KR20020044218A - Twist vibration damping apparatus for transmission input shaft damper for vehicles - Google Patents

Abstract

PURPOSE: A device for reducing the torsional vibration of an engine is provided to reduce the vibration of an engine and a transmission by inserting a torsion damper made from rubber and using an additional mass to an input shaft of a transmission. CONSTITUTION: An input shaft(12) of a transmission is inserted to the center of a clutch. Between a clutch case(15) and a transmission housing, a specific space is formed. A dynamic damper(16) composed of an additional mass(17) and rubber(18) is inserted to the input shaft placed in the space. The rubber portion of the damper is installed in the input shaft by interference fit. Both ends of the rubber are fixed on the input shaft by using a band(19). The damper is tuned corresponding to the resonance frequency of the input shaft. Therefore, the torsional vibration damping performance is maximized.

Description

Torsional Vibration Reduction Device for Engine Using Transmission Input Shaft Damper {TWIST VIBRATION DAMPING APPARATUS FOR TRANSMISSION INPUT SHAFT DAMPER FOR VEHICLES}

The present invention relates to a device for improving torsional vibration of a vehicle driving unit, and a transmission for inserting a torsion damper using additional mass and rubber into a transmission input shaft positioned between a clutch case and a transmission to reduce vibration of the engine and the transmission. It relates to a torsional vibration reduction device of an engine using an input shaft damper.

As shown in FIG. 1, the vehicle transmission assembly has a flywheel 13 connected to the crankshaft 11 of the engine, and one side of the vehicle is opposed to one surface of the flywheel, and the other side thereof is connected to the input shaft 12 of the transmission. And a drive plate (not shown) which is bolted to the disc 14 and the flywheel to lock / unlock the clutch disc and the flywheel. Reference numeral 15 is a clutch case.

The flywheel is composed of a primary mass connected to the crankshaft of the engine and a secondary mass connected to the input shaft gear of the transmission to attenuate torsional vibration generated in the vehicle driving unit by rotating about the opposite side to a limited range.

When the engine produces a relatively high average level of torque and the transmission gear is selected so that the vehicle is driven by the engine, the flywheel mass will approach the limit of relative rotation.

Since the engine produces an irregular torque output that changes above and below the average level, these vibrations cause the flywheel mass to rattle against the stationary structure that limits relative rotation.

In order to solve this problem, the vibration damping device needs to have a relatively high level of damping effect in the driving state. Since the inertia of the vehicle will drive the engine, i.e. the engine is overrun and the relative rotation of the flywheel mass is directed in the opposite overrun run direction, so the vibration damping device needs to be operated in both directions of relative rotation.

As described above, a general flywheel structure that attenuates the torsional vibration of the vehicle drive unit divides the flywheel mass into two of the primary mass and the secondary mass so that the secondary mass acts as a dynamic damper to reduce vibration of the drive system. to be.

In this conventional vibration damping flywheel, the primary mass is fixed to the crankshaft and the secondary mass and the input shaft of the transmission are interrupted via the clutch.

As shown in FIG. 3A, as shown in FIG. 3A, the primary mass 110 and the secondary mass (but not shown) are installed to face each other so as to rotate relative to the primary mass (arc coil spring 130). When the clutch is squeezed onto the secondary mass and the secondary mass rotates, the drive plate riveted to the secondary mass pushes the arc coil spring attached to the primary mass. Note is a structure.

As another conventional embodiment, as shown in FIG. 3B, a spring is radially disposed so that tension is generated in the spring by rotation of the drive plate, and as shown in FIG. 3C, both straight springs are arranged in series. There is almost no difference in the structure of the beak arranged in each of the five or the fundamental structure and the conventional embodiment described above, the arrangement of the spring and the structure of the drive plate accordingly only slightly different.

As described above, conventionally, all the torsional vibrations of the vehicle drive unit are fully handled by the flywheel.

However, there are limitations in attenuating torsional vibrations of various characteristics generated in the drive system with only the flywheel.

The present invention is to solve the problems as described above, and to improve the torsional vibration of the vehicle drive unit by additionally equipped with a vibration damping means on the transmission input shaft in addition to the flywheel.

A flywheel connected to the crankshaft of the engine to achieve the above object; A clutch disk installed on one side of the flywheel to control the driving force of the engine to the transmission side; A clutch case surrounding the clutch disc; In a transmission assembly of a vehicle comprising a transmission input shaft inserted into the center of the clutch, a dynamic damper is inserted into the transmission input shaft between the clutch case and the transmission, and the torsional vibration reduction device of the engine using the transmission input shaft damper is provided. to provide.

1 is a cross-sectional view of a conventional transmission input shaft portion.

2 is a cross-sectional view of a transmission input shaft portion according to the present invention.

3A, 3B, and 3C are schematic views according to conventional embodiments.

<Description of the symbols for the main parts of the drawings>

11: crankshaft 12: transmission input shaft

13: flywheel 14: clutch disc

15: clutch case 16: dynamic damper

17: additional mass 18: rubber

19: band

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. 2 is a cross-sectional view of a transmission input shaft portion according to the present invention.

As shown in Figure 2, the transmission assembly of the present invention is largely composed of a crankshaft, a flywheel, a clutch disk, a clutch case, a transmission input shaft.

A flywheel consisting of a primary mass and a secondary mass is connected to the crankshaft of the engine, where the primary mass is connected to the end of the crankshaft, and the secondary mass is connected to the input shaft of the transmission.

One side of the flywheel is provided with a clutch that is connected to and shorted with the flywheel while freely moving back and forth on the transmission input shaft, and a clutch case is installed outside the clutch.

As described above, a transmission input shaft is inserted into the center of the clutch. A constant space is formed between the clutch case and the transmission housing. As shown in FIG. 2, a dynamic damper made of an additional mass and rubber is inserted into the transmission input shaft located in the space.

In other words, the rubber part of the dynamic damper is fitted to the input shaft of the transmission by interference fit, and both ends of the rubber are fixed to the input shaft by mounting bands, and the inner surface of the additional mass is wrapped with rubber to improve the internal oral degree. The dynamic damper maximizes the ability of the torsional vibration dampening by tuning to the resonant frequency of the transmission input shaft.

Referring to the operation of the present invention configured as described above are as follows.

Torque vibrations are transmitted to the flywheel through the crankshaft of the engine when the torque fluctuations of the engine occur. Torsional vibration transmitted to the flywheel is transmitted to the transmission input shaft by the intermittent action of the clutch, and the transmitted torsional vibration is attenuated again by the dynamic damper at the transmission input shaft.

According to the present invention, the dynamic damper can be tuned according to the characteristics and conditions of the engine to effectively attenuate the torsional vibration of the engine in the transmission assembly.

According to the present invention as described above, a dynamic damper made of additional mass and rubber is inserted into a transmission input shaft located between the clutch case and the transmission to optimally dampen transmission of vibration generated in the engine to the transmission.

Claims (3)

A flywheel connected to the crankshaft of the engine; A clutch disk installed on one side of the flywheel to control the driving force of the engine to the transmission side; A clutch case surrounding the clutch disc; In the transmission assembly of the vehicle consisting of a transmission input shaft inserted into the center of the clutch, Torsional vibration reduction device of the engine using a transmission input shaft damper, characterized in that the dynamic damper is inserted into the transmission input shaft between the clutch case and the transmission. The method of claim 1, The dynamic damper is torsional vibration reduction device of the engine using a transmission input shaft damper, characterized in that made of additional mass and rubber. The method of claim 2, The rubber is forcibly fitted to the transmission input shaft to be fixed by a band, and the additional mass is coupled along the outer circumference of the rubber, and the torsional vibration reduction device of the engine using the input shaft damper, characterized in that the outer surface of the additional mass is wrapped in rubber.