JP7393284B2 - dynamic damper device - Google Patents

Description

The present invention relates to a dynamic damper device that suppresses fluctuations in the rotational speed of a rotating body.

For example, an output shaft (crankshaft) of an engine mounted on a vehicle such as an automobile is provided with a flywheel that is a mass body for suppressing rotational speed fluctuations.
As a conventional technology related to engine flywheels, for example, Patent Document 1 discloses a method for changing the rotational moment of the flywheel according to the operating state of the engine to improve acceleration performance, fuel consumption, and emissions. The first movable body is provided to be swingable, and the inertia force acting on the second movable body is used to displace the first movable body inward in accordance with the increase in engine rotational speed, thereby rotating the flywheel. It is described that the moment can be changed.
Patent Document 2 describes a variable inertial mass flywheel in which an auxiliary inertial mass body is provided adjacent to a main flywheel and these are connected or disconnected by a centrifugal clutch.
Patent Document 3 describes a variable moment of inertia flywheel device that connects or disconnects a main flywheel and a sub-flywheel using a clutch means.

Japanese Patent Application Publication No. 2005-36944 Japanese Patent Application Publication No. 2013-7432 Utility Model Publication No. 63-45240

Torsional resonance may occur in the rotating shaft (transmission input shaft) that transmits engine output from the flywheel to the transmission.
In particular, when a rotating electric machine is installed on such a rotating shaft in an engine-electric hybrid vehicle, if the inertia of the rotor is large, torsional resonance tends to become severe.
As a countermeasure against such torsional resonance, for example, it may be possible to increase the torsional rigidity of the rotating shaft, but this may not necessarily provide a sufficient effect.
It is also possible to provide a dynamic damper that has a mass body that can rotate relative to the flywheel, but a general dynamic damper in which the moment of inertia of the mass body is constant is effective in the range (engine rotation speed・Frequency) is limited, and it is desired to be able to obtain vibration damping effects over a wider range.
In view of the above-mentioned problems, an object of the present invention is to provide a dynamic damper device that can obtain good vibration damping effects over a wide frequency range.

The present invention solves the above-mentioned problems by the following solving means.
The invention according to claim 1 includes: a first rotating body that rotates around a rotational center axis; and a second rotating body that is attached to be rotatable relative to the first rotating body about the rotational center axis. an elastic body that generates a reaction force according to the relative displacement in the rotational direction between the first rotary body and the second rotary body; and an elastic body that is attached to the first rotary body so as to be relatively displaceable in the radial direction. a first mass body attached to the second rotating body, a second mass body attached to the second rotating body so as to be relatively displaceable in the radial direction, The dynamic damper device is characterized by comprising an interlocking mechanism that displaces the second mass body toward an inner diameter side.
According to this, when the first mass body is displaced toward the outer diameter side with respect to the first rotary body due to an increase in centrifugal force (inertia force) due to an increase in the rotational speed of the first rotary body, the interlocking mechanism The second mass body attached to the second rotary body is displaced inward, and the sum of the moments of inertia of the second rotary body and the second mass body decreases.
Further, since the first mass body is attached to the first rotating body, even if the first mass body is displaced toward the outer diameter side, it does not affect the moment of inertia of the second rotating body, etc.
As a result, the frequency band in which the vibration damping effect of the dynamic damper device can be obtained is shifted to the higher frequency side, and a good vibration damping effect (rotation fluctuation suppressing effect) can be obtained in a wide frequency range.

The invention according to claim 2 is the dynamic damper device according to claim 1, wherein the second mass body is displaced inward in accordance with an increase in the rotational speed of the first rotating body. .
According to this, the above-mentioned effects can be reliably obtained.

The invention according to claim 3 is characterized in that the first rotating body is a flywheel attached to the output shaft of the engine, and is connected to the input shaft of a transmission that changes the rotation of the output shaft. The dynamic damper device according to claim 1 or claim 2.
According to this, torsional vibration, particularly torsional resonance, in the input shaft of the transmission can be suppressed, and noise and vibration of the vehicle can be improved.

As described above, according to the present invention, it is possible to provide a dynamic damper device that can obtain good vibration damping effects over a wide frequency range.

1 is a skeleton diagram schematically showing a power train of a vehicle having an embodiment of a dynamic damper device to which the present invention is applied. FIG. 2 is a schematic cross-sectional view of the dynamic damper device of the embodiment taken along a plane including the radial direction. FIG. 2 is a schematic diagram showing a state in which the dynamic damper device of the embodiment is viewed from the axial direction, and is a diagram showing a state at low engine rotation speed. FIG. 2 is a schematic diagram showing a state in which the dynamic damper device of the embodiment is viewed from the axial direction, and is a diagram showing a state at high engine rotation speed. FIG. 3 is a diagram showing the correlation between the engine speed and the amount of rotation fluctuation in the embodiment and Comparative Examples 1 and 2 of the present invention.

Embodiments of a dynamic damper device to which the present invention is applied will be described below.
The dynamic damper device of the embodiment is installed on a flywheel attached to the end of the engine crankshaft on the transmission side in an engine-electric hybrid vehicle such as a passenger car, and suppresses torsional vibration of the input shaft of the transmission. It is something that can be demonstrated.

FIG. 1 is a skeleton diagram schematically showing a power train of a vehicle having a dynamic damper device according to an embodiment.
As shown in FIG. 1, the power train 1 includes an engine 10, a flywheel 20, an input shaft 30, an engine disconnection clutch 40, an integrated starter generator (ISG) 50, a forward/reverse switching mechanism 60, a variator 70, and a reduction gear 80. , an output clutch 90, a front pinion shaft 100, a transfer shaft 110, a motor generator 120, a transfer clutch 130, a propeller shaft 140, a front final reduction gear 150, a rear final reduction gear 160, a front drive shaft 170, a rear drive shaft 180, etc. .
Note that, of the above-mentioned elements, those other than the engine 10, flywheel 20, propeller shaft 140, front drive shaft 170, and rear drive shaft 180 are housed inside a transmission case (not shown) and constitute a transmission of the vehicle.

The engine 10 is installed as a power source for driving the vehicle, and may be an internal combustion engine such as a four-stroke gasoline engine, for example.
The engine 10 has a crankshaft 11 (see FIG. 2) as an output shaft.

The flywheel 20 is a disc-shaped rotating mass body (first rotating body) attached to the end of the crankshaft 11 of the engine 10 on the transmission side.
The flywheel 20 has a function of suppressing fluctuations in the rotational speed of the crankshaft 11 of the engine 10 by utilizing its moment of inertia.
A damper 21 is provided at the connection between the flywheel 20 and the input shaft 30 to transmit power to the input shaft 30 while attenuating fluctuations in the rotational speed of the flywheel 20.
The damper 21 includes a spring element that generates a reaction force in response to relative rotation between the flywheel 20 and the input shaft 30 around the rotation axis, and a frictional engagement element that generates friction.

The input shaft 30 is an input shaft of the transmission, and is a rotating shaft that transmits power from the engine 10 from the flywheel 20 to the rotor of the ISG 50.

The engine disconnection clutch 40 is a frictional engagement element provided in the middle of the input shaft 30, and switches between a connected state and a disconnected state between the flywheel 20 and the ISG 50. It is something.
The engine disconnection clutch 40 is disconnected, for example, in an EV driving mode in which the vehicle travels without using the engine 10.

The ISG 50 is a rotating electric machine provided in a region between the engine disconnection clutch 40 and the forward/reverse switching mechanism 60.
The ISG 50 has a function as a starter motor that starts the engine 10, and a function as a generator (alternator) that generates electricity when the vehicle is running.
A damper 51 is provided on the forward/reverse switching mechanism 60 side of the ISG 50 to suppress fluctuations in rotational speed of the rotor of the ISG 50 and transmit the same to the forward/reverse switching mechanism 60 side.
The damper 51 is a spring element that generates a reaction force according to the relative rotation between the rotor of the ISG 50 and the input shaft of the forward/reverse switching mechanism 60 around the rotation center axis, and generates friction according to the relative rotation. It has a frictional engagement element.

The forward/reverse switching mechanism 60 operates in a forward state in which the rotation transmitted from the engine 10 via the input shaft 30 etc. is transmitted to the transmission mechanism section 70 without changing the direction of rotation, and in a forward state in which the rotation is reversed to the transmission mechanism section 70. This is used to switch between the reverse drive state and the reverse drive state that is transmitted to the section 70.
The forward/reverse switching mechanism 60 includes a planetary gear mechanism 61, a forward clutch 62, a reverse brake 63, and the like.
The planetary gear mechanism 61 includes a sun gear arranged concentrically with the input/output axis of the forward/reverse switching mechanism 60, a planetary gear arranged around the sun gear and held by a planetary carrier, a ring gear provided on the outer diameter side, and the like. has been done.
The planetary gear mechanism 61 has a function of reversing input rotation and outputting the reversed input rotation when traveling backward.

The forward clutch 62 is a frictional engagement element that is engaged during forward movement.
The forward clutch 62 is provided between the input shaft of the forward/reverse switching mechanism 60 and the planetary carrier.
When the forward clutch 62 is engaged, the planetary carrier of the planetary gear mechanism 61 rotates integrally with the input shaft and output shaft of the forward/reverse switching mechanism 60.
At this time, the planetary gear does not rotate, but revolves together with the planetary carrier.

The reverse brake 63 is a frictional engagement element that is engaged when moving backward.
The reverse brake 63 is configured to restrict rotation of the ring gear of the planetary gear mechanism 61 when engaged.
When the reverse brake 62 is engaged, the planetary gear is driven by the sun gear to rotate, and the planetary carrier and the output shaft rotate in the opposite direction to the input shaft and the sun gear.

The variator 70 is a speed change mechanism section that slows down or speeds up the rotation transmitted from the output shaft of the forward/reverse switching mechanism 60.
In the embodiment, the variator 70 includes, for example, a chain-type continuously variable transmission (CVT).
The variator 70 includes a primary pulley 71, a secondary pulley 72, a chain 73, and the like.

The primary pulley 71 and the secondary pulley 72 have a pair of sheaves that sandwich the chain 73 in the axial direction.
The primary pulley 71 and the secondary pulley 72 can change the effective winding diameter of the chain 73 by changing the sheave spacing using hydraulic pressure.
The variator 70 changes the gear ratio by changing the effective winding diameters of the primary pulley 71 and the secondary pulley 72.

The primary pulley 71 is attached to the output shaft of the forward/reverse switching mechanism 60.
The secondary pulley 72 is radially adjacent to the primary pulley 71 and is rotatable around a rotation axis parallel to the rotation axis of the primary pulley 71.
The chain 73 is an annular power transmission member that is wound around the primary pulley 71 and the secondary pulley 72 and transmits power between them.

The reduction gear 80 reduces the rotation of the output shaft of the variator 70 (rotation of the secondary pulley 72) at a predetermined reduction ratio and transmits the rotation to the output clutch 90.
As the reduction gear 80, for example, a pair of helical gears (drive gear, driven gear) provided on parallel shafts can be used.

The output clutch 90 is a frictional engagement element that can be switched between a connected state in which power transmission is possible between the driven gear of the reduction gear 80 and the front pinion shaft 100, and a disconnected state in which power transmission is interrupted.
The output clutch 90 is disconnected, for example, in a power generation mode in which the ISG 50 generates power using the output of the engine 10 when the vehicle is stopped, and is connected when the vehicle is running.

The front pinion shaft 100 is a rotating shaft that transmits the power transmitted from the output clutch 90 to the transfer shaft 110 and the front final reduction gear 150.
The front pinion shaft 100 is arranged concentrically with the driven gear of the reduction gear 80 and the output clutch 90, and passes through an opening formed in the center of the driven gear.
A pinion gear (drive gear) of a front final reduction gear 150 is formed at the front end of the front pinion shaft 100.
A helical gear that transmits power to the transfer shaft 110 is provided at the rear end of the front pinion shaft 100.

Transfer shaft 110 is a rotating shaft that transmits power from front pinion shaft 100 to transfer clutch 130 that transmits driving force to the rear wheels.
The rotation center axis of the transfer shaft 110 is arranged parallel to and adjacent to the front pinion shaft 100.
Transfer shaft 110 receives power from front pinion shaft 100 via a helical gear provided at its front end.
Transfer shaft 110 passes through the inside of the rotor of motor generator 120, and its rear end is connected to transfer clutch 130.

The motor generator 120 is a rotating electrical machine that generates driving force as a driving power source for the vehicle and can also perform regenerative power generation during deceleration.
Motor generator 120 has a stator on the outer diameter side of a hollow rotor, and is arranged concentrically with transfer shaft 110 .
An intermediate portion of transfer shaft 110 is disposed to pass through the inner diameter side of the rotor of motor generator 120.
A rotor of motor generator 120 is connected to an input portion of transfer clutch 130 via reduction gear 121 .

The transfer clutch 130 adjusts the torque transmitted from the transmission to the rear wheels RW, and controls the driving force distribution ratio between the front wheels FW and the rear wheels RW.
Transfer clutch 130 is a friction element provided between transfer shaft 110 and propeller shaft 140.
The engagement force (transmission torque) of transfer clutch 130 is controlled as appropriate depending on the driving state of the vehicle and the like.

Propeller shaft 140 is a rotating shaft that transmits power transmitted from transfer clutch 130 to rear final reduction gear 160.
The propeller shaft 140 is provided from the rear end of the transmission to the front end of a differential case (not shown) in which the rear final reduction gear 160 is housed, and is housed in a floor tunnel formed in the floor panel of the vehicle.

The front final reduction gear 150 reduces the rotation transmitted from the front pinion shaft 100 and transmits it to the left and right front drive shafts 170.
The front final reduction gear 150 includes a differential mechanism (front differential), not shown, that allows a difference in rotational speed between the left and right front wheels FW.

The rear final reduction gear 160 reduces the rotation speed transmitted from the propeller shaft 140 and transmits it to the left and right rear drive shafts 180.
The rear final reduction gear 160 has a differential mechanism (not shown) that allows a difference in rotational speed between the left and right rear wheels RW.

The front drive shaft 170 is a rotating shaft that transmits power from the front final reduction gear 150 to the hub to which the front wheel FW is attached.
The rear drive shaft 180 is a rotating shaft that transmits power from the rear final reduction gear 160 to the hub to which the rear wheel RW is attached.
At the ends of the front drive shaft 170 and the rear drive shaft 180, constant velocity joints are provided that can change the angle without changing the rotational speed.

In the power train of the embodiment, the flywheel 20 is equipped with a dynamic damper device 200 described below.
FIG. 2 is a schematic cross-sectional view of the dynamic damper device of the embodiment taken along a plane including the radial direction (a view taken along the line II-II in FIG. 3).
FIG. 3 is a schematic diagram showing the dynamic damper device of the embodiment viewed from the axial direction, and is a diagram showing the state at low engine speed.
FIG. 4 is a schematic diagram showing the dynamic damper device of the embodiment viewed from the axial direction, and is a diagram showing the state at high engine rotation speed.

The dynamic damper device 200 includes an inertia ring 210, a movable mass body 220, a flywheel cam 230, and the like.
The inertial ring 210 is a rotating mass body (second rotating body) that is arranged adjacent to the surface of the flywheel 20 on the engine 10 side and rotates together with the flywheel 20 when the engine 10 is operating.
Further, the inertial ring 210 can rotate (swing) relative to the flywheel 20 around the rotation center axis of the crankshaft 11 within a predetermined angular range.

The inertial ring 210 is formed into a disk shape concentric with the flywheel 20.
A circular opening concentric with the rotation center axis is formed in the center of the inertial ring 210.
The inner peripheral edge of the opening is attached to the flywheel 20 via a bearing 211.

A spring 212 is provided between the inertial ring 210 and the flywheel 20.
The spring 212 is an elastic body, such as a coil spring, that generates a reaction force according to the relative rotation amount of the inertial ring 210 with respect to the flywheel 20.
The spring 212 has a function of returning the inertial ring 210 to a predetermined neutral position by a reaction force when the inertial ring 210 rotates relative to the flywheel 20.
A plurality of springs 212 are provided to be distributed in the circumferential direction of the inertial ring 210.

The movable mass body 220 is a weight (second mass body) attached to the inertial ring 210 so as to be relatively displaceable in the radial direction.
The movable mass body 220 is arranged in a region between the flywheel 20 and the inertial ring 210 in the direction of the rotation axis of the flywheel 20.
The movable mass body 220 is attached to the inertial ring 210 via a support shaft 221 and an arm 222.

The support shaft 221 is provided to protrude from the surface of the inertial ring 210 on the flywheel 20 side.
The arm 222 is a beam-shaped member that extends along a plane perpendicular to the rotation center axis of the flywheel 20 .
The arm 222 is attached at its intermediate portion to the support shaft 221 so as to be rotatable (swingable) around an axis parallel to the rotation center axis of the flywheel 20 .
The movable mass body 220 is attached to one end of the arm 222, and is displaced in the radial direction relative to the inertial ring 210 in response to the swing of the arm 222.

A cam follower 223 is provided at the end of the arm 222 on the opposite side from the movable mass body 220 side.
The cam follower 223 is formed as a cylindrical roller rotatably supported by the arm 222 via a bearing.
The arm 222 and the cam follower 223 function as an interlocking mechanism that interlocks the flywheel cam 230 and the movable mass body 220.

The flywheel cam 230 is a mass body (first mass body) that presses the cam follower 223 toward the outer diameter side of the inertial ring 210 and displaces the movable mass body 220 relative to the inertial ring 210 in the radial direction.
The flywheel cam 230 is arranged in a region between the flywheel 20 and the inertial ring 210 in the direction of the rotation axis of the flywheel 20.
The flywheel cam 230 is supported so as to be movable relative to the flywheel 20 in the radial direction.
The flywheel cam 230 is restrained from being displaced relative to the flywheel 20 in the circumferential direction.

Flywheel cam 230 is connected to flywheel 20 via spring 231.
The spring 231 is an elastic body that generates a reaction force according to the relative displacement of the flywheel cam 230 with respect to the flywheel 20 in the radial direction.
The spring 231 generates a restoring force that pulls the flywheel cam 230 back toward the inner diameter when the flywheel cam 230 is displaced toward the outer diameter due to centrifugal force (inertia force) during rotation of the flywheel 20 .

A cam surface 232 is formed at the end of the flywheel cam 230 on the outer diameter side of the flywheel 20 .
The cam surface 232 contacts the cam follower 223 and presses it toward the outer diameter side of the inertial ring 210, causing the arm 222 to swing around the support shaft 221 and displacing the movable mass body 220 in the radial direction of the inertial ring 210. It is something.

In the dynamic damper device 200 of the embodiment, the inertial ring 210 swings around the central axis with respect to the flywheel 20 to which the flywheel cam 230 is attached in response to variations in the rotational speed of the crankshaft 11.
At this time, the cam follower 223 travels along the surface of the cam surface 232 while rolling with respect to the arm 222 by the bearing.
The length of the cam surface 232 in the circumferential direction of the flywheel 20 is set so that the cam follower 223 does not fall off when the flywheel cam 230 is maximally displaced with respect to the flywheel 20.
Further, in order to suppress radial displacement of the movable mass body 220 when the cam follower 223 rolls (travels), the surface of the cam surface 232 is formed as an arcuate curved surface with a convex portion on the outer diameter side of the flywheel 20. There is.
The movable mass body 220 and the flywheel cam 230 described above are provided at a plurality of locations (two or more locations) distributed in the circumferential direction of the flywheel 20 and the inertial ring 210.

Next, the operation of the dynamic damper device 200 of the embodiment will be described below.
As shown in FIG. 3, in a region where the engine speed (rotational speed of the crankshaft 11) is relatively low (for example, during startup, idling, etc.), the centrifugal force (inertial force) acting on the flywheel cam 230 is The flywheel cam 230 is relatively low, and the flywheel cam 230 is pulled toward the inner diameter side (rotation center axis side) of the flywheel 20 by the biasing force of the spring 231.
At this time, the cam follower 223 also follows the cam surface 232 and is displaced toward the inner diameter side, so that the movable mass body 220 on the other end side of the arm 222 across the support shaft 221 is moved toward the outer diameter side of the inertia ring 210. It has been rolled out.

As shown in FIG. 4, in a region where the engine speed is relatively high (for example, a region of 1500 rpm or more), the centrifugal force acting on the flywheel cam 230 becomes large and overcomes the biasing force of the spring 231, causing the flywheel cam to 230 moves toward the outer diameter while pushing the cam follower 223 toward the outer diameter as the engine speed increases.
At this time, the movable mass body 220 is displaced toward the inner diameter side of the inertial ring 210 compared to when the rotation is low.
As a result, the moments of inertia of the inertial ring 210 and the movable mass body 220 become smaller than when the rotation is low, and the frequency band in which the damping effect of the dynamic damper device 200 can be obtained shifts to the higher frequency side. As a result, it is possible to obtain a good vibration damping effect at high engine speeds where the excitation frequency increases.
Note that the flywheel cam 230 is attached to the flywheel 20, and even if the flywheel cam 230 is displaced toward the outer diameter side, the moment of inertia of the inertial ring 210 and the parts that rotate accordingly are not affected.

Hereinafter, the effects of the embodiment will be explained in comparison with Comparative Examples 1 and 2 of the present invention described below.
FIG. 5 is a diagram showing the correlation between the engine speed and the amount of rotation fluctuation in the embodiment and Comparative Examples 1 and 2 of the present invention.
In the explanation of Comparative Examples 1 and 2, the same reference numerals are given to the parts common to the embodiment, and the explanation is omitted, and the differences will be mainly explained.
Comparative Example 1 is an example in which the dynamic damper device 200 is removed from the configuration of the embodiment (it does not have a dynamic damper). In Comparative Example 1, the effect of suppressing torsional resonance of the input shaft 30 due to the large inertia of the rotor of the ISG 50 is dominated by the rigidity of the input shaft 30 itself.
Comparative example 2 is an example in which the movable mass body 220, flywheel cam 230, and parts associated therewith of the dynamic damper device 200 are removed from the configuration of the embodiment (having a non-variable dynamic damper device).

In FIG. 5, the horizontal axis shows the engine rotational speed (proportional to the excitation frequency), and the vertical axis shows the rotational speed fluctuation.
Moreover, in FIG. 5, the data of the embodiment, Comparative Example 1, and Comparative Example 2 are illustrated by a solid line, a dashed-dotted line, and a dashed-double-dotted line, respectively.
In Comparative Example 1, which does not have a dynamic damper device, the permissible upper limit level of transmission noise shown by the dotted line in the figure is exceeded in some rotational speed ranges.
Further, when a dynamic damper device with a fixed frequency is provided as in Comparative Example 2, there is a peak where the rotational fluctuation is still large although it is below the allowable upper limit level.
On the other hand, it can be seen that in the embodiment, a good vibration damping effect is exhibited over a wide range R of the engine speed, and rotational fluctuations are effectively suppressed.

As described above, according to the present embodiment, when the flywheel cam 230 is displaced toward the outer diameter side with respect to the flywheel 20 due to an increase in centrifugal force (inertia force) accompanying an increase in engine speed, the cam follower 223 The movable mass body 220 attached to the inertial ring 210 is displaced inward by the arm 222, and the sum of the moments of inertia of the inertial ring 210 and the movable mass body 220 decreases.
Moreover, since the flywheel cam 230 is attached to the flywheel 20, even if it is displaced toward the outer diameter side, it does not affect the moment of inertia of the inertia ring 210 and the like.
Thereby, the frequency band in which the damping effect of the dynamic damper device 200 can be obtained can be shifted to the higher frequency side, and a good damping effect can be obtained in a wide frequency range.
Therefore, even if the inertia of the rotor of the ISG50 is large and is disadvantageous to the torsional resonance of the input shaft 30, the torsional resonance of the input shaft 30 can be effectively suppressed, and noise such as tooth rattling or muffled noise inside the transmission can be suppressed. can reduce noise.

(Modified example)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The configurations of the dynamic damper device, power train, and vehicle are not limited to the embodiments described above, and can be modified as appropriate.
In the embodiment, the vehicle is an engine-electric hybrid all-wheel drive (AWD) vehicle, but the vehicle's driving power source, drive system, internal structure of the transmission, etc. can be changed as appropriate.
For example, the present invention can be applied to vehicles that use only the engine as a driving power source, two-wheel drive vehicles, and vehicles that have transmission mechanisms other than CVT, such as step AT, DCT, MT, and AMT. .
(2) In the dynamic damper device of the embodiment, the movable mass bodies and the like are provided, for example, at two locations in the circumferential direction, but the movable mass bodies are not limited thereto, and may be provided at, for example, three or more locations.
(3) Although the dynamic damper device of the embodiment is provided, as an example, in a flywheel provided between an engine and a transmission, the present invention is not limited to this and can be applied to other rotating bodies. can.

1 Powertrain 10 Engine 11 Crankshaft 20 Flywheel 21 Damper 30 Input Shaft 40 Engine Disconnection Clutch 50 Integrated Starter Generator (ISG)
51 Damper 60 Forward/forward switching mechanism 61 Planetary gear mechanism 62 Forward clutch 63 Reverse brake 70 Variator 71 Primary pulley 72 Secondary pulley 73 Chain 80 Reduction gear 90 Output clutch 100 Front pinion shaft 110 Transfer shaft 120 Motor generator 121 Reduction gear 130 Transfer clutch 14 0 propeller Shaft 150 Front final reduction gear 160 Rear final reduction gear 170 Front drive shaft 180 Rear drive shaft 200 Dynamic damper device 210 Inertial ring 211 Bearing 212 Spring 220 Movable mass body 221 Support shaft 222 Arm 223 Cam follower 230 Flywheel cam 231 Spring 232 Cam surface FW front wheel RW rear wheel

Claims (3)

a first rotating body that rotates around a rotation center axis;
a second rotating body attached to the first rotating body so as to be rotatable relative to the rotation center axis;
an elastic body that generates a reaction force according to the relative displacement in the rotational direction of the first rotating body and the second rotating body;
a first mass body attached to the first rotating body so as to be relatively displaceable in the radial direction;
a second mass body attached to the second rotating body so as to be relatively displaceable in the radial direction;
A dynamic damper device comprising: an interlocking mechanism that displaces the second mass body toward the inner diameter side in conjunction with the displacement of the first mass body toward the outer diameter side. The dynamic damper device according to claim 1, wherein the second mass body is displaced inward in response to an increase in the rotational speed of the first rotary body. Claim 1 or Claim 2, wherein the first rotating body is a flywheel attached to the output shaft of the engine, and is connected to the input shaft of a transmission that changes the rotation of the output shaft. The dynamic damper device described in .

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