JPH04113049A - Torque variation absorber - Google Patents

Abstract

PURPOSE:To preclude possibility of generating a knocking noise, a shock and a return joggle to a vehicle during operation by providing a second limit clutch, which starts slipping at more than a second limit torque which is bigger than a first limit torque, between a second elastic body and a flywheel. CONSTITUTION:While a drive plate 11 approaches a flywheel 13 up to a specified distance, a second coil spring 12 is compressed and when it approaches closer than the specified distance, a first limit clutch A starts slipping and causes hysteresis. When the drive plate 11 approaches the flywheel 13 up to the specified distance, a second coil spring 15 engages with a driven disc 16 and the second coil spring 15 starts compressing. When the drive plate still approaches and comes close to the specified distance, after the second coil spring 15 is completely compressed, a second limit clutch B starts slipping and generates hysteresis.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a torque fluctuation absorbing device for an internal combustion engine used in automobiles, industrial vehicles, ships, and the like.

(Prior art) A conventional torque fluctuation absorption device for an internal combustion engine has a fifth and a sixth
As shown in the figure, a control plate 3 to which driving torque is transmitted from the drive plate 1 side via the first limit clutch 2 and a driven disk 6 to which the driving torque is transferred to the flywheel 5 side via the second limit clutch 4. A coil spring 7 is interposed between the drive plate 1 and the flywheel 5, and the coil spring 7 absorbs torque fluctuations of the internal combustion engine when driving torque is transmitted from the drive plate 1 to the flywheel 5.

As a countermeasure against resonance with the natural frequency of the torque fluctuation absorbing device below idle, when the torque is below the first limit torque shown in the torsional torque characteristic diagram in FIG. Hysteresis is generated between the control plate 1 and the control plate 3. When the driving torque is transmitted at a torque higher than the first limit torque, the play angles α and α' provided between the stopper 1a formed on the drive plate 1 and the control plate 3 close, and the stopper 1a controls the After engaging the plate 3 and stopping the operation of the first limit clutch 2 and the coil spring 7 being compressed completely, when the torsional torque exceeds the second limit torque, the second limit clutch 4 is activated. As a result, hysteresis is generated between the driven disk 6 and the flywheel 5.

Here, the first limit torque T in the first limit clutch 2 and the second limit torque T in the second limit clutch 4 are
Limit torque T2 and maximum torque T of the internal combustion engine
is T, < T < T2 wax
+++ax relationship (see Figure 7)
.

Incidentally, this kind of conventional torque fluctuation absorbing device.

JP-A-83-88322, JP-A-62-1553
49, JP 62-200023, JP 62-2038, or JP 62-159825
It is stated in the No.

(Problem to be Solved by the Invention) However, in the conventional type of torque fluctuation absorbing device as described above, the limit clutch A hitting sound is generated due to the collision between the stopper 1a, which limits the rotation angle of the control plate 3, and the control plate 3.
This has the disadvantage of causing discomfort to the driver.

Further, there are drawbacks in that the collision of the stopper 1a causes a shock to the vehicle, and the rebound after the collision causes the vehicle to swing back.

The present invention was made in order to eliminate the drawbacks of the conventional torque fluctuation absorbing device as described above.

That is, one object of the present invention is to provide a torque fluctuation absorbing device that is free from the risk of producing hitting noise or causing shock or shaking back to the vehicle during operation.

(Means for Achieving the Object) In order to achieve the above object, the present invention provides a first elastic body that is interposed between a drive plate and a flywheel and is capable of constantly transmitting torque between the drive plate and the flywheel. , a first limit clutch that is interposed between the first elastic body and the flywheel and causes slippage at a torque higher than the first limit torque; and a first limit clutch that is interposed between the drive plate and the flywheel to prevent relative torsion between the drive plate and the flywheel. a second elastic body that connects the drive plate and the flywheel to enable torque transmission when the angle is greater than a predetermined angle; and a second elastic body that is interposed between the second elastic body and the flywheel and has a torque greater than the first limit torque. The present invention is characterized in that it includes a second limit clutch that slips when the torque exceeds the second limit torque.

Furthermore, the present invention is characterized in that the first limit clutch and the second limit clutch each have a friction plate that is rotatable 360 degrees relative to the drive plate and the flywheel.

(Function) According to the torque fluctuation absorbing device according to the present invention, the driving torque transmitted from the engine to the drive plate is transmitted through the first elastic body when the relative torsion angle between the drive plate and the flywheel is less than a certain angle. , is transmitted to the flywheel via the first limit clutch while bending the first elastic body. At this time, the limit clutch does not slip and torque is transmitted until the torsional torque reaches the first limit torque, and during this time, the fluctuating torque is absorbed only by the first elastic body.

When the relative torsion angle exceeds the predetermined angle, the first limit clutch slips, and the transmitted torque is maintained at the first limit torque.

When the relative torsion angle reaches a predetermined angle, the second elastic body connects the drive plate and the flywheel, and the second elastic body starts to be compressed.
The torque is transmitted from the drive plate to the flywheel via the elastic body and the second limit clutch, and increases as the relative torsion angle increases, and during this period, the fluctuating torque is absorbed by the second elastic body.

Then, when the torsional torque reaches the second limit torque,
The second limit clutch begins to slip, and the transmitted torque is maintained at the second limit torque.

(Example) Hereinafter, this invention will be explained in more detail based on an example shown in one drawing.

In Figures 1 and 2, the first
A coil spring (first elastic body) 12 is fitted and inserted, and both ends of the first coil spring 12 are connected to circumferential projections of a control plate 14 which is fitted onto the hub 13a of the flywheel 13 so as to be rotatable 360 degrees. 14a.

Drive torque is transmitted from the drive plate 11 to the control plate 14 via the first coil spring 12.

Similarly, a second coil spring (second elastic body) 15 is fitted into the drive brake (drive brake) 11 with both ends thereof being held in the notch window along the circumferential direction. A predetermined play angle ( Predetermined angles) Y and Y' are ensured.

In this embodiment, as can be seen from FIG.

Each pair of first coil springs 12 and second coil springs 15 are arranged alternately in the circumferential direction at 90 degree angular intervals.

Between the control plate 14 and the disk 17 attached to the flywheel 13 so as to rotate together, and between the hole 14b of the control plate 14 and the axial claw portion 22
A pair of low-μ friction plates 18 are interposed between the flywheel 13 and the sub-plate 22 which rotates integrally with the control plate 14 by fitting with the control plate 14 and the sub-plate 22. The plate springs 19 are pressed against the disk 17 and the flywheel 13, respectively. The first limit clutch A is constituted by two or more elements.

Further, a pair of high μ friction plates 20 are interposed between the disk 17 and the driven disk 16 and between the driven disk 16 and the flywheel 13, and the driven disk 1
The disk 17 and the flywheel 13 are pressed against each other by a plate spring 21 interposed between a pair of plates forming the disk 17 and the flywheel 13, respectively.

The second limit clutch B is configured by one or more elements.

Next, the operation of the torque fluctuation absorbing device will be explained with reference to the torsional torque characteristic diagram shown in FIG.

The driving torque transmitted from the engine (not shown) to the drive plate 11 is transmitted via the first coil spring 12 when the relative torsion angle θ between the drive plate 11 and the flywheel I3 is less than or equal to the angle X.

While bending this first coil spring 12)
It is transmitted to the roll-fed L/-t 14, and from the control plate 14 to the flywheel 13 via the first limit clutch A. At this time, as shown in FIG. 3, the transmission torque (torsional torque) T from the drive plate 11 to the flywheel 13 reaches the first limit torque T1.
It rises (straight line a) corresponding to the relative twist angle θ between the two.

During this time, no slipping occurs in the first limit clutch A, and the fluctuating torque is absorbed only by the first coil spring 12.

When the relative torsion angle θ exceeds the angle X, slippage occurs in the first limit clutch A, and the transmitted torque (torsion torque)
T is maintained at the first limit torque T1 (straight line b)
.

When the relative torsion angle θ reaches the angle Y, the driven brake)1
The protrusion 16a of No. 6 engages with the end of the second coil spring I5, the second coil spring 15 starts to be compressed, and the first limit clutch A stops slipping. Therefore, the driving torque from the engine is applied to this second coil spring 15.
The torque is transmitted from the drive plate 11 to the flywheel 13 via the second limit clutch B, and increases as the relative torsion angle θ increases (straight line C). During this time, the fluctuating torque is absorbed by the second coil spring 15. be done.

Then, when the relative torsion angle θ reaches the angle Z, the second coil spring 15 is completely compressed, and the drive plate 1
1 and the flywheel 13 stop,
Transmission torque (torsion torque) T increases (straight line d). Then, when the torsional torque T reaches the second limit torque T2, the second limit clutch B starts to slip and the transmitted torque (
The torsional torque) T is maintained at the second limit torque T2 (straight line e).

Note that when the torsional torque T decreases, the compressed first coil spring 12 and second coil spring 15 expand, so that the torsional torque T decreases as shown by the straight line f in FIG. 4.

FIG. 4 diagrammatically represents the operation of the torque fluctuation absorbing device as described above, in which the relative torsion angle θ between the drive plate 11 and the flywheel 13 is expressed by the relative approach distance between them. It is.

That is, while the drive plate 11 approaches the flywheel 13 by a predetermined distance (relative twist angle X), the first
The coil spring 12 is compressed.

When the vehicle approaches beyond this predetermined distance, the first limit clutch A begins to slip, causing hysteresis.

Further, when the drive plate 11 approaches the flywheel 13 by a predetermined distance (relative torsion angle Y), the second coil spring 15 and the driven disk 16 engage, and compression of the second coil spring 15 is started. And the second
When the drive plate approaches a predetermined distance after the coil spring 15 is completely compressed, the second limit clutch B begins to slip, causing hysteresis.

(Effects of the Invention) As described above, the present invention has a configuration in which the operation of the limit clutch is not limited by a stopper as in the conventional case.
There is no risk of collision noise of the stopper of the limit clutch, shock to the vehicle caused by the collision, or shaking of the vehicle due to rebound after the collision.

Furthermore, since there is no need to limit the limit clutch, the mechanism can be simplified, which is advantageous in terms of cost and durability.

Furthermore, according to the present invention, the elastic body and the limit clutch, which were conventionally arranged in series, are arranged in parallel, so that the generated limit torque becomes the cumulative limit torque generated by each limit clutch. The load on the system is reduced and reliability is improved. Furthermore, in addition to the above configuration, since the play Y for controlling the second elastic body is set, the limit torque gradually increases without interruption during resonance suppression, so that the resonance suppression effect increases.

[Brief explanation of drawings]

FIG. 1 is a front view showing one embodiment of the present invention, and FIG. 2 is a front view showing one embodiment of the present invention.
3 is a torsional torque characteristic diagram of the embodiment, FIG. 4 is an operation diagram for explaining the operation of the embodiment, and FIG. 5 is a conventional example. A front view, FIG. 6 is a side sectional view taken along the line ■--■ in FIG. 5, and FIG. 7 is a torsional torque characteristic diagram of the conventional example. 11... Drive plate 12... First fill spring (first elastic body) 13.
...Flywheel 15...Second coil spring (second elastic body) 18.
...Low μ friction plate 20...High μ friction plate A...First limit clutch B...Second limit clutch Applicant: Aisin Seiki Co., Ltd. Applicant: Toyota Motor Co., Ltd. Agent Patent attorney Asami Kato Figure 5 Figure 6

Claims (1)

[Claims] 1. A first elastic body interposed between the drive plate and the flywheel and capable of constantly transmitting torque between the drive plate and the flywheel; and a first elastic body interposed between the first elastic body and the flywheel. a first limit clutch which is interposed between the drive plate and the flywheel and which causes slippage when the torque exceeds the first limit torque; a second elastic body that connects the two elastic bodies to enable torque transmission, and a second limit clutch that is interposed between the second elastic body and the flywheel and causes slippage at a second limit torque or more that is greater than the first limit torque. A torque fluctuation absorbing device comprising: 2. The torque fluctuation absorbing device according to claim 1, wherein the first limit clutch and the second limit clutch each have a friction plate that is rotatable 360 degrees relative to the drive plate and the flywheel.