JPH0293144A - Flywheel equipped with torsional damper - Google Patents

Abstract

PURPOSE:To perform balance correction for the relative revolution by distributing the correction balance for the revolution unbalance generated by the asymmetric arrangement of the constitution parts including springs nearly so as to be equal on the drive and driven sides. CONSTITUTION:In order to maintain the revolution balance, a drive plate hole 19 is formed on a drive side flywheel 10, and a driven plate cut part 29 is formed on a driven plate 22 of a driven side flywheel 20. In each of the hole 19 and the driven plate cut part 29, the correction balance is formed during the revolution of the flywheel. Each of the hole 19 and the driven plate cut part 29 is formed so as to generate each half of the correction unbalance, and consideration is performed in the designing stage. Therefore, the revolution balance is maintained, in the case where the relative revolution is generated or not between the drive side and driven side.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a structure for correcting rotational imbalance of a two-part flywheel.

[Conventional technology]

To correct the unbalance of a so-called two-part flywheel, in which the driving side flywheel and the driven side flywheel are connected by a spring, after assembly is completed, unbalance correction methods such as drilling are performed only on either the driving side or the driven side. This was done by applying Conventional two-part flywheels are designed to control the component parts themselves and the arrangement of the component parts.
Because it was constructed symmetrically around the center of rotation,
For example, even if a spring moves and the center of gravity of the spring shifts, symmetrical springs cancel out the unbalanced amount, so the correction weight only needs to be the manufacturing variation, and balance can be achieved even by providing a correction hole. there were.

However, a type of flywheel with a torsional damper in which the mass of the component parts themselves or the arrangement of the component parts is asymmetrical about the center of rotation has the following problems in balancing.

First, the amount of unbalance is several times to several tens of times larger than that of a conventional symmetrical flywheel. For this reason, if a correction hole is used, it will be necessary to drill holes in an amount (hole depth, number of holes) that is much larger than the correction hole of the symmetrical flywheel, which is disadvantageous in terms of adjustment time and processing cost, and reduces damper strength. There was a problem that the basic performance of the system was deteriorated.

The second problem is that when driving torque is applied and relative rotation (torsion) occurs between the driving flywheel and the driven flywheel, the spring also strokes and the center of gravity moves around the center of rotation. There has been a problem in that the direction of the corrected unbalance that has been applied to only one of the drive-side flywheel or the driven-side flywheel deviates from the direction, and the unbalance increases. This will be explained quantitatively with reference to FIG. FIG. 9 shows the vector relationship when the conventional method of unbalance correction is applied to a damper with asymmetrically arranged springs, taking as an example the case where unbalance correction is applied only to the drive-side flywheel. When there is no relative rotation between the drive-side flywheel and the driven-side flywheel, that is, when there is no relative torsion of the damper, the spring total unbalance A and corrected unbalance A are balanced, but if torsion occurs. , the center of gravity of each spring rotates by half of the torsional rotation angle θ, and the direction of the total spring imbalance A also rotates by θ/2. The direction of the corrected unbalance A is fixed with respect to the drive side flywheel since the corrected unbalance is applied to the drive side flywheel. therefore,
During twisting, an unbalance B in FIG. 9 occurs at the rotation angle θ. When the torsion angle θ is, for example, 30@, B-
2. From A-sin (θ/2), unbalance B = 0.52A occurs after the stroke, and unbalance A when uncorrected.
An unbalance of 52% occurs during twisting.

[Problem to be solved by the invention]

The object of the present invention is that at least some of the components have a mass,
Or, in a two-part flywheel that is asymmetrical around the center of rotation in terms of arrangement, mass, and arrangement, (a) only a small amount of unbalance correction after assembly is required;
(b) To provide a flywheel with a torsional damper that causes only a slight increase in unbalance both when there is no twist and when there is twist.

The problem to be solved by the present invention in accordance with this objective is to correct the balance with respect to relative rotation in a rotating body divided into two parts.

[Means to solve the problem]

The above objects of the present invention are achieved by the following flywheel with a torsional damper. That is, a flywheel with a torsional damper is characterized in that a correction unbalance for a rotational unbalance caused by an asymmetrical arrangement of components including a spring is distributed almost equally between a driving side and a driven side.

[Effect]

Conventionally, balancing was performed after assembly, but in the present invention, it can be incorporated already at the component stage before assembly, so that the amount of unbalance correction after assembly is minimal. Conventionally, the components have a symmetrical configuration, so minute imbalances due to manufacturing errors and assembly errors can be corrected for only one of the drive-side flywheel or driven-side flywheel after assembly.
It could be done by drilling holes, but with a torsional damper whose component parts are asymmetrical (for example, multiple springs are arranged asymmetrically, or the arm of the driven plate of the driven flywheel is asymmetrical, as described later). In flywheels, the unbalance is so large that even if conventional post-assembly balancing is applied, it is difficult to balance the flywheel by just drilling a hole. However, in the present invention,
Since corrections due to unbalance of parts can be incorporated at the component stage, unbalance corrections after assembly, including manufacturing errors and assembly errors, can be done in a much smaller amount than in the past.

In addition, since the corrected unbalance amount was distributed almost equally between the driving side and the driven side, even if there is or is not relative rotation (torsion) between the driving side and the driven side, it will be explained next. The rotation is balanced as follows. In other words, when relative rotation (torsion) does not occur, the corrected unbalance applied to the driving side and the driven side respectively generate centrifugal force in the same direction, and this centrifugal force is equal to the centrifugal force of the uncorrected unbalance of the flywheel. Since the forces are of the same magnitude in opposite directions, they can balance each other out.

When a relative rotation (torsion angle θ) occurs, the correction unbalance A is applied approximately equally (one Al each) to the driving side and the driven side, so that the hector of centrifugal force on one side becomes the vector of centrifugal force on the other side. The resultant force when rotated relative to
/2) becomes. On the other hand, uncorrected flywheel imbalance A
Most of this is caused by the asymmetric spring, so if one end of the spring moves by 0 degrees of rotation angle with respect to the other end during torsion, the center of gravity of the spring will rotate by θ/2 in the torsional direction, so the flywheel will not be corrected. The unbalance A is also rotated by approximately θ/2, and is almost balanced in the opposite direction to the corrected unbalance A'. Unbalance amount B
' is B'-A-A', but when θ-306, A' = 0.97A, so B' -A -A' = A -0
, 97A = 0.03A, and only an unbalance amount B'L of 3% of the uncorrected unbalance A occurs. this,
5 at θ-30° when the correction unbalance A is applied only to either the driving side or the driven side as described above.
Compared to the unbalance amount B of 2%, the unbalance amount B' of 3% is on the order of being negligible, and it can be seen that the present invention maintains balance even during twisting. Although the above example uses an asymmetrical spring as the flywheel unbalance amount A, in calculating the flywheel unbalance A, not only the asymmetric spring but also the unbalance due to asymmetric parts such as the arm of the driven plate, which will be described later, are taken into account. By doing so, the accuracy of balancing can be further improved.

〔Example〕

Hereinafter, preferred embodiments of a flywheel with a torsional damper according to the present invention will be described with reference to the drawings.

1 to 7 show the structure and characteristics of the flywheel of the present invention.

First, with reference to FIG. 3, a vibration system constituted by a flywheel with a torsional damper will be explained.

I1 is the inertia mass of the drive side flywheel in the torsional direction, I
2 indicates the inertia mass of the driven flywheel in the torsional direction. The K spring has a play angle θ, and both inertial masses I+
, 12 are concatenated. The Kl spring is parallel to the spring in the spring arrangement, and the two inertial masses It and I2 are connected via a friction mechanism (its set frictional force is Fr) arranged in series with the K1 spring in the vibration system. Concatenate. K2 spring may or may not be provided, and if provided, K1 spring, K2 spring
It is provided in parallel with the spring in the spring arrangement, and connects both inertial masses 1+Tz with a play angle of torsion angle θ1, which is larger than θ. The K, ni+Kt springs each constitute a torsional damper. K
For 1 spring, the operation of KI spring is ±θ
, is provided with a mechanism S that limits the range within .

The vibration system shown in FIG. 3 has the torsion angle-torque characteristics shown in FIG. 4, and the rotational speed (engine speed) and acceleration transmission rate characteristics shown in FIG. 5.

As can be seen from FIG. 4, a mechanism S is provided in FIG. 3 to limit the operation of one spring within the torsional angle ±θ,
From 08 to θ1 (θ1 is the angle at which the cushion portion of the spring seat provided at both ends of the Kz spring hits), two springs are operated at K and Kz, so there is no difference in torsional characteristics (However, ,
There remains a step due to the precompression of each spring, but it is small). As a result, the shared torque of the K1 spring is limited to the Fr value at most, so there is no need to use multiple K1 springs.
K1 in the circumferential direction of the flywheel with torsional damper
It becomes possible to use only one spring. However, this concept of unification includes double springs arranged on the same spring axis. In Figure 1, the K1 spring is 1
It can be seen that it is arranged asymmetrically around the axis of rotation.

As shown in Fig. 5, the torsional damper-equipped flywheel of the present invention has characteristics not seen in conventional two-piece flywheels due to the arrangement and combination of springs and friction mechanisms as shown in Fig. 3. have In the conventional two-part flywheel, the arrangement and combination of multiple springs had a single resonance point throughout the entire rotation range, whereas the flywheel with a single-national damper of the present invention has two types of resonance points. There is a vibration characteristic (each vibration characteristic has a resonance point), and there is a shift between these two types of vibration characteristics. One vibration characteristic is the torsion angle of ±θ.

As can be seen from FIG. 3, both springs and springs 2 and 2 do not operate due to the play angle θ1θ8, so only the K1 spring operates. This will be called the 1 characteristic. Other vibration characteristics are those in which the torsion angle is greater than or equal to ±θ1, and in this case, the spring (2 springs are activated when the angle is greater than θ), and the K and spring are forced by the friction mechanism by the stopper mechanism S. It becomes ineffective due to slippage. The characteristic at this time will be called a characteristic. Rotations with a twist angle smaller than θ4 occur in the normal use rotation range above idling rotation and in the extremely low rotation range at startup and stop, and the twist angle is ±θ.
Larger rotations occur when starting and stopping, when attempting to pass through a resonance point of one characteristic, and when high torque occurs.

In other words, during normal rotation, the system operates according to the 1 characteristic, but when the engine starts or stops, as the engine speed approaches the resonance point with the 1 characteristic, the relative relationship between the drive and driven flywheels changes. The torsion angle increases and finally reaches θ, the stopper mechanism S hits and the friction mechanism slides, K1
The spring stops working, and at the same time, the spring starts working, and the characteristics of the system shift from point P to Q in Figure 5, and then from Q to P, with the characteristic of the system shifting to the K characteristic, accompanied by a shift in the friction mechanism. and changes. Since the resonance point of the K-characteristic is different from the resonance point of the 1-characteristic, the resonance point of the 1-characteristic is jumped depending on the rotational speed of the system, and changes according to the K-characteristic.

As the rotational speed of the system changes further and moves away from the resonance point of the Kl characteristic, the amplitude of the vibration decreases and the torsion angle becomes ± again.
When the value is within θ2, the K spring becomes ineffective, the friction mechanism stops slipping, the 1 spring becomes effective, and the system again operates according to the 1 characteristic. That is, the system does not resonate throughout the rotation. In addition, since the friction mechanism only temporarily slips when it approaches the resonance point of the 1 characteristic, it does not cause slippage over the entire rotation range like the hysteresis mechanism of conventional flywheels. , improves the torque fluctuation absorption effect in the normal rotation range (corresponds to reducing the acceleration transmission rate). The hysteresis mechanism in conventional two-split flywheels is essential to suppress the vibration amplitude when passing through the resonance point, but since it constantly slips even in the normal rotation range, this frictional force is transmitted between the drive side flywheel and the driven side flywheel. It operates in the direction of restraining the relative torsion between the flywheels, approaches the integrated flywheel (acceleration is transmitted without increase or decrease in integrated flywheels, so the acceleration transmission rate is naturally 1), and torque in the normal rotation range. It worsens the fluctuation absorption effect. In contrast, in the present invention, since the friction mechanism does not slip in the normal rotation range, the friction force does not work, and the K1 spring elastically deforms to follow the relative torsion between the drive side flywheel and the driven side flywheel, and is effective. to absorb torque fluctuations.

FIGS. 1 and 2 show the specific overall structure of a flywheel with an l-national damper that constitutes the vibration system shown in FIG. 3. FIG.

In FIGS. 1 and 2, the flywheel with a torsional damper is arranged coaxially with the drive-side flywheel 10 and is rotatable relative to the drive-side flywheel 10. The driven flywheel 20, the control plate 70 which is rotatable relative to the driving flywheel 10 and the driven flywheel 20, and the driving flywheel 10 and the driven flywheel 20 are connected directly with an angle of play θ1. A spring 30 is connected to the drive side flywheel 10.
1 spring 40 which connects the control plate 70 and is parallel to the spring 30 in terms of spring arrangement, and 1 spring 40 which connects the control plate 70 and the driven side flywheel 20. It has a friction mechanism 60 (the set frictional force at which sliding starts is set as Fr) arranged in series on the vibration system. Two springs 50 are installed between the drive side flywheel 10 and the driven side flywheel 20 to connect both flywheels 10 and 20 with an play angle θ, (where θ8>θF).
may be provided, and the figure shows the case where it is provided.

The drive-side flywheel 10 includes an annular outer ring 11 that also serves as a ring gear, an annular inner ring 12 disposed on the inner peripheral side of the outer ring 11, and an outer ring 11.
Drive plates 13 and 14 are arranged on both sides of the outer ring 11 and fixed to the outer ring 11 by ribs 15. The drive-side flywheel 10 is fixed to the engine crankshaft 1 with a cent bolt 2, and rotates integrally with the engine crankshaft 1. The drive plate 13 has a window 16, the drive plate 14 has a slot 17, the window 16 and the slot 17 extend in the circumferential direction of the flywheel with a torsional damper, and the circumferential ends of the window 16 and the slot 17 are It removably engages with spring seats 3141.51 at both ends of the K spring 30, K1 spring 40, or Ni2 spring 50 disposed there. The drive side flywheel 10 is connected to the engine crankshaft.

The driven side flywheel 20 is the driving side flywheel l.
It consists of a flywheel body 21 arranged in parallel with O, and a driven plate 22 fixed to the flywheel body 21 with bolts 23. Driven flywheel 2
0 is supported by the inner ring 12 of the drive side flywheel 10 via the hair ring 3 so as to be relatively rotatable.

The driven flywheel 20 is connected to the power train of the vehicle.

The driven plate 22 of the driven flywheel 20 is
As shown in FIG. 7, it has an annular portion 22a on the inner peripheral side and an arm 22b extending radially outward from the annular portion 22a. There are a plurality of arms 22b, and they are arranged asymmetrically with respect to the center of rotation.

The K spring 30 is arranged at one location in the circumferential direction of the flywheel with torsional damper (see Fig. 1).
The K spring 30 is removably engaged with the windows 16 and slots 17 of the drive plates 13 and 14 of the drive-side flywheel 10 via spring seats 31 provided at both ends thereof, and is attached to the drive plate with a play angle of θ2. It faces the arm 22b of No. 22 in the circumferential direction. When a relative torsion angle of 62 or more occurs between the driving flywheel 10 and the driven flywheel 20, the spring 3
0 is connected to the driven plate 2 via the spring seat 31
2 arm 22b, both flywheels 10.2
Torque is transmitted between 0 and 0. The K-spring 30 is connected to the drive plate 13.14, and at a torsion angle of 62 or more,
supported at one end by a drive plate 13.14;
The other end is pushed by the arm 22b of the driven plate 22 and removed from the drive plate 13.14, and is supported by the arm 22b of the driven plate 22.

As shown in FIG. 1, the KI spring 40 is provided at only one location in the circumferential direction of the flywheel with a torsion damper, and is arranged asymmetrically around the center of rotation. K
1 The spring 40 is removably engaged with the window 16 and slot 17 of the drive plate 13, 14 of the drive side flywheel 10 via spring seats 41 provided at both ends thereof, and is connected to an arm (described later) of the control plate 70. The arm 70b is detachably engaged with the arm 70b in the circumferential direction between the arms 70b. When a relative torsion angle occurs between the control plate 70 and the drive side flywheel 10,
Since the spring seat 41 at one end of the K1 spring 40 is pushed by the arm 70b of the control plate 70 and moves away from the window 16.17 of the drive plate 13.14, the KI spring 40 is supported at one end by the arm 70b of the control plate 70. , the other end is supported by the drive plate 13 , 14 of the drive side flywheel 10 .

Three K2 springs 50 are arranged in the circumferential direction of the flywheel with a torsional damper, and are arranged asymmetrically around the center of rotation (see Fig. 1).The composite spring constant of the K2 spring 50 is 2 springs for these three springs. is the composite spring constant of the parallel array of . In other words, if the spring constant of each of the two springs 50 is 2/3, then their combined spring constant is 2/2.
It is as follows. The K2 spring 50 is connected to the window 16 of the drive plate 13, 14 of the drive side flywheel 10 via spring seats 51 provided at both ends thereof.
, are removably engaged in the slot 17 in the circumferential direction. This spring seat 51 faces the arm 22b of the driven plate 22 in the circumferential direction with an angle of play of θ8,
Drive side flywheel 10 and driven side flywheel 20
When a relative rotation (torsion) of 83 or more occurs between the spring seat 51 and the arm 2 of the driven plate 22, the spring seat 51
2b, torque is transmitted between the drive-side flywheel 10 and the driven-side flywheel 20. When the spring 50 does not hit the arm 22b of the driven plate 22, the two springs 50 connect both ends of the spring 50 to the drive plate 13.14.
When hit, one end is supported by the driven plate 22 and the other end is supported by the drive plate 1.
Supported by 3.

The friction mechanism 60 includes an annular portion 22a of the driven plate 22.
The thrust lining 61, the thrust plate 62, and the cone spring 63 are arranged between the annular portion 70a of the control plate 70 and the annular portion 70a of the control plate 70. The thrust lining 61 is made of a friction material, and the cone spring 63 generates an axial force to determine the set friction force Fr of the friction mechanism 60.

The control plate 70 has rivets 73. of a pair of control plate elements 71.72 arranged in parallel with each other.
It consists of a conjugate according to 74. control plate 70
has an annular portion 70a on the inner peripheral side and an arm 70b extending radially outward from the annular portion 70a. The Kl spring 40 is disposed between the pair of arms 70b so as to be detachable from the arms 70b in the circumferential direction. The inner circumferential surface of the annular portion 70a of the control plate 70 is rotatably and slidably in contact with the outer circumferential surface of the annular portion 22a of the driven plate 22, so that the control plate 70
2 is rotatably supported. control plate 70
The side surface of the annular portion 70a is slidably contacted with the thrust lining 61 of the friction mechanism 60.

The control plate 70 is supported by the driven plate 22 in sliding contact and is in sliding contact with the friction mechanism 60. That is, the control plate 70 is supported by the driven plate 22 in sliding contact and is in sliding contact with the friction mechanism 60. Since it is not supported by the side flywheel, when one end of the spring 40 is supported by the control plate 70, the unbalanced centrifugal force exerted by the spring 40 needs to be balanced. For this,
A balancer 75 is provided on the control plate 70 at a position opposite to the spring 40 with respect to the axis of the flywheel with a torsion damper. balancer 7
5 may be formed integrally with the control plate element 71.72 or may be formed separately and attached to the control plate element 71.72. The inertial mass and arrangement position of the balancer 75 are half the mass of the K1 spring 40 and the arm 70b of the control plate 70.
so that the mass of can be balanced by the balancer 75,
It is determined.

Even when the balancer 75 is provided, if the balancer side is made heavier due to manufacturing precision, a larger centrifugal force is generated on the balancer side. As a means for dealing with this residual unbalance, a seat 76 is provided at the balancer 75 portion so that the seat 76 can slide on the inner circumferential surface of the outer ring 11 and is received by the seat 76.

K, Both ends of the spring 40 are connected to the drive plate 1
3.14 window 16, supported by slot 17 a
Now, since the unbalanced centrifugal force from the spring 40 is not applied to the control plate 70, an unbalanced centrifugal force of 75 minutes is applied to the drive plate via the spring seat 41. You can take it on 13.14.

(4) The spring seats 31, 41, 51 of the K2 springs 30, 40, 50 may have elastic cushions 31a, 41a, 51a and be provided on at least one of the opposing spring seats. Spring seats 31.41 facing each other at θ1 in the figure
．． 51, the spring constant is rapidly increased at a torsion angle of 87 or more to withstand high torque. When the torsion angle is θ7 or more, hysteresis due to the rubber of the cushions 31a, 41a, and 51a is illustrated (see Figure 4). The shape of the component or component part, which is assumed to be asymmetric by design, is as follows.

Spring including K spring 30, K1 spring 40, K2 spring 50, control plate 70 (arm 70b, balancer 7
5. Seat 76) Driven plate 22 (arm 22b) These are components that need to balance the rotation when the flywheel with a torsional damper rotates as a whole. (See Fig. 8.) In order to balance the rotation of these flywheel total imbalances, the drive side flywheel 10
The drive plate 13 of the drive plate 13 is preferably provided with a drive plate hole 19 (see FIG. 2), and the driven flywheel 20 is also preferably provided with a driven plate notch 29 in its driven plate 22 (see FIG. 2).
(See figure) The drive plate hole 19 and the driven plate notch 29 create a corrected unbalance A when the flywheel rotates. The drive play 1/hole 19 and the driven plate notch 29 are arranged so that they are approximately equally divided, that is, approximately half of the corrected unbalance A (A/2
), and is formed as a pre-woven part at the component stage before the flywheel is assembled, that is, at the design stage. More quantitatively, the corrected unbalance amount (A/2) of each of the drive plate hole 19 and the driven plate notch 29 can be determined by the following centrifugal balance equation.

That is, A,: Weight of each arm 22b of the driven plate 22, a,: Distance between the center of gravity of each arm 22b of the driven plate 22 and the damper center (flywheel rotation center), αi: The distance between the X axis and each of the above a. Similarly, if each spring, control plate, drive plate hole, and driven plate notch are, the centrifugal cabalance type has: Weight C in the X-axis direction.

D.

D' angle β8 γ.

δ.

δ ′ d ′ ω2cos δ ′1−In the OY axis direction; The specifications of the drive plate hole 19 and the driven plate notch 29 are determined so that the above expression is satisfied.

Next, the operation of the flywheel with a torsion damper of the present invention having the above-mentioned configuration will be explained, particularly the operation on rotational balance.

FIG. 8 explains the balance when the corrected unbalance A is equally distributed between the driving side and the driven side. In FIG. 8, when there is no relative rotation between the driving side and the driven side, the total unbalance of the flywheel (each spring 30, 40, 50, the arm 22 of the trifle plate 22
b, the vector A of the unbalance (combined unbalance caused by the control plate door 0) points in the ε direction, and the vector A/2 of the corrected unbalance of the drive plate 13 (the corrected unbalance due to the drive plate hole 19) and that It is balanced with the corrected unbalance vector A, which is a composite vector of vector A/2 of the corrected unbalance of the driven plate 22 (corrected unbalance due to the driven plate notch 29) in the same direction. Therefore, no rotational imbalance occurs when the entire flywheel rotates.

On the other hand, when a relative rotation θ (torsion) occurs between the driving side and the driven side (when torque is applied), the vector A of the flywheel total unbalance rotates approximately θ/2, and facing the direction. However, drive plate hole 1
9. One of the corrected unbalance vectors A/2 of the driven plate notch 29 is equal to the other vector A/2.
Since the corrected unbalance vector A', which is their composite vector, is rotated by θ/2, its magnitude is as follows. Since A' is approximately the same size as A and is in the opposite direction to the flywheel total imbalance A, they intertwine even when torsioned, and the rotational balance is maintained. for example,
When the torsion angle θ is 306, the unbalance amount B' is: B'-A-A'-A-0,97A =0.
03A, which is only 3% of unbalanced A when uncorrected.

〔Effect of the invention〕

According to the present invention, the following effects can be obtained.

(a) Since the corrected unbalance is distributed almost equally between the driving side and the driven side, both when there is twisting and when there is no twisting,
You can balance the rotation.

This allows each spring and other components to be configured essentially freely and asymmetrically without being influenced by rotational balancing, thereby increasing the degree of freedom in design and thereby improving the basic damper performance. Can be done.

(b) According to the present invention, unbalance correction can be incorporated when manufacturing flywheel components individually, and the degree of freedom in designing elements directly related to damper performance, such as coil spring arrangement, is greatly expanded.

Additionally, there is no need to add springs for balance purposes, and the minimum number of springs required for performance is sufficient, resulting in cost reduction.

The drive plate holes and the driven plate notches can be set in the press die when manufacturing the single product, and no machining is required, so there is no increase in the number of steps.

[Brief explanation of drawings]

1 is a front view of a flywheel with a torsional damper according to an embodiment of the present invention with the drive plate 13 removed; FIG. 2 is a sectional view taken along line nn in FIG. 1; FIG. is the first
Figure 4 is a torsional angle-torque characteristic diagram of a flywheel with a torsional damper having the vibration system shown in Figure 3.
Figure 6 is a front view of the control plate with the control plate 70 removed from the flywheel with torsional damper shown in Figure 1. 7 is a front view of the driven plate 22 with the driven plate 22 removed from the flywheel with torsional damper of FIG. 1, and FIG. 8 is a balance diagram of the flywheel with torsional damper of the present invention. Figure 9 is a balance diagram of a conventional flywheel with a torsional damper. 10...Drive side flywheel 13.14...
... Drive plate 16 ... Window 17 ... Slot 19 ... Drive plate hole 20 ... Driven side flywheel 22 ...
・Driven plate 22b...Arm 29...Driven plate notch 30...
・K spring 40...K1 spring 50...K2 spring 60...Friction mechanism 70...Control plate 70b...
... Arm permit applicant Toyota Motor Corporation ＼

Claims (1)

[Claims] 1. A flywheel with a torsional damper characterized in that correction unbalance for rotational unbalance caused by asymmetrical arrangement of components including springs is distributed almost equally between the driving side and the driven side.