JPH062054Y2 - Flywheel with optional damper - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a two-part split flywheel with a torsional damper, in particular, a coulomb damper that is elastically coupled is used to prevent resonance over the entire rotational speed range. A new flywheel with a torsional damper.

[Prior Art] 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 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.

Such a two-division flywheel is a practically open model 61-23.
542, JP 61-59040, JP 59-113548, and JP 59-108848.
JP, JP-B-56-6676, JP-A-60-1
No. 09635.

[Problems to be Solved by the Invention] In the related art, 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 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 stick (integral). When a stick occurs, the fluctuation in rotation of the drive-side flywheel (engine rotation fluctuation) is transmitted to the driven-side flywheel, and the torque fluctuation absorption effect in the normal rotation range is reduced. That is, there is also a problem that the rotation fluctuation reducing efficiency as the torsional damper becomes small.

In addition, even if a resonance force is suppressed by applying a frictional force between the drive side flywheel and the driven side flywheel, the increase in the amplitude of the rotational fluctuation when passing through the resonance point of the system is quite large. There was also.

The problem to be solved by the present invention is due to a considerably large increase in the rotational fluctuation when passing through the resonance point and the application of frictional force in a two-divided flywheel in which two masses are connected by springs having the same spring constant in the entire rotational range. This is a reduction in the effect of absorbing torque fluctuations in the normal rotation range.

Such a problem is also achieved by the flywheel with a torsion damper using the elastically coupled Coulomb damper of Japanese Patent Application No. 61-135608 (filed on September 5, 1986) filed by the present applicant. However, the present invention achieves the same object as in Japanese Utility Model Application No. 61-135608 with a different configuration. However, the present invention also utilizes the principle of an elastically coupled coulomb damper, and a flywheel with a torsion damper using the elastically coupled coulomb damper should not exist in the known prior art.

[Means for Solving Problems] According to the present invention, the above problems are achieved by the following flywheel with a torsion damper.

That is, (1) in a two-division flywheel structure, a plurality of springs are arranged in series between two flywheels, and each spring is connected by a control plate that is rotatable relative to the two flywheels. Is connected to one flywheel via a friction mechanism arranged in parallel with a part of the plurality of springs, and a flywheel with a torsion damper.

More specifically, (2) a drive-side flywheel; a conventional flywheel that is arranged coaxially with the drive-side flywheel and can rotate in a torsional direction with respect to the drive-side flywheel; A control plate coaxially arranged with the wheel and the driven flywheel and capable of rotating in a torsional direction with respect to the drive flywheel and the conventional flywheel; K ₁ arranged between one flywheel and the control plate spring and; between the control plate and the other of the flywheel; disposed between the control plate and the other of the flywheel, between the drive side flywheel and the driven side flywheel and K ₁ K ₂ spring disposed spring series Located on the control plate and the flywheel on the other side K ₂ spring and the arrangement in parallel of friction mechanism; consisting of (1) the torsion flywheel with damper according.

[Operation] In the flywheel with a torsion damper of the present invention, the force applied to the control plate does not exceed the set frictional force during normal operation, so that the control plate and one flywheel are in a fixed state. Only _{one of the} series springs (K ₁ spring arranged in parallel with the friction mechanism, which is not the K ₂ spring) operates to reduce the rotational fluctuation.

Also, when the engine speed approaches from the low speed side to the K ₁ resonance point when the engine speed changes from extremely low speed to normal speed, such as when the engine starts, or when the normal speed becomes extremely low speed, such as when the engine stops. When approaching the K ₁ resonance point from the normal rotation side, the relative twist angle of the two flywheels gradually increases, and K ₁
The force due to the deflection of the spring is the set friction force F of the friction mechanism.
Since the friction mechanism slips beyond r and the K ₁ and K ₂ sprigs act as a series spring, the spring constant decreases, and the system resonance point is a combination of K ₁ and K ₂ at the K ₃ resonance point (1 / K ₃ = 1
/ K ₁ + 1 / K ₂ ) and does not resonate. When the rotation speed passes the K ₁ resonance point, the twist angle gradually decreases, the slippage of the friction mechanism stops again, and only the K ₁ spring operates.

Therefore, when passing through the K ₁ resonance point, different spring constants (K
_{Since the} system is temporarily shifted to the system of ₃ ), the rotation fluctuation amplitude when passing through the K ₁ resonance point can be suppressed to a small value. Further, the slip of the friction mechanism is only when passing the K ₁ resonance point, and there is no slip of the friction mechanism in the normal rotation range, so that the torque fluctuation absorbing effect in the constant rotation range is large and the rotation fluctuation is effective. Will be reduced.

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

FIG. 3 shows a model of the principle of the flywheel with a torsion damper of the present invention. In FIG. 3, the flywheel is divided into two parts, a drive side flywheel I ₁ and a driven side flywheel I _2, and I ₁ and I ₂ are coaxial with each other and can rotate relative to each other in a torsional direction. .
Drive-side flywheel I ₁ and driven-side flywheel I ₂
Between a plurality and (in the third example shown, two) spring K _1, K ₂ the are arranged in series, K ₁ spring K
_Two springs are connected by two flywheels I ₁ , I
It is performed by the control plate 4 which can be rotated relative to ₂ . The control plate 4 has a friction mechanism F arranged in parallel with a part of the plurality of springs (K ₂ spring in the example shown in FIG. 3).
It is connected to one flywheel (in the illustrated example, the driven side flywheel I ₂ ) via r. However, the number of springs may be three or more, and the friction mechanism Fr may be interposed between the control plate 4 and the drive side flywheel I ₁ .

The operation of the system shown in FIG. 3 will be described with reference to FIGS. FIG. 4 shows the relationship between the torsional angle θ (the relative torsional angle between the drive side flywheel I ₁ and the driven side flywheel I ₂ ) and the transmission torque T. FIG. 5 shows the rotational speed N and the acceleration transmission rate J. Shows the relationship. During normal operation (area E in Fig. 5)
In the normal extremely low rotation region (A region in FIG. 5), since the force applied to the control plate 4 does not exceed the set friction force Fr of the friction mechanism Fr, the control plate 4 and one flywheel (third part) In the illustrated example, the driven-side flywheel I ₂ ) is in a fixed state, and only one of the two series springs K ₁ and K ₂ (K ₁ spring in the third illustrated example) is activated to change the rotation of the system. To reduce. At this time, since there is no frictional force directly acting between the _two flywheels I ₁ and I ₂ at all times, the rotation fluctuation reducing effect is larger than that of the conventional product. When starting or stopping the engine, the K ₁ spring and the two flywheels I ₁ , I ₂
Although it passes through the resonance point (K ₁ resonance point) of the system consisting of, when the rotational speed approaches the K ₁ resonance point, the relative torsion angle of the _two flywheels I ₁ and I ₂ gradually increases, Finally, the force due to the deflection of the K ₁ spring exceeds the set frictional force Fr, and the friction mechanism slides to the flywheel (the flywheel I ₂ in the third illustrated example) to which the control plate 4 has been fixed until now. Also rotates relative to each other, and the K ₁ spring and K ₂ spring work as series springs. Therefore, the spring constant of the system changes (decreases), and the resonance point of the system is the K ₃ resonance point (1 / K ₃ = 1 / K) which is the combination of K ₁ and K _2.
1 + 1 / K ₂ ) and the system does not resonate. In Fig. 5, the shift is made through the area B, at which time the Coulomb damper works. In FIG. 4, when the characteristic that _first rises at K ₁ is the torque Fr, the characteristic changes to K ₃ . When the rotation speed passes through the K ₁ resonance point, the rotation fluctuation amplitude gradually decreases, the torsion angle gradually decreases, the friction mechanism portion is fixed again, and only the K ₁ spring operates. As a result, the rotation speed can pass through the K ₁ resonance point without causing resonance, and the system does not exceed resonance over the entire rotation range.
Further, the friction mechanism Fr normally only slides to temporarily shift the resonance characteristic when passing through the K ₁ resonance point, and normally does not slide in the actual use range. Unlike a damper that acts on the frictional force of the mechanism, the acceleration transmissibility in the actual operating range is reduced compared to conventional products.

However, in the case where high torque is transmitted even in the actual use range, the friction mechanism Fr slips temporarily (corresponding to FIG. 4 when the torque becomes Fr or more), but when the torque decreases, Fr again.
Sticks and only the K ₁ spring operates. (For example, in FIG. 4, when the input torque reaches Fr or higher and reaches point A, the friction mechanism Fr slips between Fr and point A,
When the torque decreases, Fr sticks and moves from point A to point B. From point A to point B, only the K ₁ spring operates. )
In FIG. 4, the hysteresis characteristic D of a larger torque portion than the K ₂ characteristic on the high torque side shows a characteristic when the elastic portions of the spring seats at both ends of the spring which face each other hit each other, and a hysteresis appears due to rubber deformation.

Next, with reference to FIG. 1, FIG. 2, and FIG. 6 to FIG. 10, the concrete constitution of one embodiment of the present invention will be explained.

In FIGS. 1 and 2, a flywheel with a torsion damper is arranged with a drive-side flywheel I ₁ and a drive-side flywheel I ₁ coaxially therewith, and in a twisting direction with respect to the drive-side flywheel I ₁ . A driven flywheel I ₂ that is rotatable; a drive flywheel I ₁ and a driven flywheel I ₂ that are arranged coaxially with each other and twisted with respect to the drive flywheel I ₁ and the driven flywheel I ₂ . A control plate 4 that can rotate in any direction;
A K ₂ spring arranged between _one flywheel (for example I ₁ ) and the control plate 4 and arranged in series with the K ₁ spring between the drive side flywheel I ₁ and the driven side flywheel (for example I ₂ ); A friction mechanism Fr arranged between the control plate 4 and the other flywheel, and arranged in parallel with the K ₂ spring between the control plate 4 and the other flywheel.
And;

The drive side flywheel I ₁ is connected to the engine crankshaft, and has a ring gear 2 as an outer ring,
It has an inner ring 14 on its inner periphery and a pair of drive plates 1 (the left side is 1A and the right side is 1B in FIG. 2) located on both sides thereof. Ring gear 2 has 16 rivets
Is fixed to the drive plates 1A and 1B by
The inner ring 14 is fixed to the crankshaft integrally with the one drive plate 1A by a set bolt 13. The drive plate 1A has a window having a shape shown in FIG. 6 for engaging the spring seat 6 of the spring 5, and the drive plate 1B has a window for engaging the spring seat 6 as shown in FIG. It has a notch.

The driven flywheel I ₂ is connected to the clutch side, and has a structure in which the flywheel 3 and the driven plate 9 are connected by bolts.
₁ is arranged concentrically with each other and is capable of relative rotation (torsion rotation) to the drive side flywheel I ₁ via the bearing 12.

Axially intermediate the drive plate 1A and the flywheel 3 the driven side flywheel I ₂ of the drive side flywheel I _1, relative rotation control plate 4 relative to the drive side flywheel I ₁ and the driven side flywheel I ₂ Arranged as possible. The control plate 4 is composed of a combination of the rivets 7 and 15 of the pair of control plates 4A and 4B, and has a shape as shown in FIG. The driven plate 9 has a shape as shown in FIG. 8 and has a plurality of arms 9a extending radially outward between a plurality of rivets 7. The arms 9a face the spring seats 6 at both ends of the spring 5, and
Abut.

The K ₁ spring 5K ₁ is a drive side flywheel I ₁ ,
The drive side flywheel I is located between the drive plates 1A and 1B and the control plates 4A and 4B.
₁ and the control plate 4 are connected in the twisting and rotating direction. There are spring seats 6 at both ends of the K ₁ spring 5K ₁ , one spring seat 6 is always engaged with the drive plates 1A, 1B, and the other spring seat 6 is always engaged with the control plate 4. The spring seat 6 is made of hard resin and has an elastic cushion 17 (for example, rubber). The elastic cushions 17, 17 of the pair of spring seats 6, 6 at both ends are opposed to each other. When the spring 5 is completely bent, the opposing elastic cushion 17 hits.

K ₂ spring 5K ₂ is control plate 4A, 4
It is arranged between B and the driven flywheel I _2, and connects the control plate 4 and the driven flywheel I ₂ in the torsional rotation direction. K ₂ spring 5 K ₂ and K _I 1
_{The two} springs 5K ₁ are arranged in series between both flywheels I ₁ and I ₂ . At both ends of K ₂ spring 5K ₂ ,
There is a spring seat 6 and one spring seat 6
Is always engaged with the control plate 4, and the other spring seat 6 is always engaged with the arm 9a extending outward of the driven plate 9 of the driven flywheel I ₂ .
The spring seat 6 has an elastic cushion 17.

The friction mechanism Fr is arranged between the control plate 4 and the driven flywheel I ₂ and has a K ₂ spring 5K ₂
It is placed in parallel with. The friction mechanism Fr sets the control plate 4 and the driven flywheel I ₂ to the set friction force Fr.
Are connected so as to be frictionally rotatable. This friction mechanism F
As shown in FIG. 10, r is a thrust liner 10 and thrust, which are arranged axially intermediately between the pair of control plates 4A, 4B and the arm 9a of the driven plate 9 extending radially outward between them. Plate 1
1 and cone spring 8. The thrust lining 10 is fixed to the driven plate 9 (there is no need to fix it), and the cone spring 8 is the thrust plate.
11 is pressed against the thrust lining 10 in the axial direction to generate the frictional force Fr during torsional rotation. The thrust plate 11 is prevented from rotating in the rotational direction with respect to the control plate 4, and is movable only in the axial direction.

The torsion angle θ-torque T torsion characteristic of the flywheel with a torsion damper constructed as described above is as shown in FIG. When the twist angle θ is small and the torque T
Is smaller than the set friction force Fr, the friction mechanism Fr does not slip, so the K ₂ spring 5K ₂ does not work and K ₁
Only spring 5K ₁ works. This is the characteristic of Fig. 5,
It corresponds to the areas A and E. At this time, since the friction mechanism Fr is not slipping, there is no constant friction, and the acceleration transmissibility J becomes small in the E region as shown in FIG. Fig. 5 also shows the conventional characteristics in which friction always works.
The shaded portion in the figure is the improved portion.

When the rotational speed N of the system approaches the resonance point of the system of the K ₁ spring 5K ₁ , the amplitude gradually increases, reaching the point P (Q) in FIG. 5 and the fluctuation amplitude of the relative twist angle is shown in FIG. And Q
Becomes by _P, the friction force F friction mechanism Fr slip reached the set friction force Fr acting on the friction mechanism Fr, the system and the spring constant _{K 1} and the spring constant _{K 2} of _{K 2} spring 5K ₂ of _{K 1} spring 5K ₁ Composite spring constant K ₃ (1 / K ₃ = 1 / K ₁ +
It has a spring constant of 1 / K ₂ ). The K ₃ curve in FIG. 4 corresponds to this. Further, in FIG. 5, the area B corresponds to this,
Coulomb damper characteristics are elastically coupled. The vibration characteristic of the system shifts on the elastically coupled Coulomb damper characteristic B and temporarily shifts from the K ₁ resonance characteristic to the K ₃ vibration characteristic. In this state, since it has already passed the K ₁ resonance point,
The amplitude of the rotational fluctuation becomes small, F becomes smaller than Fr, the sliding of the friction mechanism Fr stops, and the characteristic of the K ₁ spring 5K ₁ is restored. Thus, the occurrence of resonance is prevented.

In the embodiment, the spring 5 is a double coil spring and is capable of handling high torque, but it may not be a double coil depending on the selection of the spring constant of the spring 5.

If high torque is transmitted even in the actual operating range, the friction mechanism Fr
Slips temporarily, but when the torque decreases, Fr sticks. When the twist angle increases and the K ₁ spring 5K ₁ is flexed, the characteristic becomes like the C region of FIG. 4,
When the elastic cushions 17 of the spring seats, which are further bent and are opposed to each other, come into contact with each other, the characteristic becomes as shown in the area D in FIG.

The present application has been filed by the present applicant in Japanese Utility Model Application No. 61-135.
Compared with the flywheel with torsional damper of No. 608, the number of parts is smaller in the structure of the present invention. That is, the second control plate of Japanese Utility Model Application No. 61-135608 becomes unnecessary. Further, in the present invention, K ₁ =
With K ₂ , the number of types of coil springs can be reduced. Since the thrust lining 10 is used for the friction mechanism Fr, a stick slip occurs due to the difference between the static friction force Frs and the dynamic friction force Frd.
In the case of No. 8, the stick-slip amplitude is (Frs-Fr
d) / K ₁ , whereas in the present invention, it becomes (Frs−Frd) / (K ₁ + K ₂ ), and K ₁ = K ₂
Then the amplitude is reduced by half. As a result, it is possible to improve deterioration of vibration near the resonance point due to stick-slip.

[Effect of the Invention] According to the present invention, the following effects are obtained.

I. The occurrence of system resonance can be prevented over the entire rotation range.

B. The acceleration transmissibility can be reduced in the normal use rotation range.

C. Compared to Japanese Patent Application No. 61-135608, it is possible to reduce the number of parts, the number of types of coil springs, and the deterioration of vibration near the resonance point due to stick slip.

[Brief description of drawings]

1 is a front view of a flywheel with a torsional damper according to an embodiment of the present invention, and FIG. 2 is a sectional view of the flywheel with a torsional damper of FIG. 1, taken along line II-II of FIG. Fig. 3 is a vibration model diagram of the flywheel with a torsional damper of the present invention, Fig. 4 is a torsion angle-torque diagram of the flywheel with a torsional damper of the present invention, and Fig. 5 is a diagram of the present invention. FIG. 6 is a front view of the drive plate 1A in FIG. 1, FIG. 7 is a front view of the drive plate 1B in FIG. 1, and FIG. 8 is a front view of the drive plate 1B in FIG. FIG. 9 is a front view of the driven plate in FIG. 1, FIG. 9 is a front view of the control plate in FIG. 1, and FIG. 10 is a sectional view of the friction mechanism in FIG. I ₁ ……… Drive side flywheel I ₂ ……… Followed side flywheel 1A, 1B… Drive plate 2 ………… Ring gear 3 ………… Flywheel 4 ………… Control plate 5 ………… Spring 5K ₁ …… K ₁ spring 5K ₂ …… K ₂ spring 6 ………… Spring seat 7 ………… Rivet 8 ………… Cone spring 9 ………… Driven plate 10 ………… Thrusting 11… ……… Thrust plate 12 ………… Bearing 13 ………… Set bolt 14 ………… Inner ring 15 ………… Rivets 16 ………… Rivets

Claims (2)

[Scope of utility model registration request] 1. In a two-part flywheel structure, a plurality of springs are arranged in series between two flywheels, and each spring is connected by a control plate which is rotatable relative to the two flywheels. A flywheel with a torsion damper, wherein the plate is connected to one flywheel via a friction mechanism arranged in parallel with a part of the plurality of springs. 2. A drive-side flywheel; a driven-side flywheel disposed coaxially with the drive-side flywheel and capable of rotating in a torsional direction with respect to the drive-side flywheel; a drive-side flywheel and a driven-side flywheel. A control plate arranged coaxially with the wheel and capable of rotating in a torsional direction with respect to the drive side flywheel and the driven side flywheel; and a K ₁ spring arranged between one flywheel and the control plate; a control plate And a flywheel on the other side and a K ₂ spring arranged in series with the K ₁ spring between the flywheel on the driving side and the flywheel on the driven side; and a control plate arranged between the control plate and the flywheel on the other side. K ₂ spool between said other flywheel and Ring parallel to the arrangement of friction mechanism; consisting utility model registration claims torsional flywheel with damper as set forth in claim 1, wherein.