inertia ring 62 is a circular member whose cross section is formed in an L shape by extending one end in the axial direction toward the cover 64, and a disc-shaped cover 64 is provided on the end face on one end side in the axial direction. Are fastened by bolts 72. Thus, an annular space is formed between the inertia ring 62 and the cover 64. In this annular space, the outer peripheral portion of the hub plate 54, the torque limiter plate 66, and the disc spring 68 are accommodated. In the damper device 38, the inertia ring 62 is disposed on the hub member 76 side with respect to the coil spring 56, and is designed to have an inertia moment so that the inertia ring 62 also functions as a flywheel.

  The torque limiter plate 66 is composed of a disk-shaped plate material, and a friction material 74 is adhered to both outer peripheral surfaces thereof. Further, the inner peripheral end portion of the torque limiter plate 66 is fastened by a rivet 78 to the outer peripheral portion of the flange portion 76 a extending in the radial direction from the hub member 76. The power transmission shaft 39 is spline fitted to the hub member 76. Further, a plurality of work holes 80 for fastening work through which tools and the like are passed when the damper device 38 is fixed to the crankshaft 36 with the bolts 48 are formed in the flange portion 76 a in the circumferential direction at positions corresponding to the bolts 48. Has been. The hub member 76 corresponds to the output rotating member of the present invention.

  The disc spring 68 is held by a protrusion 62b formed on the inner peripheral end of the inertia ring 62 on the inner peripheral side, and the outer peripheral side abuts on the hub plate 54 to bring the hub plate 54 toward the cover 64 in the axial direction. It is pushing toward. By configuring the torque limiter 58 as described above, when a torque exceeding the preset upper limit value is transmitted to the damper device 38, the hub plate 54, the cover 64, and the friction material 74 are interposed. Slip occurs, and transmission of torque exceeding the upper limit is prevented. Therefore, the torque limiter 58 is designed so that slip occurs when torque exceeding the upper limit value is transmitted.

  On the inner peripheral side of the coil spring 56, a hysteresis generating portion 82 for generating a predetermined hysteresis torque is provided. The hysteresis generating portion 82 includes a disk-shaped first annular member 84 having a cross-section bent into an L shape, and a disk-shaped second annular member having a cross-section bent into an L shape. 86 and a disc spring 88 that is inserted between the disc sub-plate 52 and the second annular member 86 and presses the second annular member 86 toward the hub plate 54. The inner peripheral end of the hub plate 54 is in contact with the first annular member 84, and the hub plate 54 is held by the disc sub-plate 52 via the first annular member 84. Further, since the inertia ring 62 has an integral structure by being spline-fitted to the hub plate 54, the inertia ring 62 similarly has a disc sub-plate via the hub plate 54 and the first annular member 84. 52.

  A plurality of protrusions extending in the axial direction are formed in the first annular member 84 in the circumferential direction, and the protrusions are fitted into notches formed in the disk plate 50. Therefore, the protrusion and the notch function as a rotation stopper, and the relative rotation between the disk plate 50 and the first annular member 84 is prevented. Similarly, a plurality of axially extending protrusions are formed on the second annular member 86 in the circumferential direction, and the protrusions are fitted into notches formed in the disk sub-plate 52. Therefore, the protrusion and the notch function as a rotation stopper, and the relative rotation between the disk sub-plate 52 and the second annular member 86 is prevented. Further, a plurality of projections are formed in the circumferential direction on the inner peripheral portion of the disc spring 88, and the projections are fitted into the notches formed in the second annular member 86, thereby functioning as a detent. The relative rotation between the spring 88 and the second annular member 86 is prevented. In the hysteresis generating portion 82 configured in this manner, the disc spring 88 presses the second annular member 86 toward the hub plate 54, so that the hub plate 54, the first annular member 84, and the second annular member 86 are brought together. Hysteresis torque is generated when sliding.

  In the damper device 38 configured as described above, the hub plate 54 also functions as a pressure plate that is required as a component of the torque limiter, and the pressure plate is omitted. Furthermore, since the inertia ring 62 also functions as a support plate and a flywheel that are required as components of the torque limiter, the components are integrated to reduce the number of components.

  In the damper device 38, the inertia ring 62 and the cover 64 are fastened by bolts 72, and the torque limiter plate 66 and the hub member 76 are fastened by rivets 78. As a result, the damper device 38 is integrally formed including the inertia ring 62 that also functions as a flywheel. Therefore, when the damper device 38 is assembled to the crankshaft 36, the disk plate is bolted to the crankshaft 36. Only one step of fastening at 48 is required, and the conventional two steps of assembly of the flywheel and the damper are reduced to one step. Furthermore, since the inner peripheral portion of the torque limiter plate 66 is fastened to the flange portion 76a of the hub member 76 by the rivet 78, the centering accuracy of the hub member 76 to which the power transmission shaft 39 is spline-fitted is improved.

In the damper device 38, the driving force output from the engine 24 is the crankshaft 36, the disk sub plate, the coil spring 56, the hub plate 54, the torque limiter 58 (including the inertia ring 62 and the cover 64), The torque is transmitted to the power transmission shaft 39 via the torque limiter plate 66 and the hub member 76. In the damper device 38, the inertia ring 62 functions as a flywheel. Therefore, in the damper device 38, the inertia moment on the upstream side of the coil spring 56, that is, the engine side is small, and the downstream side of the coil spring 56, that is, the drive wheel. The inertia moment on the side (hereinafter, T / A side) is large. FIG. 3 is a diagram conceptually showing the magnitude of the moment of inertia of the conventional damper device and the damper device 38 of the present embodiment. I _E 'shown in FIG. 3, corresponds to the moment of inertia of the engine side than the coil springs in a conventional damper device, i _T' is corresponds to the moment of inertia than the coil spring T / A side in the conventional damper device I _E corresponds to the moment of inertia on the engine side relative to the coil spring 56 in the damper device 38, and i _T corresponds to the moment of inertia on the T / A side of the damper device 38 relative to the coil spring 56. As can be seen from the conceptual diagram of FIG. 3, the inertia ring 62 that also functions as a flywheel has a large moment of inertia, so that the moment of inertia on the engine side is reduced as compared with the conventional damper device, and T / The moment of inertia on the A side has increased.

  By the way, recent fuel efficiency measures have made it easier for combustion to become unstable as the engine combustion becomes leaner. In addition to the explosion primary that was dominant as an explosion forcing force, the rotational 0.5th order is low. Order forcing is also increasing. As a result, the torsional resonance, which was a phenomenon below the normal engine rotation speed in the past, occurred near the engine rotation speed during idle operation, which may affect NV and drivability. In addition, due to the high gear for low fuel consumption and the light weight of the transaxle, the vibration transmission characteristics of the drive system, which is a factor of the muffled noise and the drive system rattling noise, tend to deteriorate. These issues are in conflict with each other, and it has been difficult to improve these issues simultaneously.

  On the other hand, in the damper device 38, as described above, the inertia ring 62 having a large moment of inertia is arranged on the hub member 76 side with respect to the coil spring 56, so that the engine side is compared with the conventional damper device. The above-described problem is solved by reducing the inertia moment of the T / A and increasing the inertia moment on the T / A side. The reason will be described below.

FIG. 4 schematically shows a spring / mass model in the hybrid vehicle of this embodiment. In FIG. 4, I _E indicates the inertia moment of the engine system, I _M corresponds to the inertia moment configured including the first electric motor MG1, and I _O includes the ring gear R0 and the wheel side output shaft 14. I _W corresponds to the moment of inertia on the wheel side. In the Ne hunting spring / mass system shown in FIG. 4, it is preferable that the 0.5th-order resonance rotational speed is separated from the idle rotational speed of the engine 24. Therefore, in this embodiment, the torsional resonance is suppressed by setting the resonance rotational speed to a value higher than the idle rotational speed. Specifically, in the Ne hunting spring / mass system, the resonance speed (eigenvalue) is increased by reducing the total inertia. On the other hand, in the dominant spring / mass system in the booming noise, the vibration level is lowered by raising the inertia in the T / A indicated by the broken line and lowering the resonance rotational speed (eigenvalue). Here, in the damper device 38, the inertia ring 62 is disposed on the T / A side. Therefore, adjusting the inertia mass of the inertia ring 62 allows the inertia on the engine side to be changed to the T / A side without changing the total inertia. Can be moved to. Accordingly, it is possible to increase the inertia of the dominant spring / mass system in the booming noise while reducing the inertia of the Ne hunting spring / mass system.

  FIG. 5 shows changes in the resonance rotational speed and vibration gain when the moment of inertia of the damper device 38 is thus moved from the engine side to the T / A side. In FIG. 5, the horizontal axis indicates the amount of movement of inertia (moment of inertia), and the inertia toward the T / A side increases as it moves to the right. The left vertical axis indicates the vibration gain, and corresponds to the solid line in the figure. Furthermore, the vertical axis on the right side shows the resonance rotational speed in the P range when converted to the order of rotation 0.5, and corresponds to the alternate long and short dash line in the figure. As shown in FIG. 5, the resonance rotational speed indicated by the alternate long and short dash line increases as the inertia moving toward the T / A side increases. As described above, the resonance rotational speed increases as the inertia toward the T / A side increases. Therefore, it is possible to suppress the occurrence of torsional resonance by setting the resonant rotational speed to a value higher than the idle rotational speed of the engine 24. Further, as the inertia of T / A increases, the vibration gain increases and the vibration transfer characteristic is improved.

  As described above, according to the present embodiment, in the damper device 38, the hub plate 54 can also function as a pressure plate that presses the torque limiter plate 66 provided separately in the conventional damper device. In addition, since the inertia ring 62 has inertia, it can function as a flywheel, so that it is possible to prevent a separate flywheel from being provided. Thus, by sharing the functions of the components of the damper device 38 with one component, the number of components constituting the damper device 38 can be reduced. In this connection, manufacturing costs can also be reduced. By using the disc spring 68 for the torque limiter 58, a practical damper device 38 is obtained.

  Next, another embodiment of the present invention will be described. In the following description, parts common to those in the above-described embodiment are denoted by the same reference numerals and description thereof is omitted.

  FIG. 6 is a cross-sectional view for explaining the configuration of a damper device 100 according to another embodiment of the present invention. The damper device 100 shown in FIG. 6 is connected to a crankshaft 36 of an engine 24 by a bolt 48 and is rotatable around a rotation axis C. And a hub plate 106 that can rotate about the same rotation axis C as the disk plate, and a coil spring 56 that is interposed between the disk plate and the hub plate 106 so as to be able to transmit power. And a torque limiter 107 which is provided on the outer peripheral portion of the hub plate 54 and prevents torque transmission exceeding a preset limit torque.

  Each of the disk plate 102 and the disk sub-plate 104 is constituted by a plate member formed in a disk shape, and is disposed at a position sandwiching the coil spring 56. In the damper device 100 of this embodiment, only the disk plate 102 is fastened to the crankshaft 36 by bolts 48. On the other hand, the disk sub-plate 104 extends in the inner circumferential direction without being bent. A plurality of working holes 105 are formed in the inner peripheral portion of the disc sub-plate 104 in the circumferential direction at positions corresponding to the bolts 48 for passing tools or the like when the damper device 100 is fastened to the crankshaft 36. ing. Further, the outer peripheral portions of the disc plate 102 and the disc sub-plate 104 are integrally fixed by rivets 108. The rivet 108 is inserted into a spring accommodating hole 106a, which will be described later, formed in the hub plate 106, and functions as a member that protects the coil spring 56 as in the above-described embodiment.

  The hub plate 106 is formed in a disc shape, and a plurality of window-like spring accommodating holes 106 a for accommodating the coil springs 56 are formed in the circumferential direction. Further, the outer peripheral end portion of the hub plate 106 is spline-fitted to the inertia ring 110 as in the above-described embodiment. Further, the inner peripheral side of the hub plate 106 extends to the cylindrical portion of the hub member 76, and a work hole 109 for passing a tool or the like when the damper device 100 is fastened to the crankshaft 36 is provided with a bolt 48. Are formed in the circumferential direction at a position corresponding to.

  The torque limiter 107 includes a hub plate 106, a return-type inertia ring 110 and a disc-shaped cover 112 disposed so as to sandwich the hub plate 106, and an outer peripheral portion interposed between the hub plate 106 and the cover 112. A torque limiter plate 114 that is inserted, and a disc spring 116 that is inserted between the inertia ring 110 and the hub plate 106 in the axial direction in a preloaded state and presses the hub plate 106 toward the torque limiter plate 114. Are included. Note that details of the torque limiter 107 are basically the same as those of the torque limiter 58 of the above-described embodiment, and a description thereof will be omitted.

  Also in the present embodiment, a hysteresis generating unit 118 for generating hysteresis torque is provided. The hiss generating portion 118 of the present embodiment is provided in the inner peripheral portion of the disc sub-plate 104 and the inner peripheral portion of the flange portion 76 a at a position shifted in the axial direction with respect to the coil spring 56. The hiss generating portion 118 includes a first annular member 120 having a cross-section bent in an L shape, and a second annular member having a second cross-section having a cross-section bent in an L shape. 122, and a disc spring 124 that is inserted between the second annular member 122 and the flange 76a and presses the second annular member 122 toward the disk sub-plate 104. Since the inner peripheral end of the hub plate 106 is in contact with the first annular member 120, the hub plate 106 is held by the hub member 76 via the first annular member 120. A bearing 126 made of resin or the like is inserted between the inner peripheral portion of the inertia ring 110 and the disk plate 102, and the inertia ring 110 is held by the disk plate 102 via the bearing 126.

  A plurality of protrusions extending in the circumferential direction are formed on the first annular member 120 in the circumferential direction, and the protrusions are fitted into the notches formed in the hub plate 106 to function as detents. The relative rotation between the plate 106 and the first annular member 120 is prevented. Similarly, a plurality of protrusions extending in the axial direction are formed in the second annular member 122 in the circumferential direction, and the protrusions are respectively fitted into the notches formed in the flange portion 76a to prevent rotation. And prevents relative rotation between the second annular member 122 and the hub member 76. Further, a plurality of protrusions are formed in the outer circumferential portion of the disc spring 124 in the circumferential direction, and the protrusions are fitted into a notch formed in the second annular member 122 to function as a detent. The relative rotation between the annular member 122 and the disc spring 124 is prevented. In the hysteresis generating portion 118 configured as described above, the disc spring 116 presses the second annular member 122 toward the disc sub-plate 104 side, so that the hub plate 106, the disc plate 102, and the disc sub-plate 104 slide. When it moves, hysteresis torque is generated.

  Also in the damper device 100 configured as described above, the hub plate 106 also functions as a pressure plate that is required as a component of the torque limiter, and the pressure plate is omitted. Furthermore, since the inertia ring 110 also functions as a support plate and a flywheel that have been required as components of the torque limiter, the components are integrated to reduce the number of parts.

  In the damper device 100, the inertia ring 110 and the cover 112 are fastened by bolts 72, and the torque limiter plate 114 and the flange portion 76 a of the hub member 76 are fastened by rivets 108. Accordingly, the damper device 100 is integrally configured including the inertia ring 110 that also functions as a flywheel. Therefore, when the damper device 100 is assembled to the crankshaft 36, the bolt 48 is attached to the disc plate crankshaft 36. Only one step of fastening is required, and the conventional two steps of assembly of the flywheel and the damper are reduced to one step. Further, in the damper device 100, the hysteresis generating portion 118 is provided at the inner circumferential end portion of the disk sub plate 104 and the flange portion 76a at a position shifted in the axial direction with respect to the coil spring 56. It is also possible to dispose the spring 56 further on the inner peripheral side. Therefore, the coil spring 56 can be further reduced in rigidity. Also, in the damper device 100, the inertia ring 110 is provided on the T / A side with respect to the coil spring 56, and similarly to the damper device 38 of the above-described embodiment, the increase in the resonance rotational speed and the vibration transmission characteristics are improved. It is possible to achieve both improvement.

  As described above, the damper device 100 of this embodiment can achieve the same effects as those of the damper device 38 of the above-described embodiment. Further, a hysteresis generating portion 118 for generating hysteresis torque is provided on the inner peripheral portion of the disc sub-plate 104 and the flange portion 76a, and a bearing 126 is provided between the inertia ring 110 and the disc plate 102. Thus, since the hysteresis generating portion 118 is not disposed on the inner peripheral side of the coil spring 56, the coil spring 56 can be disposed on the inner peripheral side, and as a result, the coil spring 56 can be reduced in rigidity and vibrated. The transfer characteristics can also be improved. Further, the inertia ring 110 is securely held by the bearing 126.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, although the damper device 38 of the above-described embodiment is applied to the hybrid vehicle drive device 10, the specific structure of the drive device may be changed as appropriate. For example, the drive device is not necessarily limited to a hybrid type. Further, the structure of the transmission is not limited to the automatic transmission 22, and can be appropriately changed, for example, a multistage transmission or a belt type continuously variable transmission. Further, the transmission may be omitted.

  Moreover, the bearing 126 provided in the damper device 100 of the above-described embodiment can be used for the damper device 38.

  The material of the bearing 126 provided in the damper device 100 of the above-described embodiment is not limited to resin, and may be changed to another material.

  In the above-described embodiment, the inertia ring 62 and the cover 64 are fastened by the bolt 72, but can be fixed by other methods such as welding.

  In the above-described embodiment, the disc springs 68 and 116 are used for the torque limiters 58 and 107. However, the disc limiters are not necessarily limited to the disc springs. For example, wave springs or coil springs that press the hub plate are used. If it is, it will not specifically limit.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

36: Crankshaft 38, 100: Damper device 50, 102: Disc plate 52, 104: Disc sub-plate (disc plate)
54, 106: Hub plate 56: Coil spring (elastic member)
58, 107: Torque limiter 62, 110: Inertia ring 64, 112: Cover 66, 114: Torque limiter plate 68, 116: Disc spring (spring)
76: Hub member (output rotating member)
118: Hiss generating part 126: Bearing

Claims (3)

A disk plate coupled to the crankshaft and rotatable about a rotation axis; a hub plate rotatable about the same rotation axis as the disk plate; and interposed between the disk plate and the hub plate A damper device for a vehicle including an elastic member that couples these in a power-transmittable manner and a torque limiter that prevents torque transmission exceeding a preset limit torque,
The torque limiter includes the hub plate, an inertia ring and a cover arranged so as to sandwich an outer peripheral portion of the hub plate, an outer peripheral portion interposed between the hub plate and the cover, and an output rotating member. A torque limiter plate that is connected, and a spring that is inserted between the inertia ring and the hub plate in the axial direction in a preloaded state and presses the hub plate toward the torque limiter plate. A damper device for a vehicle, comprising: A hysteresis generating portion for generating a hysteresis torque is provided on the inner peripheral portion of the disk plate and the torque limiter plate,
The vehicle damper device according to claim 1, wherein a bearing is provided between the inertia ring and the disk plate.   The spring is a disc spring that is inserted between the inertia ring and the hub plate in a preload state in an axial direction and presses the hub plate toward the torque limiter plate. Item 1. The vehicle damper device according to Item 1 or 2.

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