KR20050083472A - Torsional vibration damper of vehicle - Google Patents

Abstract

The present invention relates to a torsional vibration damper of a vehicle in which the stiffness and damping values of the double mass flywheel are varied according to the rotation angle and rotation speed when a relative rotation occurs between the primary mass and the secondary mass constituting the dual mass flywheel. A primary mass forming an annular chamber; A secondary mass coupled to the primary mass so as to be relatively rotatable within a range set with respect to the primary mass; A damping unit including a plurality of springs, friction members, and end guides having different operating radii, and disposed in the annular chamber; A drive plate fixedly coupled to the secondary mass and compressing the damping unit; It is mounted on one side of the primary mass body to offset the play of the axial width of the annular chamber and the axial width movement of the end guide and the friction member in accordance with the transmission of external force to ensure the smooth movement of the end guide and the friction member It comprises a vibration damping unit.

Description

Torsional Vibration Damper for Vehicles {TORSIONAL VIBRATION DAMPER OF VEHICLE}

The present invention relates to a torsional vibration damper disposed between an engine of a vehicle and a transmission.

Typically, a flywheel is generally used to reduce the torsional vibration generated during the transmission of power between the engine output shaft and the transmission input shaft of the vehicle.

The flywheel may also be configured as a dual mass flywheel including a primary mass and a secondary mass coupled to each other so as to be rotatable relative to each other, and a damping unit disposed therebetween.

At this time, the secondary mass of the double mass flywheel is connected to the input shaft of the transmission via the clutch disk.

When the engine generates a relatively high level of torque and the gearshift is selected to drive the vehicle, the primary mass and secondary mass of the double mass flywheel approach the limit of relative rotation.

Then, when the engine generates an irregular torque, a phenomenon in which the mass of the double mass flywheel collides with the stationary structure that limits the relative rotation of the primary mass and the secondary mass.

In order to solve this problem, the double mass flywheel is designed to have a relatively high level of damping effect in the driving state.

In addition, when the engine is driven by the inertia of the vehicle, since the direction of mass relative rotation of the double mass flywheel is opposite to that when the vehicle is driven by the engine, the double mass flywheel should be capable of relative rotation in both directions.

Conventional double mass flywheels include a primary mass and a secondary mass, and generally have a structure to reduce the vibration of the drive system by allowing the secondary mass to function as a dynamic damper.

A damping element (for example a spring) is arranged between the primary mass and the secondary mass.

The primary mass is fixedly coupled to the output shaft (crankshaft) of the engine, and the secondary mass is selectively coupled to the input shaft of the transmission via the clutch.

In the conventionally known double-mass flywheel, a change in the arrangement of the springs mainly arranged between the primary mass and the secondary mass, and the structure of the drive plate accordingly, are mostly changed slightly.

In the conventional double mass flywheel as described above, when relative rotation occurs between the primary mass and the secondary mass, there is a problem in that the magnitude of the operating torque cannot be adjusted according to the rotational speed or the rotational angle. There is a problem that the damping effect according to the operating conditions cannot be obtained.

An object of the present invention is torsional vibration damper of a vehicle in which the stiffness and damping values of the double mass flywheel are varied according to the rotation angle and rotation speed when the relative rotation occurs between the primary mass and the secondary mass constituting the dual mass flywheel. To provide.

In order to achieve the above object, the present invention provides a torsional vibration damper for a vehicle, comprising: a primary mass forming an annular chamber; A secondary mass coupled to the primary mass so as to be relatively rotatable within a range set with respect to the primary mass; A damping unit including a plurality of springs, friction members, and end guides having different operating radii, and disposed in the annular chamber; A drive plate fixedly coupled to the secondary mass and compressing the damping unit; It is mounted on one side of the primary mass body to offset the play of the axial width of the annular chamber and the axial width movement of the end guide and the friction member in accordance with the transmission of external force to ensure the smooth movement of the end guide and the friction member Characterized in that it comprises a vibration damping unit.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. While many specific details, such as the following description and the annexed drawings, are shown to provide a more general understanding of the invention, these specific details are illustrated for the purpose of explanation of the invention and are not meant to limit the invention thereto. And a detailed description of known functions and configurations that may unnecessarily obscure the subject matter of the present invention will be omitted.

1 and 2, the torsional vibration damper 100 according to the preferred embodiment of the present invention is interposed between the engine (not shown) and the transmission (not shown) of the vehicle to transmit power from the engine. Attenuates the torsional vibration generated during the process.

The torsional vibration damper 100 according to the embodiment of the present invention has been described in the case where it is used between the engine and the transmission of the vehicle, but can be used in any power transmission unit.

Hereinafter, a case in which the torsional vibration damper 100 according to the embodiment of the present invention is used between the engine and the transmission of the vehicle will be described.

The primary mass 10 is fixedly coupled to a crankshaft (not shown) of the engine, and the secondary mass 11 is coupled to an input shaft (not shown) of the transmission to perform the function of a dynamic damper.

The hub 14 is joined to the central portion of the primary mass 10 by means of rivets (or bolts) 30.

Then, the secondary mass 11 is rotatably connected to the hub 14 by a bush (or bearing, 16a, 16b), whereby the secondary mass 11 is rotatably coupled to the primary mass 10. .

At this time, by using the first bush (16a) and the second bush (16b) instead of using a single bush, to reduce the deformation of the bush and to distribute the torsion stress applied to the bush to improve durability to work more smoothly do.

Those skilled in the art will readily appreciate that the bush may be divided into three or more.

Primary mass 10 has a circular plate shape, as shown in Figure 1, the end is provided with a vertical extension extending in a direction perpendicular to the radial direction.

The cover 15 is coupled to the vertical extension of the primary mass 10 to a certain distance in the center direction.

Thus, an annular chamber 133 is formed between the primary mass 10 and the cover 15.

The annular chamber 133 is divided into two or more portions by the first protrusion 136 formed on the primary mass 10 and / or the second protrusion 137 formed on the cover 15.

2 illustrates a case where the annular chamber 133 is divided into two parts, but is not limited thereto.

A ring gear 13 is installed on the outer circumference of the primary mass 10, and the ring gear 13 is engaged with a pinion gear (not shown) of a start motor (not shown) to start the engine. Do it.

Although the primary mass 10, the cover 15, and the hub 14 are described as separate components in the above, the cover 15 and the hub 14 coupled to the primary mass 10 may be the primary mass. Of course, it can be considered as part of (10).

The damping unit 200 is disposed in each of two or more portions of the annular chamber 133.

The damping unit 200 includes a plurality of springs 17, 18, 19, and 20 arranged along the circumferential direction of the annular chamber 133 as shown in FIG. 2, and respective springs 17, 18, 19, and 20. Wedge-shaped friction members (24, 25) and concentrated mass type friction members (22, 26) disposed between the) and a pair of end guides (21, 27).

Here, since the friction member directly affects the damping value of the damping unit 200, the friction member may be referred to as a hysteresis member. Hereinafter, the friction member will be referred to as a friction member.

Meanwhile, in designing / manufacturing the torsional vibration damper 100 according to the embodiment of the present invention, the annular chamber 133 is a space in which the end guides 21 and 27 and the friction members 22, 24, 25, and 26 move. The axial width and the axial width of the end guides 21 and 27 and the friction members 22, 24, 25, and 26 have tolerances for assembly and circumferential fluctuations, resulting in play.

While the torsional vibration damper 100 rotates, the end guides 21 and 27 and the friction members 22, 24, 25 and 26 are in close contact with each other in the radial direction by centrifugal force. Movement occurs to thereby exhibit abnormal noise and abnormal damping performance, thereby degrading the performance of the torsional vibration damper 100 as a whole.

Accordingly, the embodiment of the present invention cancels the tolerances generated in the fabrication and assembly of the torsional vibration damper 100, as shown in FIG. 1, so that the end guides 21 and 27 and the friction members 22, 24, 25, It further comprises a vibration damping unit that can ensure the smooth movement of 26).

The vibration damping part is mounted on one side of the primary mass 10 so that the axial width of the annular chamber 13 and the end guides 21, 27 and the friction members 22, 24, 25, 26 of the annular chamber 13 according to the transmission of external force. An annular plate 100-1 and an elastic member 100-2, which offset the tolerances in which axial width movement occurs to secure the movement of the end guides 21 and 27 and the friction members 22, 24, 25 and 26. Consists of including.

The annular plate 100-1 has a width and a radius similar to that of the damping unit 200 and is mounted between the primary mass 10, the end guides 21 and 27, and the friction members 22, 24, 25, and 26. do.

The elastic member 100-2 is mounted between the primary mass 10 and the annular plate 100-1 so that the end guides 21 and 27 and the friction members 22, 24, 25, and 26 generated due to play. It functions to cushion the nod during shaking.

Here, the elastic member (100-2) according to the embodiment of the present invention is composed of a plate-like spring that generates a constant frictional force in the axial direction of the torsional vibration damper 100 by the spring force, rubber plate, or annular plate (100-) Coil spring coupled to one side of 1) can be applied.

Referring to FIG. 1, the primary mass 10 side, the cover 15 side, and the end guide 21 of the annular chamber 133 formed of a space between the primary mass 10 and the cover 15. It can be seen that the clearance due to the tolerance occurs between the 27) and the surface of the friction members (22, 24, 25, 26).

Due to this play, the end guides 21 and 27 and the friction members 22, 24, 25, and 26 are nodged during oscillation, thereby degrading the performance of the abnormal noise and the torsional vibration damper 100. .

In order to improve this state, the annular plate 100-1 and the elastic member 100-2 are installed on the side of the primary mass 10.

The installation sequence is as seen from the engine side, the primary mass 10, the elastic member 100-2, the annular plate 100-1, the end guides 21 and 27, and the friction members 22, 24, 25 and 26. ) And cover 15 in order.

The wedge-shaped friction members 24 and 25 generate a frictional force proportional to the rotational angle, and the concentrated mass frictional members 22 and 26 generate a frictional force proportional to the centrifugal force (ie, rotational speed).

As shown in FIGS. 2, 5, and 6, the wedge-shaped friction members 24 and 25 have a spring receiving portion formed at one side thereof, and a diagonal contact surface formed at the other side thereof.

Since the wedge-shaped friction members 24 and 25 are in contact with each other in an oblique line, when a compressive force is applied, the inner wedge-shaped friction members 24 are moved in the direction of the center of the torsional vibration damper 100 so that the annular chamber 133 The inner outer circumferential surface 131 and the inner outer circumferential surface 132 of the cover 15 are in contact with each other to generate a friction force, the outer wedge-shaped friction member 25 is to the outer outer surface 130 of the annular chamber 133 In contact with each other, frictional forces are generated.

That is, as the relative rotation angle between the primary mass 10 and the secondary mass 11 increases, the more the springs 17, 18, 19, 20 are compressed, the greater the damping effect can be obtained.

At this time, by adjusting the angle of the contact surface of the inner wedge-shaped friction member 24 and the outer wedge-shaped friction member 25 can be generated a desired amount of friction force.

As shown in FIG. 5, in the initial state, the center line of the bottom surface 125 of the spring accommodating part and the springs 17, 18, 19, and 20 is maintained at a predetermined angle 126 instead of at right angles, so that only one of the ends of the springs is maintained. Make contact with the spring receptacle.

This causes the springs 17, 18, 19, 20 to be generated by centrifugal force by generating radial forces on the springs 17, 18, 19, 20 when the springs 17, 18, 19, 20 are compressed during operation. Will prevent the warping of the.

Meanwhile, as illustrated in FIG. 7, one or more vertical grooves 121 and horizontal grooves 122 are formed on the outer circumferential surfaces of the wedge-shaped friction members 24 and 25.

The vertical groove 121 scratches the lubricating oil attached to the outer circumferential surface 130 of the annular chamber 133 so that a lubricating oil film of a predetermined thickness is formed, and the horizontal groove 122 acts as a lubricating oil passage so that the lubricating oil is not broken.

As shown in Figs. 2, 8 and 9, spring receiving portions are formed on both surfaces of the concentrated mass friction members 22 and 26, and concentrated masses 23 and 29 are disposed in the center thereof.

The concentrated masses 23 and 29 can be in the shape of a triangle, and of course, it can be in other shapes such as a circle or a square.

When centrifugal force is applied to the concentrated masses 23 and 29 due to the rotation of the torsional vibration damper 100, as a result, between the outer surface of the concentrated mass friction members 22 and 26 and the outer circumferential surface 130 of the annular chamber 133. The frictional force of increases and the damping effect increases.

Therefore, it is possible to implement a damper having a damping characteristic proportional to the centrifugal force (that is, the rotational speed).

In addition, as illustrated in FIG. 10, the outer peripheral surface of the concentrated mass friction member 22 in contact with the outer peripheral surface 130 of the annular chamber 133 of the primary mass 10 is transverse to at least one longitudinal groove 141. Grooves 142 are formed.

The horizontal groove 142 acts as a lubricating oil passage so that the lubricating oil is not broken, and the vertical groove 141 scrapes the lubricating oil attached to the outer circumferential surface 130 of the annular chamber 133 so that a lubricating oil film having a predetermined thickness is formed.

Meanwhile, as shown in FIG. 2, end guides 21 and 27 are disposed at outer ends of the springs 17 and 20, respectively.

As illustrated in FIGS. 11 and 12, spring receiving portions are formed at one side of the end guides 21 and 27.

13, at least one longitudinal groove 151 and a horizontal groove 152 are formed on the outer circumferential surface of the end guide 21.

The horizontal groove 152 functions as a lubricating oil passage, and the vertical groove 151 scratches the lubricating oil attached to the outer circumferential surface 130 of the annular chamber 133 so that a lubricating oil film having a predetermined thickness is formed.

The end guides 21 and 27 are supported by the first protrusion 136 formed on the primary mass 10 and the second protrusion 137 formed on the cover 15.

Thus, the damping unit 200 is arranged to be compressible in the annular chamber 133 between the primary mass 10 and the cover 15.

It is desirable to vary the operating radius of each spring 17, 18, 19, 20 to control the shock generated during power transmission and to increase hysteresis.

The operating radius means the distance from the center of rotation of each spring 17, 18, 19, 20 when it is compressed to move the annular chamber 133.

At this time, the rotation centers of the springs 17, 18, 19, and 20 are also placed at different positions.

Since the springs 17, 18, 19, and 20 are arranged at different radii, they are displaced with each other during operation and hysteresis occurs in proportion to the disparity difference.

That is, the operating radius of the spring (18a, 18b) in contact with the inner wedge-shaped friction member 24 is smaller than the operating radius of the spring (17, 20), the spring (19a, contacting the outer wedge-shaped friction member 25) The operating radius of 19b) is arranged to be larger than the operating radius of the springs 17 and 20.

In addition, since the operating radius of each spring 17, 18, 19, 20 is different from each other, the rotation center of the springs 18, 19 is different from the rotation center of the primary mass 10 and the secondary mass 11, respectively. Done.

As described above, the angle of the contact line between the inner wedge-shaped friction member 24 and the outer wedge-shaped friction member 25, the operating radius of the springs 17, 18, 19, 20, and the springs 17, 18, 19, When the rotational center point of 20) is properly adjusted, a desired amount of hysteresis effect can be obtained, thus enabling torsional vibration damper having an optimum damping characteristic.

As shown in FIG. 1, the drive plate 12 is coupled to the secondary mass 11 by a rivet 31.

As shown in FIG. 2, the drive plate 12 has a shape of a circular plate as a whole, and damping unit compression plates 111 and 112 are formed at predetermined points of the outer periphery.

The damping unit compression plates 111 and 112 have a size and a shape that can move in the annular chamber 133, and the lengths of the springs 17, 18, 19, and 20 are brought into precise contact with the end guides 21, 27. It is desirable that directional compressive forces be generated and radial forces (except centrifugal forces generated during rotation) not to act.

The damping unit compression plates 111 and 112 are formed to be located in the annular chamber 133, as shown in FIGS. 1 and 2.

While power transmission does not occur, the damping unit compression plates 111 and 112 are positioned between the first protrusion 136 of the primary mass 10 and the second protrusion 137 of the cover 15.

On the other hand, while the power transmission takes place, the damping unit compression plates 111 and 112 press the end guides 21 or 27 to compress the damping unit 200, thereby compressing the primary mass 10 and the secondary mass 11. Relative rotation occurs at.

In the torsional vibration damper 100 according to the preferred embodiment of the present invention, the end guides 21 and 27 are sequentially pressed by varying the widths of the two damping unit compression plates 111 and 112 of the drive plate 12. It is desirable to.

This reduces the shock generated when the damping unit compression plates 111 and 112 pressurize the end guides 21 and 27 at the same time and increases the sequential rigidity, thereby allowing the torsional vibration damper 100 to operate more smoothly.

On the other hand, as shown in Figure 1, the annular chamber 133 is formed with lubricating oil moving passages (134, 135).

When the end guides 21 and 27 move when the torsional vibration damper 100 moves, the lubricant moves along the lubricating oil passages 134 and 135 so that separate parts of the annular chamber 133 are separated from each other. The phenomenon of being driven to any one of the separated portions of 133 can be prevented.

In addition, the damping unit 200 as the "nod" is eliminated by offsetting the play caused by the tolerance of the annular chamber 133 and the end guides 21 and 27 / friction members 22, 24, 25 and 26. End guides 21 and 27 / friction members 22, 24, 25, 26 of the can move smoothly.

In addition, the force (F) is generated by the spring force of the elastic member (100-2), thereby causing a constant friction force in the axial direction of the torsional vibration damper (100).

This causes a constant frictional force in the axial direction of the torsional vibration damper 100 even if the axial surfaces of the end guides 21, 27 / friction members 22, 24, 25, 26 are worn by prolonged operation.

As described above, the torsional vibration damper of the vehicle according to the present invention includes a concentrated mass type friction member and a wedge type friction member, thereby obtaining a damping effect according to the rotational speed (or centrifugal force) and the rotational angle. By providing different springs, there is an effect that sequential hysteresis can be obtained.

In addition, the torsional vibration damper eliminates "nods" and maintains a constant frictional force, thereby improving the performance of the torsional vibration damper and stably maintaining the torsional vibration characteristics.

1 is a cross-sectional view of a torsional vibration damper according to an embodiment of the present invention.

Figure 2 is a partial cutaway view showing the interior of the torsional vibration damper according to an embodiment of the present invention.

3 is a cross-sectional view of a drive plate of a torsional vibration damper according to an embodiment of the invention.

4 is a plan view of FIG.

5 is a view showing the wedge-shaped friction member of the torsional vibration damper according to an embodiment of the present invention.

6 is a cross-sectional view of the wedge-shaped friction member shown in FIG.

7 is a view showing the outer circumferential surface of the wedge-shaped friction member shown in FIG.

8 is a view showing a concentrated mass friction member of a torsional vibration damper according to an embodiment of the present invention.

9 is a cross-sectional view of the concentrated mass friction member shown in FIG.

10 is a view showing an outer circumferential surface of the concentrated mass friction member shown in FIG. 8;

11 shows an end guide of a torsional vibration damper according to an embodiment of the invention.

12 is a cross-sectional view of the end guide shown in FIG.

FIG. 13 shows an outer circumferential surface of the end guide shown in FIG. 11; FIG.

Claims (16)

In a torsional vibration damper of a vehicle, A primary mass forming an annular chamber; A secondary mass coupled to the primary mass so as to be relatively rotatable within a range set with respect to the primary mass; A damping unit including a plurality of springs, friction members, and end guides having different operating radii, and disposed in the annular chamber; A drive plate fixedly coupled to the secondary mass and compressing the damping unit; It is mounted on one side of the primary mass body to offset the play of the axial width of the annular chamber and the axial width movement of the end guide and the friction member in accordance with the transmission of external force to ensure the smooth movement of the end guide and the friction member Torsional vibration damper of a vehicle comprising a vibration damping unit. The method of claim 1, wherein the damping unit, A plurality of springs disposed in the annular chamber along a circumferential direction; A concentrated mass type friction member disposed between two adjacent springs of the plurality of springs, the concentrated mass of which is disposed at a central portion thereof; An outer wedge-shaped friction member and an inner wedge-shaped friction member disposed between two adjacent springs of the plurality of springs and forming a diagonal contact surface; Torsional vibration damper of the vehicle, characterized in that it comprises a pair of end guides respectively disposed at the end of the spring disposed on the outermost of the plurality of springs, and receives a compressive force from the drive plate. The torsional vibration damper of claim 2, wherein the concentrated mass of the concentrated mass friction member has a triangular shape in cross section. 3. The torsional vibration damper of claim 2, wherein an operating radius of the spring supporting the inner wedge-shaped friction member is smaller than an operating radius of the spring supporting the outer wedge-shaped friction member. According to claim 2, wherein the outer peripheral surface of the concentrated mass friction member, the outer peripheral surface of the outer wedge-shaped friction member, the outer peripheral surface of the inner wedge-shaped friction member, and the outer peripheral surface of the end guide are each formed with at least one longitudinal groove and horizontal groove Torsional vibration damper of the vehicle, characterized in that. The torsional vibration damper of claim 1, wherein the annular chamber of the primary mass is divided into a plurality of portions, and a lubricating oil passage is formed between the divided portions. 7. The torsional vibration damper of claim 6, wherein the annular chamber of the primary mass is divided into a plurality of parts by protrusions formed on an inner surface of the primary mass. The torsional vibration damper of claim 1, wherein the drive plate has a circular shape, and a plurality of damping unit compression plates are formed on the outer circumference thereof to transmit a compressive force to the damping unit. The torsional vibration damper of claim 8, wherein the plurality of damping unit compression plates are different in width from each other so as to sequentially compress the damping unit. The torsional vibration damper of claim 1, wherein the secondary mass is supported by a bush and rotatably coupled to the primary mass, and the bush is divided into a plurality of parts. The said concentrated mass type friction member, the said outer wedge-shaped friction member, the said inner wedge-shaped friction member, and the said end guide are each provided with the spring accommodating part, and are provided between the said primary mass and the said secondary mass body. Torsional vibration damper of the vehicle, characterized in that the end surface of the spring in contact with the bottom surface of the spring receiving portion at a predetermined angle in a state that the relative rotation does not occur. 12. The circumferential outer side portion of the end surface of the spring is in contact with the bottom surface of the spring receiving portion and the end of the spring is not formed, in a state in which no relative rotation occurs between the primary mass and the secondary mass. Torsional vibration damper of the vehicle, characterized in that the circumferential inner portion is spaced a predetermined distance from the bottom surface of the spring receiving portion. According to claim 1, wherein the vibration damping unit An annular plate having a width and radius similar to that of the damping unit and mounted between the primary mass and the end guide; Torsional vibration damper of the vehicle, characterized in that it comprises an elastic member mounted between the primary mass and the annular plate to cushion the external force transmitted to the primary mass. The torsional vibration damper of claim 13, wherein the elastic member is formed of a plate-shaped spring in which a constant frictional force is generated in the axial direction of the torsional vibration damper by a spring force. The torsional vibration damper of claim 13, wherein the elastic member is formed of a rubber plate which generates a constant frictional force in the axial direction of the torsional vibration damper by a spring force. The torsional vibration damper of claim 13, wherein the elastic member is coupled to one side of the annular plate and configured to generate a constant frictional force in the axial direction of the torsional vibration damper by a spring force.