JPH0544604Y2 - - Google Patents

Description

[Detailed description of the invention] [Field of industrial application] The present invention relates to a flywheel with a torsional damper, which is a two-part flywheel that prevents resonance in all rotational speed ranges. The present invention relates to a flywheel with a torsional damper that prevents wear between a control plate and a driven plate that constitute members of a two-part flywheel.

[Conventional technology]

A split flywheel is known in which the flywheel is divided into two masses and these are connected by a spring to absorb torque fluctuations. In the prior art, the two masses are usually connected by a spring mechanism with the same spring constant over the entire rotation range, and therefore have one resonance point at a certain engine rotation. The spring constant is determined so that the resonance point is on the lower rotation side than the normal rotation range of the engine, but since the resonance point will be passed when the engine starts and stops, the friction force between the divided flywheels is determined. The drive side flywheel and the driven side flywheel are integrated to suppress resonance when the torque is small in the low rotation range. This is because once a resonance phenomenon occurs, it is difficult to escape from the resonance (so-called entrainment phenomenon).
This is to avoid this as it would make it impossible to drive.

To explain the prior art using individual examples, the torque fluctuation absorbing device disclosed in Japanese Utility Model Application Publication No. 61-23542 divides the flywheel into a driving side flywheel and a driven side flywheel, and uses the same spring between them. The figure shows a split flywheel equipped with a constant spring mechanism and a hysteresis mechanism so that frictional force is constantly applied between the two split flywheels, which is a typical general split flywheel. It shows the overall structure of the project.

Additionally, Japanese Patent Application Laid-Open No. 61-59040 discloses a technique for setting the resonance point lower than the idle rotation.
Utility Model Application Publications No. 59-113548 and Utility Model Application Publication No. 59-108848 disclose flywheels in which the resonance point is shifted to the low rotation side. In addition, Utility Model Publication No. 56-6676 does not show a two-part flywheel, but shows a damper disk that slides inside the housing.
It shows the friction imparting structure in this type of mechanism.

Furthermore, JP-A-60-109635 uses one type of spring and a friction body that moves in the radial direction due to centrifugal force to adjust the transmission torque between the driving flywheel and the driven flywheel. However, if the damper uses centrifugal force, the timing at which the flywheel changes from the integrated state to the separated state will be unstable, and reliable prevention of resonance cannot be expected.

Furthermore, JP-A-56-10846, JP-A-55-
Publication No. 57739 shows a conventional wide torsion angle damper.

As described above, in the conventional technology, in order to suppress the resonance phenomenon, it is necessary to apply a relatively large frictional force of a certain value or more. Therefore, due to the hysteresis mechanism, a friction force above a certain value is always applied between the drive side flywheel and the driven side flywheel, and even in the normal rotation range, the friction force between the drive side flywheel and the driven side flywheel is applied. Due to this, stagnation (integration) is likely to occur, and when stagnation occurs, rotational fluctuations of the drive side flywheel (engine rotational fluctuations) are transmitted to the driven side flywheel,
The effect of absorbing torque fluctuations in the normal rotation range becomes smaller. That is, there was a problem in that the rotational fluctuation reduction efficiency as a torsional damper was reduced.

In order to solve or alleviate this problem, the applicant for utility model registration has previously proposed
On September 5, 1961, although it has not been published yet,
A flywheel with a torsional damper has been proposed that has the following objectives, configuration, and effects. In other words, the proposal was to shift the position of the resonance point depending on the rotational speed during operation of a flywheel with a torsional damper, which consists of a split flywheel. The purpose of this is to eliminate the hysteresis mechanism that applies to the engine and effectively reduce torque fluctuations in the normal rotation range.

The flywheel with a torsional damper according to the proposal is a split type flywheel in which the flywheel is divided into a driving side flywheel and a driven side flywheel, and a spring mechanism is provided between the driving side flywheel and the driven side flywheel. Two types of spring mechanisms having different spring constants are used, one of the two types of spring mechanisms is directly connected to the driving side flywheel and the driven flywheel, and the other of the two types of spring mechanisms is connected via a friction mechanism. It consists of a flywheel with a torsional damper that connects a driving side flywheel and a driven side flywheel.

The effect of the above proposal is as follows. Before explaining its function, the names of each part, spring force, and operating force will be referred to as follows.

・First coil spring...A torsional spring that directly connects the driving flywheel and the driven flywheel.Second coil spring...Connecting the driving flywheel and the driven flywheel via a friction mechanism. Torsional spring Fr...Setting friction force of the friction mechanism connected in series to the second coil spring F...The first coil during relative torsion (relative rotation) between the driving flywheel and the driven flywheel Force・K applied to the friction mechanism part on the second spring side when a torque generated by the deflection of the spring and the second coil spring is applied. Spring constant・K of the spring mechanism having the first coil spring. ₁ ...Spring constant of a spring mechanism having a second coil spring In the above, when torque is transmitted between the driving side flywheel and the driven side flywheel, relative torsion occurs, and the first coil spring and the second coil spring The coil springs bend at the same time.

In the low rotation range (usually corresponding to low torque),
Since Fr≧F, no slip occurs in the friction mechanism, the first coil spring and the second coil spring work together, and the spring constant of the combined system is K+
K ₁ , and all springs work to suppress torque fluctuations.

When the rotational speed (engine rotational speed) increases (at startup), as the rotational speed approaches the resonance point of the system with spring constant K + K ₁ , the relative torsion increases and F becomes larger, and the spring constant K + K ₁ Before the resonance point of , F>Fr finally becomes, and slippage occurs in the friction mechanism, and the second coil spring loses its function as a spring, and the second coil spring no longer transmits torque greater than Fr. At the same time, the spring constant of the entire system decreases to K. That is, the resonance point of the entire system is shifted to the resonance point of the system having the spring constant K, that is, to the lower rotation side. The actual rotational speed of the system at the time of the shift is greater than the resonance point of the system with the spring constant K, and since the system has already exceeded the resonance point of the spring constant K at the time of the shift, the first coil spring is Torque fluctuations can be absorbed by damping at a position away from the resonance point of the spring constant K of the spring mechanism.
Therefore, since the resonance point is exceeded, the relative rotation becomes smaller, Fr>F, and the second
The friction mechanism on the coil spring side stops slipping, the first coil spring and the second coil spring work, and all the coil springs suppress torque fluctuations.

In other words, in a system that initially has a spring constant of K + K ₁ , as the rotation speed increases and approaches the resonance point of the system with a spring constant of K + K ₁ , the friction mechanism temporarily changes to the system with a spring constant of K. The system operates _close to the characteristics of (although it approaches the characteristic curve of K), the rotation speed goes beyond the resonance point of K + K ₁ and increases, and when it comes to the vicinity of the normal rotation range, it is out of the resonance point, so the drive side flywheel and driven side flywheel The relative movement of the flywheel becomes smaller (Fr>F), the friction mechanism stops slipping, and operates again according to the characteristic of K+K ₁ , and resonance is avoided in the entire rotation range.

A similar shift phenomenon can be obtained when the rotational speed decreases from high to low (when stopped).

Therefore, there is no need for the constantly operating sliding friction force provided by the hysteresis mechanism, which was necessary to avoid resonance in the conventional split flywheel having a spring mechanism with one type of spring constant. In this invention, the friction mechanism on the spring mechanism side that has the second coil spring only temporarily slips to avoid resonance when passing near the resonance point of K+K ₁ at startup and stop, so The torque fluctuation absorption effect is increased without being influenced by sliding friction force, especially in the normal rotation range where driving is a problem.

[Problem that the invention attempts to solve]

The flywheel with a torsional damper proposed above is rotatably supported by the driven plate, which forms part of the driven flywheel, in the torque transmission path from the driving flywheel to the driven flywheel via a spring mechanism. A plurality of coil springs are connected in series by sandwiching the outward protruding arm of the control plate between the coil springs. This results in a low spring constant and wide torsion angle. The coil spring arrangement is
The sum of the forces applied to the control plate is determined to be 0, and the force applied to the sliding part between the control plate and the driven plate and the sliding part between the control plate and the ring-shaped outer periphery of the drive side flywheel is eliminated, Prevents wear on sliding parts.

However, in the flywheel with a torsional damper proposed above, when the damper operates, if the balance of the force applied to the control plate is lost and the resultant force does not become 0 (in reality, there is always an imbalance of forces), the control plate and the driven Metallic contact of the plates occurs. This metal contact is disadvantageous in terms of wear on the sliding part of the control plate, and is unstable not only in terms of wear but also in terms of torsional properties, and generates a larger frictional force than the thrust part. Therefore, hysteresis occurs and increases, worsening the damper effect.

The present invention prevents metal sliding contact between the control plate and the driven plate and between the control plate and the ring-shaped outer periphery of the drive-side flywheel in the flywheel with a torsional damper proposed above, and prevents wear. and to prevent a decrease in damper effectiveness.

[Means for Solving the Problems] A flywheel with a torsional damper according to the present invention for achieving the above object includes a flywheel having a drive-side flywheel having a ring-shaped outer periphery and an inner part of the ring-shaped outer periphery. The flywheel is divided into a driven flywheel having a driven plate located on the circumference, and two types of spring mechanisms having different spring constants are used for the spring mechanism provided between the driving flywheel and the driven flywheel. The driving side flywheel and the driven side flywheel are directly connected to one of the spring mechanisms, and the driving side flywheel and the driven side flywheel are connected to the other of the two types of spring mechanisms via a friction mechanism. A spring mechanism that directly connects the flywheel and the driven flywheel is provided by a spring seat at one end of a pair of coil springs each having a resin part and a spring seat having a gap SA between the ring-shaped outer peripheral part and the spring seat at both ends. The spring seat at the other end is engaged with the drive side flywheel, and the spring seat at the other end is rotatably supported by the driven plate with a gap SB, and is engaged with a control plate arranged with a gap SC between it and the ring-shaped outer circumference. 0<SA<SB, 0<
It consists of a flywheel with a torsional damper that is characterized by the relationship SA<SC.

[Effect]

In the flywheel with a torsional damper according to the present invention having the above configuration, the gap SB between the control plate and the driven plate and the gap SC between the control plate and the ring-shaped outer periphery of the drive-side flywheel are determined by the end of the coil spring. By making the gap SA between the resin part of the spring seat and the ring-shaped outer periphery of the drive-side flywheel larger than SA, when the force applied to the control plate becomes unbalanced, the resin part of the spring seat will move first to the drive-side flywheel. It comes into contact with the ring-shaped outer periphery of the flywheel. Therefore, metal contact of the control plate with the driven plate and the ring-shaped outer peripheral portion of the drive-side flywheel due to unbalanced force does not occur. This prevents wear on the sliding parts of the control plate, and at the same time reduces the force caused by unbalanced force by the sliding movement between the metal and resin between the resin part of the spring seat and the inner peripheral surface of the ring-shaped outer periphery of the drive-side flywheel. As a result, the occurrence of stable and small hysteresis is kept to a minimum, thereby preventing deterioration of the damper effect.

〔Example〕

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

Figures 1 and 2 show the structure of a flywheel with a torsional damper according to an embodiment of the present invention.
The figure shows the vibration system model, Figures 4 and 5 show its operating characteristics, Figures 6 and 7 show enlarged cross sections of the spring mechanism, and Figures 8 and 9 show the vicinity of the spring mechanism. It shows the relationship between the gaps.

In FIGS. 1 and 2, the flywheel includes a drive-side flywheel 10 connected to a drive shaft (for example, an engine crankshaft);
The flywheel consists of a driven flywheel 20 and a driven flywheel 20 connected to a driven member (for example, a clutch). The driving side flywheel 10 and the driven side flywheel 20 have two types of spring mechanisms having different spring constants, namely, a spring mechanism 30A having a first coil spring 31 (the spring constant K of the spring mechanism 30A is different from that of the first coil spring 31). Spring mechanism 30B (spring mechanism 3
The spring constant K ₁ of 0B is the second coil spring 3
2 spring constants). Among these, the first coil spring 31 is a spring that directly connects the drive side flywheel 10 and the driven side flywheel 20, and the second coil spring 32
The driving side flywheel 10 and the driven side flywheel 20 are connected via a friction mechanism 33 that is vibrationally connected in series to a second coil spring 32.
It is a connecting spring. In the above, it is sufficient that K≠K ₁ , and each first coil spring 31
spring constant and individual second coil springs 32
The spring constants of may be equal. That is, even if springs with the same spring constant are used for the first coil spring 31 and the second coil spring 32, when there are four first coil springs 31 and two coil springs 32, K: K ₁ =1:2,
Fits the purpose.

The drive-side flywheel 10 has a ring-shaped ring gear 11 on the outer periphery, which forms a ring-shaped outer periphery.
(It may be a single ring-shaped gear, or it may be a combination of a ring member and a gear fitted on its outer periphery. In the illustrated example, a single ring-shaped gear is shown.) It has a ring-shaped inner body 12 and drive plates 13 and 14 that clamp and fix the ring gear 11 from both sides, and one of which extends inward to the side of the inner body 12. The inner body 12 and one drive plate 13 are connected to the drive shaft by bolts 15 so as to be rotatable together with the drive shaft.

The driven side flywheel 20 has bolts 23 between the flywheel main body 21 and the driven plate 22 located on the inner circumferential side of the ring gear 11.
It has a connected structure. The driven plate 22 is concentrically supported via a bearing 24 on the outer periphery of the inner body 12 of the drive-side flywheel 10 so as to be relatively rotatable. Driven plate 22
is an arm 22a that protrudes toward the outer circumference at the center in the width direction.
have.

Two first control plates 41 and 42 and two second control plates 43 and 44 are provided in the space between the drive plate 13 and the flywheel body 21 on the radially outer side of the outer peripheral surface of the driven plate 22. is arranged so as to be rotatable relative to the driven plate 22 on both the drive side and the driven side. The first control plates 41 and 42 are arranged on both sides of the arm 22a of the driven plate 22 and are connected by a pin 45, and the second control plates 43 and 44 are also arranged on both sides of the arm 22a of the driven plate 22. They are arranged respectively and connected by pins 46. The first control plates 41, 42 each have a radially outwardly extending arm 41a, 42a, and the second control plate 43, 44 also has a radially outwardly extending arm 43a, 44a. Arm 22a, 41
a, 42a, 43a, and 44a all extend to the immediate vicinity of the inner peripheral surface of the ring gear 11.

In the spring mechanism 30A having the first coil springs 31, a total of four first coil springs 31 are shown in FIG. 1, two on the left and right sides, and a lower half section is shown in FIG. 2. FIG. 6 shows an enlarged cross-section. The first coil spring 31 has both ends connected to spring seats 34 and 35.
The spring seats 34, 35
is made of resin, and has elastic bodies (rubber) 34a, 35a at opposing ends of resin parts 34c, 35c. One of the spring seats 34 and 35 is connected to the second control plate 4
The other spring seat 35 is detachably supported in the circumferential direction by arms 43a and 44a of No. 3 and 44, and the other spring seat 35 is detachably abutted on the arm 22a of the driven plate 22 in the circumferential direction. The protruding arm 35b of the spring seat 35 has a hole 16 formed in the drive plate 13 and a notch 1 formed in the drive plate 14.
7 in a circumferential direction in one direction so as to be relatively unrotatable,
Torque from the drive plates 13, 14 is directly transmitted to the spring seat 35. That is, in FIG. 1, taking the two first coil springs 31, 31 on the left side as an example, the protruding arm 35b of the spring seat 35 of the first coil spring 31 is connected to the drive plates 13, 14.
The center portion of the spring seat 35 fits into the arm 22a of the driven plate 22. Then, the drive plates 13 and 14 are connected to one of the first
When the protruding arm 35b of the spring seat 35 of the coil spring 31 (for example, the one in the upper half of FIG. 1) is pushed, the other first coil spring 31 (for example, the first Push the spring seat 35 (the one in the lower half of the figure) and drive plate 2.
2. Push arm 22a. Reverse rotation is also possible. The other spring seat 34 is the spring seat 3
5, and a hole or notch extending in the circumferential direction is formed in the drive plates 13, 14 at a position corresponding to the protruding arm 34b of the spring seat 34.
can move relative to the drive plates 13 and 14 in the circumferential direction. The second control plates 43 and 44 are connected to the two first coil springs 3.
By simply connecting 1, drive plates 13 and 14
It is not fixed to the drive plate 22 or the driven plate 22, and is rotatable. With this structure, the drive plates 13 and 14 are directly connected to the driven plate 22 via the first coil spring 31, and the torque of the drive plates 13 and 14 bends the first coil spring 31 and is applied to the driven plate 22. is communicated.

In the spring mechanism 30B having the second coil spring 32, two second coil springs 32 are shown in FIG. 1, one at the top and one at the top, and in FIG. 2, the upper half is shown in cross section. FIG. 7 shows an enlarged cross-section. The second coil spring 32 has both ends connected to spring seats 36 and 37.
The spring seats 36, 37
is made of resin, and has elastic bodies (rubber) 36a, 37a at opposing ends of resin parts 36c, 37c. The spring seats 36 and 37 are connected to the arms 41a and 41a of the first control plates 41 and 42, respectively.
42a in a circumferentially removable manner. Further, both ends of the second coil spring 32 are removably abutted in the circumferential direction to a window 18 provided in the drive plate 13 and a notch 19 provided in the drive plate 14 via spring seats 36 and 37. With this structure, the drive plate 13,
14 is connected to the first control plates 41 and 42 via the second coil spring 32,
The torque of the drive plates 41, 42 is transmitted to the first control plates 41, 42 by deflecting the second coil spring 32.

However, on the spring mechanism 30B side having the second coil spring 32, as described below,
A friction mechanism 33 is provided between the first control plates 41, 42 and the driven plate 22, and a friction mechanism 33 is provided between the first control plates 41, 42 and the driven plate 22. The torque is transmitted to the driven plate 22 only within the range of the set friction force Fr of the friction mechanism 33. In the upper half section of FIG. 2, one of the first control plates 41 and 42 and the arm 22 of the driven plate 22
A thrust plate 47 is provided between the drive plate 22 and the control plate 42 so that the thrust plate 47 can rotate relative to both. arm 22a of
axially biased toward the side. Thrust linings 49 and 50 are interposed between the control plate 41 and the arm 22a and between the thrust plate 47 and the arm 22a.
A frictional force is applied in the circumferential direction between the arms 22a. This frictional force is set to a constant frictional force Fr by a cone spring 48. The friction mechanism 33 includes a cone spring 48, a thrust plate 47, and thrust linings 49 and 50.

FIG. 3 shows the above configuration as a vibration model. The driving side flywheel 10 and the driven side flywheel 20 are connected to a first coil spring 31.
and is connected via a second coil spring 32 and a friction mechanism 33.
The combination of the first coil spring 31, the second coil spring 32, and the friction mechanism 33 is spring-wise parallel to each other, and the second coil spring 32 and the friction mechanism 33 are vibrationally connected in series. It is.

FIG. 8 shows an enlarged view of the gaps between the members near the first spring mechanism 30A. As shown in FIG. 8, the second control plates 43, 44 are
It is rotatable relative to the driven plate 22 and the ring gear 11, and the driven plate 22
The ring gear 11 is supported so as to be relatively rotatable with a gap SB therebetween, and is disposed so as to be relatively rotatable with a gap SC on the inner circumferential surface of the ring gear 11. Also, the second control plates 43, 4 of the first coil spring 31
4, there is a gap between the resin portion 34c of the spring seat 34 and the inner peripheral surface of the ring gear 11.
SA is provided. And gaps SA, SB, SC
The relationships 0<SA<SB and 0<SA<SC are given between them.

FIG. 9 shows an enlarged view of the gaps between the members near the second spring mechanism 30B. As shown in FIG. 9, the first control plates 41 and 42 are
It is rotatable relative to the driven plate 22 and the ring gear 11, and the driven plate 22
The ring gear 11 is supported so as to be relatively rotatable with a gap SE therebetween, and is disposed so as to be relatively rotatable with a gap SF on the inner peripheral surface of the ring gear 11. In addition, the first control plates 41 and 4 of the second coil spring 32
A gap SD is provided between the resin portions 36c, 37c of the spring seats 36, 37 on the side that abuts the spring seats 2 and the inner peripheral surface of the ring gear 11. And the gap
Between SD, SE, and SF, 0<SD<SE, 0<SD
<A science fiction relationship is given.

Next, the operation of the above flywheel with torsional damper will be explained with reference to FIGS. 4 and 5.

FIG. 4 shows the relationship between the relative angular displacement between the driving flywheel 10 and the driven flywheel 20, the so-called torsion angle, and the torque, and FIG. 5 shows the relationship between the rotation speed and the acceleration transmission rate. It shows.

When the torsion angle is small, the torque is also small, and therefore the force F applied to the friction mechanism 33 is also small, so F is smaller than the set friction force Fr of the friction mechanism 33,
That is, F≦Fr. At this time, no slippage occurs between the first control plates 41, 42 and the arm 22a of the driven plate 22 in the friction mechanism 33, and the second coil spring 32 operates effectively, so that the spring constant of the system is the first. The spring constant K of the spring mechanism 30A having the coil spring 31 is
and the spring constant _K1 of the spring mechanism 30B having the second coil spring 32 (A in Fig. 4).
area). Such a phenomenon is obtained in a region where torque transmission is small (region A in FIG. 5). At this time, the characteristics of the spring constant K+K ₁ (X
(characteristics shown in ).

As the rotational speed increases, the system with spring constant K + K ₁ approaches the resonance point, the torque fluctuation (corresponding to the acceleration transmission rate) gradually increases, and F
increases and finally reaches the set frictional force Fr. This Fr is set so that F=Fr before reaching the resonance point. Therefore, before the resonance point, F>Fr finally becomes true, and the first control plates 41 and 42 begin to slide with respect to the driven plate 22. Therefore, the second coil spring 32 loses its function as a spring element. (Actually, there is a torque transmission equivalent to the frictional force Fr.) Therefore, the spring constant of the entire system changes to K at point P in Fig. 4 (region B in Fig. 4), and the spring constant of the entire system changes to K at point P in Fig.
In the figure, it is shifted so as to operate in accordance with the characteristics of the system of spring constant K (characteristics denoted by Y in Figure 5) (region denoted by B in Figure 5). The region B in FIG. 5 deviates from the characteristics of the system with the spring constant K, but this is a phenomenon that occurs because the frictional force Fr is acting. As is clear from Fig. 5, the operation in region B is at a position where the resonance point of the system with the spring constant K has already been exceeded on the high rotational speed side, so the resonance point has already been exceeded at the time of the shift. As the rotational speed increases, the torque fluctuation also decreases, so F becomes small, and soon the phenomenon of F < Fr occurs again at points Q, Q', Q''.Q, Q', Q'' At the point in time, since F<Fr, no slipping occurs in the friction mechanism 33, so the second coil spring 3
2 is again involved in absorbing torque fluctuations, the spring constant returns to K+K ₁ (regions E, E', and E'' in Figure 4), and in Figure 5, the vibration again occurs in the system with spring constant K + K ₁ . It operates according to the characteristics (regions E, E', E'' in Figure 5). A, B in Figure 5,
C, D, E, E', E'' are A, B, C, D,
Corresponding to E, E', E'', the regular rotation range is set in the area E, E', E'' in FIG. Figure 5E,
In the regions E′ and E″, the driving flywheel 10 and the driven flywheel 20 are damped with a spring constant of K+K ₁ without the friction of the conventional hysteresis mechanism, so the acceleration transmission rate is is very small, and the torque fluctuation absorption effect is extremely large.

In addition, in FIG. 4, regions C and D show a state in which the torsion angle further increases, the elastic bodies of the opposing spring seats hit each other and deform, and the spring force increases.

Also, when the rotational speed changes from large to small, the characteristics E (E', E''), B, A
, producing the same shift effect as above.
In addition, in Fig. 4, the origin of the deformation is taken as the origin of the coordinates, but this is the fourth point according to the previous stop condition.
It will stop at some point within the range surrounded by the diamond E in the diagram, so the next time it starts up, it will start K+K ₁ from that point.
It will rise with a spring constant of . however,
The position of the E diamond remains unchanged.

In this way, in the present invention, friction force is used to connect K ₁ to avoid resonance, but this friction part slips when avoiding resonance (such as when starting or stopping the engine), and also when large torque is input ( The portion beyond point P in Fig. 4) also causes slippage.

The action of this invention can be compared to conventional split flywheels with hysteresis mechanism (for example, Utility Models 1986-
23542), FIG. 5 also shows the case of the prior art (characteristics of S in FIG. 5). The characteristic diagram shows the case of this conventional example.
In the conventional example, the resonance phenomenon can be avoided due to the presence of the hysteresis mechanism, but since the sliding friction of the hysteresis mechanism is always active, the damping of the spring is affected, and the acceleration transmission rate in the normal rotation range decreases. The torque fluctuation absorption effect is not as good as that of the present invention. In FIG. 5, the shaded area is the improved area. Of course, the one disclosed in Japanese Utility Model Application No. 61-23542 is extremely superior to the conventional one, but the one of the present invention has even better damping characteristics in the normal rotation range. However, in the present invention, the sliding of the set friction force Fr of the friction mechanism 33 occurs when jumping due to the lack of a hysteresis mechanism and by shifting the resonance rotation range to another characteristic and operating accordingly. Since the motion acts at one point in time, the torque fluctuation absorption effect is slightly reduced in region B compared to a conventional hysteresis mechanism, but it can substantially avoid resonance phenomena, and it only works temporarily. There is no problem because it is only a .Moreover, it is significant that the good damping effect obtained in the normal rotation range can be obtained without inducing a resonance phenomenon. Furthermore, the fifth
In the figure, R indicates the characteristics of the integrated flywheel for reference, and it shows that both the conventional split flywheel and the flywheel of the present invention can obtain better damping characteristics than the integrated flywheel.

Next, the effects of the relationships between the gaps SA to SC and SD to SE between the members will be explained.

In FIG. 8, the gap SB between the second control plates 43, 44 and the driven plate 22 and the gap SC between the second control plates 43, 44 and the ring gear 11 are respectively calculated from the end of the first coil spring 31. spring seat 3
By making the gap SA between the resin part 34c of the spring seat 34 and the ring gear 11 larger than that of the ring gear 11, when the force applied to the second control plates 43 and 44 becomes unbalanced, the resin part 34c of the spring seat 34 first contacts the ring gear 11. makes contact with the inner circumferential surface of the Therefore, metal contact between the second control plates 43 and 44 and the driven plate 22 and the ring gear 11 due to unbalanced force does not occur. This prevents the sliding parts of the second control plates 43 and 44 from being worn out, and at the same time reduces the force caused by the unbalanced force to the sliding movement between the metal and the resin between the resin part 34c of the spring seat 34 and the inner peripheral surface of the ring gear 11. By receiving the damper, the occurrence of stable and small hysteresis is kept to a minimum, thereby preventing deterioration of the damper effect.

Also, in FIG. 9, the gap between the first control plates 41, 42 and the driven plate 22 is
SE and first control plate 41,4
By making the gap SF between the second coil spring 32 and the ring gear 11 larger than the gap SD between the resin parts 36c and 37c of the spring seats 36 and 37 at both ends of the second coil spring 32 and the ring gear 11, the first
When the force applied to the control plates 41 and 42 becomes unbalanced, the spring seat 3
The resin portions 36c and 37c of 6 and 37 come into contact with the inner circumferential surface of the ring gear 11 first. Therefore, the first control plate 41 due to unbalanced force,
42 driven plate 22 and ring gear 1
No metal contact with 1 occurs. This prevents the sliding parts of the first control plates 41 and 42 from being worn out, and at the same time reduces the force caused by the unbalanced force between the resin parts 36c and 37c of the spring seats 36 and 37 and the inner peripheral surface of the ring gear 11 and the metal. Due to the sliding motion between the resins, the occurrence of stable and small hysteresis is kept to a minimum, thereby preventing deterioration of the damper effect.

[Effect of idea]

When using the torsional damper-equipped flywheel of the present invention, the effect of absorbing torque fluctuations in the normal rotation range can be increased without causing resonance in the entire rotation range.

Furthermore, since the conventional hysteresis mechanism and torque limit mechanism can be abolished, the device can be simplified, downsized, and reduced in cost.

Furthermore, between the gaps SA, SB, and SC, 0<SA<SB,
Since the relationship 0<SA<SC is established, it is possible to prevent wear of the control plate and prevent deterioration of the damper effect.

[Brief explanation of the drawing]

Fig. 1 is a sectional view taken along a plane perpendicular to a plane containing the axis of a flywheel with a torsional damper according to an embodiment of the present invention, and Fig. 2 is an axis of the flywheel with a torsional damper shown in Fig. 1. A sectional view taken along the plane containing the core, and a sectional view taken along the - line in Fig. 1, Fig. 3 is a vibration model diagram of the flywheel with torsional damper shown in Fig. 1, and Fig. 4 shows the vibration model of the flywheel with torsional damper shown in Fig. 1. Torsion angle of flywheel with lateral damper
Torque characteristic diagram, Figure 5 is a rotation speed-acceleration transmission rate characteristic diagram of the flywheel with torsional damper in Figure 1, Figure 6 is an enlarged sectional view of the vicinity of the first coil spring in Figure 2, and Figure 7 is is an enlarged sectional view of the vicinity of the second coil spring in Fig. 2, Fig. 8 is an enlarged front view showing the relationship between the gaps of each member in the vicinity of the first coil spring, and Fig. 9 is an enlarged sectional view of the vicinity of the second coil spring. FIG. 6 is a front view showing an enlarged view of the relationship between gaps between members near the spring; DESCRIPTION OF SYMBOLS 10... Drive side flywheel, 20... Driven side flywheel, 31... First coil spring, 32... Second coil spring, 33...
...Friction mechanism, SA, SB, SC, SD, SE, SF...
Gap.

Claims (1)

[Scope of utility model registration request] The flywheel is divided into a driving flywheel having a ring-shaped outer periphery and a driven flywheel having a driven plate located on the inner peripheral side of the ring-shaped outer periphery, and the flywheel is provided between the driving flywheel and the driven flywheel. Two types of spring mechanisms having different spring constants are used for the spring mechanism, and a driving side flywheel and a driven side flywheel are directly connected to one of the two types of spring mechanisms,
A driving side flywheel and a driven side flywheel are connected to the other of the two types of spring mechanisms via a friction mechanism, and a spring mechanism that directly connects the driving side flywheel and the driven side flywheel has a resin part. A pair of coil springs each having a spring seat with a gap SA between them and the ring-shaped outer periphery.The spring seat at one end of the coil spring is engaged with the drive-side flywheel, and the spring seat at the other end is attached to the driven plate to form a gap SB. The mechanism comprises a mechanism engaged with a control plate which is rotatably supported by the ring-shaped outer periphery and is disposed with a gap SC between the SA, SB, and SC.
A flywheel with a torsional damper characterized by having the following relationship: <SB, 0<SA<SC.