JPH076545B2 - Torque fluctuation absorber - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a torque fluctuation absorbing device for smoothly transmitting a rotational torque from a drive shaft to a driven shaft, and is used in, for example, an automobile.

(Prior Art) A conventional torque fluctuation absorbing device of a type in which a hysteresis mechanism, a damper mechanism, and a torque limiting mechanism are provided between two inertial bodies composed of divided and concentric rotating members (Japanese Patent Laid-Open No. 59-59- 89850, No. 61-23543, etc.
As shown in FIG. 5, a damper mechanism having a play or a low rigidity is provided in the first stage to obtain a wide torsion angle.

(Problems to be Solved by the Invention) In the above-mentioned configuration, when the torque of the accelerator is around 0 kgm,
There are drawbacks such as squeaking noise and rattling of the vehicle due to ON-OFF operation.

An object of the present invention is to solve the above problems and provide a novel torque fluctuation absorbing device.

(Means for Solving the Problems) The torque fluctuation absorbing apparatus of the present invention is the torque fluctuation absorbing apparatus described above, wherein the damper mechanism and the driven side are interposed between the damper mechanism and the driving side or the driven side inertial body. When the input torque to the inertial body is equal to or greater than the first torque, a first torque limiting mechanism that restricts torque transmission by causing slippage in the driving side inertial body and the driven side inertial body is arranged, and the damper mechanism and the damper When the slip between the drive-side inertial body and the driven-side inertial body between the driven-side inertial body and the driven-side inertial body reaches or exceeds a predetermined relative rotation angle, the slippage between the inertial bodies is stopped and the first torque limiting mechanism is released. A second stopper having a higher input torque than the first torque after the first torque limiting mechanism is released between the damper mechanism and the driven-side inertial body via the stopper member. Toll When the torque is equal to or more than the torque, a second torque limiting mechanism that limits torque transmission by causing slippage in the driving-side inertial body and the driven-side inertial body is arranged. Preferably, the torque limiting capacity of the second torque limiting mechanism is set to be larger than the maximum torque of the internal combustion engine, and the torque limiting capacity of the first torque limiting mechanism is set to be smaller than the maximum supporting torque of the damper mechanism.

Example 1 An example of the present invention will be described with reference to the drawings.

FIG. 1 is a front view of an embodiment of the present invention with a partial cutout.

FIG. 2 is a sectional view taken along the line II-II in FIG. In the figure,
A drive shaft 20 is fixed to the drive-side inertial body 1, and a driven-side inertial body 2 is connected to the drive-side inertial body 1 via a torque limiting mechanism 21 and a damper mechanism 3. The driven inertial body 2 is
The drive side inertial body 1 is supported by the inertial body supporting device 22. twenty three
Is a hysteresis mechanism in which a friction member having a friction plate is pressed against the driving-side inertial member 1 by a spring.

FIG. 3 is an enlarged sectional view of the torque limiting mechanism 21. The torque limiting mechanism 21 is composed of two pairs of friction members having different transmission torque capacities and arranged so that they can be twisted by a certain angle.

In FIGS. 1 and 3, the spring 11 is sandwiched between the first driven disk 5 and the first driven disk sub 6, and the both sides of the spring 11 are sandwiched by the friction material (low μ friction material) 9 to form the second driven disk. 7 and 2nd driven disc sub 8
Sandwich between. Further, both sides thereof are sandwiched by a driven plate 12 and a flywheel 2 as a driven side inertial body with a friction material (high μ friction material) 10 having a high friction coefficient interposed therebetween.

First driven disc 5 and first driven disc sub 6
Means that the bent fitting portion 6a of the first driven disk sub 6 is fitted into the groove portion 5a of the first driven disk 5 to become an integral body and is relatively immovable in the circumferential direction, but is movable in the axial direction. Is possible. Similarly, the second driven disc 7 and the second driven disc sub 8 also have a groove portion of the second driven disc 7.
The stopper 13 of the second driven disk sub 8 is fitted into the 7a and becomes integral with each other, so that it is relatively immovable in the circumferential direction, but is movable in the axial direction.

(Operation of Embodiment 1) Power from an internal combustion engine (not shown) is transmitted to the drive-side inertial body 1 via the drive shaft 20 and input to the damper mechanism 3.
The input torque from the damper mechanism 3 passes through the first driven disk 5 and the first driven disk sub 6 and each low μ
It is transmitted to the second driven disk 7 and the second driven disk sub 8 via the friction material 9. As long as the input torque from the damper mechanism 3 does not exceed the torque capacity (first torque capacity) of the low μ friction material 9, the former groups 5 and 6 will not move. The latter set 7 and 8 causes a slip and moves together with the twist by the damper mechanism 3 (action of the first torque limiting mechanism). During this time, the former sets 5 and 6 contact the stopper 13. Next, torque is transmitted from the former group 5, 6 to the latter group 7, 8 via the stopper 13. Torque is transmitted from the latter set 7 and 8 via the high μ friction material 10 to the flywheel 2 that is the driven side inertia body and the driven plate 12 integrated with this, which is the same as the conventional torque limiting mechanism. .

Then, the input torque from the damper mechanism 3 is high μ friction material 10
If the torque capacity (second torque capacity) is exceeded, the first driven disk set (5, 6) causes a slip with respect to the second driven disk set (7, 8), and the driven side inertial body is moved from the drive side. Torque transmission to (restriction of the second torque limiting mechanism).

As shown in FIG. 4, the relative twist of the former group 5, 6 and the latter group 7, 8 is set so as to occur in the middle of the stop torque of the damper mechanism. The intermediate limit torque corresponds to the first torque capacity, the stop torque corresponds to the torque capacity at which the stopper 13 operates, and the limit torque corresponds to the second torque capacity.

(Effects of Embodiment) Two torque limiting mechanisms having different torque transmission capacities are arranged in series in a damper mechanism, and a slip occurs between both torque limiting mechanisms to cause relative twisting. According to this embodiment, a wide twist angle is obtained. The play part moves to the high torque position. As a result, at the time of resonance, a wide torsion angle as shown by the solid line in FIG. 4 is obtained and the resonance point is lowered, and at the same time, it is possible to suppress the deaf rattling sound and the rattling of the vehicle during idling and running. In addition, the hysteresis torque can be optimized without being affected by resonance.

(Embodiment 2) Another embodiment is shown in FIGS. 6 and 7.

FIG. 7 is a front view of the present embodiment with some cutouts.
FIG. 6 shows an enlarged sectional view of the torque limiting mechanism.

In FIG. 7, a play A is provided, but this play may be omitted.

In FIGS. 6 and 7, the bent fitting portion 60a of the driven disk sub 60 fits into the groove portion 50a of the driven disk 50, and the two work together. The bent portion of the driven disk sub 80 that constitutes the stopper 130 is fitted into the groove portion 70a of the driven disk 70 from below. Both work together.

The action and effect are as described in the first embodiment.

(Embodiment 3) In FIG. 8, a spring 11 is interposed between a driven side inertial body (flywheel) 2 and a flywheel plate 17, and a driven unit integrated with the flywheel 2 via the flywheel plate 17. The friction member is pressed against the plate 12. With this configuration, the first driven disk sub 6,60 that was paired with the first driven disk 5,50 in the first and second embodiments is omitted, and the torque is the other pair of the second driven disk 7 and the second driven disk 7. Then, the high friction coefficient material 10 is transmitted from the second driven disk sub 8 to the driven side through the flywheel plate 17 and the driven plate 12 frictionally engaged with the friction material 10.

(Embodiment 4) FIGS. 9 and 10 show two torque limiting mechanisms (limiters).
An example will be shown in which each is separately provided. In the case of this embodiment, a limiter 18 having a low torque capacity (first torque capacity) is provided on the outer peripheral side.
(First torque limiting mechanism), conventional limiter 19 on the inner peripheral side
(Second torque limiting mechanism) is provided. The positions of both limiters may be reversed inside and outside.

The low torque capacity limiter 18 interposes the spring 16 between the drive plates 14 so that the drive plates 14
Are pressed against the friction material 15. The friction material 15 frictionally engages with both sides of the drive side inertial body 1.

(Operation of Embodiment 4) Power from an internal combustion engine (not shown) is transmitted to the drive-side inertial body 1 integrated with the drive shaft 20, and this transmission torque is applied to both sides of the drive-side inertial body 1. It is transmitted to the drive plate 14 via the material 15. The torque transmitted to the drive plate 14 is further transmitted to the damper mechanism 3, but when the transmitted torque exceeds the torque capacity of the friction material 15, the drive side inertial body 1 causes a slip with respect to the drive plate 14. The stopper 13 of the drive-side inertial body 1 contacts the drive plate 14. After that, the transmission torque is transmitted to the driven side inertial body 2 via the damper mechanism 3 and the limiter 19.

(Effects of Fourth Embodiment) According to the present embodiment, the same effects as those described in the first embodiment are obtained, and the types of friction materials are changed to obtain different torque capacities because the surface areas of the friction materials arranged on the inner and outer circumferences are different. It also has the advantage of not being necessary.

(Effect of the invention) As described above, the present invention provides a wide torsion angle by setting the play portion at a high torque position, and eliminates the rattling noise and the rattling of the vehicle caused by the accelerator ON-OFF operation near the torque of zero. be able to. And
This is because the hysteresis torque due to the hysteresis mechanism arranged in parallel with the damper mechanism is set to an optimum value without being affected by resonance, and this hysteresis can be set small to increase the vibration absorption effect.

[Brief description of drawings]

FIG. 1 is a front view of the first embodiment of the present invention with some cutouts, FIG. 2 is a sectional view taken along line II-II of FIG. 1, and FIG. 3 is an enlarged sectional view of a torque limiting mechanism. FIG. 5 is a torsion characteristic diagram of the present embodiment, FIG. 5 is a torsion characteristic diagram showing a conventional example, FIG. 6 is an enlarged sectional view of a torque limiting mechanism of the second embodiment, and FIG. FIG. 8 is an enlarged sectional view of the torque limiting mechanism according to the third embodiment, and FIG.
IV-IV sectional drawing and FIG. 10 show the front view of Example 4 with a partial notch, respectively. 1 …… Drive side inertial body, 2 …… Driven side inertial body, 3 …… Damper mechanism, 23 …… Hysteresis mechanism, 21 …… Torque limiting mechanism.

Claims (2)

[Claims] 1. A torque fluctuation absorbing apparatus in which a damper mechanism and a hysteresis mechanism are arranged in parallel and a damper mechanism and a torque limiting mechanism are arranged in series, and torque is transmitted from a drive-side inertial body to a driven-side inertial body via the damper mechanism. When the input torque from the damper mechanism to the driven side inertial body is greater than or equal to the first torque between the damper mechanism and the driving side or the driven side inertial body, slip between the driving side inertial body and the driven side inertial body occurs. A first torque limiting mechanism for limiting torque transmission by activating the drive mechanism is provided, and the slip between the drive-side inertial body and the driven-side inertial body is predetermined between the damper mechanism and the driven-side inertial body. A stopper member is arranged so as to stop the slip between the inertial bodies and release the first torque limiting mechanism when the relative rotation angle or more is reached, and the damper mechanism and the covered member via the stopper member are arranged. Between the side inertial member, after the first torque limiting mechanism is released,
When the input torque is equal to or higher than the second torque, which is higher than the first torque, a second torque limiting mechanism that limits torque transmission by causing slippage in the driving-side inertial body and the driven-side inertial body is arranged. Characteristic torque fluctuation absorbing device. 2. The torque limiting capacity of the second torque limiting mechanism is set to be larger than the maximum torque of the internal combustion engine, and is set to be smaller than the torque limiting capacity of the first torque limiting mechanism. Torque fluctuation absorber.