JPH04171340A - Torsional vibration damper device for hydraulic transmission device - Google Patents

Abstract

PURPOSE:To attenuate the torque variation and prevent the assembly error by arranging a damper spring on the equal radius or outside the installation position of a coupling plate to a fluid transmission device and fitting a centering shaft on a centering member on a crankshaft and a fluid transmission device axis. CONSTITUTION:The engine power of a crankshaft 1 is transmitted to a torque converter case 6 through a drive plate assembly body 10, damper spring 5, driven plate 15, and a coupling plate 4. The between-axis distance between the crankshaft 1 and the torque converter case 6 is increased by the driven plate 15, and the diameter of the first drive plate 2 can be increased free from the interference between the damper spring 5 and a bolt 7, and the large inertial moment can be set, and the torque variation can be sufficiently attenuated. A centering shaft 13 is centering-fitted by a centering member 11, and since the centering fitting position is equal in the axial direction to the connection part of the coupling plate 4 and the torque converter case 6, the connection can be carried out free from the assembly error.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a torsional vibration damper device for a fluid transmission device used in a vehicle such as an automobile. More specifically, the present invention relates to a torsional vibration damper device installed in the process of transmitting power from an engine to a fluid transmission device.

[Conventional technology]

BACKGROUND ART Conventionally, a damper mechanism is provided at a connecting portion between a torque converter case and an engine crankshaft in order to damp engine torque fluctuations.

FIG. 5 shows a fluid transmission device equipped with a damper mechanism, which is disclosed in Japanese Unexamined Patent Publication No. 2-66360.

The engine crankshaft 31, damper mechanism 35, and torque converter case 36 are arranged coaxially. The damper mechanism 35 is connected to the crankshaft 31 of the engine.
It is composed of a first plate 32 connected to the torque converter case 36, a second plate 33 connected to the torque converter case 36, and a damper spring 34 inserted between the first plate 32 and the second plate 33. There is. The second plate 33 is flexible in order to absorb errors when assembling the damper mechanism 35 connected to the crankshaft 31 and the torque converter case 36. Also, the engine crankshaft 31 times.

The centering of the rotating shaft and the rotating shaft of the torque converter case 36 is such that the centering shaft 37 protruding from the center of the torque converter case 36 is aligned with the recess 3B of the protrusion 39 of the crankshaft 3. This is done by fitting. Note that the damper spring 34 is disposed at a position radially inward from the attachment position so that the second plate 33 can be easily attached to the torque converter case 36.

In the prior art configuration described above, engine torque fluctuations are damped by providing the damper spring 34 and connecting the second plate 33 and the torque converter case 36 at a portion with a large diameter, thereby reducing the inertia of the torque converter case 36. This is done by increasing the moment.

[Problem to be solved by the invention]

In order to more effectively damp engine torque fluctuations, the moment of inertia of the first plate 32 can be increased, but in order to increase the moment of inertia of the first plate 32, the diameter of the first plate 32 should be increased. Then,
Since the damper spring 34 would interfere with the bolt 46 for attaching the second plate 33 to the torque converter case 36, the diameter of the first plate 32 could not be increased. Therefore, the moment of inertia cannot be made sufficiently large, and a sufficient damping force for torque fluctuations may not be obtained.

Therefore, in order to obtain sufficient damping force, it is desired to somehow increase the diameter of the first plate 32, but in order to do so, it is necessary to prevent the damper spring 34 and the bolt 46 from interfering with each other. The axial distance between the torque converter case 36 and the crankshaft 31 is increased, and the second
It is conceivable to insert a third plate between the plate 33 and the damper spring 34. However, when the distance in the axial direction between the torque converter case 36 and the crankshaft 31 becomes large, there is a problem that the centering shaft 37 protruding from the center of the torque converter case 36 cannot be fitted with the crankshaft 31 in a centered manner. occurs.

Normally, one possible solution to this problem is to form the centering shaft 37 longer than the conventional one and center it into the recess 38 of the protrusion 39 of the crankshaft 31. Then, the engine crankshaft 3
1 and the rotating shaft of the torque converter case 36 are connected by connecting the second plate 33 and the torque converter case 36 with bolts 46. 3
6 and the above-mentioned centering fitting position are not at the same position in the axial direction, but are separated by the length of the centering shaft 37. Therefore, the assembly At times, the second plate 33 and the torque converter case 36
If a radial deviation occurs due to assembly error in connection with the
There is a problem in that the axes of the rotating shaft of the engine crankshaft 31 and the rotating shaft of the torque converter case 36 are broken, generating a radial forcing force and causing an oscillating motion.

The present invention has been made in order to solve the above-mentioned conventional problems. By aligning the rotation axis of the crankshaft with the rotation axis of the fluid transmission device, even if the axial distance between the crankshaft and the torque converter case becomes large, assembly errors (assembly errors) can be avoided. The goal is to make it possible.

[Means to solve the problem]

The present invention takes the following measures in order to achieve the above-mentioned problems.

The engine crankshaft, damper mechanism, fluid transmission device, and transmission mechanism are arranged coaxially. A damper mechanism is formed from a coupling plate formed in the above-mentioned structure, a driven plate connected to the coupling plate, and a damper spring inserted between the drive plate and the driven plate, and the damper mechanism is formed between the engine and the fluid transmission device. In the torsional vibration damper device of the fluid transmission device inserted in the fluid transmission device, the damper spring is disposed at the same radial position as the attachment position of the coupling plate to the fluid transmission device, or at a position outward from it. At the same time, a centering shaft that is coaxial with the crankshaft and the fluid transmission device and protrudes from the center axis of the fluid transmission device is fitted into a centering member that is a separate member connected to the crankshaft of the engine, and this centering shaft A sliding portion between the centering member and the centering member is arranged at the same position in the axial direction as a connecting portion between the coupling plate and the fluid transmission device.

[Effect]

According to the above-mentioned means, the arrangement position of the damper spring is
Since the coupling plate is located at substantially the same radial position as the attachment position of the coupling plate to the fluid transmission device, or at a position outward from it, the diameter of the drive plate can be increased, and the moment of inertia of the drive plate can be increased.

In addition, the centering shaft protruding from the fluid transmission device is centered and fitted by an adapter type centering member connected to the crankshaft of the engine, and the position where this centering shaft is fitted and the coupling Since the position of the connection part between the plate and the fluid transmission device is the same in the axial direction,
During assembly, radial misalignment between the coupling plate and the fluid transmission device is unlikely to occur. Therefore, the axes of the rotating shaft of the engine crankshaft and the rotating shaft of the fluid transmission device can be connected without breaking.

(Example) Embodiments of the present invention will be described below based on the drawings.

1 and 2 show a first embodiment of a fluid transmission device according to the present invention. FIG. 1 is a sectional view of a connecting portion between the torque converter case and the crankshaft, and FIG. 2 is a perspective view of the torque converter case, the damper mechanism, and the crankshaft before they are connected.

First, a sectional view of the connecting portion between the torque converter case and the crankshaft shown in FIG. 1 will be described. 1st
In the figure, the crankshaft 1, the torque converter case 6, and the damper mechanism are arranged coaxially, and the damper mechanism is inserted between the crankshaft 1 and the torque converter case 6. The torque converter case 6 is
It is integrated with a pump impeller (not shown) and has a turbine runner (not shown) and a stator (not shown).

The damper mechanism includes a driven plate 1 connected to a coupling plate 4 connected to a torque converter case 6.
5, a drive plate assembly 1o connected to a crankshaft l, and a damper spring 5. Damper spring 5 is interposed between drive plate assembly 10 and driven plate 15. The drive plate assembly 10 includes a first drive plate 2 connected to a crankshaft 1, an intermediate mass member 9, and a second drive plate 2.
It is formed from a drive plate 8.

Second drive plate 8 of drive plate assembly 10
is rotatable with respect to the driven plate 15 via a pole bearing 14.

The first drive plate 2 and the second drive plate 8 are arranged on both sides of the driven plate 15 and cover the driven plate 15 from the outer periphery in the radial direction. The outer peripheral portions of the first drive plate 2 and the second drive plate 8 are connected to each other via an intermediate mass member 9 by pins, bolts, etc. (not shown). Damper springs 5 are inserted into a plurality of window holes spaced apart in the circumferential direction in a portion near the outer periphery of the drive plate assembly 10. The damper spring 5 extends in the circumferential direction,
The drive plate assembly 10 is twistably (rotatably) connected to the driven plate 15. The coupling plate 4 is flexible in order to absorb errors when assembling the damper mechanism and the torque converter case 6.

A centering shaft 13 protruding from the torque converter case 6 and a first drive plate 2 attached to the crankshaft 1.
and an adapter-type centering member 11 that is tightened with the bolt 3 are arranged coaxially with the crankshaft 1 and the torque converter case 6. Centering axis 13
are centered and fitted by the centering member 11. A sliding portion between the centering shaft 13 and the centering member 11 and a connecting portion between the coupling plate 4 and the torque converter case 6 are located at the same position in the axial direction.

In FIG. 2, the first drive plate 2, the second drive plate 8, and the driven plate 15 have holes 21 large enough to accommodate bolts 7 and tools 90 when assembling the coupling plate 4 and torque converter case 6. has been established. The holes 21 are connected to the bolt holes 61 of the coupling plate 4 and the torque converter case 6 when the drive plate assembly 10 and the driven plate 15 are not twisted.
It is provided on a straight line parallel to the axial direction passing through the bolt hole 71 of. In addition, since the hole 21 and the damper spring 5 are located at approximately the same radius around the rotation axis, the hole 21 is placed approximately (360'/of the damper spring 5) in the circumferential direction so as not to coincide with the position of the damper spring 5. number) at intervals,
Set up in a staggered manner.

Next, the functions and effects of this embodiment will be explained.

First, the engine power of the crankshaft 1 is always transmitted to the pump impeller (not shown) of the torque converter case 6 via the drive plate assembly 10, damper spring 5, driven plate 15, coupling plate 4, and torque converter case 6. has been communicated to.

Furthermore, since the driven plate 15 is inserted between the damper spring 5 and the coupling plate 4, the distance in the axial direction between the crankshaft 1 and the torque comparator case 6 is increased, and the damper spring 5 and the bolts 7 without interfering with each other, the first drive plate 2
Therefore, the moment of inertia of the drive plate assembly 10 can be increased, and engine torque fluctuations can be sufficiently damped.

By the way, the conventional assembly method is to connect the damper mechanism IO to the crankshaft 1, connect the coupling plate 4, and then connect the coupling plate 4 and the torque converter case 6 from the engine side. .

Therefore, when the diameter of the drive plate 2 becomes larger, the drive plate assembly 10 and the driven plate 15 are connected to the torque converter case 6 and the coupling plate 4.
It becomes an obstacle when assembling with. However, the bolt holes 71 of the coupling plate 4 and the torque converter case 6 are arranged so that the bolt holes 71 of the first drive plate 2 and the torque converter case 6 do not coincide with each other in the circumferential direction of the damper spring 5 on a straight line parallel to the axial direction.
Since holes 21 are provided in the second drive plate 8 and the driven plate 15, the bolts 7 are inserted into the tool 90 through the holes 21.
Can be assembled with. Therefore, there is no need to change the assembly method, and the conventional assembly method can be used.

By the way, the centering shaft 13 protruding from the torque converter case 6 is centered and fitted by an adapter type centering member 11 connected to the crankshaft 1 of the engine. The rotation shaft of the engine crankshaft 1 and the rotation shaft of the torque converter case 6 are connected to each other by connecting the cup link plate 4 and the torque converter case 5.
And so, it is done. That is, the connecting portion between the coupling plate 4 and the torque converter case 5 and the position where the coupling plate 4 and the torque converter case 5 are centered and fitted are located at the same position in the axial direction. Therefore, during assembly, radial misalignment between the coupling plate 4 and the torque converter case 5 is unlikely to occur. Therefore,
The rotating shaft of the engine crank shirt [-1] and the rotating shaft of the torque converter case 5 can be connected without any assembly error, and the oscillating motion can be suppressed without breaking the shaft center.

In addition, since the centering member 11 is an adapter type separate member, it can be used in vehicles where the distance between the crankshaft 1 and the torque converter case 6 is large and the damper spring 5 is inserted between the crankshaft 1 and the torque converter case 6. , the same torque converter case 6 can be used even in vehicles where a damper spring is not inserted between the crankshaft 1 and the torque converter case 6, and there is no need to rebuild the centering shaft 13, resulting in cost reduction. Can be shared with other vehicles.

FIG. 3 shows a second embodiment of the invention.

This second embodiment is a partially enlarged view of a torsional vibration damper device of a fluid transmission device in which a centering member 11 coupled to a crankshaft l is coupled by press fitting. The rest of the structure is the same as the first embodiment described above, and the same or corresponding parts are designated by the same reference numerals. Note that this second embodiment also operates in the same manner as the first embodiment and can obtain similar effects.

FIG. 4 shows a third embodiment of the invention.

This third embodiment is a torsional vibration damper for a fluid transmission device in which the sliding surface between a centering member 11 connected to a crankshaft 1 and a centering shaft 13 protruding from a torque converter case 6 is increased. FIG. 3 is a partially enlarged view of the device. The rest of the structure is the same as the first embodiment described above, and the same or corresponding parts are designated by the same reference numerals. Note that this third embodiment also operates in the same manner as the first embodiment and can obtain similar effects.

Although the present invention has been described above with reference to specific embodiments illustrated, the present invention is not limited to such embodiments (
Various other embodiments are possible within the scope of the invention.

For example, the connection state between the crankshaft 1 and the centering member 13 in the third embodiment described above may be changed to a structure in which the centering member 13 is press-fitted into the crankshaft l as in the second embodiment. . Further, the present invention can be applied to the torque converter of each of the above-described embodiments even if the torque converter is a fluid coupling.

Furthermore, in the above-mentioned embodiment, the damper spring 5 is installed at the same radial position as the attachment position of the coupling plate 4 to the fluid transmission device, but the same applies even when the damper spring 5 is installed at an outer position. It is effective.

〔Effect of the invention〕

According to the present invention, since the diameter of the drive plate can be increased, the moment of inertia of the drive plate can be increased.
Engine torque fluctuations can be sufficiently damped.

In addition, since centering can be performed at the connection point between the rotation axis of the engine crankshaft and the rotation shaft of the fluid transmission device, there will be no error when the rotation axis of the engine crankshaft and the rotation axis of the fluid transmission device are aligned. It is possible to prevent the shaft center from breaking due to etc., and to suppress the swinging movement.

Moreover, even in vehicles where the distance in the axial direction between the fluid transmission device and the engine crankshaft is large, an adapter-type centering member that fits and centers the centering shaft protruding from the fluid transmission device connects it to the crankshaft. Since centering can be performed by using the centering shaft, it can be used in common with fluid transmission devices of vehicles that do not have a damper spring inserted between the crankshaft and fluid transmission device, eliminating the need to rebuild the centering shaft and reducing costs. can be achieved.

[Brief explanation of the drawing]

1 and 2 show a first embodiment of the present invention, FIG. 1 is a cross-sectional view of the connecting portion between the torque converter case and the crankshaft, and FIG. 2 is a sectional view of the torque converter case, the damper mechanism, and the crankshaft. It is a perspective view before connection with. FIG. 3 is an enlarged sectional view of a connecting portion between a torque converter case and a crankshaft, showing a second embodiment of the present invention. FIG. 4 is an enlarged sectional view of a connecting portion between a torque converter case and a crankshaft, showing a third embodiment of the present invention. FIG. 5 is a cross-sectional view of a conventional connecting portion between a torque converter case and a crankshaft. Explanation of symbols 1... Crankshaft 2... First drive plate 4... Coupling plate 5... Damper spring 6... Torque converter case 8... ... Second drive plate 10 ... Drive plate assembly 11 ...
Centering member 13...Centering shaft

Claims (1)

[Claims] 1. An engine crankshaft, a damper mechanism, a fluid transmission device, and a transmission mechanism are arranged coaxially, and the damper mechanism is
A drive plate connected to the crankshaft of the engine, a coupling plate connected to a fluid transmission device and formed into a flat plate in the radial direction, a driven plate connected to the coupling plate, and a drive plate and a driven plate. A torsional vibration damper device for a fluid transmission device in which the damper mechanism is formed from a damper spring inserted between the engine and the fluid transmission device, the fluid transmission device of the coupling plate. The damper spring is disposed at substantially the same radial position as the mounting position or at a position outward from the mounting position, and is coaxial with the crankshaft and the fluid transmission device and protrudes onto the central axis of the fluid transmission device. The provided centering shaft is fitted into a centering member which is a separate member connected to the crankshaft of the engine, and the sliding part between the centering shaft and the centering member is the connecting part between the coupling plate and the fluid transmission device. A torsional vibration damper device for a fluid transmission device, characterized in that the torsional vibration damper device is arranged at the same axial position as the axial position.