JPS6388322A - Torque fluctuation absorbing device - Google Patents

Abstract

PURPOSE:To prevent any rattling noise in a differential gear and staggering motion of a vehicle, by setting a hysteresis mechanism in parallel with a damper mechanism, and setting two torque limiting mechanisms whose transmission torque capacity are different with each other, in series with the damper mechanism as they can be relatively moved for a preset angle along the circumferential direction. CONSTITUTION:A spring 11 is held between the first driven disc 5 and the first driven disc sub 6, and is furthermore held between the second driven disc 7 and the second driven disc sub 8, through low friction members 9. Moreover, both sides of this is held between a driven plate 12 and a flywheel 2, through high friction coefficient members 10. Then, a bent fitting part 6a of the first driven disc sub 6 is fitted in a groove part 5a of the first driven disc 5, for making the axial relative movement possible, and making the relative movement along the circumferential direction impossible. Accordingly, an idle part is set at a high torque position, for getting a wide torsional angle, and preventing any rattling noise in a differential gear and staggering motion of a vehicle, generated by operation of an accelerator.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a torque fluctuation absorbing device for smoothly transmitting rotational torque from a drive shaft to a wave shaft, and is used in, for example, automobiles.

(Prior Art) A conventional torque fluctuation absorbing device (of a type in which a hysteresis mechanism, a damper mechanism, and a torque limiting mechanism are provided between two inertia bodies made of divided and concentrically arranged rotating members)
Japanese Patent Publication No. 59-89850. Utility model application filed 1982-108
289, etc.), as shown in FIG. 5, a damper mechanism with play or low rigidity is provided at the single-stage opening in order to obtain a wide torsion angle.

(Problems to be Solved by the Invention) In the above configuration, there are drawbacks such as a differential rattling sound and a jerking of the vehicle due to ON-OFF & operation of the accelerator when the torque is around OKgm.

An object of the present invention is to solve the above problems and provide a novel torque fluctuation absorbing device.

(Means for Solving the Problems) The torque fluctuation absorbing device of the present invention has damper mechanisms and hysteresis mechanisms arranged in four rows in the above torque fluctuation absorbing device, and has two torque limits with different transmission torque capacities. The damper mechanisms are arranged in series so that the mechanisms can be relatively moved by a predetermined angle in the circumferential direction. Preferably, the torque transmission capacity of one of the two torque limiting mechanisms is set larger than the maximum torque of the natural engine.

The other torque transmission 82 is set to be smaller than the maximum support torque of the damper mechanism.

(Example 1) Embodiments of the present invention will be described based on the drawings.

FIG. 1 is a partially cutaway front view of an embodiment of the present invention.

FIG. 2 shows a cross-sectional view taken along the line ■-■ in FIG. 1. In the same figure,
The drive-side inertia body 1 has a fixed drive shaft 20 , and the wave-side inertia body 2 is connected to the drive-side inertia body 1 via a torque limiting mechanism 21 and a damper mechanism 3 . Wave side inertia body 2
is supported by the drive side inertia body 1 by an inertia body support device 22. Reference numeral 4 denotes a hysteresis mechanism, which has a configuration in which a friction member having a friction plate is pressed against the drive-side inertial body 1 by a spring.

FIG. 3 is an enlarged sectional view of the torque limiting mechanism 21. The torque limiting mechanism 21 consists of two pairs of friction members having different transmission torque capacities, and are arranged so that they can be twisted at a fixed angle with respect to each other.

In FIGS. 1 and 3, the spring 11 is sandwiched between the first driven disc 5 and the first driven disc sub 6,
Both sides thereof are sandwiched between a second driven disk 7 and a second driven disk sub 8 with a friction material 9 having a low friction coefficient (low μ friction material) interposed therebetween. Furthermore, a friction material with a high friction coefficient (high μ
It is sandwiched between a driven plate 12 and a flywheel 2, which is an inertial body on the wave side, with a friction material 10 interposed therebetween.

1st driven disk 5 and 1st driven disk sub 6
The curved fitting part 6a of the first driven disc sub 6 is fitted into the groove part 5a of the first driven disc 5, and becomes an integral part, and cannot move in the circumferential direction relative to 1.D, but in the axial direction. It is possible to move.

2nd driven disc 7 and 2nd driven disc sub 8
Similarly, the stopper 13 of the second driven disc sub 8 is fitted into the groove 7a of the first driven disc 5, and becomes an integral unit, so that it is relatively immovable in the circumferential direction, but cannot be moved in the axial direction. It is Noh.

(Operation of Embodiment 1) Power from a natural engine (not shown) is transmitted to the drive-side inertial body 1 via the drive shaft 20 and is manually applied to the damper mechanism 3. The human torque from the damper mechanism 3 passes through the first driven disc 5 and the first driven disc sub 6 and is transmitted to the second driven disc 7 and the second driven disc sub 8 via the respective low μ friction materials 9. . As long as the input torque from the damper mechanism 3 does not exceed the torque capacity of the low-μ friction material 9, the former set 5, 6 will not move, or if this exceeds this, the front silk 5, 6 will move, the latter set 7, 8 and moves along with the twisting caused by the damper mechanism 3. During this time, the former pair 5, 6 comes into contact with the stopper 13. Torque is then transmitted from the former set 5.6 to the latter set 7, 8 via this stopper 13. High μ friction material 1 from the latter set 7 and 8
Torque is transmitted to the flywheel 2, which is an inertial body on the wave side, and the driven plate 12, which is integrated with the flywheel 2, through the 0.

This is the same as a conventional torque limiting mechanism.

The relative torsion of the former set 5, 6 and the latter set 7, 8 is the fourth
As shown in the figure, the setting is made so that the damper mechanism's torque occurs midway between the stroke and knob torque.

(Effects of the Example) By arranging two torque limiting mechanisms with different torque transmission capacities in series with the damper mechanism and causing relative torsion by causing slippage between the two torque limiting mechanisms, a wide torsion angle can be achieved. The play section for obtaining the torque is moved to the high torque position. As a result, during resonance, the torsion angle becomes wide as shown by the solid line in FIG. 4, lowering the resonance point, and at the same time, it is possible to suppress the effects of differential rattling and vehicle jerking during idling and driving. Furthermore, the hysteresis torque can be set to an optimum value without being affected by resonance.

(Example 2) Another embodiment is shown in FIGS. 6 and 7.

FIG. 7 is a partially cutaway front view of one embodiment.

FIG. 6 shows an enlarged sectional view of the torque limiting mechanism.

In FIG. 7, play A is provided, but this play may be omitted.

In the same figure, the bent fitting portion GOa of the driven disk sub No. 1f30 fits into the groove portion 50a of the driven disk No. 150, and the two operate as one.

Driven disk sub No. 2 that constitutes the stopper 130
The bent portion 80 fits into the groove 70a of the driven disk No. 270 from the lower side. Both operate as one.

The action and effect are as described in Example 1.

(Embodiment 3) In FIG. 8, a spring 11 is interposed between a wave-side inertial body (flywheel) 2 and a flywheel plate 17, and a driven body integral with the flywheel 2 is inserted through the flywheel plate 17. A friction member is pressed against the plate 12. With this configuration, the first driven disc sub 6.80, which was paired with the first driven disc 5.50 in the first and second embodiments, can be omitted, and the torque can be applied to the second driven disc 7, which is the other pair. The power is transmitted from the second driven disc sub 8 to the driven side via the high μ friction material 10 and the flywheel plate 17 and driven plate 12 that are frictionally engaged with the high μ friction material 10.

(Embodiment 4) FIGS. 9 and 10 show an example in which two torque limiting mechanisms (limiters) are provided separately. In the case of this embodiment, there is a low torque capacity limiter on the outer circumferential side +8. A conventional limiter 19 is provided on the inner circumferential side.

Note that the one-car limiter may be installed at either the inner or outer circumferential speed.

The low torque capacity limiter 18 has a spring 16 interposed between the drive plates 14, so that the drive plates 14 are pressed against the friction material 15. The friction material 15 frictionally engages both sides of the drive-side inertial body 1 .

(Operation of Embodiment 4) Power from an internal engine (not shown) is transmitted to the drive-side inertia body 1 that is integral with the drive shaft 20, and this transmitted torque is transmitted to the drive-side inertia body 1 arranged on both sides of the drive-side inertia body 1. It is transmitted to the drive plate 14 via friction +415. The torque transmitted to the drive plate 14 is transmitted to the damper mechanism 3, but if this transmitted torque exceeds the torque capacity of the friction material 15, the drive side inertia body 1 will slip with respect to the drive plate 14. , the stopper 13 of the drive-side inertial body 1 contacts the drive plate [4. Thereafter, the transmitted torque is transmitted to the wave-side inertial body 2 via the damper mechanism 3° limiter 19.

(Effects of Example 4) This example provides the same effects as described in Example 1, and since the surface areas of the friction materials arranged on the inner and outer peripheries are different, the types of friction materials can be changed in order to obtain different torque capacities. It also has the advantage that it is no longer necessary.

(Effects of the Invention) As described above, the present invention obtains a wide torsion angle by setting the play portion at a high torque position, and also eliminates the differential rattling sound and vehicle jerking that occur when the accelerator is turned on and off near zero torque. be able to.

[Brief explanation of the drawing]

Fig. 1 is a partially cutaway front view of Embodiment 1 of the present invention, Fig. 2 is a cross-sectional view taken along line ■-■ in Fig. 1, Fig. 3 is an enlarged sectional view of the torque limiting mechanism, and Fig. 4 is a partially cutaway front view of Embodiment 1 of the present invention. The diagram is. FIG. 5 is a torsion characteristic diagram showing the conventional example, FIG. 6 is an enlarged sectional view of the torque limiting mechanism of the second embodiment, and FIG. 7 is a partially cutaway diagram of the second embodiment. 8 is an enlarged sectional view of the torque limiting mechanism of Example 3,
FIG. 9 is a sectional view taken along line IV--IV in FIG. 10, and FIG. 10 is a partially cutaway front view of the fourth embodiment. 1... Drive side inertia body, 2... Driven side inertia body. 3... Damper mechanism, 4... Hysteresis mechanism. 21...Torque limiting mechanism.

Claims (2)

[Claims] (1) In a torque fluctuation absorbing device in which a hysteresis mechanism, a damper mechanism, and a torque limiting mechanism are provided between two inertia bodies consisting of divided and concentric rotating members, the damper mechanism and the hysteresis mechanism are arranged in parallel. . A torque fluctuation absorbing device, wherein the torque limiting mechanism is configured such that two torque limiting mechanisms having different transmission torque capacities are movable relative to each other by a predetermined angle in the circumferential direction and are arranged in series with the damper mechanism. (2) A claim in which the torque transmission capacity of one of the two torque limiting mechanisms is set larger than the maximum torque of the internal engine, and the torque transmission capacity of the other is set smaller than the maximum support torque of the damper mechanism. The torque fluctuation absorbing device according to item 1.