JPH04321838A - Rotational vibration damping device of torque converter - Google Patents

Abstract

PURPOSE:To damp the rotational vibration of a torque converter by providing a structure not increased in axial dimension. CONSTITUTION:A torque converter 2 connected for driving to an engine crank end 1 through a tortional damper 4 is fitted at a part 2a in the engine crank end 1 in such a manner as to be rotatable relatively. A viscous coupling 13 comprising inner plates 17 spline-engaged with the outer periphery of an inner hub 16 rotated with a part 2a of the torque converter 2, an outer plate 18 which is disposed between the inner plates 17 and spline-engaged with the inner periphery of the engine crank end 1 and silicone oil interposed between the plates 17, 18 is provided as a rotational vibration damping element. Thus, the element is stored in the engine crank end 1, so that the rotational vibration of the torque converter can be damped without the need of changing a tortional damper 4 and without any increase in axial dimension.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rotational vibration damping device for a torque converter used in an automatic transmission or the like.

0002

[Prior Art] Automatic transmissions do not directly connect the end of the engine crankshaft (commonly referred to as the engine crank end) to the input shaft of the transmission gear train, but do so through a torque converter. Increases the torque of power and supplies it to the input shaft, or absorbs torque fluctuations to the input shaft.

By the way, when connecting the engine crank end and the torque converter, for the purpose of shock absorption,
For example, Japanese Utility Model Application No. 54-69289, No. 58-791
As seen in Japanese Patent Nos. 56 and 58-144146, a type of torsional damper that transmits power from the engine crank end to the torque converter via a torsion spring is often used.

[0004] Therefore, when the damper passes through its own resonance point, such as when starting the engine, an excessive input due to resonance is supplied to the torque converter. To prevent this, conventionally,
The above-mentioned Utility Model Application No. 54-69289 and Utility Model Application No. 58-7
A countermeasure against rotational vibration damping as described in Japanese Patent No. 9156 has been proposed. This conventional measure attempts to attenuate the rotational vibration of the torque converter by enclosing the torsion spring as a whole and filling the enclosing space with grease or the like to provide resistance to the deflection of the torsion spring during transmission. It is.

[0005]

[Problems to be Solved by the Invention] However, in such conventional rotational vibration damping measures, the thickness of the wall defining the enclosing space of the torsion spring is at least twice the thickness of the wall in the axial direction of the torsion damper. In addition to increasing the value equivalent to arise.

It is an object of the present invention to solve the above-mentioned problems by housing a rotational vibration damping structure in the engine crank end.

[0007]

[Means for Solving the Problems] For this purpose, a rotational vibration damping device for a torque converter according to the present invention provides a torque converter drive-coupled to an engine crank end via a torsional damper, in which a part of the torque converter is The rotary vibration damping element is fitted into the engine crank end so as to be relatively rotatable, and a rotational vibration damping element that provides resistance to the relative rotation is disposed in this fitting portion.

[0008]

[Operation] The engine crank end drives the torque converter via the torsional damper, and during this time the torsional damper absorbs shock between the engine crank end and the torque converter, enabling smooth power transmission. Resonance that is likely to occur due to this torsional damper is prevented by the rotational vibration damping element, and excessive input due to resonance can be prevented from being supplied to the torque converter.

By the way, since a part of the torque converter is fitted into the engine crank end so as to be relatively rotatable, and a rotational vibration damping element is arranged in this fitting part, there is no need to make any changes to the torsional damper. Therefore, there is no increase in the axial dimension, and there is no need for a dedicated drive plate for mounting the starter ring gear.

0010

Embodiments Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIGS. 1 and 2 show an embodiment of the apparatus of the present invention, in which reference numeral 1 indicates an engine crank end, 2 indicates a torque converter driven by the engine crank end, and 3 indicates a converter housing.

[0011] In drivingly coupling the engine crank end 1 to the torque converter 2, the method was developed according to Utility Model Publication No. 58-1441.
Torsional damper 4 similar to that described in Publication No. 46
Do this with That is, a drive plate 6 is connected to the engine crank end 1 with bolts 5, and a starter ring gear 6a is formed on the outer periphery of the drive plate 6. Driven plates 7 and 8 are arranged on both sides of the drive plate 6, and the driven plate 7 is coupled to the torque converter 2 with bolts 9.

As clearly shown in FIG. 2, the drive plate 6
Three windows 6b are formed at equal intervals in the circumferential direction, and within each of these windows is a protrusion 6c that extends radially at the center in the circumferential direction.
, and a torsion spring 10 is compressed between the circumferential side walls of each window 6b and the protrusion 6c. The drive plates 7 and 8 are each formed with windows 11 for receiving a pair of torsion springs 10 on both sides of each protrusion 6c, and these windows hold each torsion spring 10 within the window 6a. It is assumed that it engages with the end of the torsion spring 10 that is far from the protrusion 6c. Further, the driven plates 7 and 8 are integrally connected by a rivet 12 passing through the window 6b, and are attached to the drive plate 6 so as to be relatively rotatable.

In this example, as an element for damping the rotational vibration of the torque converter 2 caused by the coupling via the torsional damper 4 having the above configuration, a viscous coupling such as a viscous coupling (trade name) is used as shown in FIG. coupling 1
3 is stored in the engine crank end 1. For this purpose, a retainer 14 is interposed between the end face of the engine crank end 1 and the drive plate 6, is rotatably supported on the inner periphery of the retainer and within the engine crank end 1, and is sealed with a seal ring 15. Then, the inner hub 16 is installed. A torque converter 2 is provided on the inner circumference of the inner hub 16.
A plurality of inner plates 17 are spline-fitted to the outer periphery. Outer plates 18 are arranged between the inner plates 17, and are spline-fitted to the inner periphery of the engine crank end 1 facing the inner hub 16.
8 is kept constant by a spacer ring 19. Then, a highly viscous substance, such as silicone oil, is filled into the sealed space containing the plates 17 and 18. Since this filling portion has a small outer diameter, the filling material is less likely to leak, which is advantageous in terms of durability.

The operation of the above embodiment will now be explained. Engine power reaches a torque converter 2 from a crank end 1 via a torsional damper 4, and is further input to a transmission gear train (not shown) via this torque converter. During this time, the torsion damper 4 transfers power via the torsion spring 10, so the torsion damper 4 transfers power via the torsion spring 10.
It is possible to absorb shock by bending, making smooth power transmission possible.

During this period, the engine crank end 1 and the torque converter 2 rotate relative to each other by the amount of deflection of the torsion spring 10, causing rotational vibration of the torque converter 2. This rotational vibration is caused by engine crank end 1 (
This appears as a relative rotation between the outer plate 18) and the inner hub 16 (inner plate 17), but plate 1
The highly viscous substance interposed between 7 and 18 can provide resistance to this relative rotation and attenuate the above-mentioned rotational vibration.

By the way, since the rotational vibration damping element 13 that performs this function is housed within the engine crank end 1, the element can be configured as a multi-plate type with a large rotational vibration damping effect, and the torsional damper 4 Since there is no need to make any changes to the structure, there is no need for an increase in the axial dimension or the need for a dedicated drive plate for mounting the starter gear 6a, unlike the conventional measures described above.

In FIG. 3, the rotary vibration damping element 13 is similarly housed within the engine crank end 1, but it is constructed with a frictional coupling instead of a viscous coupling. That is, a plurality of inner friction plates 20 with facings are spline-fitted to the outer circumference of the inner hub 16, a plurality of outer friction plates 21 are spline-fitted to the inner circumference of the engine crank end 1 facing the inner hub 16, and these friction plates 20 are spline-fitted to the outer circumference of the inner hub 16. ，
21 are arranged alternately. And friction plates 20, 21
are pressed against each other by a disc spring 22, and between these friction plates, therefore, the engine crank end 1 and the torque converter 2
By applying frictional resistance to the relative rotation between the two, a rotational vibration damping effect similar to the above-mentioned example is produced.

In this example, the number of friction plates 20, 21,
The rotational vibration damping characteristic can be arbitrarily set with a wide range of variation by the spring force of the disc spring 22, and the degree of freedom in design is high.

[0019]

[Effects of the Invention] Thus, the rotational vibration damping device for a torque converter according to the present invention has a part of the torque converter fitted into the engine crank end so as to be relatively rotatable, and a rotational vibration damping element housed in this fitted part. With this configuration, there is no need to make any changes to the torsional damper, and an increase in the axial dimension and increase in the number of parts can be avoided.

[Brief explanation of drawings]

FIG. 1 is a cross-sectional view of a joint between an engine crank end and a torque converter, showing an embodiment of the rotational vibration damping device of the present invention.

FIG. 2 is a view taken along arrow II in FIG. 1;

FIG. 3 is a sectional view similar to FIG. 1 showing another example of the present invention.

[Explanation of symbols]

1 Engine crank end 2 Torque converter 3 Converter housing 4 Torsion damper 6 Drive plate 7 Driven plate 8 Driven plate 10 Torsion spring 12 Rivet 13 Rotational vibration damping element 14 Retainer 15 Seal ring 16 Inner hub 17 Inner plate 18 Outer plate 19 Spacer ring 20 Inner friction plate 21 Outer friction plate 22 Disc spring

Claims (1)

[Claims] 1. A torque converter drive-coupled to an engine crank end via a torsional damper, in which a part of the torque converter is fitted into the engine crank end so as to be relatively rotatable, and a part of the torque converter is fitted into the engine crank end so as to be relatively rotatable; A rotational vibration damping device for a torque converter, characterized in that a rotational vibration damping element is arranged to provide resistance to rotation.