JPH0235075Y2 - - Google Patents

Description

[Detailed description of the invention] (Industrial field of application) The present invention relates to an engine torque vibration absorption device suitable mainly for automobiles, etc. (Prior art) As a general engine torque vibration absorption device, a flywheel and a It is known that a damper for absorbing torsional vibrations is provided on a clutch disk of a clutch disposed between the clutch and the transmission. However, in this case, since the mass of the clutch disk and transmission side is relatively small, a sufficient vibration absorption effect cannot be obtained.

Therefore, as an improvement to this, a configuration is already known in which the flywheel is divided into the engine crankshaft side part and the flywheel body, and a torsion damper is interposed between the two (for example,
No. 31456, Utility Model No. 58-45442, Utility Model No. 58-69140
No. 114940).

However, with these configurations, the damper portion twists much more frequently than the general engine torque vibration absorbing device, so there are still problems in terms of durability, such as increased wear.

(Purpose of the invention) Improve the engine's ability to absorb torque vibrations, solve all problems caused by torque vibrations such as transmission gear noise, and improve durability by reducing wear on the damper part. improve.

(Structure of the invention) The present invention includes a boss portion 18 that is fixed to the end of the crankshaft 11 of an engine and has a flange 19 on the outer periphery that also serves as a part of a flywheel;
A flywheel main body 21 is rotatably fitted on the outer periphery of the flywheel main body 21 via a seal ring 20, and the outer periphery of the flywheel main body 21 is fixed to the engine side via a seal ring 24, and the inner periphery is fixed to the engine side of the flywheel main body 21 via a seal ring 24.
A side cover 23 is rotatably fitted to the outer periphery of the boss portion 18 via a side cover 23, and a center portion of both end faces faces a plurality of window holes 30 spaced apart in the circumferential direction of the flange 19. The part is the flywheel body 21
A coil spring 31 facing the recess 32 of the side cover 23 and a recess 33 of the side cover 23, respectively, is interposed between the flange 19 closer to the center than the coil spring 31 and the flywheel body 21, and between the flange 19 and the side cover 23. Friction material 2
6, an annular spring 27, and a boss portion 1.
8, one end communicates with the supply oil passage 15 in the crankshaft 11 via the orifice 41, and the other end communicates between the flange 19 and the side cover 23.
An engine torque vibration absorbing device comprising an oil passage 42 and a second oil passage 44 whose one end communicates between the flange 19 and the flywheel body 21 and whose other end communicates with a discharge oil passage 45 in the crankshaft 11. be.

(Example) In FIG. 1 (the direction of arrow F is the front), a crankshaft 11 is supported by a crankcase 12 via an oil seal 13 so as to be freely rotatable about a central axis OO. An oil passage 14 formed within the wall thickness of the crankcase 12 communicates with an oil passage 15 within the crankshaft 11, and a tip opening 16 of the oil passage 15 opens into the crank chamber.

A boss portion 18, which is a part of a flywheel 28, is integrally and concentrically fixed to a rear end portion 17 of the crankshaft 11 that projects rearward from the crankcase 12 by bolts or the like (not shown). The boss portion 18 is a substantially cylindrical member and integrally has an annular flange 19 on its outer periphery. Flange 19
A flywheel body 21 is rotatably fitted to the boss portion 18 via a seal ring 20 on the rear side.
A side cover 23 is arranged on the front side of the flange 19 and is rotatably fitted to the boss portion 18 via a seal ring 22. The outer periphery of the side cover 23 extends to cover the flange 19, and is fixed to the flywheel body 21 with bolts 25 while maintaining liquid tightness with a seal ring 24.

A friction material 26 made of a thrust washer or the like is interposed on the inner circumference between the flange 19 and the seal ring 20, and an annular friction material 26 made of a wave spring or the like is compressed on the inner circumference between the flange 19 and the side cover 23. Due to the spring 27, the friction material 26 is in pressure contact with the flange 19 and the flywheel body 21. A plurality of window holes 30 are provided on the outer periphery of the flange 19 at equal intervals in the circumferential direction, and a coil spring 31 extending in the wheel circumferential direction is inserted into the window holes 30. Both front and rear ends of the coil spring 31 overhang from the flange 19 in the front and rear, and the overhanging portions are fitted into recesses 32 and 33 formed in the flywheel body 21 and the side cover 23, respectively. In addition, both ends of the front and rear overhanging portions of the coil spring 31 in the wheel circumferential direction are in the recess 32 in the free state.
and abuts against both end surfaces of the recessed portion 33 in the wheel circumferential direction.

On the other hand, an oil passage 40 branching rearward from the oil passage 15 in the crankshaft 11 has an orifice 41 in the middle and communicates with an oil passage 42 in the boss portion 18.
The joint between the orifice 41 and the oil passage 42 is kept liquid-tight by a seal ring 43, and the tip of the oil passage 42 is connected to the flange 19 on the outer peripheral surface of the boss portion 18.
and the side cover 23. Also, an oil passage 4 in the boss portion 18 that opens on the outer peripheral surface of the boss portion 18 between the flange 19 and the flywheel body 21
4 is formed in the rear end portion 17 and communicates with an oil passage 45 whose tip opens into the crank chamber. A seal ring 46 connects the oil passage 44 and the oil passage 45.
Liquid tightness is maintained by this.

Although omitted in FIG. 1, a clutch cover assembly is fixed to the rear end of the flywheel body 21, and a clutch disk connected to the output shaft is arranged between the flywheel body 21 and the clutch cover assembly. be done. The output shaft is connected to a transmission.

Next, the operation will be explained. When the engine starts and a lubricating oil charging pump (not shown) is driven, lubricating oil is supplied to the crank chamber through the oil passage 14 and the oil passage 15. The crankshaft 11 rotates about the center line O--O, and its torque is transmitted to the output side of a clutch disk (not shown) via the boss portion 18, flange 16, coil spring 31, and flywheel body 21.

The lubricating oil supplied from the oil passage 14 is supplied into the substantially sealed space formed by the flywheel body 21 and the side cover 23 via an oil passage 40 and an oil passage 42 that branch from the oil passage 15. . The amount of lubricating oil supplied is throttled by the orifice 41 and is relatively small. Also, the boss part 18 and the flywheel body 2
1. Since the side cover 23 is integrally driven by the crankshaft 11, the lubricating oil between the flywheel body 21 and the side cover 23 is subjected to centrifugal force, and the space between the flywheel body 21 and the side cover 23 is lubricated. filled with oil. Excess lubricating oil overflows into the crank chamber via oil passages 44 and 45.

When torque vibration occurs in the crankshaft 11, twisting occurs in the wheel circumferential direction between the flywheel body 21, which has a large mass, and the boss portion 18. As a result, the coil spring 31 is compressed between the window hole 30 and the recesses 32 and 33, and friction is generated on the surface of the friction material 26. This absorbs torque vibrations of the crankshaft 11.
Furthermore, the lubricating oil filling the space between the flywheel body 21 and the side cover 23 can also be expected to provide a buffering effect.

Note that during this torque vibration absorption operation, contact and slippage occur between the flange 19, flywheel body 21, side cover 23, and coil spring 31, but contact and slippage occur between the flywheel body 21 and the side cover 23. Since the space is filled with lubricating oil, damage to each member due to wear and the like is prevented. Furthermore, since the flange 19, coil spring 31, etc. are cooled by the circulation of lubricating oil, heat resistance is also improved.

(Effect of the invention) In the present invention, oil passages 42 and 44 are provided in the boss portion 18 forming a part of the flywheel, and one end of the oil passage 42 is connected to the lubricating oil supply oil passage 40 in the crankshaft 11. The other end is connected to the flange 19.
The oil passage 44 has one end communicating with the flange 19 and the flywheel body 21 and the other end communicating with the discharge oil passage 45 in the crankshaft 11. By using the oil passage 15 that supplies lubricating oil into the crankshaft 11 to lubricate the inside of the torsional damper, simply branching the oil passage 40 from there and providing a discharge oil passage 45. The lubricating oil can be circulated and the engine's lubricating oil is used, which not only simplifies the configuration, but also keeps the damper constantly filled with lubricating oil and prevents the temperature of the lubricating oil from rising, which reduces engine torque. Improves vibration absorption ability. Moreover, since lubricating oil is circulated and supplied to the damper portion, wear of the damper portion is reduced and durability can be improved. Furthermore, orifice 4
1, the problem of insufficient lubricating oil to the crank pin is prevented. There is no fear that lubricating oil will leak into the space between the crankcase 12 and the flywheel body 21 (generally open to the engine compartment), and the engine compartment can be kept clean. Also, since the side cover 23 is placed on the engine side of the flywheel body 21 (the left side in Figure 1), the clutch cover assembly can be attached to the rear surface of the flywheel body 21 (the right end face in Figure 1) as before. Since the friction material 26 is disposed between the flange 19 and the flywheel body 21, the position of the rear end surface of the flywheel body 21 is determined more accurately than when an annular spring 27 or the like is disposed there. The flywheel body 21 is constantly immersed in lubricating oil.
The position of the rear end surface also does not change over a long period of time. Since a recess 32 is provided on the front surface of the flywheel body 21 and the rear overhang of the coil spring 31 is fitted therein, the axial dimension of the torsion damper can be made thinner, and the flywheel body 21 can be attached to the crankcase 12. It has the advantage of being able to be approached more effectively.
Furthermore, since the flange 19 forms a part of the flywheel together with the boss portion 18, the flange 19 is thicker and has an increased surface area, improving its function as a viscous damper, and the flywheel body 21 is compact and easy to handle. become.

When the present invention is applied to a power transmission system of an automobile or the like, the torsional vibration absorption mechanism of the clutch disk can be omitted. Of course, by employing both, the torque vibration absorption effect can be further enhanced.

[Brief explanation of drawings]

FIG. 1 is a partial schematic longitudinal cross-sectional view of an engine torque vibration absorbing device according to the present invention. DESCRIPTION OF SYMBOLS 11... Crankshaft, 18... Boss part (crankshaft side part), 21... Flywheel body, 28... Flywheel, 42... Oil passage.

Claims (1)

[Scope of utility model registration request] A boss portion 18 that is fixed to the end of the engine crankshaft 11 and has a flange 19 on the outer periphery that also serves as a part of the flywheel, and a flywheel that is rotatably fitted to the outer periphery of the boss portion 18 via a seal ring 20. A side cover 23 whose outer circumference is fixed to the engine side of the flywheel body 21 via a seal ring 24 and whose inner circumference is rotatably fitted to the outer circumference of the boss portion 18 via a seal ring 22. , the center portions of both end surfaces face a plurality of window holes 30 spaced apart in the circumferential direction of the flange 19, and both end surface portions face the recesses 3 of the flywheel body 21.
a coil spring 31 facing the recess 33 of the side cover 23 and the coil spring 31, and a friction material interposed between the flange 19 and the flywheel main body 21 and between the flange 19 and the side cover 23, respectively, from the center of the coil spring 31. 26 and an annular spring 27, one end of which is connected to the crankshaft 1 through an orifice 41 within the boss portion 18.
The other end is connected to the supply oil passage 15 in 1 and has a flange 19.
and the first oil passage 42 communicating between the side cover 23 and the side cover 23.
and one end is the flange 19 and the flywheel body 2
1 and a second oil passage 44 communicating with a discharge oil passage 45 in a crankshaft 11 at the other end.