JP6480107B2

JP6480107B2 - Drive plate

Info

Publication number: JP6480107B2
Application number: JP2014092659A
Authority: JP
Inventors: 哲也大坪; 良洋高須; 清水　健; 健清水; 健太板山; 陽平北村; 裕之北嶋; 匡平岩田
Original assignee: Aisin AW Co Ltd; Aisin Kiko Co Ltd
Current assignee: Aisin AW Co Ltd; Aisin Kiko Co Ltd
Priority date: 2014-04-28
Filing date: 2014-04-28
Publication date: 2019-03-06
Anticipated expiration: 2034-04-28
Also published as: JP2015209939A

Description

本発明は、エンジンからの動力を動力伝達対象に伝達するドライブプレートに関する。 The present invention relates to a drive plate that transmits power from an engine to a power transmission target.

従来、この種のドライブプレートとして、円板状部材によって構成され、中央部に周方向に間隔をおいて配設された複数のクランク軸取付穴と、外周部側に周方向に間隔をおいて配設されたトルクコンバータ取付穴とを有し、エンジンのクランク軸の回転をトルクコンバータに伝達すると共にクランク軸とトルクコンバータとの間のスラスト方向の変位を吸収するものが知られている（例えば、特許文献１参照）。このドライブプレートの各トルクコンバータ取付穴の近傍には、第１の剛性調整用付加穴が形成されており、互いに周方向に隣接する第１の剛性調整用付加穴の間には、第２の剛性調整用付加穴が形成されている。第１の剛性調整用付加穴は、トルクコンバータ取付穴の半径方向内側に形成された上辺円弧部と、上辺円弧部の左右に形成された略円弧状の膨出部と、各膨出部から回転中心側に向けて三角形状に接近する直線上の側縁部と、各側縁部の半径方向内側の端部に滑らかに接続された円弧部とを含む。また、第２の剛性調整用付加穴は、底辺円弧部と、上辺円弧部と、第１の剛性調整用付加穴の側縁部とほぼ平行に延びて底辺円弧部と上辺円弧部とをつなぐ側縁部とを含む。 Conventionally, as this type of drive plate, a plurality of crankshaft mounting holes, which are constituted by a disk-like member and are arranged at intervals in the circumferential direction at the center, and at intervals in the circumferential direction on the outer peripheral side. And a torque converter mounting hole disposed therein, which transmits the rotation of the crankshaft of the engine to the torque converter and absorbs the displacement in the thrust direction between the crankshaft and the torque converter (for example, , See Patent Document 1). A first rigidity adjusting additional hole is formed in the vicinity of each torque converter mounting hole of the drive plate, and the second rigidity adjusting additional hole is adjacent to each other in the circumferential direction between the second rigidity adjusting additional holes. An additional hole for adjusting rigidity is formed. The first rigidity adjusting additional hole includes an upper-side arc portion formed radially inward of the torque converter mounting hole, a substantially arc-shaped bulge portion formed on the left and right of the upper-side arc portion, and each bulge portion. It includes a side edge portion on a straight line that approaches a triangular shape toward the rotation center side, and an arc portion that is smoothly connected to the radially inner end of each side edge portion. The second rigidity adjusting additional hole extends substantially parallel to the bottom arc portion, the upper arc portion, and the side edge portion of the first rigidity adjusting additional hole, and connects the bottom arc portion and the upper arc portion. Side edges.

上述のように構成される従来のドライブプレートでは、第１の剛性調整用付加穴をトルクコンバータ取付穴の半径方向内側に形成すると共に当該第１の剛性調整用付加穴とは異なる形状の第２の剛性調整用付加穴を第１の剛性調整用付加穴と半径方向の同等位置に設けることで、エンジンからのトルクによる捩りモーメントに起因した応力集中を第１の剛性調整用付加穴の側縁部および第２の剛性調整用付加穴の側縁部に略均等に分散させ、第１の剛性調整用付加穴の縁部の応力を低減させている。また、上記ドライブプレートでは、第１の剛性調整用付加穴の左右の膨出部よりも第２の剛性調整用付加穴の上辺円弧部を半径方向外側に突出させ、本体部の外周部と第１の剛性調整用付加穴との間隔を狭めることで、トルクコンバータの構成部材（フロントカバー等）が遠心力によって半径方向外側に変位することでドライブプレートの本体部が半径方向外側に引っ張られることに起因した第１の剛性調整用付加穴の縁部の応力を低減させている。更に、上記ドライブプレートでは、第１の剛性調整用付加穴の側縁部と第２の剛性調整用付加穴の側縁部とをほぼ平行に形成することで、両者の間の板状部における撓みを一定にし、スラスト方向（軸方向）の変位と捩りモーメントの何れが作用しても、板状部に沿って延びる第１の剛性調整用付加穴の縁部や第２の剛性調整用付加穴の縁部に応力が集中しないようにしている。 In the conventional drive plate configured as described above, the first rigidity adjusting additional hole is formed on the radially inner side of the torque converter mounting hole, and the second shape is different from that of the first rigidity adjusting additional hole. Is provided at the same radial position as the first rigidity adjusting additional hole, so that the stress concentration caused by the torsional moment due to the torque from the engine is concentrated on the side edge of the first rigidity adjusting additional hole. And the side edge of the second rigidity adjusting additional hole are distributed substantially evenly to reduce the stress at the edge of the first rigidity adjusting additional hole. Further, in the drive plate, the upper side arc portion of the second rigidity adjustment additional hole protrudes radially outward from the left and right bulged portions of the first rigidity adjustment additional hole, and the outer peripheral portion of the main body portion and the By narrowing the space between the rigidity adjusting additional hole 1 and the torque converter component (front cover, etc.) is displaced radially outward by centrifugal force, the drive plate body is pulled radially outward. The stress of the edge part of the 1st additional hole for rigidity adjustment resulting from this is reduced. Further, in the above drive plate, the side edge of the first rigidity adjusting additional hole and the side edge of the second rigidity adjusting additional hole are formed substantially parallel to each other in the plate-like portion between them. Regardless of whether the displacement in the thrust direction (axial direction) or the torsional moment is applied, the edge of the first rigidity adjustment additional hole extending along the plate-like part or the second rigidity adjustment addition The stress is not concentrated on the edge of the hole.

特開平９−３１７８４７号公報（図６）JP-A-9-317847 (FIG. 6)

上述のようなドライブプレートは、その軸心がクランクシャフトの軸心に対して極僅かに傾いた状態で当該クランクシャフトに取り付けられることもあり、このような状態で回転するドライブプレートには偏芯荷重が作用する。また、ドライブプレートには、主にトルクコンバータの構成部材（フロントカバー）の膨縮（バルーニング）等に起因して、軸方向のスラスト荷重が作用する。従って、ドライブプレートは、取付誤差やトルクコンバータの構成部材の変形等を吸収できるように、偏芯荷重や軸方向の荷重に対する充分な可撓性を有していなければならず、そのためには、ドライブプレートの偏芯荷重や軸方向の荷重に対する剛性を高くなり過ぎないように抑える必要がある。その一方で、エンジンからのトルクはドライブプレートを介してトルクコンバータ等の動力伝達対象に伝達されることから、ドライブプレートは、エンジンからのトルクによる捩りモーメントに耐えうる充分な捩り剛性を有していなければならない。 The drive plate as described above may be attached to the crankshaft with its axis slightly tilted with respect to the axis of the crankshaft, and the drive plate rotating in such a state is eccentric. A load acts. An axial thrust load acts on the drive plate mainly due to expansion and contraction (ballooning) of the component (front cover) of the torque converter. Therefore, the drive plate must have sufficient flexibility with respect to the eccentric load and the axial load so as to be able to absorb mounting errors and deformation of the components of the torque converter. It is necessary to suppress the rigidity of the drive plate against eccentric load and axial load so as not to become too high. On the other hand, since the torque from the engine is transmitted to the power transmission target such as a torque converter via the drive plate, the drive plate has sufficient torsional rigidity to withstand the torsional moment due to the torque from the engine. There must be.

しかしながら、上記従来のドライブプレートのように、互いに異なる形状をもった第１および第２の剛性調整用付加穴を交互に設けた場合、第１の剛性調整用付加穴の縁部における応力を低減させることができたとしても、ドライブプレートの偏芯荷重や軸方向の荷重に対する剛性が低下し過ぎてしまうおそれがある。更に、上記従来のドライブプレートでは、偏芯荷重や軸方向の荷重に対する剛性（可撓性）を適正範囲に保った場合、第１の剛性調整用付加穴の縁部における応力を低減させ得なくなってしまうおそれがある。 However, when the first and second rigidity adjusting additional holes having different shapes are provided alternately as in the conventional drive plate, the stress at the edge of the first rigidity adjusting additional hole is reduced. Even if it is possible, the rigidity of the drive plate against the eccentric load or the axial load may be excessively lowered. Furthermore, in the above conventional drive plate, when the rigidity (flexibility) with respect to the eccentric load and the axial load is maintained within an appropriate range, the stress at the edge of the first rigidity adjusting additional hole cannot be reduced. There is a risk that.

そこで、本発明は、ドライブプレートの偏芯荷重や軸方向の荷重に対する可撓性を適正に保ちつつ当該ドライブプレートの捩り剛性を良好に確保することを主目的とする。 Therefore, the main object of the present invention is to ensure good torsional rigidity of the drive plate while keeping the flexibility of the drive plate against the eccentric load and the axial load appropriately.

本発明によるドライブプレートは、
エンジンのクランクシャフトおよび動力伝達対象に連結されるプレート部と、前記エンジンをクランキングするモータの駆動ギヤに噛合するリングギヤ部とを含み、前記エンジンからの動力を前記動力伝達対象に伝達するドライブプレートにおいて、
前記プレート部には、互いに同一の形状を有する複数の剛性調整穴が周方向に間隔をおいて配設されており、
前記剛性調整穴の輪郭線は、前記プレート部の軸心を通る中心線に関して対称に形成され、前記輪郭線の幅方向における端部と前記中心線に平行な第１接線との第１接点を含む外側に凸の第１曲線部と、前記軸心側に凸の曲線であって前記中心線と交差する凸の第２曲線部と、前記第１曲線部と前記第２曲線部との双方に接して該第２曲線部と共に前記輪郭線の内周部を規定する直線部とを含み、前記中心線と直交する方向における前記直線部の長さをＬ１とし、前記中心線と前記第１接線との距離をＬ２としたときに、
０＜Ｌ１／Ｌ２≦０．３
を満たすように構成されることを特徴とする。 The drive plate according to the present invention comprises:
A drive plate for transmitting a power from the engine to the power transmission target, including a plate part connected to a crankshaft of the engine and a power transmission target, and a ring gear part meshing with a drive gear of a motor cranking the engine In
In the plate portion, a plurality of rigidity adjusting holes having the same shape are arranged at intervals in the circumferential direction,
The contour line of the rigidity adjusting hole is formed symmetrically with respect to a center line passing through the axis of the plate portion, and has a first contact point between an end portion in the width direction of the contour line and a first tangent line parallel to the center line. A first curved portion that protrudes outward, a second curved portion that is a convex curve on the axial side and intersects the center line, and both the first curved portion and the second curved portion A straight line portion that defines an inner peripheral portion of the contour line together with the second curved line portion, and a length of the straight line portion in a direction orthogonal to the central line is L1, and the central line and the first curved line When the distance from the tangent line is L2,
0 <L1 / L2 ≦ 0.3
It is comprised so that it may satisfy | fill.

このドライブプレートのように、剛性調整穴の輪郭線を構成する第１曲線部と第２曲線部との間の直線部の長さＬ１を中心線と第１接線との距離Ｌ２の３０％以下にすることで、ドライブプレートの偏芯荷重や軸方向の荷重に対する剛性を高くなり過ぎないように抑えつつ、ドライブプレートに捩りモーメントが作用した際の各剛性調整穴の第１曲線部付近における応力を良好に低下させることができる。従って、このドライブプレートでは、偏芯荷重や軸方向の荷重に対する可撓性を適正に保ちつつ捩り剛性を良好に確保することが可能となる。 Like this drive plate, the length L1 of the straight line portion between the first and second curved portions constituting the contour of the rigidity adjusting hole is 30% or less of the distance L2 between the center line and the first tangent line. As a result, the stress in the vicinity of the first curve portion of each stiffness adjusting hole when a torsional moment is applied to the drive plate while suppressing the rigidity of the drive plate against eccentric load and axial load from being excessively increased. Can be reduced satisfactorily. Therefore, with this drive plate, it is possible to ensure good torsional rigidity while maintaining flexibility with respect to eccentric load and axial load.

本発明による他のドライブプレートは、
エンジンのクランクシャフトおよび動力伝達対象に連結されるプレート部と、前記エンジンをクランキングするモータの駆動ギヤに噛合するリングギヤ部とを含み、前記エンジンからの動力を前記動力伝達対象に伝達するドライブプレートにおいて、
前記プレート部には、互いに同一の形状を有する複数の剛性調整穴が周方向に間隔をおいて配設されており、
前記剛性調整穴の輪郭線は、前記プレート部の軸心を通る中心線に関して対称に形成され、前記輪郭線の幅方向における端部と前記中心線に平行な第１接線との第１接点を含む外側に凸の第１曲線部と、前記第１曲線部に接すると共に前記中心線と交差して前記輪郭線の内周部を規定する曲線であって前記軸心側に凸の第２曲線部とを含むことを特徴とする。 Other drive plates according to the present invention are:
A drive plate for transmitting a power from the engine to the power transmission target, including a plate part connected to a crankshaft of the engine and a power transmission target, and a ring gear part meshing with a drive gear of a motor cranking the engine In
In the plate portion, a plurality of rigidity adjusting holes having the same shape are arranged at intervals in the circumferential direction,
The contour line of the rigidity adjusting hole is formed symmetrically with respect to a center line passing through the axis of the plate portion, and has a first contact point between an end portion in the width direction of the contour line and a first tangent line parallel to the center line. A first curved portion that protrudes outward, and a second curve that is in contact with the first curved portion and intersects the center line to define an inner peripheral portion of the contour, and is convex toward the axial center side Part.

このドライブプレートのように、剛性調整穴の輪郭線を構成する第１曲線部と第２曲線部との間に直線部を設けないことにより、ドライブプレートの偏芯荷重や軸方向の荷重に対する剛性を高くなり過ぎないように抑えつつ、ドライブプレートに捩りモーメントが作用した際の各剛性調整穴の第１曲線部付近における応力をより極めて良好に低下させることができる。従って、このドライブプレートでは、偏芯荷重や軸方向の荷重に対する可撓性を適正に保ちつつ捩り剛性を極めて良好に確保することが可能となる。 Unlike this drive plate, by providing no straight part between the first and second curved parts constituting the contour of the rigidity adjusting hole, the rigidity of the drive plate against eccentric load and axial load is achieved. The stress in the vicinity of the first curved portion of each stiffness adjusting hole when a torsional moment is applied to the drive plate can be reduced more satisfactorily. Therefore, with this drive plate, it is possible to ensure a very good torsional rigidity while maintaining appropriate flexibility with respect to eccentric loads and axial loads.

本発明の第１の実施形態に係るドライブプレートを示す平面図である。It is a top view which shows the drive plate which concerns on the 1st Embodiment of this invention. 図１のII−II線に沿った断面図である。It is sectional drawing along the II-II line of FIG. 図１のドライブプレートに設けられた剛性調整穴の輪郭線を示す平面図である。It is a top view which shows the outline of the rigidity adjustment hole provided in the drive plate of FIG. ドライブプレートに偏芯荷重を作用させた際、スラスト荷重を作用させた際、および捩りモーメントを作用させた際に発生する応力の解析結果を示す図表である。It is a graph which shows the analysis result of the stress which generate | occur | produces when an eccentric load is made to act on a drive plate, a thrust load is made to act, and a torsional moment is made to act. 本発明の第２の実施形態に係るドライブプレートを示す平面図である。It is a top view which shows the drive plate which concerns on the 2nd Embodiment of this invention. 図５のドライブプレートに設けられた剛性調整穴の輪郭線を示す平面図である。It is a top view which shows the outline of the rigidity adjustment hole provided in the drive plate of FIG. ドライブプレートに捩りモーメントを作用させた際に発生する応力の解析結果を示す図表である。It is a graph which shows the analysis result of the stress which generate | occur | produces when a torsion moment is made to act on a drive plate.

次に、図面を参照しながら、本発明を実施するための形態について説明する。 Next, the form for implementing this invention is demonstrated, referring drawings.

図１は、本発明の一実施形態に係るドライブプレート１を示す平面図であり、図２は、図１のII−II線に沿った断面図である。これらの図面に示すドライブプレート１は、車両に搭載された原動機としての図示しないエンジン（内燃機関）から出力される動力を動力伝達対象であるトルクコンバータや流体継手といった図示しない流体伝動装置に伝達するのに用いられるものである。ドライブプレート１は、図示するように、エンジンのクランクシャフトおよび流体伝動装置に連結されるプレート部２と、エンジンをクランキングする図示しないセルモータのピニオンギヤ（駆動ギヤ）ＰＧ（図２参照）に噛合可能な環状のリングギヤ部３とを含む。 FIG. 1 is a plan view showing a drive plate 1 according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view taken along line II-II in FIG. A drive plate 1 shown in these drawings transmits power output from an engine (internal combustion engine) (not shown) as a prime mover mounted on a vehicle to a fluid transmission device (not shown) such as a torque converter or a fluid coupling as a power transmission target. It is used for As shown in the figure, the drive plate 1 can mesh with a plate portion 2 connected to the crankshaft and fluid transmission of the engine and a pinion gear (drive gear) PG (see FIG. 2) of a cell motor (not shown) that cranks the engine. And an annular ring gear portion 3.

ドライブプレート１のプレート部２は、例えば冷間圧延鋼板といった可撓性を有する板材（金属板）をプレス加工することにより形成される。図示するように、プレート部２は、中心部に形成された平坦な環状の第１連結部２０と、第１曲げ部２３ａを介して第１連結部２０に連なる環状の傾斜部２４と、第２曲げ部２３ｂを介して傾斜部２４に連なる平坦な環状の第２連結部２５と、第２連結部２５の外周からドライブプレート１（プレート部２）の軸方向に延びる短尺の筒状部２６とを有する。 The plate portion 2 of the drive plate 1 is formed by pressing a flexible plate material (metal plate) such as a cold rolled steel plate. As shown in the figure, the plate portion 2 includes a flat annular first connecting portion 20 formed in the center portion, an annular inclined portion 24 connected to the first connecting portion 20 via a first bent portion 23a, A flat annular second connecting portion 25 that continues to the inclined portion 24 via the two bent portions 23b, and a short cylindrical portion 26 that extends from the outer periphery of the second connecting portion 25 in the axial direction of the drive plate 1 (plate portion 2). And have.

第１連結部２０には、その中心に位置するように中心穴２１が形成されており、当該中心穴２１の周囲には、複数（本実施形態では、８個）の第１連結穴（締結穴）２２が等間隔に配設されている。傾斜部２４は、図２に示すように内側の第１曲げ部２３ａから外側の第２曲げ部２３ｂ側（径方向外側）に向かうにつれて流体伝動装置に近接するように傾斜する。これにより、第２連結部２５は、第１連結部２０よりも流体伝動装置に近接する（エンジンから離間する）ように形成される。筒状部２６は、第２連結部２５（プレート部２）の外周から片持ち状に延びるようにプレス加工により形成される。 A central hole 21 is formed in the first connecting portion 20 so as to be positioned at the center thereof, and a plurality of (eight in the present embodiment) first connecting holes (fastening) are provided around the central hole 21. Holes) 22 are arranged at equal intervals. As shown in FIG. 2, the inclined portion 24 is inclined so as to approach the fluid transmission device from the inner first bent portion 23 a toward the outer second bent portion 23 b side (radially outer side). Thereby, the 2nd connection part 25 is formed so that it may approach a fluid transmission device rather than the 1st connection part 20 (separate from an engine). The cylindrical part 26 is formed by press work so as to extend in a cantilevered manner from the outer periphery of the second connecting part 25 (plate part 2).

図１に示すように、第２連結部２５には、それぞれ複数（本実施形態では、それぞれ６個）の第２連結穴（締結穴）２７および剛性調整穴１０が周方向に一定の間隔（本実施形態では６０°）をおいて（等間隔に）形成されている。複数の剛性調整穴１０は、流体伝動装置のフロントカバーの変形等を吸収できるように、ドライブプレート１すなわちプレート部２の偏芯荷重（曲げ荷重）や軸方向の荷重に対する剛性が高くなり過ぎるのを抑制するために設けられるものであり、互いに同一の形状（輪郭線）を有する。 As shown in FIG. 1, a plurality (six in this embodiment) of second connecting holes (fastening holes) 27 and rigidity adjusting holes 10 are respectively provided in the second connecting portion 25 at a constant interval in the circumferential direction ( In this embodiment, they are formed at regular intervals (60 °). The plurality of stiffness adjusting holes 10 are too rigid with respect to the eccentric load (bending load) or axial load of the drive plate 1, that is, the plate portion 2 so as to absorb the deformation of the front cover of the fluid transmission device. Are provided in order to suppress the above, and have the same shape (outline).

リングギヤ部３は、それぞれ例えばインボリュート曲線により構成された歯面および概ね平坦な歯先面を含むと共にセルモータのピニオンギヤＰＧの歯と噛合可能な複数の外歯３０を有する。リングギヤ部３は、例えば既存のリングギヤ製造設備を利用してプレート部２とは別に製造され、プレート部２の筒状部２６の外周面に溶接により接合される。これにより、リングギヤ部３は、プレート部２の外周側でドライブプレート１の軸方向に延在する。なお、本実施形態において、ピニオンギヤＰＧの各歯は、軸心と平行に延びる歯筋を有し、ピニオンギヤＰＧは、図示しないセルモータのロータに連結されると共にエンジンの始動に際し、例えば図２に示すようにエンジン側からドライブプレート１（流体伝動装置側）に向けて移動させられる。なお、リングギヤ部３は、プレート部２と別体のものに限られず、例えばプレス加工等によりプレート部２と一体に成形されるものであってもよい。 The ring gear portion 3 includes a plurality of external teeth 30 each including a tooth surface formed by, for example, an involute curve and a substantially flat tooth tip surface, and capable of meshing with the teeth of the pinion gear PG of the cell motor. The ring gear portion 3 is manufactured separately from the plate portion 2 using, for example, existing ring gear manufacturing equipment, and joined to the outer peripheral surface of the cylindrical portion 26 of the plate portion 2 by welding. As a result, the ring gear portion 3 extends in the axial direction of the drive plate 1 on the outer peripheral side of the plate portion 2. In the present embodiment, each tooth of the pinion gear PG has a tooth trace extending in parallel with the axis, and the pinion gear PG is connected to a rotor of a cell motor (not shown) and is started when the engine is started, for example, as shown in FIG. In this way, it is moved from the engine side toward the drive plate 1 (fluid transmission device side). In addition, the ring gear part 3 is not restricted to the thing separate from the plate part 2, For example, you may shape | mold integrally with the plate part 2 by press work etc.

そして、エンジンのクランクシャフトとプレート部２の第１連結部２０とは、第２連結部２５が流体伝動装置側に位置するように各第１連結穴２２に挿通されたボルトにより互いに締結される。また、プレート部２の第２連結部２５の流体伝動装置側の面には、当該流体伝動装置に固定されたセットブロック５の端面が第２連結穴２７を覆うように当接させられ、第２連結部２５とセットブロック５とは、各第２連結穴２７に挿通されたボルトにより互いに締結される。これにより、ドライブプレート１を介してエンジンと流体伝動装置とが連結され、エンジンから出力される動力を動力伝達対象である流体伝動装置に伝達することが可能となる。また、ピニオンギヤＰＧとリングギヤ部３とが噛合した状態でセルモータを作動させることにより、エンジンをクランキングすることができる。 The crankshaft of the engine and the first connecting portion 20 of the plate portion 2 are fastened to each other by bolts inserted through the first connecting holes 22 so that the second connecting portion 25 is located on the fluid transmission device side. . Further, the end surface of the set block 5 fixed to the fluid transmission device is brought into contact with the surface of the second connection portion 25 of the plate portion 2 so as to cover the second connection hole 27, The two connecting portions 25 and the set block 5 are fastened to each other by bolts inserted through the second connecting holes 27. As a result, the engine and the fluid transmission device are connected via the drive plate 1, and the power output from the engine can be transmitted to the fluid transmission device that is the target of power transmission. Further, the engine can be cranked by operating the cell motor in a state where the pinion gear PG and the ring gear portion 3 are engaged with each other.

続いて、図３を参照しながら、ドライブプレート１のプレート部２に形成された剛性調整穴１０について説明する。 Next, the rigidity adjusting hole 10 formed in the plate portion 2 of the drive plate 1 will be described with reference to FIG.

図３に示すように、剛性調整穴１０の輪郭線１００は、プレート部２（ドライブプレート１）の軸心Ｏを通る中心線ＣＬに関して左右対称に形成され、当該輪郭線１００の幅方向における端部と中心線ＣＬと平行に延びる第１接線Ｔ１ａまたはＴ１ｂとの第１接点ｃ１ａまたはｃ１ｂを含む外側（剛性調整穴１０の重心位置に対して外側）に凸の第１曲線部１０１ａ，１０１ｂと、第１曲線部１０１ａおよび１０１ｂに接すると共に中心線ＣＬと交差して輪郭線１００の内周部を規定する曲線であって軸心Ｏ側に凸の第２曲線部１０２とを含む。また、輪郭線１００は、第２曲線部１０２の径方向外側に位置する第３曲線部１０３と、第１曲線部１０１ａまたは１０１ｂと第３曲線部１０３との双方に接して第１曲線部１０１ａおよび１０１ｂの一部並びに第３曲線部１０３と共に輪郭線１００の外周部を規定する第４曲線部１０４ａ，１０４ｂとを含む。 As shown in FIG. 3, the contour line 100 of the stiffness adjusting hole 10 is formed symmetrically with respect to the center line CL passing through the axis O of the plate portion 2 (drive plate 1), and the end of the contour line 100 in the width direction is formed. First curved portions 101a, 101b convex outward (including the center of gravity of the stiffness adjusting hole 10) including the first contact c1a or c1b of the first tangent line T1a or T1b extending in parallel with the center line CL , A curve that is in contact with the first curved portions 101a and 101b and intersects the center line CL to define the inner peripheral portion of the contour 100, and includes a second curved portion 102 that protrudes toward the axis O side. In addition, the contour line 100 is in contact with both the third curved portion 103 located on the radially outer side of the second curved portion 102, the first curved portion 101a or 101b, and the third curved portion 103, and the first curved portion 101a. And the fourth curved line portions 104 a and 104 b that define the outer peripheral portion of the contour line 100 together with a part of the first curved line 101 b and the third curved line portion 103.

本実施形態において、第１曲線部１０１ａ，１０１ｂは、中心に対して外側に凸となる円弧により構成され、互いに同一の曲率半径を有する。また、第２曲線部１０２は、第１曲線部１０１ａ，１０１ｂよりも大きい曲率半径を有する円弧により構成される。第２曲線部１０２は、第１曲線部１０１ａとプレート部２の軸心Ｏを通る第２接線Ｔ２ａとの第２接点ｃ２ａよりも中心線ＣＬ側かつ第１曲線部１０１ａ（図中二点鎖線で示す延長線）が中心線ＣＬに直交する軸心Ｏ側の第３接線Ｔ３と接する際の第３接点ｃ３ａよりも第２接点ｃ２ａ側に位置する接点ｃｐａで第１曲線部１０１ａに接する。更に、第２曲線部１０２は、第１曲線部１０１ｂとプレート部２の軸心Ｏを通る第２接線Ｔ２ｂとの第２接点ｃ２ｂよりも中心線ＣＬ側かつ第１曲線部１０１ｂ（図中二点鎖線で示す延長線）が中心線ＣＬに直交する軸心Ｏ側の第３接線Ｔ３と接する際の第３接点ｃ３ｂよりも第２接点ｃ２ｂ側に位置する接点ｃｐｂで第１曲線部１０１ｂに接する。 In the present embodiment, the first curved portions 101a and 101b are formed by arcs that protrude outward from the center, and have the same radius of curvature. Further, the second curved portion 102 is configured by an arc having a larger radius of curvature than the first curved portions 101a and 101b. The second curved portion 102 is located on the center line CL side of the first curved portion 101a and the second tangent line T2a passing through the axis O of the plate portion 2 with respect to the center line CL and on the first curved portion 101a (two-dot chain line in the figure). Is extended to the first curve portion 101a at a contact point cpa located closer to the second contact point c2a than the third contact point c3a when contacting the third tangent line T3 on the axis O side perpendicular to the center line CL. Further, the second curved portion 102 is located on the side of the center line CL from the second contact point c2b between the first curved portion 101b and the second tangent line T2b passing through the axis O of the plate portion 2, and the first curved portion 101b (two in the drawing). The first curve portion 101b is located at a contact point cpb that is located on the second contact point c2b side with respect to the third contact point c3b when the extension line indicated by the dotted line) is in contact with the third tangent line T3 on the axis O side orthogonal to the center line CL. Touch.

また、本実施形態において、第３曲線部１０３は、例えば第２曲線部１０２よりも大きい曲率半径を有する軸心Ｏとは反対側すなわち径方向外側に凸の円弧により構成され、中心線ＣＬに直交すると共に上記第３接線Ｔ３よりも径方向外側で第１曲線部１０１ａ，１０１ｂに接する第４接線Ｔ４よりも径方向内側に位置する。更に、本実施形態において、第４曲線部１０４ａ，１０４ｂは、第１曲線部１０１ａ，１０１ｂよりも小さい曲率半径を有する軸心Ｏ側に凸の円弧により構成される。第４曲線部１０４ａは、第１曲線部１０１ａと第４接線Ｔ４との第４接点ｃ４ａよりも中心線ＣＬ側で当該第１曲線部１０１ａに接し、第４曲線部１０４ｂは、第１曲線部１０１ｂと第４接線Ｔ４との第４接点ｃ４ｂよりも中心線ＣＬ側で当該第１曲線部１０１ｂに接する。これにより、輪郭線１００（剛性調整穴１０）の外周部は、プレート部２の軸心Ｏに向けて窪むことになる。そして、図１に示すように、流体伝動装置への締結に用いられる第２連結穴２７は、その中心が中心線ＣＬ上に位置するように輪郭線１００の窪んだ外周部すなわち第３曲線部１０３の径方向外側（剛性調整穴１０の重心や軸心Ｏに対して外側）に形成される。 Further, in the present embodiment, the third curved line portion 103 is configured by an arc that is convex on the opposite side to the axis O having a larger radius of curvature than the second curved line portion 102, that is, radially outward, and is centered on the center line CL. It is orthogonal and located radially outside the third tangent line T3 and radially inward from the fourth tangent line T4 contacting the first curved portions 101a and 101b. Further, in the present embodiment, the fourth curved portions 104a and 104b are configured by circular arcs convex toward the axis O having a smaller radius of curvature than the first curved portions 101a and 101b. The fourth curve portion 104a is in contact with the first curve portion 101a on the center line CL side with respect to the fourth contact c4a between the first curve portion 101a and the fourth tangent line T4, and the fourth curve portion 104b is the first curve portion. 101b and the fourth tangent line T4 are in contact with the first curve portion 101b on the center line CL side with respect to the fourth contact c4b. As a result, the outer peripheral portion of the contour line 100 (rigidity adjusting hole 10) is recessed toward the axis O of the plate portion 2. And as shown in FIG. 1, the 2nd connection hole 27 used for the fastening to a fluid transmission apparatus is the outer peripheral part which the outline 100 depressed, ie, the 3rd curve part, so that the center may be located on the centerline CL. 103 is formed on the outer side in the radial direction of 103 (outside with respect to the center of gravity and the axis O of the stiffness adjusting hole 10).

図４に、上述のドライブプレート１を含む複数のドライブプレートに偏芯荷重を作用させた際、スラスト荷重を作用させた際、および捩りモーメントを作用させた際に発生する応力の解析結果を示す。本発明者らによる応力解析は、有限要素法に基づく数値解析法を用いたものである。かかる解析に際して、本発明者らは、上記ドライブプレート１のモデルを用意すると共に、上記輪郭線１００とは異なる輪郭線１００Ｂを有する剛性調整穴１０Ｂを複数含む図５に示すようなドライブプレート１Ｂについて複数のモデルを用意した。図５に示すドライブプレート１Ｂは、剛性調整穴１０Ｂの構成を除いて、上記ドライブプレート１と同一の諸元を有するものである。 FIG. 4 shows an analysis result of stress generated when an eccentric load is applied to a plurality of drive plates including the drive plate 1 described above, a thrust load is applied, and a torsional moment is applied. . The stress analysis by the present inventors uses a numerical analysis method based on the finite element method. In this analysis, the present inventors prepare a model of the drive plate 1 and drive plate 1B as shown in FIG. 5 including a plurality of stiffness adjusting holes 10B having a contour 100B different from the contour 100. Several models were prepared. The drive plate 1B shown in FIG. 5 has the same specifications as the drive plate 1 except for the configuration of the stiffness adjusting hole 10B.

ここで、図６を参照しながら、ドライブプレート１Ｂに設けられた剛性調整穴１０Ｂの輪郭線１００Ｂについて説明する。剛性調整穴１０Ｂの輪郭線１００Ｂは、プレート部２（ドライブプレート１）の軸心Ｏを通る中心線ＣＬに関して左右対称に形成され、当該輪郭線１００Ｂの幅方向における端部と中心線ＣＬと平行に延びる第１接線Ｔ１ａまたはＴ１ｂとの第１接点ｃ１ａまたはｃ１ｂを含む外側（剛性調整穴１０Ｂの重心位置に対して外側）に凸の第１曲線部１０１ａ，１０１ｂと、軸心Ｏ側に凸の曲線であって中心線ＣＬと交差する第２曲線部１０２Ｂと、第１曲線部１０１ａまたは１０１ｂと第２曲線部１０２Ｂとの双方に接して当該第２曲線部１０２Ｂと共に輪郭線１００の内周部を規定する直線部１１０ａ，１１０ｂとを含む。また、輪郭線１００Ｂは、第２曲線部１０２Ｂの径方向外側に位置する第３曲線部１０３と、第１曲線部１０１ａまたは１０１ｂと第３曲線部１０３との双方に接して第１曲線部１０１ａおよび１０１ｂの一部並びに第３曲線部１０３と共に輪郭線１００の外周部を規定する第４曲線部１０４ａ，１０４ｂとを含む。 Here, the outline 100B of the stiffness adjusting hole 10B provided in the drive plate 1B will be described with reference to FIG. The contour line 100B of the stiffness adjusting hole 10B is formed symmetrically with respect to the center line CL passing through the axis O of the plate portion 2 (drive plate 1), and is parallel to the end portion in the width direction of the contour line 100B and the center line CL. The first curved portions 101a and 101b that protrude outward (including the first contact point c1a or c1b with the first tangent line T1a or T1b extending inward) (outward with respect to the center of gravity position of the stiffness adjusting hole 10B), and convex toward the axis O side The second curve portion 102B intersecting the center line CL, the first curve portion 101a or 101b, and the second curve portion 102B both in contact with the second curve portion 102B and the inner periphery of the contour line 100 Straight portions 110a and 110b defining the portion. Further, the contour line 100B is in contact with both the third curved line portion 103 located on the radially outer side of the second curved line portion 102B, the first curved line portion 101a or 101b, and the third curved line portion 103, and the first curved line portion 101a. And the fourth curved line portions 104 a and 104 b that define the outer peripheral portion of the contour line 100 together with a part of the first curved line 101 b and the third curved line portion 103.

輪郭線１００Ｂの第１曲線部１０１ａ，１０１ｂは、中心に対して外側に凸となる円弧により構成され、上記剛性調整穴１０の輪郭線１００に含まれるものと同一かつ互いに同一の曲率半径を有する。そして、第２曲線部１０２Ｂは、第１曲線部１０１ａ，１０１ｂよりも大きい曲率半径を有する円弧により構成される。また、直線部１１０ａは、第１曲線部１０１ａとプレート部２の軸心Ｏを通る第２接線Ｔ２ａとの第２接点ｃ２ａよりも中心線ＣＬ側かつ第１曲線部１０１ａ（図中二点鎖線で示す延長線）が中心線ＣＬに直交する軸心Ｏ側の第３接線Ｔ３と接する際の第３接点ｃ３ａよりも第２接点ｃ２ａ側に位置する接点ｃｘａで第１曲線部１０１ａに接し、当該接点ｃｘａよりも中心線ＣＬ側に位置する接点ｃｙａで第２曲線部１０２Ｂに接する。更に、直線部１１０ｂは、第１曲線部１０１ｂとプレート部２の軸心Ｏを通る第２接線Ｔ２ｂとの第２接点ｃ２ｂよりも中心線ＣＬ側かつ第１曲線部１０１ｂ（図中二点鎖線で示す延長線）が中心線ＣＬに直交する軸心Ｏ側の第３接線Ｔ３と接する際の第３接点ｃ３ｂよりも第２接点ｃ２ｂ側に位置する接点ｃｘｂで第１曲線部１０１ｂに接し、当該接点ｃｘｂよりも中心線ＣＬ側に位置する接点ｃｙｂで第２曲線部１０２Ｂに接する。 The first curved portions 101a and 101b of the contour line 100B are configured by arcs that protrude outward from the center, and have the same radius of curvature as that included in the contour line 100 of the rigidity adjusting hole 10. . And the 2nd curve part 102B is comprised by the circular arc which has a larger curvature radius than the 1st curve parts 101a and 101b. Further, the straight line portion 110a is located on the center line CL side of the first curved portion 101a (the two-dot chain line in the figure) with respect to the second contact c2a between the first curved portion 101a and the second tangent line T2a passing through the axis O of the plate portion 2. A contact line cxa located on the second contact point c2a side than the third contact point c3a when contacting the third tangent line T3 on the side of the axis O perpendicular to the center line CL. The contact cya located on the center line CL side with respect to the contact cxa is in contact with the second curved line portion 102B. Furthermore, the straight line portion 110b is located on the center line CL side and the first curved portion 101b (two-dot chain line in the figure) from the second contact point c2b between the first curved portion 101b and the second tangent line T2b passing through the axis O of the plate portion 2. A contact cxb located on the second contact c2b side of the third contact c3b when contacting the third tangent line T3 on the axis O side orthogonal to the center line CL. The contact point cyb located closer to the center line CL than the contact point cxb is in contact with the second curved line portion 102B.

また、輪郭線１００Ｂの第３曲線部１０３は、上記剛性調整穴１０の輪郭線１００に含まれるものと同一かつ例えば第２曲線部１０２Ｂよりも大きい曲率半径を有する軸心Ｏとは反対側すなわち径方向外側に凸の円弧により構成され、中心線ＣＬに直交すると共に上記第３接線Ｔ３よりも径方向外側で第１曲線部１０１ａ，１０１ｂに接する第４接線Ｔ４よりも径方向内側に位置する。更に、輪郭線１００Ｂの第４曲線部１０４ａ，１０４ｂは、上記剛性調整穴１０の輪郭線１００に含まれるものと同一かつ第１曲線部１０１ａ，１０１ｂよりも小さい曲率半径を有する軸心Ｏ側に凸の円弧により構成される。第４曲線部１０４ａは、第１曲線部１０１ａと第４接線Ｔ４との第４接点ｃ４ａよりも中心線ＣＬ側で当該第１曲線部１０１ａに接し、第４曲線部１０４ｂは、第１曲線部１０１ｂと第４接線Ｔ４との第４接点ｃ４ｂよりも中心線ＣＬ側で当該第１曲線部１０１ｂに接する。 Further, the third curved line portion 103 of the contour line 100B is the same as that included in the contour line 100 of the rigidity adjusting hole 10 and is opposite to the axis O having a radius of curvature larger than the second curved line portion 102B, for example, It is composed of a circular arc that protrudes radially outward, is orthogonal to the center line CL, and is positioned radially inward of the fourth tangent line T4 that is radially outward of the third tangent line T3 and in contact with the first curved portions 101a and 101b. . Further, the fourth curved portions 104a and 104b of the contour line 100B are on the axis O side having the same radius of curvature as that included in the contour line 100 of the rigidity adjusting hole 10 and smaller than the first curved portions 101a and 101b. Consists of convex arcs. The fourth curve portion 104a is in contact with the first curve portion 101a on the center line CL side with respect to the fourth contact c4a between the first curve portion 101a and the fourth tangent line T4, and the fourth curve portion 104b is the first curve portion. 101b and the fourth tangent line T4 are in contact with the first curve portion 101b on the center line CL side with respect to the fourth contact c4b.

上述のようなドライブプレート１Ｂについて、本発明者らは、中心線ＣＬと直交する方向（図６における左右方向）における直線部１１０ａ，１１０ｂの長さ（中心線ＣＬと直交する方向における接点ｃｘａまたはｃｘｂと接点ｃｙａまたはｃｙｂとの距離）を“Ｌ１”とし、中心線ＣＬと第１接線Ｔ１ａ，Ｔ１ｂとの距離を“Ｌ２”としたときに、長さＬ１およびＬ２の比率γ＝Ｌ１／Ｌ２を９％、１３％、１５％、１７％、２２％、２６％、２９％、３４％、３７％、４０％、５０％、および７５％とした合計１２個のモデルを用意した。なお、上記ドライブプレート１は、比率γ＝０％となるモデルに対応する。 Regarding the drive plate 1B as described above, the present inventors have made the lengths of the straight portions 110a and 110b in the direction orthogonal to the center line CL (the left-right direction in FIG. 6) (the contact cxa in the direction orthogonal to the center line CL or The distance γ = L1 / L2 when the distance between the center line CL and the first tangent line T1a, T1b is “L2” when the distance between the cxb and the contact point cya or cyb) is “L1”. A total of 12 models were prepared with 9%, 13%, 15%, 17%, 22%, 26%, 29%, 34%, 37%, 40%, 50%, and 75%. The drive plate 1 corresponds to a model in which the ratio γ = 0%.

そして、本発明者らは、クランクシャフトの軸心に対して極僅か（例えば０．５°程度）に軸心が傾いた状態で当該クランクシャフトに取り付けられたドライブプレートに対して予め定められた回転トルクが伝達された際に偏芯荷重によって当該ドライブプレートで発生する最大応力を数値解析によりモデルごとに求めた（図４における□印参照）。また、本発明者らは、エンジンおよび流体伝動装置に締結されたドライブプレートの各第２締結穴の周辺（セットブロックとの当接面）に予め定められた軸方向のスラスト荷重が加えられた際に当該ドライブプレートで発生する最大応力を数値解析によりモデルごとに求めた（図４における△印参照）。更に、エンジンおよび流体伝動装置に締結されたドライブプレートに予め定められた非常に大きい回転トルク（例えば１０００〜１５００Ｎ・ｍ）が伝達された際に捩りモーメントによって当該ドライブプレートで発生する最大応力を数値解析によりモデルごとに求めた（図４における○印参照）。 The inventors of the present invention have previously determined a drive plate attached to the crankshaft with the shaft tilted to a slight extent (for example, about 0.5 °) with respect to the crankshaft axis. The maximum stress generated in the drive plate due to the eccentric load when the rotational torque was transmitted was determined for each model by numerical analysis (see □ in FIG. 4). In addition, the inventors applied a predetermined axial thrust load around each second fastening hole (contact surface with the set block) of the drive plate fastened to the engine and the fluid transmission device. In this case, the maximum stress generated in the drive plate was determined for each model by numerical analysis (see Δ in FIG. 4). Further, when a predetermined very large rotational torque (for example, 1000 to 1500 N · m) is transmitted to the drive plate fastened to the engine and the fluid transmission device, the maximum stress generated in the drive plate by the torsional moment is numerically expressed. It was obtained for each model by analysis (see circles in FIG. 4).

図４に示すように、偏芯荷重によってドライブプレートで発生する最大応力は、上述の複数（合計１３個）のモデル間で概ね同一の値となった。同様に、スラスト荷重によってドライブプレートで発生する最大応力も、上述の複数（合計１３個）のモデル間で概ね同一の値となった。これに対して、捩りモーメントによってドライブプレートで発生する最大応力は、図４および図７に示すように、上記比率γが小さいほど小さくなり、第１曲線部１０１ａ，１０１ｂと第２曲線部１０２との間に直線部が設けられていない輪郭線１００を有する剛性調整穴１０を含むドライブプレート１のモデルで最小となった。なお、ドライブプレートの回転方向が図３および図６における矢印方向である場合、捩りモーメントによってドライブプレートで発生する応力は、プレート部２の流体伝動装置側の面では第１曲線部１０１ａの内周側領域（図３および図６におけるＡ部）で最大となり、プレート部２のエンジン側の面では第１曲線部１０１ｂの外周側領域（図３および図６におけるＢ部）で最大となった。 As shown in FIG. 4, the maximum stress generated in the drive plate due to the eccentric load was almost the same value among the plurality of models (a total of 13 models). Similarly, the maximum stress generated in the drive plate due to the thrust load is substantially the same among the plurality of models (a total of 13 models). On the other hand, as shown in FIGS. 4 and 7, the maximum stress generated in the drive plate due to the torsional moment decreases as the ratio γ decreases, and the first curve portions 101a and 101b and the second curve portion 102 In the model of the drive plate 1 including the stiffness adjusting hole 10 having the contour line 100 in which no straight line portion is provided between the two, the minimum value is obtained. When the rotation direction of the drive plate is the arrow direction in FIGS. 3 and 6, the stress generated in the drive plate due to the torsional moment is the inner circumference of the first curved portion 101a on the surface of the plate portion 2 on the fluid transmission device side. The maximum was in the side region (A portion in FIGS. 3 and 6), and the maximum in the engine side surface of the plate portion 2 was in the outer peripheral side region (B portion in FIGS. 3 and 6) of the first curved portion 101b.

図４および図７に示す解析結果より、ドライブプレート１の剛性調整穴１０のように、第１曲線部１０１ａ，１０１ｂと第２曲線部１０２との間に直線部を設けないことで、ドライブプレート１の偏芯荷重や軸方向の荷重に対する剛性を高くなり過ぎないように抑えつつ、ドライブプレート１に捩りモーメントが作用した際の各剛性調整穴１０の第１曲線部１０１ａ，１０１ｂ付近における応力を極めて良好に低下させ得ることが理解されよう。すなわち、ドライブプレート１では、偏芯荷重や軸方向の荷重に対する可撓性を適正に保ちつつ捩り剛性を極めて良好に確保することが可能となる。 From the analysis results shown in FIG. 4 and FIG. 7, the drive plate 1 is not provided with straight portions between the first curved portions 101 a and 101 b and the second curved portion 102, like the rigidity adjusting hole 10 of the drive plate 1. The stress in the vicinity of the first curved portions 101a and 101b of each stiffness adjusting hole 10 when a torsional moment is applied to the drive plate 1 while suppressing the stiffness against the eccentric load of 1 and the axial load from becoming too high. It will be appreciated that it can be reduced very well. That is, in the drive plate 1, it is possible to ensure a very good torsional rigidity while keeping the flexibility with respect to the eccentric load and the axial load appropriate.

また、ドライブプレート１の剛性調整穴１０（輪郭線１００）において、第２曲線部１０２は、第１曲線部１０１ａまたは１０１ｂと第２接線Ｔ２ａまたはＴ２ｂとの第２接点ｃ２ａ，ｃ２ｂよりも中心線ＣＬ側かつ第１曲線部１０１ａ，１０１ｂが第３接線Ｔ３と接する際の第３接点ｃ３ａ、ｃ３ｂよりも第２接点ｃ２ａ，ｃ２ｂ側に位置する接点ｃｐａ，ｃｐｂで第１曲線部１０１ａ，１０１ｂに接する。これにより、剛性調整穴１０の開口面積を適正化して（開口面積が大きくなりすぎないようにして）ドライブプレート１の偏芯荷重や軸方向の荷重に対する剛性が低くなり過ぎないようにしつつ、ドライブプレート１に捩りモーメントが作用した際の各剛性調整穴１０の第１曲線部１０１ａ、１０１ｂ付近における応力を極めて良好に低下させることが可能となる。ただし、剛性調整穴１０（輪郭線１００）は、第２曲線部１０２が第１曲線部１０１ａ，１０１ｂとプレート部２の軸心Ｏを通る第２接線Ｔ２ａ，Ｔ２ｂとの第２接点ｃ２ａ，ｃ２ｂで第１曲線部１０１ａ，１０１ｂに接するように構成されてもよい。 Further, in the stiffness adjusting hole 10 (contour line 100) of the drive plate 1, the second curved portion 102 is centerline more than the second contacts c2a and c2b between the first curved portion 101a or 101b and the second tangent T2a or T2b. The first curved portions 101a and 101b are located at the contact points cpa and cpb located on the second contact points c2a and c2b from the third contact points c3a and c3b when the first curved portions 101a and 101b are in contact with the third tangent line T3. Touch. As a result, the opening area of the rigidity adjusting hole 10 is optimized (the opening area does not become too large) and the rigidity of the drive plate 1 with respect to the eccentric load and the axial load is prevented from becoming too low. The stress in the vicinity of the first curved portions 101a and 101b of each stiffness adjusting hole 10 when a torsional moment is applied to the plate 1 can be reduced extremely well. However, the stiffness adjusting hole 10 (contour line 100) has second contact points c2a, c2b between the second curved line portion 102 and the second tangent lines T2a, T2b passing through the first curved line portions 101a, 101b and the axis O of the plate portion 2. It may be configured to contact the first curved portions 101a and 101b.

ところで、本発明者らの研究によれば、上述のような剛性調整穴１０を含むドライブプレート１の捩り剛性は、充分に高く（最大応力が充分に小さく）、最大応力がドライブプレート１におけるものより１０％程度大きくなっても実用上支障はなく、ドライブプレートの捩り剛性が実用上充分に確保されることが判明している。そして、図６に示すような剛性調整穴１０Ｂを含むドライブプレート１Ｂにおいて、上記比率γが３０％以下になるように剛性調整穴１０Ｂの輪郭線１００Ｂを構成すれば、図７に示すように、当該ドライブプレート１Ｂにおける最大応力を上記ドライブプレート１における最大応力の１０％増し（１．１倍）の値である許容値よりも小さくすることができる。更に、図７からわかるように、上記比率γが１５％以下になるように剛性調整穴１０Ｂの輪郭線１００Ｂを構成すれば、ドライブプレート１Ｂにおける最大応力を上記ドライブプレート１における最大応力の５％増し（１．０５倍）程度の値にすることができる。 By the way, according to the study by the present inventors, the torsional rigidity of the drive plate 1 including the rigidity adjusting hole 10 as described above is sufficiently high (the maximum stress is sufficiently small), and the maximum stress is in the drive plate 1. It has been found that even if it becomes larger by about 10%, there is no practical problem and the torsional rigidity of the drive plate is sufficiently secured in practice. Then, in the drive plate 1B including the rigidity adjustment hole 10B as shown in FIG. 6, if the contour line 100B of the rigidity adjustment hole 10B is configured so that the ratio γ is 30% or less, as shown in FIG. The maximum stress in the drive plate 1B can be made smaller than the allowable value, which is a value that is 10% higher than the maximum stress in the drive plate 1 (1.1 times). Further, as can be seen from FIG. 7, if the contour line 100B of the stiffness adjusting hole 10B is configured so that the ratio γ is 15% or less, the maximum stress in the drive plate 1B is reduced to 5% of the maximum stress in the drive plate 1. The value can be increased (about 1.05 times).

従って、ドライブプレート１Ｂでは、輪郭線１００Ｂ（剛性調整穴１０Ｂ）の第１曲線部１０１ａ，１０１ｂと第２曲線部１０２Ｂとの間の直線部１１０ａ，１１０ｂの中心線ＣＬと直交する方向における長さＬ１を中心線ＣＬと第１接線Ｔ１ａ，Ｔ１ｂとの距離Ｌ２の３０％以下、より好ましくは１５％以下にすることで、偏芯荷重や軸方向の荷重に対する剛性が低くなり過ぎないようにしつつ、捩りモーメントが作用した際の各剛性調整穴１０Ｂの第１曲線部１０１ａ，１０１ｂ付近における応力を良好に低下させることが可能となる。すなわち、ドライブプレート１Ｂでは、剛性調整穴１０Ｂの輪郭線１００Ｂを、０＜γ＝Ｌ１／Ｌ２≦０．３、より好ましくは、０＜γ＝Ｌ１／Ｌ２≦０．１５を満たすように構成することで、偏芯荷重や軸方向の荷重に対する可撓性を適正に保ちつつ捩り剛性を良好に確保することができる。 Therefore, in the drive plate 1B, the length in the direction orthogonal to the center line CL of the straight portions 110a, 110b between the first curved portions 101a, 101b and the second curved portions 102B of the contour line 100B (rigidity adjusting hole 10B). By making L1 30% or less of the distance L2 between the center line CL and the first tangents T1a and T1b, more preferably 15% or less, the rigidity against the eccentric load and the axial load is prevented from becoming too low. It is possible to satisfactorily reduce the stress in the vicinity of the first curved portions 101a and 101b of each stiffness adjusting hole 10B when a torsional moment is applied. That is, in the drive plate 1B, the outline 100B of the stiffness adjusting hole 10B is configured to satisfy 0 <γ = L1 / L2 ≦ 0.3, more preferably 0 <γ = L1 / L2 ≦ 0.15. As a result, it is possible to satisfactorily ensure torsional rigidity while maintaining appropriate flexibility with respect to eccentric load and axial load.

また、ドライブプレート１Ｂの剛性調整穴１０Ｂ（輪郭線１００Ｂ）において、直線部１１０ａ，１１０ｂは、第１曲線部１０１ａまたは１０１ｂと第２接線Ｔ２ａまたはＴ２ｂとの第２接点ｃ２ａ，ｃ２ｂよりも中心線ＣＬ側かつ第１曲線部１０１ａ，１０１ｂが第３接線Ｔ３と接する際の第３接点ｃ３ａ、ｃ３ｂよりも第２接点ｃ２ａ，ｃ２ｂ側に位置する接点ｃｘａ，ｃｘｂで第１曲線部１０１ａ，１０１ｂに接する。これにより、剛性調整穴１０Ｂの開口面積を適正化して（開口面積が大きくなりすぎないようにして）ドライブプレート１Ｂの偏芯荷重や軸方向の荷重に対する剛性が低くなり過ぎないようにしつつ、ドライブプレート１Ｂに捩りモーメントが作用した際の各剛性調整穴１０Ｂの第１曲線部１０１ａ、１０１ｂ付近における応力を良好に低下させることが可能となる。ただし、剛性調整穴１０Ｂ（輪郭線１００Ｂ）は、直線部１１０ａ，１１０ｂが第１曲線部１０１ａ，１０１ｂとプレート部２の軸心Ｏを通る第２接線Ｔ２ａ，Ｔ２ｂとの第２接点ｃ２ａ，ｃ２ｂで第１曲線部１０１ａ，１０１ｂに接するように構成されてもよい。 Further, in the rigidity adjustment hole 10B (contour line 100B) of the drive plate 1B, the straight portions 110a and 110b are center lines more than the second contact points c2a and c2b between the first curved portion 101a or 101b and the second tangent line T2a or T2b. Contact points cxa and cxb located on the second contact points c2a and c2b from the third contact points c3a and c3b on the CL side and the first curve portions 101a and 101b are in contact with the third tangent line T3. Touch. This optimizes the opening area of the rigidity adjusting hole 10B (makes the opening area not too large) and prevents the drive plate 1B from being too stiff against eccentric load or axial load while driving. It is possible to satisfactorily reduce the stress in the vicinity of the first curved portions 101a and 101b of each stiffness adjusting hole 10B when a torsional moment is applied to the plate 1B. However, the rigidity adjusting hole 10B (contour line 100B) has the second contact points c2a and c2b between the second tangent lines T2a and T2b in which the straight portions 110a and 110b pass through the first curved portions 101a and 101b and the axis O of the plate portion 2. It may be configured to contact the first curved portions 101a and 101b.

なお、上述のドライブプレート１，１Ｂにおいて、剛性調整穴１０，１０Ｂの輪郭線１００，１００Ｂに含まれる第１曲線部１０１ａ，１０１ｂは円弧により構成され、第２曲線部１０２，１０２Ｂは第１曲線部１０１ａ，１０１ｂよりも大きい曲率半径を有する円弧により構成されるが、これに限られるものではない。すなわち、剛性調整穴１０，１０Ｂの輪郭線１００，１００Ｂに含まれる第１曲線部１０１ａ，１０１ｂや第２曲線部１０２，１０２Ｂは、インボリュート曲線や、エピサイクロイド、エピトロコイドあるいはサイクロイドといったトロコイド曲線、ｎ次曲線等により構成されてもよい。 In the drive plates 1 and 1B described above, the first curved portions 101a and 101b included in the contour lines 100 and 100B of the rigidity adjusting holes 10 and 10B are formed by arcs, and the second curved portions 102 and 102B are the first curved lines. Although comprised by the circular arc which has a larger curvature radius than the part 101a, 101b, it is not restricted to this. That is, the first curved portions 101a and 101b and the second curved portions 102 and 102B included in the contour lines 100 and 100B of the stiffness adjusting holes 10 and 10B are involute curves, trochoidal curves such as epicycloids, epitrochoids or cycloids, n You may comprise by a secondary curve etc.

また、ドライブプレート１，１Ｂにおいて、剛性調整穴１０，１０Ｂの輪郭線１００，１００Ｂの外周部は、プレート部２の軸心Ｏに向けて窪むように形成され、プレート部２には、輪郭線１００，１００Ｂの窪んだ外周部の径方向外側（剛性調整穴１０の重心や軸心Ｏに対して外側）に流体伝動装置への締結に用いられる第２連結穴２７が形成されるが、これに限られるものではない。すなわち、剛性調整穴１０，１０Ｂの輪郭線１００，１００Ｂの外周部は、例えば、プレート部２の軸心Ｏとは反対側に凸となるように形成されたり、第４接線Ｔ４により規定されたりしてもよく、第２連結穴２７は、剛性調整穴１０，１０Ｂの外周部の径方向外側以外の箇所に形成されてもよい。 In the drive plates 1 and 1B, the outer peripheral portions of the contour lines 100 and 100B of the rigidity adjusting holes 10 and 10B are formed so as to be recessed toward the axis O of the plate portion 2. , 100B, the second connecting hole 27 used for fastening to the fluid transmission device is formed on the radially outer side (outside the center of gravity and the axis O of the rigidity adjusting hole 10) of the recessed outer peripheral portion. It is not limited. That is, the outer peripheral portions of the contour lines 100 and 100B of the rigidity adjusting holes 10 and 10B are formed to be convex on the opposite side to the axis O of the plate portion 2, for example, or are defined by the fourth tangent line T4. Alternatively, the second connecting hole 27 may be formed at a location other than the radially outer side of the outer peripheral portion of the stiffness adjusting hole 10, 10B.

以上説明したように、本発明によるドライブプレートは、エンジンのクランクシャフトおよび動力伝達対象に連結されるプレート部と、前記エンジンをクランキングするモータの駆動ギヤに噛合するリングギヤ部とを含み、前記エンジンからの動力を前記動力伝達対象に伝達するドライブプレートにおいて、前記プレート部には、互いに同一の形状を有する複数の剛性調整穴が周方向に間隔をおいて配設されており、前記剛性調整穴の輪郭線は、前記プレート部の軸心を通る中心線に関して対称に形成され、前記輪郭線の幅方向における端部と前記中心線に平行な第１接線との第１接点を含む外側に凸の第１曲線部と、前記軸心側に凸の曲線であって前記中心線と交差する第２曲線部と、前記第１曲線部と前記第２曲線部との双方に接して該第２曲線部と共に前記輪郭線の内周部を規定する直線部とを含み、前記中心線と直交する方向における前記直線部の長さをＬ１とし、前記中心線と前記第１接線との距離をＬ２としたときに、
０＜Ｌ１／Ｌ２≦０．３
を満たすように構成されることを特徴とする。 As described above, the drive plate according to the present invention includes a plate portion connected to an engine crankshaft and a power transmission target, and a ring gear portion meshing with a drive gear of a motor cranking the engine, In the drive plate that transmits the power from the power transmission target, a plurality of rigidity adjustment holes having the same shape are arranged in the plate portion at intervals in the circumferential direction, and the rigidity adjustment hole The contour line is formed symmetrically with respect to a center line passing through the axis of the plate portion, and protrudes outward including a first contact point between an end portion in the width direction of the contour line and a first tangent line parallel to the center line. In contact with both the first curved portion and the second curved portion, the second curved portion that is a convex curve on the axial side and intersects the center line, A straight line portion that defines an inner peripheral part of the contour line together with two curved line parts, the length of the straight line part in a direction orthogonal to the central line is L1, and the distance between the central line and the first tangent line When L2
0 <L1 / L2 ≦ 0.3
It is comprised so that it may satisfy | fill.

このドライブプレートのプレート部には、互いに同一の形状を有する複数の剛性調整穴が周方向に間隔をおいて配設される。各剛性調整穴の輪郭線は、プレート部の軸心を通る中心線に関して対称に形成され、輪郭線の幅方向における端部と中心線に平行な第１接線との第１接点を含む外側に凸の第１曲線部と、軸心側に凸の曲線であって中心線と交差する第２曲線部と、第１曲線部と第２曲線部との双方に接して当該第２曲線部と共に輪郭線の内周部を規定する直線部とを含む。そして、各剛性調整穴の輪郭線は、中心線と直交する方向における直線部の長さをＬ１とし、中心線と第１接線との距離をＬ２としたときに、０＜Ｌ１／Ｌ２≦０．３を満たすように構成される。すなわち、本発明者らの研究によれば、剛性調整穴の輪郭線を構成する第１曲線部と第２曲線部との間の直線部の長さＬ１を中心線と第１接線との距離Ｌ２の３０％以下にすることで、ドライブプレートの偏芯荷重や軸方向の荷重に対する剛性を高くなり過ぎないように抑えつつ、ドライブプレートに捩りモーメントが作用した際の各剛性調整穴の第１曲線部付近における応力を良好に低下させ得ることが判明している。従って、このドライブプレートでは、偏芯荷重や軸方向の荷重に対する可撓性を適正に保ちつつ捩り剛性を良好に確保することが可能となる。 In the plate portion of the drive plate, a plurality of rigidity adjusting holes having the same shape are arranged at intervals in the circumferential direction. The contour line of each rigidity adjusting hole is formed symmetrically with respect to the center line passing through the axis of the plate portion, and is arranged outside including the first contact point between the end portion in the width direction of the contour line and the first tangent line parallel to the center line. A convex first curved portion, a second curved portion that is a convex curve on the axial center side and intersects the center line, and both the first curved portion and the second curved portion are in contact with the second curved portion. And a straight line part that defines the inner peripheral part of the contour line. The contour line of each stiffness adjustment hole is 0 <L1 / L2 ≦ 0, where L1 is the length of the straight line portion in the direction orthogonal to the centerline and L2 is the distance between the centerline and the first tangent. .3. That is, according to the study by the present inventors, the distance L1 between the center line and the first tangent line is the length L1 of the straight line portion between the first curved portion and the second curved portion constituting the contour line of the stiffness adjusting hole. By setting it to 30% or less of L2, the rigidity of the drive plate against eccentric load and axial load is suppressed so as not to be too high, and the first of each rigidity adjustment hole when a torsional moment is applied to the drive plate. It has been found that the stress in the vicinity of the curved portion can be satisfactorily reduced. Therefore, with this drive plate, it is possible to ensure good torsional rigidity while maintaining flexibility with respect to eccentric load and axial load.

また、前記直線部は、前記第１曲線部と前記プレート部の前記軸心を通る第２接線との第２接点、または当該第２接点よりも前記中心線側かつ前記第１曲線部が前記中心線に直交する第３接線と接する際の第３接点よりも前記第２接点側で前記第１曲線部に接してもよい。これにより、剛性調整穴の開口面積を適正化してドライブプレートの偏芯荷重や軸方向の荷重に対する剛性が低くなり過ぎないようにしつつ、ドライブプレートに捩りモーメントが作用した際の各剛性調整穴の第１曲線部付近における応力を良好に低下させることが可能となる。 Further, the straight line portion is a second contact point between the first curved portion and a second tangent line passing through the axis of the plate portion, or the center line side of the second contact point and the first curved portion is the first curved portion. You may contact | connect the said 1st curve part on the said 2nd contact side rather than the 3rd contact at the time of contacting | connecting the 3rd tangent orthogonal to a centerline. This optimizes the opening area of the rigidity adjustment hole so that the rigidity against the eccentric load and axial load of the drive plate does not become too low, and each rigidity adjustment hole when the torsional moment is applied to the drive plate. It becomes possible to satisfactorily reduce the stress in the vicinity of the first curve portion.

更に、前記剛性調整穴の輪郭線は、０＜Ｌ１／Ｌ２≦０．１５を満たすように構成されてもよい。これにより、ドライブプレートの偏芯荷重や軸方向の荷重に対する剛性を高くなり過ぎないように抑えつつ、ドライブプレートに捩りモーメントが作用した際の各剛性調整穴の第１曲線部付近における応力をより一層低下させることが可能となる。 Furthermore, the contour line of the rigidity adjusting hole may be configured to satisfy 0 <L1 / L2 ≦ 0.15. As a result, while suppressing the rigidity of the drive plate against eccentric load and axial load from becoming too high, the stress near the first curve portion of each rigidity adjustment hole when a torsional moment is applied to the drive plate is further increased. It can be further reduced.

また、前記第１および第２曲線部は、円弧により構成されてもよく、前記第２曲線部の曲率半径は、前記第１曲線部の曲率半径よりも大きくてもよい。 Further, the first and second curved portions may be configured by circular arcs, and the radius of curvature of the second curved portion may be larger than the radius of curvature of the first curved portion.

本発明による他のドライブプレートは、エンジンのクランクシャフトおよび動力伝達対象に連結されるプレート部と、前記エンジンをクランキングするモータの駆動ギヤに噛合するリングギヤ部とを含み、前記エンジンからの動力を前記動力伝達対象に伝達するドライブプレートにおいて、前記プレート部には、互いに同一の形状を有する複数の剛性調整穴が周方向に間隔をおいて配設されており、前記剛性調整穴の輪郭線は、前記プレート部の軸心を通る中心線に関して対称に形成され、前記輪郭線の幅方向における端部と前記中心線に平行な第１接線との第１接点を含む外側に凸の第１曲線部と、前記第１曲線部に接すると共に前記中心線と交差して前記輪郭線の内周部を規定する曲線であって前記軸心側に凸の第２曲線部とを含むことを特徴とする。 Another drive plate according to the present invention includes a plate portion coupled to an engine crankshaft and a power transmission target, and a ring gear portion meshing with a drive gear of a motor cranking the engine, and is configured to transmit power from the engine. In the drive plate that transmits to the power transmission target, a plurality of rigidity adjustment holes having the same shape are arranged in the plate portion at intervals in the circumferential direction, and the outline of the rigidity adjustment hole is A first curve that is formed symmetrically with respect to a center line passing through the axis of the plate portion and includes a first contact point between an end portion in the width direction of the contour line and a first tangent line parallel to the center line. And a second curve portion that is in contact with the first curved portion and intersects the center line to define an inner peripheral portion of the contour line and is convex toward the axial center side. And features.

このドライブプレートのプレート部には、互いに同一の形状を有する複数の剛性調整穴が周方向に間隔をおいて配設される。そして、各剛性調整穴の輪郭線は、プレート部の軸心を通る中心線に関して対称に形成され、輪郭線の幅方向における端部と中心線に平行な第１接線との第１接点を含む外側に凸の第１曲線部と、第１曲線部に接すると共に中心線と交差して輪郭線の内周部を規定する曲線であって軸心側に凸の第２曲線部とを含む。すなわち、本発明者らの研究によれば、剛性調整穴の輪郭線を構成する第１曲線部と第２曲線部との間に直線部を設けないことにより、ドライブプレートの偏芯荷重や軸方向の荷重に対する剛性を高くなり過ぎないように抑えつつ、ドライブプレートに捩りモーメントが作用した際の各剛性調整穴の第１曲線部付近における応力をより極めて良好に低下させ得ることが判明している。従って、このドライブプレートでは、偏芯荷重や軸方向の荷重に対する可撓性を適正に保ちつつ捩り剛性を極めて良好に確保することが可能となる。 In the plate portion of the drive plate, a plurality of rigidity adjusting holes having the same shape are arranged at intervals in the circumferential direction. The contour line of each stiffness adjusting hole is formed symmetrically with respect to the center line passing through the axis of the plate portion, and includes a first contact point between an end portion in the width direction of the contour line and a first tangent line parallel to the center line. It includes a first curved portion that protrudes outward, and a second curve portion that is in contact with the first curved portion and intersects the center line to define the inner peripheral portion of the contour line and is convex on the axial center side. That is, according to the study by the present inventors, the eccentric load and the shaft of the drive plate are not provided by not providing a straight portion between the first curved portion and the second curved portion constituting the contour of the rigidity adjusting hole. It has been found that the stress in the vicinity of the first curve portion of each stiffness adjusting hole when the torsional moment acts on the drive plate can be reduced extremely well while suppressing the stiffness against the load in the direction from becoming too high. Yes. Therefore, with this drive plate, it is possible to ensure a very good torsional rigidity while maintaining appropriate flexibility with respect to eccentric loads and axial loads.

また、前記第２曲線部は、前記第１曲線部と前記プレート部の前記軸心を通る第２接線との第２接点、または当該第２接点よりも前記中心線側かつ前記第１曲線部が前記中心線に直交する第３接線と接する際の第３接点よりも前記第２接点側で前記第１曲線部に接してもよい。これにより、剛性調整穴の開口面積を適正化してドライブプレートの偏芯荷重や軸方向の荷重に対する剛性が低くなり過ぎないようにしつつ、ドライブプレートに捩りモーメントが作用した際の各剛性調整穴の第１曲線部付近における応力を極めて良好に低下させることが可能となる。 Further, the second curved portion is a second contact point between the first curved portion and a second tangent line passing through the axis of the plate portion, or the first curved portion and the first curved portion with respect to the second contact point. May be in contact with the first curved portion on the second contact side with respect to the third contact at the time of contact with a third tangent perpendicular to the center line. This optimizes the opening area of the rigidity adjustment hole so that the rigidity against the eccentric load and axial load of the drive plate does not become too low, and each rigidity adjustment hole when the torsional moment is applied to the drive plate. It becomes possible to reduce the stress in the vicinity of the first curve portion very well.

更に、前記第１および第２曲線部は、円弧により構成されてもよく、前記第２曲線部の曲率半径は、前記第１曲線部の曲率半径よりも大きくてもよい。 Furthermore, the first and second curved portions may be configured by arcs, and the radius of curvature of the second curved portion may be larger than the radius of curvature of the first curved portion.

そして、前記輪郭線の外周部は、前記プレート部の前記軸心に向けて窪むように形成されてもよく、前記輪郭線の窪んだ外周部の外側に前記動力伝達対象への締結に用いられる締結穴が形成されてもよい。 The outer periphery of the contour line may be formed so as to be recessed toward the axis of the plate portion, and is used for fastening to the power transmission target outside the outer periphery of the contour line. A hole may be formed.

そして、本発明は上記実施形態に何ら限定されるものではなく、本発明の外延の範囲内において様々な変更をなし得ることはいうまでもない。更に、上記発明を実施するための形態は、あくまで課題を解決するための手段の欄に記載された発明の具体的な一形態に過ぎず、課題を解決するための手段の欄に記載された発明の要素を限定するものではない。 And this invention is not limited to the said embodiment at all, and it cannot be overemphasized that a various change can be made within the range of the extension of this invention. Furthermore, the mode for carrying out the invention described above is merely a specific embodiment of the invention described in the column for solving the problem, and is described in the column for means for solving the problem. It is not intended to limit the elements of the invention.

本発明は、エンジンからの動力を動力伝達対象に伝達するドライブプレートの製造産業において利用可能である。 The present invention can be used in the manufacturing industry of a drive plate that transmits power from an engine to a power transmission target.

１，１Ｂドライブプレート、２プレート部、３リングギヤ部、５セットブロック、１０，１０Ｂ剛性調整穴、２０第１連結部、２１中心穴、２２第１連結穴、２３ａ，２３ｂ曲げ部、２４傾斜部、２５第２連結部、２６筒状部、２７第２連結穴、３０外歯、１００，１００Ｂ輪郭線、１０１ａ，１０１ｂ第１曲線部、１０２，１０２Ｂ第２曲線部、１０３第３曲線部、１０４ａ，１０４ｂ第４曲線部、１１０ａ，１１０ｂ直線部、Ｔ１ａ，Ｔ１ｂ第１接線、Ｔ２ａ，Ｔ２ｂ第２接線、Ｔ３第３接線、Ｔ４第４接線、ｃ１ａ，ｃ１ｂ第１接点、ｃ２ａ，ｃ２ｂ第２接点、ｃ３ａ，ｃ３ｂ第３接点、ｃ４ａ，ｃ４ｂ第４接点、ｃｐａ，ｃｐｂ．ｃｘａ，ｃｘｂ，ｃｙａ，ｃｙｂ接点。 1, 1B drive plate, 2 plate part, 3 ring gear part, 5 set block, 10, 10B rigidity adjusting hole, 20 first connecting part, 21 center hole, 22 first connecting hole, 23a, 23b bent part, 24 inclined part 25 second connecting portion, 26 cylindrical portion, 27 second connecting hole, 30 external teeth, 100, 100B contour line, 101a, 101b first curved portion, 102, 102B second curved portion, 103 third curved portion, 104a, 104b 4th curve part, 110a, 110b linear part, T1a, T1b 1st tangent, T2a, T2b 2nd tangent, T3 3rd tangent, T4 4th tangent, c1a, c1b 1st contact, c2a, c2b 2nd Contact, c3a, c3b third contact, c4a, c4b fourth contact, cpa, cpb. cxa, cxb, cya, cyb contacts.

Claims

A drive plate for transmitting a power from the engine to the power transmission target, including a plate part connected to a crankshaft of the engine and a power transmission target, and a ring gear part meshing with a drive gear of a motor cranking the engine In
In the plate portion, a plurality of rigidity adjusting holes having the same shape are arranged at intervals in the circumferential direction,
The contour line of the rigidity adjusting hole is formed symmetrically with respect to a center line passing through the axis of the plate portion, and has a first contact point between an end portion in the width direction of the contour line and a first tangent line parallel to the center line. A first curved portion that protrudes outward, a second curved portion that is convex on the axis side and intersects the center line, and is in contact with both the first curved portion and the second curved portion. And a straight line portion that defines the inner periphery of the contour line together with the second curved line portion, the length of the straight line portion in a direction orthogonal to the center line is L1, and the center line and the first tangent line When the distance of L2 is L2,
0 <L1 / L2 ≦ 0.3
It is configured to satisfy the,
The straight line portion is a third tangent line that is closer to the center line than the second contact point between the first curve portion and the second tangent line passing through the axis of the plate portion, and the first curve portion is orthogonal to the center line. than the third contact when in contact with and against the first curved portion at the second contact side,
The first and second curved portions are constituted by arcs, and the radius of curvature of the second curved portion is larger than the radius of curvature of the first curved portion,
The outer periphery of the contour line is formed so as to be recessed toward the axis of the plate portion, and a fastening hole used for fastening to the power transmission target is formed outside the outer periphery of the contour line. which do drive plate, wherein the Rukoto.

The drive plate according to claim 1,
The drive plate according to claim 1, wherein a contour line of the rigidity adjusting hole is configured to satisfy 0 <L1 / L2 ≦ 0.15.

A drive plate for transmitting a power from the engine to the power transmission target, including a plate part connected to a crankshaft of the engine and a power transmission target, and a ring gear part meshing with a drive gear of a motor cranking the engine In
In the plate portion, a plurality of rigidity adjusting holes having the same shape are arranged at intervals in the circumferential direction,
The contour line of the rigidity adjusting hole is formed symmetrically with respect to a center line passing through the axis of the plate portion, and has a first contact point between an end portion in the width direction of the contour line and a first tangent line parallel to the center line. A first curved portion that protrudes outward, and a second curve that is in contact with the first curved portion and intersects the center line to define an inner peripheral portion of the contour, and is convex toward the axial center side Including
Wherein the first and second curved portion is constituted by an arc, the radius of curvature of the second curved portion is much larger than the radius of curvature of the first curved portion,
The second curved portion includes a second contact point between the first curved portion and a second tangent passing through the axis of the plate portion, and the first curved portion is perpendicular to the central line. In contact with the first curved portion on the second contact side of the third contact point when contacting the three tangent lines,
The outer periphery of the contour line is formed so as to be recessed toward the axis of the plate portion, and a fastening hole used for fastening to the power transmission target is formed outside the outer periphery of the contour line. Drive plate characterized by being .