KR20160129163A

KR20160129163A - A dual mass fly wheel

Info

Publication number: KR20160129163A
Application number: KR1020150060558A
Authority: KR
Inventors: 도승호; 도태준
Original assignee: 주식회사평화발레오
Priority date: 2015-04-29
Filing date: 2015-04-29
Publication date: 2016-11-09

Abstract

The present invention relates to a dual mass fly wheel. The dual mass fly wheel comprises: a first mass provided to be axially rotated while being integrated with a crank shaft; a second mass provided to a rotational shaft of the first mass to allow axial rotation; a damping unit provided to be elastically moved in the circumferential direction of the first mass; a driving member supported by the damping unit; a locking member formed to protrude outward from the rotational shaft of the first mass; and a stopper restraining a rotation radius of the locking member. Therefore, the present invention prevents rapid compression deformation of a curve spring to increase durability even if torque is rapidly changed.

Description

A dual mass fly wheel < RTI ID = 0.0 >

The present invention relates to a dual mass flywheel, and more particularly, to a dual mass flywheel in which two mass bodies are interlocked with each other via a damping unit to transmit a torque of a crankshaft to a transmission side.

Generally, a flywheel is used in a vehicle to transmit the rotational force of the engine crankshaft to the transmission side while maintaining a constant torque.

The flywheel is largely divided into a conventional flywheel, a flexible flywheel, and a dual mass flywheel.

The dual mass flywheel is a device for absorbing and removing vibration and noise generated at the rotational speed difference between the engine and the transmission, as disclosed in Korean Patent Publication No. 2011-0012925, A secondary flywheel coupled to the primary flywheel and a transmission side, and a damping unit for buffering the primary flywheel and the secondary flywheel to damp the impact due to the speed difference between the first and second masses, And is transmitted to the transmission.

As shown in FIG. 1, the damping unit 130 is a curved compression spring (curve spring), and a plurality of damping units 130 are provided along the circumferential direction at the rim portion of the first mass body 110. The damping unit 130 is compressed by the driving member 140 and the impact transmitted from the first mass body 110 to the second mass body rotates integrally with the second mass body .

The compression force of the damping unit 130 varies depending on the magnitude of the torque applied to the first mass body 110 from the crankshaft of the engine. Rotates and transmits the rotational force to the second mass body.

Accordingly, power transmission can be delayed according to the compression characteristics of the damping unit 130. [ However, when the compression force of the damping unit 130 is reduced to prevent the delay of the power transmission, the inherent function of the impact reduction is deteriorated.

The present invention provides a dual mass flywheel capable of preventing sudden compressive deformation of a curve spring to improve durability even when a sudden change in torque occurs, It has its purpose.

In order to achieve the above object, a dual mass flywheel according to the present invention includes: a first mass body provided integrally and rotatably with a crank shaft; a rotation shaft provided at a rotation center of the first mass body; A second mass body rotatably disposed relative to the first mass body, a damping unit elastically movably provided along the circumferential direction of the first mass body, a second mass body fixedly coupled to the second mass body, A driving member elastically movably supported along the circumferential direction of the first mass body, an engaging member protruding outwardly from the rotation shaft, and a stopper provided on the driving member and restricting the rotation radius of the engaging member .

In the dual mass flywheel according to the embodiment of the present invention, the driving member may include a rotating shaft through hole, and a pair of stoppers may be provided symmetrically on the inner circumferential surface of the rotating shaft through hole.

In the dual mass flywheel according to the embodiment of the present invention, one pair of the engaging members may be provided symmetrically with each other.

In the dual mass flywheel according to the embodiment of the present invention, the engaging member and the stopper may be provided at angles of 45 to 80 degrees.

As described above, according to the dual mass flywheel according to the present invention, it is possible to prevent sudden compression and deformation of the curve spring even when the sudden torque changes, thereby improving the durability of the flywheel assembly and the clutch assembly It is possible to improve the durability.

1 is a side view of a dual mass flywheel according to the prior art,
FIG. 2 is an exploded perspective view of a dual mass flywheel according to an embodiment of the present invention, FIG.
FIGS. 3 and 4 are perspective views showing the rotation shaft and the engaging member shown in FIG. 2,
FIG. 5 is a side view of the dual mass flywheel shown in FIG. 2,
FIG. 6 is a cross-sectional view taken along line AA in FIG. 5,
Fig. 7 is a cross-sectional view taken along the line BB in Fig. 5,
8 is an operational state diagram of the dual mass flywheel shown in Fig.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

2 to 8, a dual mass flywheel according to an embodiment of the present invention includes a first mass body 10 provided to be rotatable integrally with a crank shaft, A second mass body provided on the rotation axis 20 so as to be rotatable relative to the first mass body 10 so as to be axially rotatable relative to the first mass body 10 in a circumferential direction of the first mass body 10, A driving member 40 that is elastically movably supported along the circumferential direction of the first mass body 10 by the damping unit 30, And a stopper 45 for restricting the turning radius of the engaging member 25. The stopper 45 is provided on the outer periphery of the engaging member 25,

The rotary shaft 20 is fixedly coupled to the rotation center of the first mass body 10 by a rivet 15. The rotary shaft 20 is hollow and receives a hub (not shown) to which an input shaft (not shown) of the transmission is splined.

A second mass (not shown) is coupled to the outer circumferential surface of the rotating shaft 20 by means of a bearing 21 so as to be rotatable.

Two damping units 30 are provided on the first mass body 10 so as to face each other and a driving member 40 is provided between the pair of damping units 30.

The driving member 40 is fixedly coupled to the second mass body by a rivet or a bolt and rotates integrally with the second mass body. Therefore, when the first mass body 10 is rotated by the crankshaft, the damping unit 30 is compressed, so that the power of the engine is transmitted to the second mass body when the driving member 40 is interlocked.

The driving member 40 is formed with a rotating shaft through-hole 41 so that the rotating shaft 20 can pass therethrough. A pair of stoppers 45 are formed symmetrically on the inner circumferential surface of the rotary shaft through hole 41.

The stopper 45 is protruded inwardly in the radial direction of the rotation shaft through hole 41 of the driving member 40.

As shown in FIGS. 3 and 4, a pair of latching members 25 are symmetrically formed at the edge of the rotating shaft 20. As shown in FIG. The latching member 25 protrudes outward along the radial direction in a state in which the latching member 25 extends upwardly of the rotation shaft 20, and is formed as a whole. Therefore, the stopper 45 extending from the driving member 40 and the engaging member 25 extending from the rotating shaft 20 can be aligned with each other. As a result, as shown in FIG. 8, The engaging member 25 can hit the stopper 45 when the movable member 20 rotates relative to the driving member 40. [

The engaging member 25 is stopped by bumping against the stopper 45 before the compression force of the curve spring (damping unit) due to the high torque generated in the engine is maximized and is stopped. Therefore, the deformation width of the curve spring (damping unit) is reduced, and the durability according to the change of the rigidity can be increased.

8, when the first mass body 10 starts to rotate together with the rotary shaft 20 or when there is a sudden change in torque, the abrupt deformation and the stress of the curve spring are reduced, Can be improved. It is possible to reduce the abrupt deformation and deformation width of the curve spring by transmitting the rotational force of the first mass body 10 to the second mass body before the compression of the curve spring is maximized.

5, each of the engaging member 25 and the stopper 45 is provided at an angle of 90 degrees with respect to the engaging member 25 and the stopper 45, The angle? Between the stopper 25 and the stopper 45 is different. The angle? Between the engaging member 25 and the stopper 45 is preferably 45 to 80 degrees. The engaging member 25 and the stopper 45 are each formed in the shape of an arc of a fan shape so that the distance that the engaging member 25 can move toward the stopper 45 is limited according to the length of the arc. Therefore, when the angle? Between the engaging member 25 and the stopper 45 is larger than 80 degrees, the deformation width of the damping unit 30, which is the curve spring, is not greatly different from the conventional one, In a small case, the deformation width of the curve spring can be greatly reduced, but the shock of rapid torque transmission can not be effectively attenuated. In this embodiment, the engaging member 25 and the stopper 45 are provided at an angle? Of 60 degrees.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It is obvious that the modification or the modification is possible by the person.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

10: First mass
15: Rivet
20:
21: Bearings
25:
30: Damping unit
40:
41: Rotary shaft through hole
45: Stopper

Claims

A first mass body rotatably provided integrally with the crankshaft;
A rotation axis provided at a rotation center of the first mass body;
A second mass body provided on the rotation axis so as to be rotatable relative to the first mass body;
A damping unit elastically movably disposed along the circumferential direction of the first mass body;
A driving member fixedly coupled to the second mass body and elastically movably supported by the damping unit along the circumferential direction of the first mass body;
An engaging member protruding outwardly from the rotation shaft; And
A stopper provided on the driving member and restricting a turning radius of the engaging member;
A dual mass flywheel.

The method according to claim 1,
Wherein the driving member has a rotating shaft through hole and a pair of stoppers are provided symmetrically on an inner peripheral surface of the rotating shaft through hole.

3. The apparatus according to claim 2,
And a pair of the first and second mass plates are symmetrically arranged.

[5] The apparatus according to claim 3,
Wherein the first mass flywheel is provided at an angle of 45 to 80 degrees.