JPS6319440A - Damper fly wheel device - Google Patents

Abstract

PURPOSE:To sufficiently reduce both idling noise and travelling noise by determining hysteresis torque for reducing the idling noise to add viscous attenuation to this hysteresis torque for reducing abnormal sound in traveling. CONSTITUTION:A spring mechanism 12, a torque limiting mechanism 9 and a hysteresis mechanism 7 are interposed between an engine side fly wheel 1 and a transmission side fly wheel 3. And to add viscous attenuation for reducing abnormal sound in traveling, the spring mechanism 12 is equipped with an attenuating body 5 provided integrally with a viscous attenuation generating mechanism 13.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to a high damping type damper flywheel device that is optimal for absorbing engine torque fluctuations.

(Prior Art) For example, in an automobile engine, in order to absorb torque fluctuations, a bumper flywheel device, which is a torque fluctuation absorbing device, is used in a power transmission device. A conventional damper flywheel device is shown in FIG. That is, a is an engine-side flywheel connected to the engine crankshaft, and b is a transmission-side flywheel. C is a spring mechanism interposed between these flywheels a and bO, which consists of a coil spring d and a spring sea (e) which is provided at both ends of the coil spring d and can be deformed with a stronger spring constant than the spring d. , e. This spring mechanism C is disposed in each of a predetermined number of β portions or notches arranged radially on a predetermined circumference of each flat plate portion of the engine side flywheel a and the transmission side flywheel b. Furthermore, each of the above flywheels a.

A hysteresis mechanism and a torque limit mechanism (not shown) are provided between b.

Therefore, the rotation of the drive shaft is controlled by the engine side flywheel a.
The torque is transmitted to the transmission side flywheel (b) via the coil spring d, which is the empty spring mechanism C, the torque limit 414, and the hysteresis mechanism.

The coil spring d is pressed and elastically deformed by the relative rotation of the respective flywheels a and b. To explain further, FIG. 4 shows the elasticity of the screw j). Between θl and 01' in the figure, the friction material constituting the hysteresis mechanism provided between each of the flywheels a and b generates hysteresis (imaging damping). Here, H represents the hysteresis torque of the friction material. When the relative angle θ of each flywheel a and b reaches a certain angle θl or θ11, the coil spring d becomes effective and the slope becomes steep. In this case and also in θ>θl and θ<θ1', the hysteresis torque is the same H, and has almost the same effect as a clutch or the like. When the predetermined helix angle is reached,
In the above-mentioned torque limit mechanism, relative slippage occurs between the hub plate f and the transmission side flywheel b, and the transmission of torque exceeding the frictional force (limit torque) is cut off.

Therefore, in the conventional damper flywheel of this type, the hysteresis torque H is always the same, so it is also called a one-stage hysteresis type.

By the way, in order to effectively reduce vibration noise during idling, the hysteresis torque is relatively small for the relative rotational displacement of each flywheel a and b. Reduction requires larger hysteresis torque. However, with such an 11-stage hysteresis device, it is impossible to reliably and sufficiently reduce both of them. That is, since the width of the hysteresis torque is always constant, if it is set to produce a good effect on either one, the noise reduction effect of the other will be poor. For example, it is recommended to set a large hysteresis torque to generate abnormal noise during driving, but if this is done, the hysteresis torque for idling noise will be too large and the noise reduction effect will be poor.

(Problems to be Solved by the Invention) The present invention prevents the deterioration of the noise reduction effect due to the constant hysteresis torque as described above. For example, by determining a predetermined hysteresis torque for reducing idling noise, The present invention aims to provide a damper flywheel device that adds viscous damping to the hysteresis torque for reduction and is effective in both idling and running conditions.

[Structure of the Invention] A transmission flywheel is coaxially connected to a transmission flywheel and supported for relative rotation, and a spring mechanism, a torque limit mechanism, and a hysteresis mechanism are provided between the engine flywheel and the transmission flywheel. in which the rotation of the drive shaft is transmitted from the engine-side flywheel to the transmission-side flywheel via a spring mechanism, a torque limit mechanism, and a hysteresis mechanism, wherein a viscous damping generation mechanism is integrated into the spring mechanism. This is a damper flywheel device characterized by comprising a damping body.

(Function) According to such a configuration, a hysteresis torque can be determined to reduce idling noise, and the hysteresis torque and viscous damping can be used to reduce abnormal noise during driving, thereby reducing idling noise and reducing abnormal noise during driving. It is possible to satisfy both the reduction and

(Example) Hereinafter, one embodiment of the present invention will be described based on the drawings.

As shown in FIG. 1, reference numeral 1 denotes an engine-side flywheel fitted onto an engine crankshaft 2 serving as a drive shaft. A transmission 46 and flywheel 3 are disposed parallel to and coaxially with this engine-side flywheel 1 so as to be rotatable relative to the flywheel 1. The engine-side flywheel 3 is rotatably supported by the engine-side flywheel 1 via a bearing 4. Reference numeral 5 denotes a damping body, which will be described later, which is interposed between these flywheels 1 and 3. A friction plate 6 is fitted into the engine-side flywheel 1, and a first friction material 7 constituting a hysteresis mechanism is disposed between this side surface and the inner part 93a of the transmission-side flywheel 3. intervenes. The cone spring 8 provided on the flywheel 1 presses and urges the friction plate 6 to come into close contact with the first friction material 7. A second friction material 9 and a hub plate 10, which constitute a torque limit mechanism, are fitted into the other side surface of the inner flange 3a. The second friction material 9 and the hub plate 10 are pressed and biased by a cone spring 11 so as to come into close contact with the inner flange 3a.

Next, the damping body 5 will be explained. This is ti second
As shown in the figure, a spring mechanism 12 and a viscous damping generating mechanism 13
It is a combination of To explain, a cylindrical airtight container 1
4 is filled with a viscous liquid 15 having high viscous resistance, such as silicone oil, and a pair of spring seats 16, 16 and these spring seats 16.1.
A coil spring 17 is housed between the coil springs 6 and 6. The coil spring 17 may have a spring constant that provides the same hysteresis as the conventional coil spring. The outer diameter of the spring seats 16, 16 is very close to the inner diameter of the closed container 14, and a plurality of small holes 18 for conducting the viscous liquid 15 are formed therein.

Furthermore, shafts 19, 19 projecting to the outside are provided approximately at the center of the spring seat 16.16, and receiver seats 20.20 are integrally provided at the ends of these shafts 19.19. The mounting positions of the seats 20 and 20 are exactly the same as in conventional spring mechanisms, and are arranged radially on the predetermined circumferences of the flat plate parts of the engine side flywheel 1 and the transmission side flywheel 3. A predetermined number of windows or cutouts are provided.

Thus, the rotation of the drive shaft 2 is controlled by the transmission from the engine side flywheel 1 through the damping body 5, the first friction plate 7 which is a hysteresis mechanism, and the second friction plate 9 which is a torque limit mechanism. /1 side flywheel 3
to absorb torque fluctuations. During idling, the thread angle θ is within the range θs' (θl, θl
By setting ', idling noise can be effectively reduced when the hysteresis torque is relatively small.

If θ1 and θl' are set above, the main operating range of θ during driving will be θ≧01, θ≦01′, and when θ≧θl and θ≦θl′, the engine non-torque will change from the engine side flywheel 1 to the damping body. 5 → hub plate lθ
→It is transmitted to the transmission side flywheel 3.

That is, when θ≧θl and θ≦01′, the seat 20 of the damping body 5 is pressed 6, so the spring reaction force due to the elastic deformation of the coil spring 17 and the viscosity of the bridge are proportional to the relative speed of 20.20 degrees. generates attenuation. Therefore, due to this viscous damping and the hysteresis torque acting from the time of actling, abnormal noise during running is efficiently reduced.

At the same time, it is possible to suppress torsional resonance in the drive system, which is newly generated due to the splitting of the flywheel into two parts, by making the viscous damping of the viscous damping generating mechanism 13 sufficiently large.

[Effects of the Invention] As explained below, according to the present invention, a predetermined hysteresis torque is determined for reducing idling noise, and viscous damping acts in addition to the hysteresis torque to reduce abnormal noise during driving. We can also provide a complete damper flywheel device that satisfies you.

[Brief explanation of the drawing]

1 and 2 show an embodiment of the present invention, FIG. 1 is a schematic vertical sectional view of a damper flywheel device, FIG. 2 is a vertical sectional view of a damping body, and FIGS. 3 and 4 The figures show a conventional example of the present invention, FIG. 3 is a partially cutaway front view of the damper flywheel device to reveal its internal structure, and FIG. 4 is a torque transmission characteristic diagram thereof. 2... Drive shaft, 1... Engine side flywheel,
3... Transmission side flywheel, 12...
... Spring mechanism, 9... Torque limit mechanism (second friction material), 7... Hysteresis mechanism (first friction material),
13... Viscous damping generation mechanism, 5... Damping body. Applicant's Representative Patent Attorney Takeshi Suzue Mantle Figure 1 Figure 2

Claims (1)

[Claims] An inertial body is composed of an engine-side flywheel connected to the drive shaft and a transmission-side flywheel connected coaxially with the engine-side flywheel and supported for relative rotation. A spring mechanism, a torque limit mechanism, and a hysteresis mechanism are interposed between the flywheel and the rotation of the drive shaft is transmitted from the engine side flywheel to the transmission side flywheel via the spring mechanism, torque limit mechanism, and hysteresis mechanism. A damper flywheel device comprising a damping body formed by integrally providing a viscous damping generating mechanism with the spring mechanism.