JPS6314119Y2 - - Google Patents

Description

[Detailed Description of the Invention] Industrial Application Field The present invention relates to a power transmission device having an inertial torque canceling function for canceling inertial torque caused by variations in the rotational speed of an internal combustion engine.

Prior Art In motorcycles, in the case of so-called vertical engines in which the crankshaft is placed in the longitudinal direction of the vehicle body, the rotational angular acceleration increases as the engine rapidly accelerates and decelerates, causing inertia torque that causes the vehicle body to swing from side to side. occurs.

In order to cancel this inertial torque, a driving gear is directly connected to the crankshaft, and a driven gear is directly connected to the shaft of a generator rotor, which has a large moment of inertia. There is a power transmission device with an inertia torque elimination mechanism that rotates in the opposite direction to the crankshaft and generates inertia torque in the opposite direction to the inertia torque of the crankshaft in a rotating body having a large moment of inertia, such as a generator rotor.

However, in reciprocating engines,
The gas pressure acting on the piston changes significantly with each stroke, and the inertial force of the reciprocating portion causes periodic torque fluctuations, and this torque fluctuation generates forced torsional vibration force.

In addition, since the drive gear integrated with the crankshaft and the driven gear integrated with the rotor shaft of the generator are in mesh, the forced torsional vibration force of the crankshaft causes an impact from the teeth of the drive gear to the teeth of the driven gear. The applied force causes a loud gear rattling sound to be generated in the driven gear.

In order to alleviate such an impact force, there is a power transmission device with an inertia torque canceling mechanism in which a buffer member such as a spring is interposed on the rotor shaft of the generator, but the moment of inertia of the rotor shaft system of the generator When the natural frequency determined by the rotor shaft and the composite spring constant of the spring matches or approaches the forced torsional frequency of the crankshaft, resonance occurs,
Unable to achieve desired goal.

In order to solve this problem, a power transmission device with an inertial torque elimination mechanism as shown in FIGS. 1 and 2 (see Japanese Patent Application No. 56-193999) was developed.

That is, a flange 02 is spline-fitted to a rotor shaft 01 that is integral with a generator rotor (not shown), three long grooves 03 are formed in the flange 02 in the circumferential direction, and a gear is loosely fitted to the flange 02 so as to be freely rotatable. 04 also has a notch 0 at a location opposite to the long groove 03.
A damper coil spring 06 is fitted into the long groove 03 and the notch 05, and a disc 07 is formed.
The long groove 03 is closed, the circular plate 07 is attached to the gear 04 with the pin 08, and a pair of left and right engaging members 09, 010 are arranged with the gear 04 in between, and one engaging member 09 is attached to the rotor shaft 01. are fixed together, and the other engaging member 010 is spline-fitted to the rotor shaft 01,
An inclined plate 011 and a spherical weight 0 are included in the engaging member 010.
12, and a disc spring 014 is interposed between the engagement member 010 and a circlip 013 fitted to the rotor shaft 01 outwardly from the engagement member 010.

In the conventional power transmission device with an inertial torque canceling mechanism shown in FIGS. 1 and 2, when stopped and rotating at low speed, the sliding surface 015 of the engagement member 010 is moved against the gear 04 by the spring force of the disc spring 014. The gear 04 and the engagement members 09 and 010 are brought into frictional engagement, and most of the torque applied to the gear 04 is transferred to the rotor shaft 01 through the engagement members 09 and 010 without going through the damper coil spring 06. , and the damper coil spring 06 is set to an inoperative state.

In addition, in a high-speed rotation state, the spherical weight 012 moves in the radial direction along the inclined plate 011 due to its centrifugal force, and the engagement member 010 moves to the left against the spring force of the disc spring 014, causing its sliding. Contact surface 015 is gear 0
4, the frictional engagement between the gear 04 and the engagement members 09, 010 is released, and the damper coil spring 06 works effectively to reduce the impact applied to the gear 04 by the gear integrated with the crankshaft of the engine (not shown). The force is the damper coil spring 06
This prevents large stress and noise from occurring in the gear 04.

Problems to be Solved by the Invention However, in the power transmission device with the inertia torque elimination mechanism, the damper coil spring 06
In a high-speed rotation range where the rotation speed is effectively working, the rotation speed of the rotor (not shown) changes as the rotation speed increases or decreases. Since the rotor changes after being elastically deformed, there is a time delay in absorbing inertial torque, and the rotor may not function effectively as an inertial body for eliminating inertial torque.

Therefore, when the spring characteristic of the damper coil spring 06 is changed from X to Y as shown in FIG. 7, the natural frequency determined by the spring constant of the damper coil spring 06 and the moment of inertia of the rotor increases, and the damper coil The frequency approached the forced torsional vibration frequency in the high-speed rotation range where the spring 06 is working effectively, and there was a risk that resonance would occur in the high-speed rotation range.

Furthermore, if there is uneven rotation of the crankshaft due to bumps between the gear 04 and a drive gear (not shown) that is integrated with the crankshaft, impact force is applied to the drive gear and gear 04, causing noise. do.

Means and Effects for Solving the Problems The present invention relates to an improvement of a power transmission device with an inertial torque canceling mechanism that overcomes the above-mentioned difficulties, and is designed to mesh with a drive gear that rotates integrally with the crankshaft of an internal combustion engine. A power transmission device including a rotating body having a large moment of inertia that rotates in the opposite direction and having an inertia torque elimination mechanism that eliminates inertia torque due to fluctuations in the rotational speed of the internal combustion engine, a driven gear that meshes with the driving gear; A driven auxiliary gear having the same number of teeth as the gear and meshing with the drive gear is mounted on the driven shaft rotating integrally with the inertial rotating body with a buffer member interposed therebetween, and the drive gear is rotated at a predetermined rotational speed. Below, a clutch mechanism for directly transmitting power between the driving gear and the driven shaft is provided, and the driven gear and the driven auxiliary gear are biased in mutually opposite directions centering on the driven shaft, so that the teeth of the driven gear and the driven auxiliary gear are biased in opposite directions. It is characterized in that the phase of the teeth of the gear can be changed.

Since the present invention is configured as described above,
When the rotational speed of the crankshaft of the internal combustion engine is below a predetermined rotational speed, the forced torsional frequency of the driven gear matches the natural torsional frequency determined by the spring constant of the buffer member and the moment of inertia of the rotating body, or Even if approached, due to the non-operation of the buffer member,
Resonance of the inertia torque elimination mechanism can be prevented, and when the rotational speed of the crankshaft is higher than a predetermined rotational speed, the rotating body is rotated to follow fluctuations in the rotational speed of the crankshaft to eliminate inertia torque. In addition, the buffer member can absorb torque fluctuations of the internal combustion engine.

Further, in the present invention, the driven gear and the driven auxiliary gear are biased in mutually opposite directions around the driven shaft, and the phase of the teeth of the driven gear and the driven auxiliary gear can be displaced. Collision between the drive gear and the driven gear and the auxiliary driven gear is eliminated, and even if the crankshaft has uneven rotation, it is possible to prevent the drive gear, the driven gear, and the auxiliary driven gear from colliding with each other.

Embodiment An embodiment of the present invention illustrated in FIGS. 3 to 6 will be described below.

Reference numeral 1 denotes a horizontally opposed vertically mounted engine mounted on a motorcycle, and a flywheel 3, a transmission gear 4, and a generator gear 5 are integrally fitted onto a crankshaft 2 of the engine 1.

Further, the transmission gear 4 is connected to a gear 7 on the transmission side via a chain 6, and the generator gear 5 is connected to generator drive gears 10 and 11 disposed on the rotor shaft 9 of the generator rotor 8. is engaged with.

Therefore, the opposing surfaces 10a of the gears 10 and 11,
11a, three pin holes 10b, 11b are formed at equal intervals in the circumferential direction, and
The pin holes 10 are provided on the opposite surfaces 10c and 11c.
three recesses 10d located between the
11d is formed, and each recessed portion 10d, 11
A total of 12 rubber cushioning materials 12, two of which are fitted in each of the holes d, are fitted.

Further, an engaging member 13 that also serves as a pressure plate is integrally fitted to the rotor shaft 9.
The locking piece 13a is perpendicular to this and extends in the radial direction.
The locking piece 13a is inserted between the rubber cushioning materials 12 in each recess 10d of the gear 10, and the rotational torque applied to the gear 10 is transmitted through the rubber cushioning materials 12 and the pressure. The signal is transmitted to the rotor shaft 9 via the plate 13.

Furthermore, a stopper disk 14 is spline-fitted to the rotor shaft 9 between the gears 10 and 11, and a stopper pin 15, which is integrally fitted to the stopper disk 14, is connected to the pin hole 10b of the gears 10 and 11.
11b.

Furthermore, a pressure plate 1 is attached to the rotor shaft 9.
6 is spline-fitted, and a locking piece 16a protruding perpendicularly and radially from the pressure plate 16 is inserted between the rubber cushioning materials 12 in each recess 11d of the gear 11, and The rotational torque applied to rotor 11 is transmitted to rotor shaft 9 via rubber cushioning material 12 and pressure plate 16.

Therefore, the teeth of the gears 10 and 11 are arranged such that there is a very slight relative angle difference between the teeth of the gears 10 and 11.
0 and 11 are fitted to the rotor shaft 9, and both gears 10 and 11 are meshed with the generator gear 5 so that there is no backlash.

Note that 17 is a circlip that prevents the pressure plate 16 from moving outward.

Further, an inclined plate 18 and an engaging member 19 are spline-fitted to the rotor shaft 9 located outside the pressure plate 16, and a spherical weight 20 is interposed between the inclined plate 18 and the engaging member 19. ing.

Further, a circlip 21 is fitted onto the rotor shaft 9 at an outside of the engaging member 19.
A disc spring 22 is interposed between the circlip 9 and the circlip 21.

Since the embodiment shown in FIGS. 3 to 6 is configured as described above, when the engine 1 is stopped or rotating at a low speed, the spherical weight 20
is located near the center of the rotor shaft 9, and as shown in FIG. Engagement member 14 and gear 11
and the engagement member 19 are frictionally engaged, and the gear 1
0 and 11 is directly transmitted to the rotor shaft 9 via the engaging members 13 and 17 without passing through the rubber cushioning material 12.

Therefore, the forced torsional vibration frequency of the crankshaft 2 when the engine rotates at low speed is equal to the composite spring constant of the rotor shaft 9 and the rubber cushioning material 12 and the generator rotor 8.
Even if the torsional natural frequency is determined by the moment of inertia of , the resonance of the generator rotor 8 and the rotor shaft 9 can be prevented by the non-operation of the rubber cushioning material 12 .

Further, when the engine 1 exceeds a predetermined rotational speed and enters a high-speed rotation state, the centrifugal force causes the spherical weight 20 to move in the radial direction along the slope 18a, causing the disc spring 22 to move. deforms elastically,
The sliding surface 19a of the engagement member 19 is separated from the side surface of the gear 11, and the gears 10, 11 and the engagement members 13, 19 are not frictionally engaged. Therefore, the rubber cushioning material 12 works effectively, and the impact force applied from the generator gear 5 to the generator drive gears 10, 11 is absorbed by the rubber cushioning material 12, and the 1
The generation of large stress and noise at 1 is obviated.

Further, in a high-speed rotation state, when the speed change of the engine 1 is large, that is, the rotational angular acceleration is large, the gear 10,
11 and the locking pieces 13a, 16a, in other words, as the amount of elastic deformation of the rubber cushioning material 12 increases, the transmission torque of the rubber cushioning material 12 increases significantly, and the rotational speed of the gears 10, 11 increases. The rotor shaft 9 is driven by immediately following the change without time delay, and the rotor 8 can effectively act as an inertial torque canceling inertial body. Therefore, even in such a state, effective torque absorption can be achieved.

Effects of the Invention As described above, in the present invention, when the rotational speed of the crankshaft of the internal combustion engine is below a predetermined rotational speed, the torsional natural frequency determined by the spring constant of the buffer member and the moment of inertia of the rotating body is Even if the forced torsional vibration frequencies of the driven gears match or approach each other, the inactivation of the buffer member can prevent resonance of the inertial torque canceling mechanism, and the rotational speed of the crankshaft is greater than or equal to a predetermined rotational speed. In this state, the rotating body can be rotated to follow fluctuations in the rotational speed of the crankshaft to eliminate inertial torque, and torque fluctuations of the internal combustion engine can be absorbed by the buffer member.

Furthermore, in the present invention, since the collision between the drive gear and the driven gear and the driven auxiliary gear is eliminated, even if there is uneven rotation of the crankshaft, the drive gear, the driven gear, and the driven auxiliary gear can be prevented from colliding with each other. This makes it possible to prevent gear rattling noise from occurring.

[Brief explanation of the drawing]

FIG. 1 is a vertical sectional side view of a conventional anti-torque balancer, FIG. 2 is a view taken along the - arrow in FIG. 1, FIG. 3 is a plan view illustrating an embodiment of the anti-torque balancer according to the present invention, The figure is an exploded perspective view of essential parts of the same embodiment, Figures 5 and 6 are longitudinal cross-sectional side views of the embodiment during low-speed rotation and high-speed rotation, and Figure 7 is the spring characteristics of the damper coil spring and rubber cushioning material. It is a diagram. 1... Horizontally opposed vertical engine, 2... Crankshaft, 3... Flywheel, 4... Transmission gear, 5... Generator gear, 6... Chain, 7...
... Gear, 8 ... Generator rotor, 9 ... Rotor shaft,
DESCRIPTION OF SYMBOLS 10, 11... Gear for driving a generator, 12... Rubber cushioning material, 13... Engaging member, 14... Stopper disk, 15... Stopper pin, 16... Pressure plate, 17... Circlip , 18...
... inclined plate, 19 ... engaging member, 20 ... spherical weight, 21 ... circlip, 22 ... disc spring.

Claims (1)

[Scope of utility model claims] It is equipped with a rotating body with a large moment of inertia that rotates in the opposite direction by meshing with the drive gear that rotates integrally with the crankshaft of the internal combustion engine, and is equipped with an inertia torque elimination mechanism that eliminates inertia torque due to fluctuations in the rotational speed of the internal combustion engine. In the power transmission device, a driven gear that meshes with the driving gear and a driven auxiliary gear that has the same number of teeth as the driven gear and meshes with the driving gear are connected to a driven gear that rotates integrally with the inertial rotating body. A clutch mechanism is provided on each shaft with a buffer member interposed therebetween, and a clutch mechanism is provided to directly transmit power between the driving gear and the driven shaft at a rotational speed below a predetermined speed, and the driven gear and the auxiliary driven gear are connected to the driven shaft. 1. A power transmission device with an inertial torque canceling mechanism, characterized in that the gears are biased in mutually opposite directions at the center, and the phase of the teeth of the driven gear and the teeth of the driven auxiliary gear can be displaced.