JPH0564555U - Automotive flywheel assembly - Google Patents

Abstract

(57) [Abstract] [Purpose] To provide a flywheel assembly for an automobile capable of reducing noise during vehicle operation. A flywheel assembly for an automobile has a first flywheel 1 having a boss portion 1a which can be engaged with a recess 25a formed in a crankshaft 25 on the engine side in the center.
And a second flywheel 6 rotatably supported by the flywheel 6 and connected to the transmission side, and arranged between the first and second flywheels 1 and 6 to absorb torsional vibration between the two flywheels. Damper mechanism for
And a flexible plate 70 having a central portion fixed to the end of the crankshaft 25 and an outer peripheral portion fixed to the outer peripheral portion of the first flywheel 1 for absorbing bending vibration on the engine side.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a flywheel assembly, and more particularly to a flywheel assembly for a vehicle including a first flywheel connected to an engine side and a second flywheel connected to a transmission side.

[0002]

[Prior art and its problems]

 Split flywheels (flywheel assemblies) are in practical use as flywheels used in automobile engines. This flywheel assembly generally includes a first flywheel connected to an engine side crankshaft, a second flywheel rotatably supported by the first flywheel and connected to a transmission side, first and second flywheels. It is provided between two flywheels and has a damper mechanism for absorbing the torsional vibration between the two flywheels. The first flywheel is fixed to the crankshaft end with a bolt or the like.

Rotational force on the engine side is transmitted from the first flywheel to the damper mechanism, and is transmitted to the second flywheel while the torsional vibration is absorbed by the damper mechanism. Then, the rotational force is transmitted from the second flywheel to the transmission side. In such a flywheel, the rotational force from the engine side includes bending vibration in addition to the torsional vibration.

However, in the conventional flywheel, since the first flywheel is fixed to the crankshaft end, the bending vibration on the engine side is transmitted to the first flywheel as it is, and the first flywheel is rotated. It causes face wobbling. As a result, this surface wobbling vibration is transmitted from the second flywheel to the transmission side, causing a problem of vehicle noise.

An object of the present invention is to provide a flywheel assembly for an automobile that can reduce noise when the vehicle is operating.

[0006]

[Means for Solving the Problems]

 An automobile flywheel assembly according to the present invention includes first and second flywheels, a damper mechanism, and a flexible plate. The first flywheel has at its center a boss that can be engaged in a recess formed at the crankshaft end on the engine side. The second flywheel is rotatably supported by the first flywheel and is connected to the transmission side. The damper mechanism is arranged between the first and second flywheels and serves to absorb the torsional vibration between the flywheels. The flexible plate has an outer peripheral portion fixed to the outer peripheral portion of the first flywheel and a central portion fixed to the crankshaft end for absorbing bending vibration from the engine side.

[0007]

[Action]

 In the present invention, the rotational force on the engine side is transmitted from the first flywheel to the second flywheel via the damper mechanism and from the second flywheel to the transmission side. The torsional vibration during power transmission is absorbed by the damper mechanism.

When bending vibration occurs on the engine side during power transmission, this bending vibration is transmitted to the flexible plate and absorbed by the flexible plate. As a result, it is possible to prevent the bending vibration on the engine side from being transmitted to the transmission side via the second flywheel, thereby reducing noise during vehicle operation.

[0009]

【Example】

 FIG. 1 shows a flywheel assembly as an embodiment of the present invention. Here, an example provided with a liquid viscosity damper mechanism will be taken as an example. This flywheel assembly includes an input-side first flywheel 1, an output-side second flywheel 6 rotatably supported by the input-side first flywheel 1 via a bearing 5, and a first flywheel 1. And a liquid viscous damper mechanism (hereinafter, simply referred to as a damper mechanism) 60 arranged between the second flywheel 6 and the second flywheel 6. The first flywheel 1 is fixed to the crankshaft of the engine, and the second flywheel 6 is equipped with a clutch 7.

The first flywheel 1 is a substantially disk-shaped member, and has a boss portion 1a arranged at the center, a side plate portion 1b formed continuously with the boss portion 1a and extending outward in the radial direction, and a side plate portion 1b. And a flywheel portion 1c formed continuously on the outer peripheral side of the. The central portion of the boss portion 1a projects toward the crankshaft 25 side. On the other hand, a recess 26 is formed at the center of the end surface of the crankshaft 25. The inner peripheral surface 26a of the recess is formed into a spherical surface (concave shape) in the axial direction. Further, the projecting portion 27 is formed with an outer peripheral surface 27 a having an axial spherical shape (convex shape) capable of engaging with the inner peripheral surface 26 a of the recess 26. As a result, the protrusion 27 of the boss 1a is rotatably fitted to the end of the crankshaft 25, and the central axis of the first flywheel 1 can be slightly dried with respect to the central axis of the crankshaft 25. You can beat them. The inner peripheral surface 26a and the outer peripheral surface 27a may be linearly formed in the axial direction, and a constant gap may be formed therebetween. A flexible plate 70 is provided on the end surface of the crankshaft 25.

As shown in FIG. 2, the flexible plate 70 has leg portions 71 which are arranged at intervals of 90 ° in the circumferential direction and extend outward in the radial direction. The tips of the legs 71 are folded back toward the first flywheel 1 (see FIG. 1). Each leg portion 71 is attached to the end surface of the flywheel portion 1c of the first flywheel 1 with a bolt 72. A collar 73 is inserted around each bolt 72 between the leg portion 71 and the flywheel portion 1c. The hub portion 74 at the center of the flexible plate 70 is fixed to the end surface of the crankshaft 25 with bolts 75. With this configuration, bending vibration from the engine side is not directly transmitted from the crankshaft 25 to the first flywheel 1, but can be absorbed by elastic deformation of each leg portion 71 of the flexible plate 70.

The boss portion 1 a projects toward the second flywheel 6 side, and the second flywheel 6 is rotatably supported on the outer circumference of the projection portion via a bearing 5. The bearing 5 is fixed by a plate 19 attached to the end surface of the boss portion 1a with a screw 22. A stopper plate 2 is arranged facing the side plate portion 1b at a predetermined interval. The stopper plate 2 is detachably attached to the side plate portion 1b with bolts 3. The damper mechanism 60 is inserted between the side plate portion 1b and the stopper plate 2. The damper mechanism 60 is unitized by pins and the like, and can be easily attached to and detached from the side plate portion 1b by removing the bolt 3.

The second flywheel 6 is a generally disk-shaped member, and has a boss portion 6a arranged in the center, a pressure contact portion 6b formed continuously from the boss portion 6a and extending radially, and an outer periphery of the pressure contact portion 6b. And a clutch mounting portion 6c formed continuously on the side. The boss portion 6 a projects toward the first flywheel 1 side, and the inner circumference of the projecting portion is supported by the bearing 5. Further, as shown in FIG. 3, corrugated external teeth 14 to which the damper mechanism 60 is connected are formed on the outer peripheral portion. The clutch-side end surface of the pressure contact portion 6b is a friction surface 6d with which the friction member of the clutch disc 11 forming the clutch 7 is in pressure contact.

A clutch cover assembly 3 forming the clutch 7 is mounted on the end surface of the clutch mounting portion 6c. The clutch cover assembly 8 is composed of a cover 8a, a pressure sharpening rate 9, a diaphragm spring 10 and the like. A clutch disc 11 is arranged in the clutch cover 8. Next, the damper mechanism 60 will be described.

The damper mechanism 60 has an output side driven plate 12 composed of a pair of plate members. As shown in FIG. 2, corrugated internal teeth 13 that mesh with corrugated external teeth 14 formed on the outer periphery of the boss portion 6a of the second flywheel 6 are formed on the inner peripheral portion of the driven plate 12. This allows the driven plate 12 and the second flywheel 6 to rotate integrally.

As shown in FIG. 2, the driven plate 12 is formed with a plurality of window holes 15 at predetermined intervals in the rotation direction. Further, recesses 16 and 17 are formed in the side plate portion 1b and the stopper plate 2 corresponding to the window hole 15, respectively. In the window hole 15 and the recesses 16 and 17, a torsion torque transmitting coil spring 20 is arranged so as to be compressible in the rotational direction. The coil spring 20 is in contact with both circumferential end surfaces of the window hole 15 via spring seats 21 arranged at both ends thereof (the same applies to the recesses 16 and 17). However, in the damper disk free state, as shown in FIG. 2, only the inner circumferential end of the coil spring 20 is in contact with both circumferential end faces of the window hole 15. That is, the coil spring 20 is accommodated in the window hole 15 in a biased state.

On the outer side in the radial direction of the driven plate 12, as shown in the exploded perspective views of FIGS. 1 and 4, an annular liquid chamber housing 30 sandwiched between the side plate portion 1b and the stopper plate 2 is arranged. ing. As shown in FIGS. 3 and 4, the liquid chamber housing 30 has a plurality of weir portions 30c at predetermined intervals in the circumferential direction, and the weir portions 30c project inward in the circumferential direction. Further, a pin insertion hole 32 is formed in the weir portion 30c. The liquid chamber housing 30 is composed of a plurality of housing members 30A extending in the circumferential direction, and the weir portions 30c of these members 30A are superposed on each other and joined by a pin 33 to form an annular liquid chamber for containing a liquid. Is composed of. A pair of annular projections 30a is formed on the radially inner end of the liquid chamber housing 30. The annular projections 30a are fitted into the annular grooves 31 formed in the driven plate 12 to seal the liquid chamber. is doing. Further, both axial ends and outer circumferential end portions of the liquid chamber are closed by the wall surface of the liquid chamber housing 30.

A slider 35 is disposed in the liquid chamber housing 30 so as to be slidable in the circumferential direction. The slider 35 is formed in a box shape having an inner opening, and a radially outer peripheral wall is formed in an arc shape along the outer peripheral wall 30b of the housing 30. A pair of legs 37 are formed on the inner side portions of both ends of the slider 35 in the circumferential direction, and a liquid communication opening 50 is formed between the legs 37.

In FIG. 3, the leg portion 37 of the slider 35 slidably contacts the outer peripheral edge of the driven plate 12. A protrusion 36 is formed at the radially outer end of the driven plate 12 so as to project radially outward. The slider 35 is arranged so as to accommodate the protrusion 36 inside. Both side walls in the circumferential direction of the slider 35 are stopper portions 35a, and the stopper portions 35a are spaced apart from the protrusion 36 by a predetermined distance in the circumferential direction, for example, at angles θ1 and θ2 when the engine is stopped. The projection 36 divides the liquid chamber in the slider 35 into a first sub-compartment 40 in the front in the rotation direction and a second sub-compartment 41 in the rear in the rotation direction, and both the sub-compartments 40, 41 between the inner surface and the slider 35. To form a sub-choke S1.

A main choke S2 that connects the first and second large chambers 45 and 46 adjacent to each other is formed between the radially inner peripheral edge of the weir 30c and the outer edge of the driven plate 12. ing. The distance between the main chokes S2 is smaller than the distance between the sub chokes S1. That is, the flow cross-sectional area of the sub-choke S1 is larger than the flow cross-sectional area of the main choke S2.

A liquid supply passage 47 is formed in the wall of the driven plate 12. The liquid replenishment passage 47 is open to the slider 35 side at the radially outer edge of the protrusion 36. The liquid supply passage 47 extends radially inward from the opening, branches into two, and opens in the window hole 15, respectively. Next, the operation of the above embodiment will be described.

Torsional torque generated during operation is transmitted from the crankshaft 25 to the first flywheel 1 via a flexible plate 70 fixed to the crankshaft 25. As a result, the first flywheel 1 is twisted forward or backward in the rotational direction with respect to the driven plate 12. At this time, in the range of a small twist angle, the coil spring 20 is biased and compressed, so that the flywheel assembly exhibits a small torsional rigidity. As the torsion angle increases, the coil spring 20 is fully compressed, so that this assembly exhibits a large torsional rigidity.

The generation of hysteresis due to the movement of the liquid when the torsion torque is generated will be described. It is assumed that the first flywheel 1 is twisted in the rotational direction R side with respect to the driven plate 12 in a state where the protrusion 36 is not in contact with the stopper portion 35a of the slider 35 as shown in FIG. In this case, the housing 30 and the slider 35 also move in the rotation direction R side. As a result, the second sub-compartment 41 is compressed and becomes smaller, and at the same time, the first sub-compartment 40 is expanded and enlarged. As a result, the liquid mainly flows from the second sub-compartment 41 to the first sub-compartment 40 through the sub-choke S1. Here, the flow path resistance is small because the cross-sectional area of the flow path of the liquid flowing from the second small compartment 41 to the first small compartment 40 is large. Therefore, a small hysteresis torque is generated here.

When the torsion angle becomes large and the stopper portion 35a on the rear side in the rotation direction comes into contact with the protrusion 36, the sub-choke S1 is brought into a closed state by closing the slide opening portion 50, and the slider 35 protrudes. It is fixed by 36. Therefore, the first flywheel 1 and the housing 30 move forward in the rotation direction R with respect to the driven plate 12 and the slider 35. As a result, the liquid in the second large chamber 46 flows through the main choke S2 to the first large chamber 45 on the rear side in the rotational direction, and also passes through the gap between the outer peripheral side surface of the slider 35 and the housing 30 and the like on the front side. It also flows into the 1 large branch chamber 45. Here, since the flow path cross-sectional area of the main choke S2 is small, a high fluid resistance is generated and a large hysteresis torque is generated.

In this way, the torsional vibration generated on the engine side is effectively absorbed. On the other hand, during power transmission, bending vibration acts on the crankshaft 25 in addition to the above-mentioned torsional vibration. Since the boss portion 1a of the first flywheel 1 is rotatably fitted to the crankshaft 25 via the protruding portion 27 as described above, the bending vibration generated in the crankshaft 25 is first generated. It is transmitted to the flexible plate 70 fixed to 25. The bending vibration is absorbed by the elastic deformation of the four leg portions 71 branched from the hub portion 74 of the flexible plate 70.

This prevents the first flywheel 1 from wobbling during power transmission. As a result, the bending vibration of the crankshaft 25 is prevented from being transmitted to the transmission side, and the noise during operation is reduced. [Other Embodiments] In the above embodiments, the liquid viscous damper disk is used as an example, but the present invention is also applicable to a flywheel assembly having a normal damper mechanism.

[0027]

[Effect of the device]

 The vehicle flywheel assembly according to the present invention is provided with the flexible plate that absorbs the bending vibration on the engine side, so that the bending vibration on the engine side can be prevented from being transmitted to the transmission side. The noise at the time can be reduced.

[Brief description of drawings]

FIG. 1 is a schematic vertical sectional view of a flywheel assembly according to an embodiment of the present invention.

FIG. 2 is a schematic view taken along the line II-II in FIG.

FIG. 3 is a partial side view of the damper mechanism of the above embodiment.

FIG. 4 is an exploded perspective partial view of a liquid chamber housing.

[Explanation of symbols]

 1 1st flywheel 6 2nd flywheel 60 Damper mechanism 70 Flexible plate

Claims (1)

[Scope of utility model registration request] 1. A first flywheel having a boss portion in the center which can be engaged with a recess formed at the crankshaft end on the engine side, and a rotatably supported by the first flywheel and a transmission side. A second flywheel connected to the first flywheel, a damper mechanism disposed between the first and second flywheels for absorbing torsional vibration between the two flywheels, and an outer peripheral portion of the first flywheel outer periphery. A flywheel assembly for an automobile, comprising: a flexible plate fixed to a portion and a central portion fixed to the crankshaft end for absorbing bending vibration from the engine side.