JPS60168958A - Damping mechanism for gear transmission apparatus - Google Patents

Abstract

PURPOSE:To improve the damping effect of each damper by arranging a subdamper on the inner diameter side and a main damper on the outside diameter side, in the captioned apparatus in which sub and main dampers are arranged between a trailing gear and a rolling transmission body. CONSTITUTION:A trailing gear 2 meshed with a driving gear 1 is rotatably supported through the outer periphery on one edge of the main shaft 4 of a transmission. In this case, a subdamper B is arranged on the inner-diameter side between the trailing gear 2 and a rolling transmission body which consists of a clutch, etc. and is arranged on one side of the trailing gear 2, and a main damper A is arranged on the outer diameter side. Therefore, the second through-hole 6 on the subdamper B can be set sufficiently long, and a subdamper member 10 can be arranged long in the peripheral direction so that a sufficient damping stroke can be secured. Further, the amount of deformation of the subdamper 10 can be reduced even at a large displacement angle. Therefore, a sufficiently large damping stroke and a damping capacity can be provided.

Description

Detailed Description of the Invention (Industrial Application Field) This invention rotates a driven side from a drive unit with torque fluctuations, such as an engine, through a gear transmission and a rotary transmission body. The present invention relates to a loose #H mechanism for a gear transmission having a buffering function.

(Conventional example) Even if the crankshaft of a reciprocating engine
A drive gear 1 as shown in the figure is attached, and this drive gear 1
There is a device in which a driven gear 2 is driven by a driven gear 2, and a mission main shaft 4, which is a driven shaft, is rotated from one driven gear 2 via a rotation transmission body (clutch) 6.

In such a device, a loose @ mechanism is constructed between the driven gear 2 and the rotational transmission body 6, but the buffer mechanism in this case rotates from the driven gear 2 to the rotational transmission body 6 with a buffering function. In addition to the main damper A for transmitting force, there is also a sub-damper BfiE.

This sub-damper B suppresses the impact noise generated from the backlash between the drive gear 1 and the driven gear 2 due to torque fluctuations at low engine speeds under no load or resonance in the transmission system, and prevents damage to the teeth. It is constructed separately from the main damper A, with the main purpose of preventing this from happening.

In this manner, when installing the main damper A and the sub-damper B, two types of holes, the first through hole 5 and the second through hole 6, are formed in the driven two holes 2, and the two types of holes are formed so as to protrude from the rotating transmission body 5. The first
The second protrusion 7.8 is shaped to be inserted into each of the through holes 5, 6, and the first protrusion 7 and the first protrusion 7.
A main damper member 9 made of rubber is placed between the through holes 5, and
A sub-damper member 10 is disposed between the second protrusion 8 and the second through-hole 6.
It is configured by deploying.

In order to ensure that the sub-damper B is sufficiently effectively damped in such a damping mechanism, it is desirable that the damping action be performed with as large a damping stroke (rotational torsion angle) as possible, especially when the torque fluctuation is large. The engine 9 needs to have a more sufficient damping stroke.

However, in the conventional case, the main damper and the sub-damper B were all arranged on the same circumference near the outer diameter of the driven gear 2, as shown in Fig. 2.
(See Figure 3 of Publication No. 6070).

Therefore, since both dampers A and B are on the same circumference, looking at sub-damper B, for example, sub-damper B is located between the dimensionally constrained main damper A, so a large damper stroke is applied to this sub-damper. Damper B
On the other hand, if you try to make the sub-damper B have a large damping stroke, the main damper A itself has to have a small volume. The result is unbreakable. The same is true for the main damper A. In other words, the main damper A is located in a restricted range between the sub-dampers 3, so it constitutes a damper that exhibits a sufficient buffering effect and torque transmission function. If it is unreasonable to do so, and on the other hand, if you try to prevent the main damper A from exhibiting sufficient buffering effect and torque transmission function, the main damper A will become larger, and therefore the sub-damper B It
This has no choice but to be small in terms of volume, which causes the impact noise mentioned above.

Also, regarding the sub-damper B, since it is located closer to the outer diameter like the main damper A, it deforms significantly even with a small twist angle. Therefore, there was a drawback that the sub-damper B was prone to scratches.

(Purpose of the Invention) This invention was made in order to eliminate the above-mentioned conventional drawbacks, and the main and sub dampers both exhibit a sufficient buffering effect, thereby preventing large torque fluctuations and resonance. Also, the sub-damper effectively stops the generation of impact noise, and the sub-damper is less likely to cause scratches, and the main damper has a sufficient buffering effect and can easily transmit large torque. With the goal.

(Structure of the Invention) In order to achieve the above object, the present invention provides a sub-damper on the inner diameter side and a main damper on the outer diameter side.

C'Ii! Example) Embodiments of the present invention will be described below with reference to the drawings.

Figure 6 shows an engine that is equipped with an engine (reciprocating type two-cylinder) with large torque fluctuations as a drive unit and transmits power from the engine to a lower transmission. 1 is the end of the crankshaft (not shown). The drive gear is attached to the drive gear and meshes with the driven gear 2 installed at the bottom of the drive gear. The driven gear 2t is rotatably supported via the outer periphery of one end of the mission main shaft 4.

On one side of this driven gear 2, a clutch housing 11,
A rotary transmission body 6 is provided, which includes a clutch hub 12, a multi-plate clutch disc 13, and the like.

In this way, between the driven gear 2 and the rotation transmission body 6,
A sub-damper B serves as a first-stage damping means, and a main damper A serves as a second-stage damping means. As shown in FIG. 4, the sub-damper B has second through holes 6 formed at six locations on the inner diameter side of the driven gear 2, second projections 8 provided at six locations on the inner diameter side of the rotational transmission body 6, and a round portion. Shape 7:cL Two rubber sub-damper members 1 are inserted after +jfl of the second protrusion 8 in each second through hole 6.
In order to prevent each sub-damper member 10 from slipping out, a slip-out prevention plate 14 is provided on one side of the driven gear 2 as shown in FIG. Reference numeral 15 denotes a rivet for attaching the plate 14. On the other hand, the main damper A has first through holes 5 formed at four locations on the outer diameter side of the driven gear 2 as shown in FIG.
(Fig. 6), the first protrusions 7 provided at four locations on the outer diameter side, and
A main damper member 9 made of rubber is fitted to the outer periphery of the first projection 7, and, like the sub-damper B side, a retaining plate 14 is attached with rivets 15 as shown in FIG.

Since the sub-damper B is provided on the inner diameter side as shown in FIG. 4, each @2 through hole 6 can be made sufficiently long. In addition, since the sub-damper B is located on the inner diameter side, the sub-damper member 10 is designed to have a small amount of deformation even at a large displacement angle. In contrast to such a sub-damper B, the main damper A could be configured in the same way.In other words, since the sub-damper B is not located on the outer diameter side, the first through hole 5 can be made sufficiently long, and the main damper Damper A was also made to have a correspondingly large damping stroke and a large volume capable of transmitting a large amount of torque. At the same time, in order to lengthen the stroke of the damping by the sub-damper B, the play space 16 formed between the first through hole 5 and the main damper member 9 is made long, so that the sub-damper B has sufficiently effective damping. I made it possible for you to do it.

In addition, regarding the above-mentioned sub-damper member 10, a plurality of pieces are fitted in each second through-hole 6 in combination, and this is as follows.
This is done in consideration of the fact that if a single rubber is used regardless of the combination, it may exceed the hairstyle limit and cause damage. The sub-damper member 10 and the main damper member 9 may be constructed of springs such as a fill type or a leaf spring type.

In the above configuration, the sub-damper B is arranged on the inner diameter side and the main damper A is arranged on the outer diameter side, and each is configured to have a large damping stroke and buffering capacity, so that the engine rotates at low speeds under no load. Sometimes, when large torque fluctuations or resonance occur, sub-damper B provides effective buffering, preventing the above-mentioned impact noise from occurring, and main damper A also reduces the volume. Since it has a sufficient buffering capacity, it is possible to achieve a large torque/torque transmission on the outer diameter side while achieving an effective buffering effect. Furthermore, since the sub-damper B is located on the inner diameter side, there is little compressive deformation even if the rotational torsion angle displacement is large.In particular, if the sub-damper B is of the plurality of types mentioned above, it can effectively prevent excessive deformation and cause damage. The sub-damper B can be used as a sub-damper B.

(Effects of the Invention) As explained above, according to the present invention, the sub-damper is disposed on the inner diameter side and the main damper is disposed on the outer diameter side. This allows each damper to have sufficient damping stroke and damping capacity, so even if large torque fluctuations or resonance occur, the sub-dampers will not generate impact noise. In addition, the occurrence of scratches on the sub-damper has been reduced, and the main damper not only exhibits sufficient buffering effect, but also is able to comfortably and fully perform its original torque transmission function.

[Brief explanation of the drawing]

Fig. 1 is a sectional view showing a conventional shock absorbing mechanism, Fig. 2 is a sectional view taken along the line ■-■ in Fig. 1, Fig. 5 is a sectional view showing an embodiment of the present invention, and Fig. 4 is Fig. 6 IV. -N line sectional view.

Claims (1)

[Claims] (1) A driven gear that meshes with the driving gear is provided in the rotational transmission body, and a sub-damper as a first-stage buffer means and a second damper are provided between the driven gear and the rotational transmission body.
What is claimed is: 1. A buffer mechanism for a gear transmission equipped with a main damper as a shock absorbing means for a gear transmission, characterized in that the sub-damper is disposed on the inner diameter side and the main damper is disposed on the outer diameter side.