JPH0612264Y2 - Flywheel with toroidal damper - Google Patents

Description

[Detailed Description of the Invention] [Industrial field of application] The present invention relates to a flywheel with a torsion damper, which is a two-part split flywheel in which resonance is prevented from occurring in all regions of the rotational speed.

[Conventional technology]

A split type flywheel is known in which a flywheel is divided into two masses and they 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 range of rotation, and thus have one resonance point at a certain engine speed. The spring constant is determined so that the resonance point is lower than the normal rotation range of the engine rotation.However, since the resonance point is passed when the engine is started and stopped, frictional force is divided between the divided flywheels. When the torque in the low rotation range is small, the drive side flywheel and the driven side flywheel are integrated to suppress the resonance phenomenon. This is to avoid the occurrence of the resonance phenomenon, which makes it difficult to escape from the resonance (a so-called pull-in phenomenon) and makes the vehicle unable to run.

To explain the conventional technology by taking individual examples,
The torque fluctuation absorbing device disclosed in Japanese Patent Publication No. 42 divides a flywheel into a drive-side flywheel and a driven-side flywheel, and a spring mechanism having the same spring constant is interposed between the flywheel and the flywheel. It shows a split-type flywheel provided with a hysteresis mechanism so that a frictional force acts between them, and shows a typical general configuration of the split-type flywheel.

Further, Japanese Patent Laid-Open No. 61-59040 discloses a technique of setting the resonance point lower than idle rotation.
Japanese Patent Laid-Open No. 59-108848 and Japanese Utility Model Laid-Open No. 59-108848 disclose a flywheel in which the resonance point is shifted to the low rotation side. Also,
Japanese Laid-Open Patent Publication No. 56-6676 shows a damper disk that slides in a housing, though not a two-part flywheel, and shows a friction imparting structure in this type of mechanism.

Further, Japanese Patent Laid-Open No. 60-109635 discloses that one type of spring is used and a transfer body between a drive side flywheel and a driven side flywheel is adjusted by using a friction body that moves in a radial direction by a centrifugal force. The damper that uses centrifugal force is unstable in the timing when the flywheel changes from the integrated state to the separated state, and reliable resonance prevention cannot be expected.

[Problems to be solved by the invention]

As described above, in the conventional technology, in order to suppress the resonance phenomenon,
It is necessary to give a relatively large frictional force of a certain value or more. Therefore, due to the hysteresis mechanism, a frictional force of a certain value or more is constantly 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 causes sticking. (Integration) is likely to occur, and during sticking, fluctuations in the rotation of the drive side flywheel (engine speed fluctuations) are transmitted to the driven side flywheel, and the effect of absorbing torque fluctuations in the normal rotation range is reduced. That is,
There is a problem that the rotation fluctuation reduction efficiency as a torsional damper becomes small.

The present invention, in a flywheel with a torsional damper consisting of a split type flywheel, displaces the position of the resonance point depending on the rotational speed during operation, thereby eliminating the conventional hysteresis mechanism that gives frictional force in the entire rotational range. The torque fluctuation is effectively reduced in the normal rotation range.

[Means for solving problems]

A flywheel with a torsion damper according to the present invention for achieving the above object is divided into a drive side flywheel and a driven side flywheel, and a drive side flywheel and a driven side flywheel are connected by a spring mechanism. In the flywheel with a torsion damper, two types of spring mechanisms that are in parallel with each other are used for the spring mechanism, and the drive side flywheel and the driven flywheel are directly connected to one of the two types of spring mechanisms. A flywheel with a torsional damper is formed by connecting a drive-side flywheel and a driven-side flywheel via a friction mechanism arranged in series to the other spring mechanism of the other type.

[Action]

Before describing the operation of the device of the present invention, the names of each part, the spring force, and the operating force will be referred to as follows.

First coil spring: A torsional spring that directly connects the drive side flywheel and the driven side flywheel. Second coil spring: A torsional that connects the drive side flywheel and the driven side flywheel through a friction mechanism. Spring Fr ... Set friction force of friction mechanism connected in series to second coil spring F ... First coil spring and second coil spring when the driving side flywheel and the driven side flywheel are relatively twisted (relative rotation) Force applied to the friction mechanism portion on the second spring side when a torque generated by the bending of the coil spring is applied. K ... Spring constant of the spring mechanism having the _first coil spring. Spring constant of the spring mechanism that has the above, in the above, the drive side flywheel and the driven side flywheel Relative twist occurs when the torque is transmitted,
The first coil spring and the second coil spring bend simultaneously.

Fr ≧ F in the low speed range (usually corresponding to low torque)
Therefore, no slippage occurs in the friction mechanism portion, the first coil spring and the second coil spring work together, the spring constant of the system combination is K + K ₁ , and all springs work to suppress torque fluctuations.

When the rotation speed (engine rotation speed) increases (during start-up), as the rotation speed approaches the resonance point of the system with the spring constant K + K ₁ , the relative twist increases and F increases, and the spring constant K + K ₁ Before the resonance point of F, F> Fr is finally satisfied and slippage occurs in the friction mechanism portion, the second coil spring loses its function as a spring, and the second coil spring becomes F
The torque above r is not transmitted, and at the same time, the spring constant of the entire system decreases to K. That is, the resonance point of the entire system shifts 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 shifting is higher than the resonance point of the system of spring constant K, and at the time of shifting, it is already at the position beyond the resonance point of spring constant K. The torque fluctuation can be absorbed according to the damping at the position outside the resonance point of the system of the spring constant K of the spring mechanism. Therefore, since the resonance point is exceeded, the relative rotation becomes smaller, and Fr> F, and the slippage of the friction mechanism on the second coil spring side stops again, and the first coil spring and the second coil spring are separated. All coil springs work to suppress torque fluctuations.

That is, in the system that initially had a spring constant of K + K ₁ ,
When the number of rotations is increased and approaches the resonance point of the system with the spring constant of K + K ₁ , the friction mechanism slides and operates near the characteristics of the system with the spring constant of K at a time (the resonance point of the K system operates at K + K
Since it deviates from the resonance point of ₁ , resonance does not occur. However, since one spring is slipping, it does not completely follow the specific curve of K, but it approaches the characteristic curve of K), and the rotational speed rises outside the resonance point of K + K ₁ , When it reaches the vicinity of the normal rotation range, since it deviates from the resonance point, the relative movement of the drive side flywheel and the driven side flywheel becomes small (Fr <F) and the sliding of the friction mechanism stops and it operates again according to the characteristic of K + K ₁ , Resonance can be avoided in the entire rotation range.

The same shift phenomenon can be obtained even when the number of rotations decreases from large to small (at the time of stop).

Therefore, the sliding friction force of the constant operation by the hysteresis mechanism, which is required in the conventional split type flywheel having the spring mechanism of one kind of spring constant, is unnecessary. In the present invention, the friction mechanism on the side of the spring mechanism having the second coil spring only temporarily slips to avoid resonance when passing near the resonance point of K + K ₁ at the time of starting and stopping, so that the full rotation In the region, low friction is achieved, and particularly in the normal rotation region where there is a problem in operation, the torque fluctuation absorbing effect is increased without being affected by the sliding friction force.

〔Example〕

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

1 and 2 show the structure of a flywheel with a torsion damper according to an embodiment of the present invention, FIG. 3 shows its vibration system model, and FIGS. 4 and 5 show its operating characteristics.
6 and 7 show enlarged cross sections of the spring mechanism.

In FIGS. 1 and 2, a flywheel includes a drive side flywheel 10 connected to a drive shaft (for example, an engine crankshaft) and a driven side flywheel 20 connected to a driven side member (for example, a clutch). And 2
It consists of a split flywheel. Drive side flywheel 10
The driven flywheel 20 and the driven flywheel 20 have two types of spring mechanisms, that is, a spring mechanism 30A having a first coil spring 31.
(The spring constant K of the spring mechanism 30A is the first coil spring.
(Combining the spring constants of 31) and a spring mechanism 30B having a second coil spring 32 (the spring constant K ₁ of the spring mechanism 30B is the sum of the spring constants of the second coil springs 32). Of 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 connects the drive side flywheel 10 and the driven side flywheel 20 to each other. Friction mechanism 33 vibratably connected in series to the second coil spring 32
Is a spring that is connected via. In the above, K ≠ K
+ K ₁ is sufficient, and each first coil spring 31
And the spring constant of each second coil spring 32 may be equal. That is, even if the first coil spring 31 and the second coil spring 32 have the same spring constant, when the first coil spring 31 is four and the second coil spring 32 is two, K: K ₁ = 1: 2, which suits the purpose.

The drive side flywheel 10 sandwiches and fixes the ring-shaped ring gear 11 on the outer peripheral portion, the ring-shaped inner body 12 on the inner peripheral portion, and the ring gear 11 from both sides, and one extends to the inner peripheral side up to the inner body 12 side portion. It has drive plates 13 and 14.
The inner body 12 and one drive plate 13 are bolts 15
Is connected to the drive shaft so as to rotate integrally with the drive shaft.

The driven flywheel 20 has a structure in which a flywheel body 21 and a driven plate 22 at an inner peripheral portion are connected by bolts 23. The driven plate 22 is concentric with the bearing 24, and the inner body 12 of the drive-side flywheel 10
It is supported on the outer periphery of so as to be relatively rotatable. Driven plate
The arm 22 has an arm 22a projecting to the outer peripheral side at the center in the width direction.

Two first control plates 41, 42 and two second control plates 43, 44 are provided in the space between the drive plate 13 and the flywheel main body 21 radially outside the outer peripheral surface of the driven plate 22. However, it is arranged so as to be rotatable relative to the driven plate 22 on both the drive side and the driven side. First control plate 4
1 and 42 are arranged on both sides of the arm 22a of the driven plate 22 and are connected by pins 45, and the second control plates 43 and 44 are also arranged on both sides of the arm 22a of the driven plate 22 by pins 46. It is connected. The first control plates 41 and 42 have arms 41a and 42a extending outward in the radial direction, respectively.
The control plates 43, 44 also have arms 43a, 44a extending radially outward. Arms 22a, 41a, 42a,
Both 43a and 44a extend to the vicinity of the inner peripheral surface of the ring gear 11.

A spring mechanism 30A having a first coil spring 31 is shown in FIG. 1 with two first coil springs 31 on each side, four in total, and is shown in the lower half cross section in FIG. FIG. 6 shows an enlargement of the cross section. The first coil spring 31 has spring seats 34, 35 at both ends.
The spring seats 34, 35 have elastic bodies 34a, 35a at opposite ends. One of the spring seats 34, 35 is detachably supported by the arms 43a, 44a of the second control plates 43, 44 in the circumferential direction, and the other spring seat 35 is supported by the arm 22a of the driven plate 22. Is removably abutted in the direction. The protruding arm 35b of the spring seat 35 is a drive plate.
The holes 16 provided in the drive plate 13 and the notches 17 provided in the drive plate 14 are engaged with each other in the circumferential direction in a non-rotatable manner in one direction to directly transmit the torque from the drive plates 13, 14 to the spring seat 35. That is, in FIG. 1, the two first coil springs 31, 31 on the left side will be described as an example.
The protruding arm 35b of the spring seat 35 of the first coil spring 31 is fitted to the drive plates 13 and 14, and the central portion of the spring seat 35 is the arm 22 of the driven plate 22.
Fit a. Then, when the drive plates 13 and 14 push the protruding arm 35b of the spring seat 35 of the one first coil spring 31 (for example, the one located in the upper half of FIG. 1), the second control plates 43 and 44 are used. The spring seat 35 of the other first coil spring 31 (for example, the one in the lower half of FIG. 1) is pushed, and the arm 22a of the driven plate 22 is pushed. Reverse rotation is also possible. The other spring seat 34 has the same shape as the spring seat 35, and holes or notches extending in the circumferential direction are formed in the drive plates 13 and 14 at positions corresponding to the protruding arms 34b of the spring seat 34. Spring seat
34 is movable in the circumferential direction relative to the drive plates 13 and 14. The second control plates 43 and 44 can rotate without being fixed to the drive plates 13 and 14 and the driven plate 22 only by connecting the two first coil springs 31. 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 is transmitted to the driven plate 22 by bending the first coil spring 31. To be done.

In the spring mechanism 30B having the second coil spring 32, a total of two second coil springs 32 are shown, one in each of the upper and lower sides in FIG. 1, and shown in the upper half cross section in FIG. FIG. 7 shows an enlargement of the cross section. The second coil spring 32 has spring seats 36, 37 at both ends.
The spring seats 36, 37 have elastic bodies 36a, 37a at opposite ends. Spring seat 36, 37
Are removably abutted on the arms 41a, 42a of the first control plates 41, 42 in the circumferential direction, respectively. Further, both ends of the second coil spring 32 are detachably attached to the window 18 provided in the drive plate 13 and the notch 19 provided in the drive plate 14 in the circumferential direction via the spring seats 36 and 37. Drive plate by this structure
The drive plates 13 and 14 are connected to the first control plates 41 and 42 via the second coil spring 32.
The torques of 13 and 14 are transmitted to the first control plates 41 and 42 by bending the second coil spring 32.

However, the spring mechanism 30 having the second coil spring 32
On the B side, as will be described below, a friction mechanism is provided between the first control plates 41, 42 and the driven plate 22.
33 is provided, and the drive plates 13, 14 to the second
The torque transmitted to the first control plates 41, 42 via the coil spring 32 is transmitted to the driven plate 22 only within the set friction force Fr of the friction mechanism 33. In the upper half section of FIG. 2, a thrust plate 47 is provided between one of the first control plates 41 and 42 and the arm 22a of the driven plate 22 so as to be rotatable relative to the two. The thrust plate 47 is the thrust plate.
A cone spring 48 interposed between the 47 and the control plate 42 axially urges the driven plate 22 toward the arm 22a. Between the control plate 41 and the arm 22a and between the thrust plate 47 and the arm 22a
Thrust linings 49 and 50 are installed between
A frictional force is applied in the circumferential direction between the control plates 41 and 42 and the arm 22a of the driven plate 22. This friction force is set to a constant friction force Fr by the 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 by a vibration model.
The drive side flywheel 10 and the driven side flywheel 20 are
Directly connected by the first coil spring 31 and the second
The coil spring 32 and the friction mechanism 33 are connected to each other. The first coil spring 31 and the combination of the second coil spring 32 and the friction mechanism 33 are in a parallel relationship with each other as a spring arrangement, and the second coil spring 32 and the friction mechanism 33 vibrate. The model has a serial relationship.

Next, the operation of the flywheel with a torsion damper will be described with reference to FIGS. 4 and 5.

FIG. 4 shows the relationship between the relative angular displacement between the drive-side flywheel 10 and the driven-side flywheel 20, the so-called twist angle, and the torque, and FIG. 5 shows the relationship between the rotational speed and the acceleration transmissibility. Shows.

When the twist angle is small, the torque is also small and therefore the force F applied to the friction mechanism 33 is also small. Therefore, F is smaller than the set friction force Fr of the friction mechanism 33, that is, F ≦ Fr.
At this time, the friction mechanism 33 is used to control the first control plate.
Since there is no slippage between the arms 41 and 42 and the arm 22a of the driven plate 22 and the second coil spring 32 operates effectively, the spring constant of the system is the spring constant K of the spring mechanism 30A having the first coil spring 31. And the second coil spring 32
This is a combination with the spring constant K ₁ of the spring mechanism 30B having the above (region A in FIG. 4). Such a phenomenon is obtained in a region where torque transmission is small (region A in FIG. 5). At this time, it operates according to the characteristic of the spring constant K + K ₁ (the characteristic indicated by X in FIG. 5).

As the rotation speed increases, the resonance point of the system with spring constant K + K ₁ approaches and torque fluctuation (corresponding to acceleration transmissibility)
Also gradually increases, F rises, and finally reaches the set friction force Fr. This Fr is set so that F = Fr before reaching the resonance point. Therefore, before the resonance point, F> Fr is finally satisfied, and the first control plates 41 and 42 start 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 the point P in FIG. 4 (region of FIG. 4B), and the spring constant in FIG. It shifts to operate according to the characteristics of the K system (characteristics indicated by Y in FIG. 5) (region indicated by B in FIG. 5). The region B in FIG. 5 deviates from the characteristics of the system of the spring constant K, which is a phenomenon caused by the frictional force Fr. As is clear from FIG. 5, the operation in the region B is at a position where the resonance point of the system having the spring constant K has already exceeded the high rotational speed side, and therefore the resonance point has already deviated from the resonance point. However, since the torque fluctuation decreases as the rotation speed increases, F becomes small and the phenomenon of F <Fr occurs immediately at points Q, Q ', Q ". At the points of Q, Q', Q" Since F <Fr, no slippage occurs in the friction mechanism 33, so that the second coil spring 32 again participates in torque fluctuation absorption, and the spring constant returns to K + K ₁ again (E, E in FIG. 4). 5 '), the oscillation again operates according to the characteristics of the system with a spring constant K + K ₁ in FIG. 5 (regions E, E', E "in FIG. 5). A, B, E, E ′, E ″ in FIG. 5 are A, B, E, and E in FIG.
Corresponding to E'and E ", normal rotation regions are set in the regions E, E'and E" in FIG. In the regions E, E ′, E ″ of FIG. 5, the drive side flywheel 10 and the driven side flywheel 20 are damped by the spring constant of K + K ₁ without the friction of the conventional hysteresis mechanism. , Its acceleration transmissibility is very small, and its torque fluctuation absorption effect is extremely large.

It should be noted that regions C and D in FIG. 4 show the case where the twist angle is further increased, and region D shows the state in which the elastic bodies of the opposing spring seats are deformed against each other and the spring force is increased.

Further, when the rotation speed changes from large to small, in FIG. 5, the characteristics E (E ′, E ″), B, A are returned in this order,
The same shift effect as described above is produced. In FIG. 4, the origin of the transformation is taken as the origin of the coordinates. However, since it stops at some point within the range surrounded by the diamond of E in FIG. When starting up, the spring constant rises from that point with the spring constant of K + K ₁ . However, the position of the diamond of E is immobile.

As described above, in the present invention, K ₁ is connected using the friction force to avoid resonance, but this friction portion slides when resonance is avoided (engine start, stop, etc.), and at the time of large torque input ( Slip also occurs in the portion beyond point P in FIG.

In order to compare the operation of the present invention with that of a conventional split type flywheel having a hysteresis mechanism (for example, the one of Japanese Utility Model No. 61-23542), FIG. 5 shows the case of the prior art (characteristic of S in FIG. 5). Is also shown. The characteristic diagram shows the case of this conventional example. In the conventional example, the resonance amplitude can be suppressed due to the existence of the hysteresis mechanism, but since the sliding friction of the hysteresis mechanism is always high, the damping of the spring is affected and the decrease in the acceleration transmissibility in the normal rotation range is caused by the present invention. The effect of absorbing torque fluctuation is not so good as that of the present invention. The shaded portion in FIG. 5 is the improved portion. However, the actual one of Shokai No. 61-23542 is far superior to that of the conventional one, but the present invention has a better damping characteristic in the normal rotation range. Further, the device of the present invention also has excellent damping characteristics in the region B of FIG. 5 as compared with the conventional product having the hysteresis mechanism of constant rubbing. It should be noted that R in FIG. 5 also shows the characteristics of the integrated flywheel for reference, and that the conventional split type flywheel and the flywheel of the present invention can obtain better damping characteristics than the integrated type. Shows.

[Effect of device]

According to the flywheel with a torsional damper 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.

Further, since the conventional hysteresis mechanism and torque limit mechanism can be eliminated, the device can be simplified, downsized, and the cost can be reduced.

[Brief description of drawings]

FIG. 1 is a cross-sectional view taken along a plane perpendicular to a plane including an axial center of a flywheel with a torsion damper according to an embodiment of the present invention, and FIG. 2 is a shaft of the flywheel with a torsion damper shown in FIG. Fig. 1 is a sectional view taken along the plane including the core II-II of Fig. 1
3 is a sectional view taken along the line, FIG. 3 is a vibration model diagram of the flywheel with a torsional damper shown in FIG. 1, FIG. 4 is a torsion angle-torque characteristic diagram of the flywheel with a torsional damper shown in FIG. 1, and FIG. Is a rotational speed-acceleration transmissibility characteristic diagram of the flywheel with a torsion damper shown in FIG. 1, FIG. 6 is an enlarged sectional view in the vicinity of the first coil spring in FIG. 2, and FIG. 3 is an enlarged cross-sectional view of the vicinity of the coil spring of FIG. 10 …… Drive side flywheel 20 …… Driven side flywheel 31 …… First coil spring 32 …… Second coil spring 33 …… Friction mechanism

Claims (1)

[Scope of utility model registration request] 1. A flywheel with a torsional damper, wherein a flywheel is divided into a drive-side flywheel and a driven-side flywheel, and the drive-side flywheel and the driven-side flywheel are connected by a spring mechanism. Using two types of spring mechanism in parallel,
The drive-side flywheel and the driven-side flywheel are directly connected to one of the two types of spring mechanisms, and the drive-side flywheel is connected to the other of the two types of spring mechanisms via a friction mechanism arranged in series with the other spring mechanism. A flywheel with a torsion damper, characterized in that the wheel and the flywheel on the driven side are connected.