JPS6124728Y2 - - Google Patents

Description

[Detailed explanation of the invention] This invention is designed to absorb impact torque and torque fluctuations that occur with clutch operation and accelerator operation, as well as torque fluctuations of the engine itself, in the drive system of various automobiles and other vehicles. The invention relates to a device.

Drive systems such as automobiles not only generate noise due to torsional resonance, but also the impact torque and torque fluctuations mentioned above can cause the gears in the differential device (especially the drive pinion and link gear) to become out of alignment with each other. The tooth surfaces collide with each other, and the sound of this collision may be transmitted into the vehicle interior as unpleasant noise. In reality, measures to prevent these problems rely primarily on the hysteresis characteristic provided by the clutch disc of the friction clutch. However, there has been a problem in that the hysteresis characteristics of the clutch disk cannot be expected to be sufficiently effective in dealing with abnormal noises generated within the differential device based on the above-mentioned impact torque and torque fluctuations.

In view of these conventional circumstances, this invention was developed to effectively absorb impact torque and torque fluctuations in the drive system, and to suppress noise caused by collisions between gear tooth surfaces in a differential device. The object of the present invention is to provide a torque fluctuation absorbing device that is also effective in suppressing torsional resonance in a system.

Next, the configuration of this invention will be explained in detail according to an embodiment shown in the drawings.

First, in Fig. 1, which shows the torque fluctuation absorbing device in relation to the differential device,
The drive pinion shaft 2 is rotatably supported by the differential gear 1.
The carrier 1 has a drive pinion that meshes with a link gear (not shown). A companion flange 3 is centered and connected to the front end (left end in FIG. 1) of the shaft 2 by serrations or the like, and is fixed in the axial direction using a lock nut 4.
On the other hand, a flange 6 corresponding to the companion flange 3 is attached to a bolt 7 on a flange yoke 5, which is a component of a universal joint (not shown) arranged on the rear side of the propeller shaft. It is fixed.

Both the flanges 3 and 6 are configured such that their mutual centering is maintained so that they can rotate relative to each other by fitting their concave and convex portions into each other. Further, as is clear from FIG. 2, both flanges 3 and 6 are integrally formed with a plurality of arms 3A and 6A (three arms each in the drawing) extending outward from each other. Between the respective arms 3A and 6A of these flanges 3 and 6, there is an intermediate plate 8 and friction plates 10 arranged on both sides of this plate 8, which are arranged relative to both flanges 3 and 6. Rotatably interposed. Moreover, each of the arms 3A, 6A, the intermediate plate 8, and each friction plate 10 are restrained in the thrust direction of each other by a U-shaped holder 14, and this holder 14, each arm 3
A, 6A, intermediate plate 8 and each friction plate 10
A bolt 11 is inserted through the holder 14 and tightened with a nut 12 from the outside of the holder 14. However, the holes 9 in the intermediate plate 8 and each friction plate 10, through which the bolts 11 pass, are elongated holes extending in the direction of rotation thereof (see FIG. 2). With this configuration, each bolt 11 acts as a connecting pin that is integrally fixed only to each arm 3A, 6A through the holder 14, and each arm 3A, 6A is connected to the respective bolt (connecting pin) at an intermediate position. They are coupled through the plate 8 so that torque can be transmitted. Each of the bolts 11 has a structure in which a sleeve 13 is disposed around its outer periphery, thereby improving the strength during torque transmission between the arms 3A and 6A.

In the above configuration, during torque transmission between the flange 6 on the propeller shaft side and the companion flange 3 of the drive pinion shaft 2, the bolts 11 of the respective arms 3A and 6A are inserted through both flanges 3 and 6. Relative angular displacement occurs within the range of the elongated hole 9, and thereafter a stopper torque state is established and the two rotate integrally. This relative angular displacement causes friction between the flanges 3 and 6 due to the friction plate 10 described above, and as a result, a hysteresis characteristic shown in FIG. 3 is exhibited between them. Due to this hysteresis characteristic, impact torque and torque fluctuations transmitted from the propeller shaft side are absorbed between the flanges 3 and 6, and transmission of these torque fluctuations to the drive pinion shaft 2 is suppressed. Note that the horizontal axis in Fig. 3 represents both flanges 3 and 6.
The relative angular displacement amount θ is shown, and the vertical axis shows the torque T.

As described above, the present invention provides a plurality of flanges that are rotatable relative to the flanges and extend in the direction of rotation between the companion flange of the differential device and the flange connected to the propeller shaft side. An intermediate plate with elongated holes is arranged, and connecting pins protruding toward the intermediate plate are integrally attached to both flanges, respectively, and these connecting pins are connected to the elongated holes of the intermediate plate. The flanges and the intermediate plate are inserted individually and connected so that they can rotate relative to each other within the gap between the connecting pin and the long hole, and further between the mutual thrust surfaces of the flanges and the intermediate plate. By interposing the friction plates, the impact torque and torque fluctuations transmitted to the propeller shaft can be effectively absorbed between the propeller shaft and the drive pinion shaft of the differential device. Therefore, it is possible to eliminate problems such as when the gear tooth surfaces in the differential device collide with each other and produce abnormal noise, and the hysteresis characteristic caused by the friction of the friction plate mentioned above prevents the torsion of the drive system. Resonance can be suppressed.

In particular, in the present invention, since both flanges are individually connected to the intermediate plate by connecting pins, the connecting force between the flanges and the intermediate plate can be set individually. That is,
The frictional force between the companion flange and the intermediate plate and the frictional force between the propeller shaft side flange and the intermediate plate can be set individually. It is possible to provide a torque fluctuation absorbing device that can increase the adjustment range of the hysteresis characteristic exhibited and can easily cope with various torsional resonances of the drive system.

[Brief explanation of the drawing]

The drawings show an embodiment of this invention, in which Fig. 1 is a sectional view showing the torque fluctuation absorbing device together with the differential device, Fig. 2 is a sectional view taken along the line -- in Fig. 1, and Fig. 3 is a sectional view showing the torque fluctuation absorbing device together with the differential device. It is a characteristic diagram showing the relationship between the angular displacement amount and torque of the absorption device. 1: Differential carrier, 2: Drive pinion shaft, 3: Companion flange, 3A: Arm, 6: Flange, 6A: Arm, 8: Intermediate plate, 9: Long hole, 10: Friction plate, 11: Connection pin (bolt).

Claims (1)

[Scope of utility model registration request] A companion flange connected to the drive pinion shaft of the differential device and a flange separately connected to the propeller shaft side are capable of relative rotation with respect to both flanges, and have a rotation direction that is fixed to the companion flange. An intermediate plate having a plurality of elongated holes extending therein is disposed, and connecting pins projecting toward the intermediate plate are integrally attached to both flanges, respectively, and each of these connecting pins is connected to the intermediate plate. The two flanges and the intermediate plate are connected to each other so that they can rotate relative to each other within the gap between the connecting pin and the long hole. A torque fluctuation absorbing device for a drive system in a vehicle, characterized in that friction plates are interposed between thrust surfaces of the vehicle.