JPS59147137A - Torque shock absorber - Google Patents

Abstract

PURPOSE:To obtain a torque shock absorber which is small and excellent in shock absorbing function by providing several shock absorbing members, which connect a first transmission board to a transmission wheel resiliently in the rotating direction, in an annular arrangement between the both, and also providing a phase regulating means which restricts the deviation of phase between a second transmission board and said transmission wheel to a certain value, between the both. CONSTITUTION:A first and a second transmission board 13, 14 which are splined to a balance shaft 8, are adjacently provided on the both sides of a driven gear 11, which is roratably and slidably supported on the boss 13a of the first transmission board 13. Several recesses 17, 18 are provided on the opposite surfaces of both the griven bear 11 and the first transmission board 13 in an annular arrangement, and several shock absorbing members 19 are fitted in said several set of opposite recesses 17, 18. On the other hand, several regulating holes 20 which is formed in a long hole and stopper pins 21 are provided on the opposite faces of the driven gear 11 and the second transmission board 14, in an annular arrangement.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention alleviates and absorbs torque fluctuations in a transmission system between a transmission shaft and a transmission wheel rotatably supported thereon. This relates to a torque buffer device that enables smooth and reliable power transmission by limiting the phase shift between the two.

The present applicant has previously proposed that a transmission wheel is relatively rotatably supported on a transmission shaft in this kind of splitting, and one side of this transmission wheel is K 1lj.
i: Connect the contacting transmission plate to the transmission shaft, and connect the transmission plate and transmission
Between the rings, between the two rings, a plurality of forcefully connected buffer parts and a plurality of phase regulators for limiting the phase shift between the two parts are alternately and A ring-shaped array has already been proposed.

However, in such a configuration in which a plurality of heddles fjτIf and phase regulating means are concentrated on one side of the transmission wheel,
Even if we try to increase the number of buffer members used in order to improve the buffer function by looking at the specified diameter range of the transmission wheel and transmission plate (see C+6), there is a limit due to the restrictions imposed by the phase regulating means. Therefore, if the diameters of the transmission wheel and the transmission plate are increased, the number of buffer members to be used can be increased, but this naturally increases the size of the entire device, which is undesirable.

The present invention has been proposed in view of these problems, and the present invention is designed to provide a shock absorbing member and a phase regulating means separately on both sides of the transmission wheel, without increasing the diameter of the transmission wheel, etc. The purpose of the present invention is to provide the aforementioned torque damping device which can increase the number of parts used and is therefore compact and has excellent damping function, and its feature is that the transmission wheel can be rotated relative to the transmission shaft. a plurality of transmission plates supported on the transmission wheel, coupled to the transmission shaft with first and second transmission plates adjacent on both sides of the transmission wheel, and elastically connected between the first transmission plate and the transmission wheel in the direction of rotation of the transmission wheels; A plurality of buffer members are interposed in an annular arrangement, and a phase regulating means is provided between the second transmission plate and the transmission wheel to limit the phase shift between the two to a constant value.

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is applied to a reaction force moment balance device for an engine for a motor vehicle will be described below with reference to the drawings. The crankcase 1 of the engine E includes the crankshaft 2 and the transmission, and the WA ni! +111+3 are supported parallel to each other, 1 is connected between both shafts 2 and 3, drive sprocket 4,
A primary reduction gear β7 consisting of a driven sprocket 5 and a silent chain 6 is connected. Therefore, the power of the engine E is torque-amplified from the crankshaft 2 by the primary reduction gear 7 and transmitted to the transmission drive shaft 3, and is further transmitted to the clutch and transmission (not shown). Drives the rear wheels of the motor vehicle 211 after passing through 1
-ru.

By the way, when the rotation of the crankshaft 2 is accelerated or decelerated, a reaction force moment is generated in the crankshaft 71 supporting the crank 01112 as a reaction. This reaction moment acts as a rocking moment on the vehicle body supporting the crankcase 1, and not only causes vibration, but also in the case of a motorcycle with the engine E mounted toward the front and back of the crankshaft 2 and the vehicle body. , a swinging moment in the I'M direction is exerted on the vehicle body.

In order to remove or reduce such rocking moment), the engine tr is equipped with a reaction force moment balance device I.
3 is provided as follows.

That is, the crankcase 1 has a flat plate parallel to the crankshaft 2.
fH ■ Tsukuda I8 is supported through a pair of bearings 9 and 9/7, and driving and driven wheels 1o and ii mesh with each other so that this balance shaft 8 always rotates in the opposite direction to the crankshaft 2. are respectively defeated by the crankshaft 12 and the balance shaft 8, and furthermore, a generator 120 and a rotor 12 are connected to the balance shaft 8.
A is set as a balance weight t'. In the illustrated example, both gears 10.11 are made of sintered metal.

Therefore, the rotation ratio of both gears io and 1i and the balance weight 12σ
The mass of is determined so that the reaction moment of the crankshaft 2 system, that is, the product of the moment of inertia and angular acceleration of that system, and the reaction moment of the balance shaft 8 system are approximately balanced. As a result, the rocking moment is removed or reduced.

The driven gear 11 and the balance @38 are connected via a torque damping device T2 of the present invention, and this device T will be explained and explained below with reference to FIGS. 2 to 4.

On both sides of the driven tooth 111, there is a balance between each side.
8 First and second transmission plates 13 spline-coupled with +
．． 14 are disposed adjacent to each other and extend toward the second transmission plate 14. A driven gear 1 is disposed on the boss 13a of the first transmission plate 13.
1 is rotatably and slidably supported. Direct transmission plate 13.1
4 is a stepped portion 15 and a serpentine knob 16 provided in the equilibrium 1 thin 8
Axial movement is regulated by

On the facing surfaces of the driven gear 11 and the first transmission plate 13, a plurality of recesses 17, 1B, which can match the Ti, are respectively provided in an annular arrangement.
8tC 1d) A plurality of buffer members 19 are provided, each of which elastically connects the vehicle 11 and the first transmission plate 13 in the rotational direction. In the illustrated example, the buffer member 19 is composed of a coil spring.

On the other hand, a plurality of regulating holes 20 and stopper pins 21 that engage with each other are provided in an annular arrangement on opposing surfaces of the driven element rt+, 11 and the second transmission plate 14, respectively. When the regulation hole 20 (mainly formed as a long hole extending in the tangential direction around the balance axis 8 to accommodate the limited movement of the stopper pin 21 by π) and when both the recesses 17 and 18 are aligned, A stopper bin 21 is located at the center of the regulation hole 20.The regulation hole 20 and the stopper bin 21 are located at a position between the driven high vehicle 11 and the second transmission plate 14.
A phase regulating means 22 is configured to limit the ll deviation to a constant value.

Further, a bottomed cylindrical clutch cylinder 23 surrounding the second transmission plate 14 is slidably splined to the balance shaft 8 . The open end of this clutch cylinder 23 is opposed to the side surface of the driven gear 11, and these opposing surfaces as well as the driven gear 11
and the closed end wall 23a of the clutch cylinder 23 and the balance l and Il so that the opposing surfaces of the first transmission plate 13 are brought into pressure contact with each other
A clutch spring 25 made of a plurality of plate springs is compressed between the clutch ring 24 and the retaining ring 24 which is 1'' in relation to +8.

Half of the outer periphery of the inner surface of the closed end wall 23a is formed into an annular slope 26 that slopes radially outward toward the second transmission plate 14.
A plurality of weight balls 27 in an annular arrangement are housed in the clutch cylinder 23 so as to be sandwiched between the outer surface 14a of the transmission plate 14.1. In this case, it is effective to provide a mirror finish on at least the flat outer surface 14a of the second power transmission plate 14 in order to facilitate the transfer of the weight ball 27.

Next, to explain the operation of this embodiment, when the balance shaft 8 rotates at a low speed, the centrifugal force of the weight ball 27 is weak, so that the clutch cylinder 23
is placed under the clutch spring 25, and the elastic force of the spring 25 causes the clutch cylinder 23 and the driven gear 11 to
and the first transmission plate 13 are placed in a frictional engagement state.

Therefore, when the engine L is idling, when the driven gear 11 is driven by both driving gears 1o, the driving torque is transferred to the clutch tube 23 and the first transmission plate 13 via the frictional engagement part. 1111118K through the respective spline connections to rotate it. In this working state, driven gear 1
Since no relative rotation occurs between the first transmission plate 1 and the first transmission plate 13, the buffer member 19 has a body IJ2 of 0.degree. by this,
To prevent the paddy thruster 19 from resonating with the vibratory torque fluctuations that occur during idle linking of the engine E, and to suppress the occurrence of bank crash noise between the gears 10 and 11 due to the resonance. be able to.

However, even when the balance shaft 8 rotates at a low speed, when a large torque of more than a predetermined value is applied to the driven gear 11, such as when starting, the friction between the driven gear 11, the clutch cylinder 23, and the first transmission plate 13 becomes Slip occurs at the joint, causing the driven gear 11 and the first transmission plate 13 to rotate relative to each other, and the buffer member 19 is compressively deformed accordingly to appropriately buffer the torque, and both gears TO, 1
The load on the first meshing part can be reduced.

When the rotation speed of the balance shaft 80 exceeds a predetermined value as the rotation speed of the engine E increases, the centrifugal force of the weight ball 21 causes the slope 26 of the clutch cylinder 23 and the outer surface 1 of the second transmission plate 14 to
4a in the radial direction, and resists the elastic force of the clutch spring 25 to move the clutch cylinder 23 from the driven +'AQjl' 411. As a result, the driven 1ψ1 wheel 11 is released from frictional engagement with the crank cylinder 23 and the first transmission plate 13, so that all of the torque is transferred to the first transmission plate 13 via the buffer members 19, and then to the balance shaft. 8. Therefore, the large torque fluctuation of the driven gear 11 caused by acceleration and deceleration of the engine i< is appropriately alleviated by the buffer member 19.
It is absorbed and excessive load is applied to the meshing part of both gears 10. 1qi
If the rise of the angular acceleration of l g is delayed by λ1, the generation of the reaction force moment of the equilibrium axis 8 system will be delayed accordingly,
” - When the phase shift between the driven gear 11 and the balance shaft 8 due to the buffering effect reaches a certain amount, the stopper pin 21 of the second transmission plate 14 comes into contact with the end wall of the regulation hole 20 of the driven gear 11. , suppressing further progression of the phase shift. During this time, the delay period in the rise of the angular acceleration of the balance shaft 8 is extremely short and instantaneous, so the delay in the generation of the reaction force moment of the balance shaft 8 system is practically negligible.

5 and 6 show a modification of the present invention, in which a pair of cushioning members 2 made of rubber are provided in each recess 17 of the driven gear 11.
9, 29/7 is accommodated, and a protruding piece 30 protruding from the inner surface of the first transmission plate 13 is inserted between both the buffer members 29° and 29', and the other configuration is the same as that of the previous embodiment. be. Therefore, when a relative rotation occurs between the driven gear 11 and the first transmission plate 13, the buffer member 29.2 changes depending on the direction of the relative rotation.
Either the displacement or displacement of 9' is compressively deformed to alleviate and absorb torque fluctuations.

In addition, in the present invention, as the buffer member, a coil spring type member and a rubber type member may be alternately arranged and combined.

In addition, the driven l# Oki 11 is the transmission shaft 5 of the present invention.
・The balance shaft 8 also constitutes the transmission +lj+l+.

As described above, according to the present invention, a transmission wheel is relatively rotatably supported on a transmission shaft, and first and second transmission plates adjacent to both sides of the transmission wheel are connected to the transmission shaft. A plurality of paulownia buffer parts are interposed between the first transmission plate and the transmission wheel to elastically connect the two in the rotational direction, and a plurality of buffer parts are interposed between the second transmission plate and the transmission wheel. Since a phase regulating means is provided to limit the phase shift of It becomes possible to increase the number of units used for the transmission wheel G'1, and it is possible to obtain a torque buffer device with excellent buffering function.As a result, the transmission wheel G'1
Even if this gear is made of a sintered alloy like the driven gear in the above embodiment, sufficient durability of 11c can be obtained.

[Brief explanation of the drawing]

FIG. 1 is a plan view of a reaction force moment balance device for an engine equipped with the torque buffer device of the present invention, FIG. 2 is a longitudinal sectional view showing an embodiment of the torque buffer device of the present invention, and FIGS. 3 and 4 are Fig. 2 m-+ti line and IV-1 to Paiwa sectional view, 5th
The figure is a partial vertical sectional view showing a modification thereof, and Figure 6 is Figure 5V.
It is a sectional view of l-VTi formation. T... Torque buffer device 8... Balance shaft as a transmission shaft, 11... Driven gear as a transmission wheel, 13... Transmission plate, 14... Second transmission temporary, 17.18. ... recess, 19..., buffer member, 2
0... Rule: IL hole, 21... Stopper bin, 22... Phase regulating means, 29.29'... Buffer member, 30... Projection Patent applicant Honda GiMoe Co., Ltd.

Claims (1)

[Claims] A transmission wheel is supported on a transmission shaft so as to be relatively rotatable, first and second transmission plates adjacent to both sides of the transmission wheel are connected to the transmission shaft, and between the first transmission plate and the transmission wheel, A phase regulating means includes a plurality of buffer members arranged in an annular arrangement to elastically connect the two in the rotational direction, and also limits the phase shift between the second transmission plate and the transmission wheel to a constant level. A torque buffer device is provided.