JPS62194050A - Flywheel assembly body - Google Patents

Abstract

PURPOSE:To permit vibrations with a plurality of peaks to be damped, by coupling a second flywheel damper inertia units with a drive transmission system through a multi-stage damper by means of a friction damping mechanism only when a first flywheel of a clutch disk is forcibly brought into contact. CONSTITUTION:A connection plate 31 disposed along the edge of a counter clutch disc side of a second flywheel 36 causes the periphery of a first flywheel 32 to be coupled with a crank shaft 30. Further, a bearing 37 is disposed between the damper inertia units 37b, 37b' of the second flywheel 36 and a flange unit 37 and a forcible contact surface 44 is formed where a friction member 48 of a friction damping mechanism is forcibly brought into contact with the damper inertia unit 37b, 37b'. The friction member 48 is fixed to a friction pate 50 slidably disposed on a spline hub 35f of a clutch disk 34 a spring 46 is interposed between the friction plate 50 and the spline hub 35f.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a flywheel assembly that absorbs torsional movements of, for example, a drive train of an automobile.

(Prior art and its problems) In FIG. 3, which models the structure of a conventional clutch disc, 10 is the input side from the engine, and 12 is the output side that transmits power to, for example, a transmission. A first-stage torsion spring 14a, a second-stage torsion spring 14b, and a third-stage torsion spring 14C are interposed between the input end 10 and the output side 12, and the second-stage torsion spring 14b and the third-stage torsion spring 14c Gaps 14d and 14e having a predetermined twist angle are provided.

In addition, the first stage hysteresis torque generation mechanism 16a1, the second stage hysteresis torque generation a side 16b, 16C are interposed like ti1, and the 282nd stage hysteresis torque generation mechanism 16
b1 Third stage hysteresis torque generating structure 16cL: is provided with gaps 16d and 16e.

In the conventional example described above, as the torsion angle increases, as shown in FIG.
a, the first stage torsional characteristic Kd1 generated in the first stage hysteresis torque generating mechanism 168, and the first stage hysteresis characteristic Th.
The characteristics change from 1 to 3rd stage torsion characteristic Kd3 generated by 3rd stage torsion spring 14G and 3rd stage hysteresis torque generation/1 mechanism 16C, and 3rd stage hysteresis characteristic Th3, but with this characteristic, the following problems occur. There is.

So, is there a rattling sound coming from the transmission when in neutral, shifting when driving, or a differential? 41'r departed from Renshall gatehouse.
The first stage torsional characteristic K is used as a countermeasure against abnormal noises such as
(It is preferable to set 11 to 3rd stage torsional characteristics Kd3 small, but on the other hand, to counter low frequency vibrations, it is preferable to set d3 to a large value for 61 to 3rd stage torsional characteristics in the 1st stage torsional characteristics. is necessary.

Therefore, the torsional characteristics shown in Figure 4 must be set according to the characteristics required for each vehicle.Moreover, recently, the required level of noise and movement prevention for clutches has been increasing, and the conventional structure In some cases, countermeasures against unusual noises and low-frequency imaging countermeasures are required at the same time, as in the case of Zanawara Makishi, which contradict each other.

Therefore, 111 technologies have been developed for the flywheel to actively absorb the energy from the engine.

For example, as shown in FIG.
, an auxiliary flywheel 26a and a damper portion 26b may be connected in series between the flywheel 22 and the crankshaft 24, or an auxiliary flywheel may be connected in parallel to the flywheel 22 via a Toshimin spring 26C as shown in FIG. There is prior art that provides a wheel 26a.

As shown in FIG. 7, the applicant of Thurs.
100 and the cludge disk 102 is fixed at [ti 1
i, a first flywheel 104 that is provided concentrically with the first flywheel and has a predetermined ! A second flywheel 106 set at 1 m, a damper machine MA108 that elastically connects both flywheels, and a second flywheel 10
The friction reducing member 112 transmits the output from the clasp disc 102 to the spline hub 110 of the clutch disc 102 only when the clap disc 102 is in contact with the first flywheel 104 to damp vibration. We have developed a flywheel assembly and have already applied for it (patent application 1986-/
14298), Application date: March 16, 1985) On the other hand, in order to dampen the torsional vibration of the so-called drive transmission system that extends from the engine output shaft of the automobile to the drive wheels, for example, the blower actuator is used. In some cases, an inertia damper set to a predetermined quality is installed on the foot, but if the vibration characteristics of the drive transmission system have multiple peaks with different frequencies, the vibration frequency of each peak may be It is not possible to exhibit the corresponding damping characteristics.

Therefore, in place of this inertia 1P-damper, Ill from Kiba devised the present invention with the intention of using a flywheel assembly to damp vibrations in a drive transmission system whose imaging characteristics have multiple peaks with different frequencies. I came up with an idea.

(Illustrative aspect of the invention) The present invention is capable of reducing torsional imaging of a drive transmission system in which vibration characteristics have a plurality of peaks with different numbers of imaging using a part of the mass of the flywheel. The purpose is to provide a flywheel assembly that can be used.

(Structure of the Invention) (1) Technical Means The present invention comprises a first flywheel fixed to the crankshaft of an engine and having intermittent latch discs; A second flywheel, which connects the inertial mass of the second flywheel to the spline hub of the clutch disc only when the clutch disc is in contact with the first flywheel, prevents torsional movement of the drive transmission system. In the flywheel assembly equipped with a damping mechanism, the outer peripheral portion of the first flywheel and the crankshaft are connected by a relatively thin connecting plate disposed along an end surface of the second flywheel on the side opposite to the clutch disk. , a bearing is provided to support the damper inertia portion of the second flywheel so as to be swingable in the circumferential direction relative to the inner peripheral flange portion of the second flywheel, and the damper inertia portion is provided with a 1〒wA friction of the damping mechanism. A pressure contact surface is formed on which the members come into pressure contact, and the FJ friction member is installed to be slidable in the axial direction on the spline hub of the clutch disc.
The friction plate and IN? are fixed to a roughly annular *friction plate with an annular shape, and the friction plate and IN?
! This is a flywheel assembly characterized by interposing a spring member that biases a friction metal member toward the flywheel.

(2) Operation A part of the damper inner sill of the second flywheel is connected to the drive transmission system in a friction damping structure via the multi-stage damper 111M only when the clutch disc is in pressure contact with the first flywheel, This torsional movement of the drive transmission system is damped.

The multi-stage damper mechanism damps torsional vibrations in a drive transmission system whose vibration characteristics have multiple peaks with different frequencies.

(Example) A clutch to which the present invention is applied will be explained with reference to FIG.

In FIG. 1, 30 is the crankshaft of the 1-engine.

A first flywheel 32 is fixed to the rear end of the crankshaft 30 by a relatively thin connection plate 31, which will be described in detail later. A facing 35a of the gangway disc 34 comes into contact with the annular surface 33a of the first flywheel 32. A ring gear 1733b is formed on the outer periphery in the radial direction of the first flywheel 32, and power from a well-known starter motor (not shown) is manually applied from this ring gear 33b. Further, the connection plate 31 and the first flywheel 32 are fixed by, for example, rivets 31b provided at eight locations at equal intervals in the circumferential direction.

A clutch cover 3 is provided on the erosion surface of the first flywheel 32.
5t) is fixed, and a wire ring 35C1 die A7 flamm spring 35 is fixed to the clutch cover 35b.
A pressure plate 35e is held via d.

The first flywheel 32 has a substantially disk shape, and the first
A second flywheel 36 is provided in front of the flywheel 32.
However, as will be described in detail later, it is provided concentrically with the first flywheel 32 and rotatably.

The second flywheel 36 has a flange portion 378 on the inner circumference,
For example, the damper inner part 3 is divided into two parts on the outer periphery.
7b, 37b-, the damper Eve-
The shaft portions 37b, 37b- each have a predetermined 't' corresponding to the inertia of a drive transmission system such as a transmission (not shown) connected to the rear stage of the clutch and the vibration characteristics described in detail later.
'J m is set.

The outer peripheral part of the damper inertia part 37b on the outer peripheral side and the first
An outer periphery support mechanism 70 is interposed between the flywheel 32 and the inner periphery of the ring gear 33b fixed to the flywheel 32.

This outer peripheral support mechanism 70 is composed of a steel ball 72, a nut 74, and the like. An annular groove 76 having a substantially regular triangular cross section is formed all around the inner circumference of the ring gear 33b.

damper inertia prJi so as to face the annular groove 76
A tapered surface 78 is formed all around the outer circumference of 37b, and between the tapered surface 78 and the annular shaft 76, a large number of steel balls 72 are in pressure contact with the annular groove 76 and the tapered surface 78, and are rotatable. is housed in. Further, a threaded portion 80 is formed at the front end of the outer periphery of the damper inner shear portion 37b, and the threaded portion 80 has a substantially annular forward nut 1-74.
are screwed together. The nut 74 is also formed with a taper 82 facing the annular vortex 76, and holds the steel ball 72 by pressing the taper 82 against the steel ball 72.

John springs 1 to 38 (multi-stage torsional damper mechanism) are compressed between the two damper inertia parts 37b and 37b' and on the inner circumference of the damper inertia part 37b, respectively, as will be described in detail. The damper inertia portion 37b and the clutch disk 34 are elastically connected via a friction damping mechanism 40.

For example, the torsion spring 38' on the inner circumference side is formed on the inner circumference of the damper inertia portion 37b-. ! l
il 84, and the four N184 are formed at, for example, six locations at equal intervals in the circumferential direction of the damper inertia p portion 37b'. This four part 84 has a spring retainer 8 integrated with the damper inertia part 37b'.
6 and two spring pressers 90 integrated with a damper huff 88 that fits one ball bearing 37c extend, and a torsion spring 38' is compressed between the spring presser 86 and the spring presser 90. The damper huff 88 has a continuous I18 ring shape over the entire circumference,
The rear end surface of the damper hub 88 serves as a pressure contact surface 44 against which the friction member of the friction damping mechanism 40 comes into pressure contact. Note that the torsion spring 38 on the outer peripheral side is also compressed in the same manner.

Flange portion 37a and damper inertia 1! A ball bearing 37c is interposed between the parts 37b, and the ball bearing 37c provides damper inertness! ? Part 37b
is rotatably supported on the flange portion 37a. The flange portion 37a is fixed to the crankshaft 30 with bolts 31a such that the inner peripheral portion of the connecting plate 31, which is disposed over the front end surface of the second flywheel 36, is also narrow. Note that the reference numeral 37d in the figure is a bearing holder.

As shown in FIG. 1, the friction damping mechanism 40 is interposed between the damper inertia portion 37b and the spline hub 35f of the clap disc 34, and this 1!
I! The abrasion mechanism 40 damps torsional vibrations generated in the aforementioned drive transmission system when the clutch is connected, in which the facing 35a is in pressure contact with the pressure contact surface 33a of the first flywheel 32.

Friction damping n WJ40 has a cone spring 46 (spring member), a facing 48 (friction member), and 1M! It is composed of a ta plate 50 and the like. The friction plate 50 is made of a substantially annular collar plate, and the inner peripheral portion of the friction plate 50 is fixed to the hub 42. Inside the spline 61 of the hub 42
4428 is the spline external tooth 42 of the spline hub 35f.
b is engaged freely in the axial direction. Three cone springs 46 are interposed between the hub 42 and the spline hub 35f, and the spring force of the cone springs 46 presses the friction plate 50 and the facing 48 forward.

1! ? A facing 4 is provided on the front surface of the outer periphery of the rubbing plate 50.
8 is bonded to the facing 48G and the pressure contact surface 44 of the damper inertia portion 37a of the spring presser 86.
is in contact with P. Pressure contact surface 44G, second flywheel 3
It is formed in an annular shape that is continuous in the circumferential direction of 6.

As shown in FIG. 2, which models the clutch structure described above, the damper inertia portions 37b, 37b-(inertia 'I3) of the clutch disc 34 and the second flywheel 36 are
The RIB: t, I-) is arranged in parallel after the 17th RIB wheel 32 (RIB!: t, ). These damper inertia portions 37b, 37b- are supported separately from the first flywheel 32 by a bearing 37c and an outer peripheral support mechanism 70 (FIG. 1) via a facing 48.

Furthermore, a torsion spring 350 and a hysteresis torque generating mechanism 3351 are arranged in parallel in the clutch disc 34. Facings 48 for generating hysteresis torque are provided in series with each other on the second flywheel 36 . This clutch disc 3
In the rear stage of 4, there is a transmission-like T1 propeller shaft 130, a differential mechanism 134, an axle 136, and a tie hair 1.
A drive transmission system consisting of 38 etc. is connected.

Next, the effect will be explained. The facing 3ba of the pressure plate 35e is connected to the annular surface 3 of the first flywheel 32.
3a, when the clutch is connected, the clutch disc 34 is pressed against the clutch disc 34 by the spring force of the diamond slam spring 35d.
slides the spline sleeve of the transmission (not shown) toward the first flywheel 32, causing the friction plate 50 to press against the facing 48. At this time, the cone spring 46 is deformed by its own elasticity due to the pressing force from the friction plate 50, and the # friction plate 50 and the #7 acing 48 are always pressed with a constant pressing force, and the facing 48 and the #1? The rIR friction force generated between the rubbing plates 50 is also always maintained constant.

In the above clutch connected state, the 17th live wheel 32
The engine power input to the clutch disc 34
The damper inner part 37b of the second flywheel 36 is transmitted to the transmission via the damper inner part 37b, 37b-. [.

The low torsion spring 38, 38-1) is connected to a drive transmission system such as a transmission via a friction plate 50.

Therefore, as shown in Fig. 2a, which shows the change in the magnitude of vibration G with respect to 1 degree of rotation speed, the torsional vibration characteristics X generated in the drive transmission system have peaks P1 and P2 at different rotation speeds.
Even if this occurs, the spring force of the second flywheel's damper inertia parts 37b, 37b' and torsion springs 38 and 38' (adjust the spring coefficient appropriately)
The resonance points Q1 and Q2 that occur at the peak P1 of the characteristic
, P2 is set to 111, the HA drive transmission system vibration characteristic Y, which is a combination of the characteristic X and the damper characteristic, has a magnitude G
In reality, the inertia damper 13 is damped to such an extent that it hardly becomes a problem, and as in the past, an inertia damper 13 is installed at the rear stage of the transmission 111T (Fig. 2), for example, the propeller shaft 130.
There is no need to provide 2. Therefore, there is no need to provide the extra mass m of the damper 132 in the drive transmission system extending from the speed change SMIT to the tires 138, and the inertia mass p of the entire drive transmission system is reduced.

In addition, since the damper gears V-m37b and 37b' are installed in the front stage of the transmission, the torsional vibration damping effect of the damper inertia section 37b is not affected by the reduction ratio of the transmission. , the plow (.

Since the connecting plate 31 is relatively thin, bending of the first flywheel 32 by 1' about an axis perpendicular to the axis O, which occurs when the clutch disk 34 is connected to the first flywheel 32 by 1', is avoided. The vibrations are absorbed by the elasticity of the connecting plate 31.

When starting the engine, power from the starter motor (not shown) is input to the ring gear 33b of the first flywheel 32;
The power is directly transmitted to the crankshaft 30 through the connecting plate 31.

Furthermore, if the facings 35a, 4B are worn out due to long-term use, the friction plate 501 and the facing 48 are replaced together with the clutch disc 34 when the clutch disc 34 is replaced. Therefore, all consumable parts of the friction damping mechanism 40 are installed on the clutch disk 34 side, and there is no need to disassemble the first flywheel 32 and second flywheel 36 sides.

(Effects of the Invention) As explained above, the flywheel assembly of the present invention has the following features:
A first flywheel 32 is fixed to the crankshaft 30 of the engine and has a cludge disc 34 intermittent thereon, a second flywheel 36 is supported concentrically with the first flywheel 32 and is set at a predetermined 1ffi, wheel 3
6, the inertia of the damper inertia part 37b ff1l,
and a friction damping mechanism 40 that connects to the spline hub 35f of the clap disc 34 only when the clap disc 34 is in contact with the first flywheel 32 to damp torsional vibrations of the drive transmission system. , the outer circumference of the first flywheel 32 and the crankshaft 30 are connected by a relatively thin connection plate 31 disposed along the end surface of the second flywheel 36 on the side opposite to the clutch disk, and a second flywheel 3G is formed. An outer periphery support n lateral 70 is provided to support a part 37b of the damper inertia 11 in a circumferential direction with respect to the first flywheel 32, for example, a part 37 of the damper inertia 11 divided into two parts.
b, 37' are provided, and the respective damper inertia parts 37t) and 37b- are connected to the above-mentioned I! l! Gap reduction machine attenuation 0
A torsion spring 38.38'' (multi-stage torsion damper mechanism) connected to the torsion spring 38.38'' is provided, and a bearing 37c is installed to rotatably support this torsion spring torsion spring 38 with respect to the crank 4G30. Facing 48 of friction damping mechanism 40 at 188
The facing 48 is fixed to a substantially annular friction plate bO provided on the spline hub 35f of the clutch disc 34 so as to be slidable in the axial direction. Spline hash 35f
During this period, press the friction plate 50J3 and the facing 48 toward the second flywheel]
Since 16 (spring member) was inserted, the next effect is 'JP!
can be read.

2nd a represents the change in the vibration magnitude G with respect to the rotational speed f'
As shown in the figure, even if the peaks P1 and P2 of different rotational speeds occur due to the torsional motion characteristic X occurring in the drive transmission system described above, the damper inner sill portions 37b and 37b' of the second fly small heel. and 1 Hessy” Nsbring 38
．． The deflection points Q1 and Q2 generated by the spring force of 38- (adjust the spring coefficient appropriately) are the peaks Pl and P2 of the characteristic X.
can be synchronized.

Therefore, the vibration characteristic Y of the drive transmission system, which is a combination of this characteristic For example, there is no need to provide an inertia damper 132 in the blower shift 130, etc. Therefore, the extra 11 f of the damper 132 in the drive transmission system is eliminated.
There is no need to provide ia, and the inertial mass of the entire drive transmission system can be reduced.

Also, since the damper inertia portions 37b and 37b' are arranged in the front stage of the transmission, the damper inertia parts 37b and 37b'
The torsional damping effect of the shaft portion 37b is approximately 1FJJ, and the gear shift 1f
It is possible to exhibit the stable torsional vibration damping effect in a constant state without being affected by the reduction ratio of fT.

Since the connecting plate 31 is relatively thin, the bending jM fh of the first flywheel 32 around the axis perpendicular to the axis O, which occurs when the clutch disc 34 is connected to the first flywheel 32, can be avoided. , can be absorbed by the elasticity of the connecting plate 31.

J) In this specification, friction includes all frictional phenomena such as dry friction and viscous friction.

(Another Embodiment) (1) The damper inner wall portions 37b and 37b' are not limited to being divided into two as in the embodiment, but may be divided into multiple stages such as three or four.

[Brief explanation of drawings]

Fig. 1 is a longitudinal cross-sectional partial view of a clutch to which the present invention is applied, Fig. 2 C is a schematic diagram of the structure of Fig.
Figure a is a graph showing changes in the magnitude of vibration with respect to rotational speed, Figure 3 is a structural diagram showing a conventional example, Figure 4 is a graph showing torsional characteristics of the conventional example in Figure 3, Figures 5 and 3 FIG. 6 is a schematic structural diagram of another prior example, and FIG. 7 is a longitudinal sectional view showing still another prior example. 30... Crankshaft, 31... Connection plate, 32... First flywheel, 34...
Clutch disc, 36...Second flywheel, 3
7b...Damper inertia section, 38.38-...
・Torsion spring, /IO...friction damping mechanism,
42...Hub, 46...Cone spring, 48.
...Facing, 50...I? r! A plate, 7
0 ... Perimeter support mechanism patent applicant Daikin Seisakusho Co., Ltd. Agent Patent attorney Tadataka Omori □ Figure 2 Figure 2a Figure 5 Figure 6 Figure 6B Procedural amendment (voluntary) April 301, 1988] III (Japanese Patent Application No. 3/l 793
No. 2, Name of the invention Flywheel assembly 3, Relationship with famous event f1 to be amended Patent applicant address: 1-11, Kida Motomiya 1-chome, Neyagawa-shi Name: Hitokane Seisakusho Co., Ltd. Representative name: President and CEO Establishment Katsu 4, Agent address: 2-119-4 Higashitenma, Kita-ku, Osaka Chiyo rT
L Building East Building 7th floor (@530) Telephone Osaka (06)3
53-IG3! □IM, Seal ＼, (1. 1 Name ((5525) Patent Attorney Tadataka Omori
・) 5. Date of amendment order (=J (0 shipping date) Showa year, month, day 6, Subject of amendment Specification and drawings (1) "Facing 48 is ~rIJ" in page 13, lines 18-20 of Mei 1 Harm B. 1 is "Facing 48"
is damper hub 88 of damper inertia t'1137a
P91 is in contact with the pressure contact surface 44 of. (2) Figure 4 of the drawings has been supplemented according to the attached amended drawings. 8. Attached list of damages (1) At least one amended drawing

Claims (1)

[Claims] A first flywheel that is fixed to the engine crankshaft and has an intermittent clutch disc; a second flywheel that is supported concentrically with the first flywheel and is set to have a predetermined mass; and a clutch disc that controls the inertial mass of the second flywheel. a friction damping mechanism that is coupled to the spline hub of the clutch disc to damp torsional vibrations of the drive transmission system only when the outer periphery of the first flywheel is in contact with the first flywheel; The damper inertia portion of the second flywheel is connected to the crankshaft by a relatively thin connecting plate disposed along the end surface of the second flywheel on the side opposite to the clutch disc, and the damper inertia portion of the second flywheel is circularly connected to the first flywheel. A multi-stage torsional damper mechanism is provided, which includes an outer peripheral support mechanism that supports the damper inertia section so as to be swingable in the circumferential direction, divides the inertial mass of the damper inertia into a plurality of stages, and elastically connects each divided mass to the friction damping mechanism. A substantially annular friction plate is provided, which forms a pressure contact surface on which a friction member of the friction damping mechanism comes into pressure contact with a part of the multi-stage torsional damper mechanism, and the friction member is slidably provided in the axial direction on the spline hub of the clutch disc. 1. A flywheel assembly, wherein a spring member is interposed between the friction plate and the spline hub to urge the friction plate and the friction member toward the second flywheel.