JPH0648031B2 - Flywheel assembly - Google Patents
Flywheel assemblyInfo
- Publication number
- JPH0648031B2 JPH0648031B2 JP3479486A JP3479486A JPH0648031B2 JP H0648031 B2 JPH0648031 B2 JP H0648031B2 JP 3479486 A JP3479486 A JP 3479486A JP 3479486 A JP3479486 A JP 3479486A JP H0648031 B2 JPH0648031 B2 JP H0648031B2
- Authority
- JP
- Japan
- Prior art keywords
- flywheel
- damper
- clutch disc
- friction
- crankshaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
- F16F15/1485—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being unlimited with respect to driving means
- F16F15/1492—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being unlimited with respect to driving means with a dry-friction connection
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D13/00—Friction clutches
- F16D13/22—Friction clutches with axially-movable clutching members
- F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
- F16D13/46—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which two axially-movable members, of which one is attached to the driving side and the other to the driven side, are pressed from one side towards an axially-located member
- F16D13/48—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which two axially-movable members, of which one is attached to the driving side and the other to the driven side, are pressed from one side towards an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member
- F16D13/50—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which two axially-movable members, of which one is attached to the driving side and the other to the driven side, are pressed from one side towards an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member in which the clutching pressure is produced by springs only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
- F16F15/13164—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses characterised by the supporting arrangement of the damper unit
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
- F16F15/139—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses characterised by friction-damping means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
- F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
- F16F15/1414—Masses driven by elastic elements
- F16F15/1421—Metallic springs, e.g. coil or spiral springs
- F16F15/1428—Metallic springs, e.g. coil or spiral springs with a single mass
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Operated Clutches (AREA)
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、例えば自動車の駆動伝達系の捩り振動を吸収
するフライホイール組立体に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a flywheel assembly that absorbs torsional vibration of a drive train of an automobile, for example.
（従来技術及びその問題点） 従来のクラッチディスクの構造をモデル化した第３図で
１０はエンジンからの入力側であり、１２は例えば変速
機等に動力を伝達する出力側である。入力側１０と出力
側１２の間には第１段トーションスプリング１４ａ、第
２段トーションスプリング１４ｂ、第３段トーションス
プリング１４ｃが介装され、第２段トーションスプリン
グ１４ｂ、第３段トーションスプリング１４ｃには所定
の捩り角の隙間１４ｄ、１４ｅが設けられている。また
第１段ヒステリシストルク発生機構１６ａ、第２段ヒス
テリシストルク発生機構１６ｂ、１６ｃが同様に介装さ
れ、第２段ヒステリシストルク発生機構１６ｂ、第３段
ヒステリシストルク発生機構１６ｃには隙間１６ｄ、１
６ｅが設けられている。(Prior Art and its Problems) In FIG. 3, which models the structure of a conventional clutch disc, 10 is an input side from an engine, and 12 is an output side for transmitting power to a transmission or the like. A first stage torsion spring 14a, a second stage torsion spring 14b, and a third stage torsion spring 14c are interposed between the input side 10 and the output side 12, and the second stage torsion spring 14b and the third stage torsion spring 14c are provided. Are provided with gaps 14d and 14e having a predetermined twist angle. Further, the first-stage hysteresis torque generating mechanism 16a and the second-stage hysteresis torque generating mechanisms 16b and 16c are also interposed, and the second-stage hysteresis torque generating mechanism 16b and the third-stage hysteresis torque generating mechanism 16c have a gap 16d,
6e is provided.
以上の従来例では第４図に示すように捩り角の増加にと
もなって、捩り特性は第１段トーションスプリング１４
ａと第１段ヒステリシストルク発生機構１６ａで発生す
る第１段捩り特性Ｋｄ１、第１段ヒステリシス特性Ｔｈ
１から第３段トーションスプリング１４ｃと第３段ヒス
テリシストルク発生機構１６ｃで発生する第３段捩り特
性Ｋｄ３、第３段ヒステリシス特性Ｔｈ３に変化する
が、この特性では次のような不具合がある。In the above-mentioned conventional example, as shown in FIG. 4, as the torsion angle increases, the torsion characteristic shows the first-stage torsion spring 14
a and the first-stage hysteresis characteristic Kd1 and the first-stage hysteresis characteristic Th generated by the first-stage hysteresis torque generating mechanism 16a.
Although it changes from 1 to the third stage torsional characteristic Kd3 and the third stage hysteresis characteristic Th3 generated by the third stage torsion spring 14c and the third stage hysteresis torque generating mechanism 16c, this characteristic has the following problems.
すなわちニュートラル時に変速機から発生する歯打音や
走行時に変速機、デファレンシャル機構で発生する歯打
音等に対する異音対策には、第１段捩り特性Ｋｄ１〜第
３段捩り特性Ｋｄ３を小さく設定することが好ましい
が、一方低周波振動対策には第１段捩り特性Ｋｄ１〜第
３段捩り特性Ｋｄ３を大きく設定することが必要であ
る。That is, the first-stage torsion characteristic Kd1 to the third-stage torsion characteristic Kd3 are set small as a countermeasure against abnormal noises such as the rattling noise generated by the transmission during neutral and the rattling noise generated by the transmission and the differential mechanism during traveling. However, it is preferable to set the first-stage torsion characteristic Kd1 to the third-stage torsion characteristic Kd3 to a large value as a countermeasure against low-frequency vibration.
したがって各車両毎に要求される特性によって第４図の
捩り特性を設定しなければならず、しかも最近では、ク
ラッチに対する異音、振動防止の要求水準が益々高くな
り、従来の構造では対応できない特性、すなわち前述の
ように相反する異音対策と低周波振動対策が同時に要求
される場合もある。Therefore, the torsional characteristics shown in FIG. 4 must be set according to the characteristics required for each vehicle, and more recently, the required level of noise and vibration prevention for the clutch has become higher and higher, and characteristics that conventional structures cannot meet. That is, as described above, there is a case where the countermeasures against the abnormal noise and the countermeasure against the low frequency vibration are simultaneously demanded.
そこでフライホイールでもエンジンからの振動を積極的
に吸収するようにした技術が開発されている。Therefore, a technology has been developed in which the vibration from the engine is positively absorbed even in the flywheel.
例えば第５図に示すように従来のクラッチディスク２
０、フライホイール２２とクランク軸２４の間に、補助
フライホイール２６ａとダンパー部２６ｂの直列に接続
したり、第６図に示すようにフライホイール２２と並列
にトーションスプリング２６ｃを介して補助フライホイ
ール２６ａを設けた先行技術がある。For example, as shown in FIG. 5, a conventional clutch disc 2
0, between the flywheel 22 and the crankshaft 24, the auxiliary flywheel 26a and the damper portion 26b are connected in series, or as shown in FIG. 6, the auxiliary flywheel is arranged in parallel with the flywheel 22 via a torsion spring 26c. There is a prior art in which 26a is provided.
本件出願人も、第７図に示すように、この種のフライホ
イール組立体について、エンジンのクランク軸１００に
固定されクラッチディスク１０２が断続する第１フライ
ホイール１０４と、第１フライホイールと同心に設けら
れ所定の質量に設定された第２フライホイール１０６
と、両フライホイールを弾性的に連結するダンパー機構
１０８と、第２フライホイール１０６からの出力を前記
クラッチディスク１０２が第１フライホイール１０４に
接触している時のみクラッチディスク１０２のスプライ
ンハブ１１０へ伝達して振動を減衰する摩擦減衰機構１
１２とを具備したフライホイール組立体を開発し、既に
出願済みである（特願昭６０−４４２９８号、出願日：
昭和６０年３月６目）。As shown in FIG. 7, the applicant of the present invention also has a first flywheel 104 fixed to the crankshaft 100 of the engine and having a clutch disc 102 intermittently connected to the flywheel assembly of this type, and is concentric with the first flywheel. Second flywheel 106 provided and set to a predetermined mass
A damper mechanism 108 for elastically connecting both flywheels, and an output from the second flywheel 106 to the spline hub 110 of the clutch disc 102 only when the clutch disc 102 is in contact with the first flywheel 104. Friction damping mechanism 1 for transmitting and damping vibration
12 has been developed and has already been filed (Japanese Patent Application No. 60-44298, filing date:
(6th March, 1985).
一方、自動車のエンジン出力軸から駆動輪にまで至る所
謂駆動伝達系の捩り振動を減衰させるために、例えばプ
ロペラシャフトに所定の質量に設定されたイナーシャー
ダンパーを設ける場合もあり、本件発明者は、このイナ
ーシャーダンパーの代わりに、フライホイール組立体で
駆動伝達系の捩り振動を減衰することを企図して本発明
を案出するに至った。On the other hand, in order to damp torsional vibration of a so-called drive transmission system from the engine output shaft of an automobile to the drive wheels, for example, an inertia shear damper set to a predetermined mass may be provided on a propeller shaft. Instead of this inertia shear damper, the present invention has been devised with the intention of damping the torsional vibration of the drive transmission system with a flywheel assembly.
（発明の目的） 本発明は、フライホイールの質量の一部を利用して駆動
伝達系の捩り振動を減衰することができるフライホイー
ル組立体を提供することを目的としている。(Object of the Invention) An object of the present invention is to provide a flywheel assembly capable of damping torsional vibration of a drive transmission system by utilizing a part of the mass of the flywheel.
（発明の構成） （１）技術的手段 本発明は、エンジンのクランク軸に固定されクラッチデ
ィスクが断続する第１フライホイールと、第１フライホ
イールと同心に支持され所定の質量に設定された第２フ
ライホイールと、第２フライホイールの慣性質量をクラ
ッチディスクが第１フライホイールに接触している時の
みクラッチディスクのスプラインハブへ連結して駆動伝
達系の捩り振動を減衰する摩擦減衰機構とを具備したフ
ライホイール組立体において、前記第１フライホイール
の外周部とクランク軸を、第２フライホイールの反クラ
ッチディスク側端面に沿って配置された比較的薄肉の連
結プレートで連結し、第２フライホイールのダンパーイ
ナーシャー部を第１フライホイールに対して円周方向に
揺動自在に支持する外周支持機構を設け、前記ダンパー
イナーシャー部の内周部にダンパーイナーシャー部を弾
性的に前記摩擦減衰機構に連結する捩りダンパー機構を
設け、この捩りダンパー機構をクランク軸に対して回転
自在に軸支するベアリングを設け、前記捩りダンパー機
構の一部に摩擦減衰機構の摩擦部材が圧接する圧接面を
形成し、摩擦部材をクラッチディスクのスプラインハブ
に軸方向に摺動自在に設けられた略環状の摩擦プレート
に固定し、この摩擦プレートとスプラインハブの間に摩
擦プレートおよび摩擦部材を第２フライホイール方向へ
付勢するばね部材を介装したことを特徴とするフライホ
イール組立体である。(Structure of the Invention) (1) Technical Means The present invention relates to a first flywheel fixed to a crankshaft of an engine and having an intermittent clutch disc, and a first flywheel concentrically supported by the first flywheel and set to a predetermined mass. The two flywheels and the friction damping mechanism that couples the inertial mass of the second flywheel to the spline hub of the clutch disc only when the clutch disc is in contact with the first flywheel to damp the torsional vibration of the drive transmission system. In the flywheel assembly provided, the outer peripheral portion of the first flywheel and the crankshaft are connected by a relatively thin connecting plate arranged along the end surface of the second flywheel opposite to the clutch disc, and the second flywheel is connected. An outer peripheral support mechanism that supports the damper inertia portion of the wheel with respect to the first flywheel so as to be swingable in the circumferential direction is provided. A torsion damper mechanism that elastically connects the damper inertia shear portion to the friction damping mechanism is provided on the inner peripheral portion of the damper inertia shear portion, and a bearing that rotatably supports the torsion damper mechanism with respect to the crankshaft is provided. A frictional member of the friction damping mechanism is press-contacted to a part of the torsion damper mechanism, and the frictional member is attached to the spline hub of the clutch disc in a substantially annular friction plate axially slidably provided. The flywheel assembly is characterized in that a spring member that is fixed and that urges the friction plate and the friction member toward the second flywheel is interposed between the friction plate and the spline hub.
（２）作用 第２フライホイールのダンパーイナーシャー部は、クラ
ッチディスクが第１フライホイールに圧接されている時
だけ、捩りダンパー機構を介して摩擦減衰機構で駆動伝
達系に連結され、この駆動伝達系の捩り振動を減衰す
る。(2) Action The damper inertia portion of the second flywheel is connected to the drive transmission system by the friction damping mechanism via the torsion damper mechanism only when the clutch disc is pressed against the first flywheel. Damps torsional vibrations of the system.
（実施例） 第１図を参照して本発明を適用したクラッチを説明す
る。(Embodiment) A clutch to which the present invention is applied will be described with reference to FIG.
第１図中で３０はエンジンのクランク軸である。クラン
ク軸３０の後端には詳しくは後述する比較的薄肉の連結
プレート３１で第１フライホイール３２が固定されてい
る。第１フライホイール３２の環状面３３ａにはクラッ
チディスク３４のフェーシング３５ａが接触するように
なっている。第１フライホイール３２の半径方向外周部
にはリングギヤ３３ｂが形成されており、このリングギ
ヤ３３ｂから周知のスタータモーター（図示せず）の動
力が入力される。また、連結プレート３１と第１フライ
ホイール３２は、例えば円周方向に等間隔を隔てて８箇
所に設けられたリベット３１ｂで固定されている。In FIG. 1, 30 is an engine crankshaft. A first flywheel 32 is fixed to the rear end of the crankshaft 30 with a relatively thin connecting plate 31 described later in detail. The facing surface 35a of the clutch disc 34 contacts the annular surface 33a of the first flywheel 32. A ring gear 33b is formed on the outer peripheral portion of the first flywheel 32 in the radial direction, and the power of a known starter motor (not shown) is input from the ring gear 33b. Further, the connecting plate 31 and the first flywheel 32 are fixed by, for example, rivets 31b provided at eight locations at equal intervals in the circumferential direction.
第１フライホイール３２の後端面にはクラッチカバー３
５ｂが固定されており、クラッチカバー３５ｂにはワイ
ヤーリング３５ｃ、ダイヤフラムスプリング３５ｄを介
してプレッシャープレート３５ｅが保持されている。The clutch cover 3 is provided on the rear end surface of the first flywheel 32.
5b is fixed, and the clutch cover 35b holds a pressure plate 35e via a wire ring 35c and a diaphragm spring 35d.
第１フライホイール３２は略円板状をなしており、第１
フライホイール３２の前面には第２フライホイール３６
が、詳しくは後述するように第１フライホイール３２と
同心に、かつ回動自在な状態で設けられている。The first flywheel 32 has a substantially disc shape, and
A second flywheel 36 is provided on the front of the flywheel 32.
However, as will be described later in detail, it is provided concentrically with the first flywheel 32 and in a rotatable state.
第２フライホイール３６は内周部にフランジ部３７ａ、
外周部にダンパーイナーシャー部３７ｂを有する略環状
をなし、ダンパーイナーシャー部３７ｂはクラッチの後
段に接続される変速機（図示せず）等の駆動伝達系の慣
性質量に対応した所定の質量に設定されている。The second flywheel 36 has a flange portion 37a on the inner peripheral portion,
The outer peripheral portion has a substantially annular shape having a damper inertia shear portion 37b, and the damper inertia shear portion 37b has a predetermined mass corresponding to the inertial mass of a drive transmission system such as a transmission (not shown) connected downstream of the clutch. It is set.
ダンパーイナーシャー部３７ｂの外周部と第１フライホ
イール３２に固定されたリングギヤ３３ｂの内周部との
間には、外周支持機構７０が介装されている。この外周
支持機構７０は、鋼球７２、ナット７４等から構成され
ている。リングギヤ３３ｂの内周部には断面形状が略正
３角形の環状溝７６が全周にわたって形成されている。
環状溝７６に対向するようにダンパーイナーシャー部３
７ｂの外周部にはテーパー面７８が全周にわたって形成
されており、テーパー面７８と環状溝７６の間には多数
の鋼球７２が環状溝７６、テーパー面７８に圧接して回
転自在に収容されている。更に、ダンパーイナーシャー
部３７ｂの外周部前端部にはねじ部８０が形成されてお
り、ねじ部８０には略環状の前記ナット７４が螺合して
いる。ナット７４にも環状溝７６に対向するテーパー面
８２が形成されており、テーパー面８２を鋼球７２に圧
接して鋼球７２を保持している。An outer peripheral support mechanism 70 is interposed between the outer peripheral portion of the damper inertia portion 37b and the inner peripheral portion of the ring gear 33b fixed to the first flywheel 32. The outer peripheral support mechanism 70 is composed of a steel ball 72, a nut 74, and the like. An annular groove 76 having a substantially regular triangular cross section is formed on the entire inner circumference of the ring gear 33b.
The damper inertia portion 3 is arranged so as to face the annular groove 76.
A tapered surface 78 is formed over the entire circumference of the outer peripheral portion of 7b, and a large number of steel balls 72 are pressed between the tapered surface 78 and the annular groove 76 and are rotatably accommodated in the annular groove 76 and the tapered surface 78. Has been done. Further, a screw portion 80 is formed on the front end portion of the outer peripheral portion of the damper inertia shear portion 37b, and the nut 74 having a substantially annular shape is screwed into the screw portion 80. The nut 74 is also formed with a tapered surface 82 that faces the annular groove 76, and the tapered surface 82 is pressed against the steel ball 72 to hold the steel ball 72.
ダンパーイナーシャー部３７ｂの内周部にはトーション
スプリング３８（捩りダンパー機構）が詳しくは後述す
るように縮設されており、ダンパーイナーシャー部３７
ｂと前記クラッチディスク３４を摩擦減衰機構４０を介
して弾性的に連結するようになっている。A torsion spring 38 (torsion damper mechanism) is contracted on the inner peripheral portion of the damper inertia portion 37b as described later in detail.
b and the clutch disk 34 are elastically connected via a friction damping mechanism 40.
トーションスプリング３８はダンパーイナーシャー部３
７ｂの内周部に形成された凹部８４に収容されており、
凹部８４はダンパーイナーシャー部３７ｂの円周方向に
等間隔を隔てて例えば６箇所に形成されている。この凹
部８４にはダンパーイナーシャー部３７ｂと一体のスプ
リング押え８６と、ボールベアリング３７ｃに嵌合する
ダンパーハブ８８と一体の２枚のスプリング押え９０が
伸びており、スプリング押え８６とスプリング押え９０
の間に、トーションスプリング３８が縮設されている。
ダンパーハブ８８は全周にわたって連続した略環状をな
し、ダンパーハブ８８の後端面は摩擦減衰機構４０の摩
擦部材が圧接する圧接面４４になっている。The torsion spring 38 is the damper inertia portion 3
It is housed in a recess 84 formed in the inner peripheral portion of 7b,
The concave portions 84 are formed at, for example, six positions at equal intervals in the circumferential direction of the damper inertia portion 37b. A spring retainer 86 that is integral with the damper inertia shear portion 37b and two spring retainers 90 that are integral with the damper hub 88 that fits into the ball bearing 37c extend into the recessed portion 84. The spring retainer 86 and the spring retainer 90
The torsion spring 38 is contracted between the two.
The damper hub 88 has a substantially annular shape that is continuous over the entire circumference, and the rear end surface of the damper hub 88 is a pressure contact surface 44 against which the friction member of the friction damping mechanism 40 is pressed.
フランジ部３７ａとダンパーイナーシャー部３７ｂの間
にはボールベアリング３７ｃが介装されており、ボール
ベアリング３７ｃでダンパーイナーシャー部３７ｂがフ
ランジ部３７ａに対して回転自在に支持されている。フ
ランジ部３７ａはボルト３１ａで、第２フライホイール
３６の前端面に沿って配置されている連結プレート３１
の内周部と共締めの状態でクランク軸３０に固定されて
いる。なお、図中の符号３７ｄはベアリング押えであ
る。A ball bearing 37c is interposed between the flange portion 37a and the damper inertia shear portion 37b, and the damper inertia shear portion 37b is rotatably supported by the flange portion 37a by the ball bearing 37c. The flange portion 37a is a bolt 31a, and the connecting plate 31 is arranged along the front end surface of the second flywheel 36.
It is fixed to the crankshaft 30 while being fastened together with the inner peripheral portion of the. Reference numeral 37d in the figure is a bearing retainer.
前記ダンパーイナーシャー部３７ｂとクラッチディスク
３４のスプラインハブ３５ｆの間には、第１図に示すよ
うに前記摩擦減衰機構４０が介装されており、この摩擦
減衰機構４０でフェーシング３５ａが第１フライホイー
ル３２の圧接面３３ａに圧接されているクラッチ接続時
に前述の駆動伝達系で発生する捩り振動を減衰するよう
になっている。As shown in FIG. 1, the friction damping mechanism 40 is interposed between the damper inertia portion 37b and the spline hub 35f of the clutch disc 34. In this friction damping mechanism 40, the facing 35a is the first fly. The torsional vibration generated in the above-mentioned drive transmission system is attenuated when the clutch, which is in pressure contact with the pressure contact surface 33a of the wheel 32, is engaged.
摩擦減衰機構４０は、コーンスプリング４６（ばね部
材）、フェーシング４８（摩擦部材）、摩擦プレート５
０等から構成されている。摩擦プレート５０は略環状の
薄板製であり、摩擦プレート５０の内周部はハブ４２に
固定されている。ハブ４２のスプライン内歯４２ａはス
プラインハブ３５ｆのスプライン外歯４２ｂに軸方向に
摺動自在な状態で噛み合っている。ハブ４２とスプライ
ンハブ３５ｆの間にはコーンスプリング４６が介装され
ており、コーンスプリング４６のばね力で摩擦プレート
５０、フェーシング４８を前方に押圧している。The friction damping mechanism 40 includes a cone spring 46 (spring member), a facing 48 (friction member), and a friction plate 5.
It is composed of 0 etc. The friction plate 50 is made of a substantially annular thin plate, and the inner peripheral portion of the friction plate 50 is fixed to the hub 42. The spline inner teeth 42a of the hub 42 mesh with the spline outer teeth 42b of the spline hub 35f in a slidable state in the axial direction. A cone spring 46 is interposed between the hub 42 and the spline hub 35f, and the friction plate 50 and the facing 48 are pressed forward by the spring force of the cone spring 46.
摩擦プレート５０の外周部前面にはフェーシング４８が
接着されており、フェーシング４８はダンパーイナーシ
ャー部３７ａのダンパーハブ８８の圧接面４４に摺接し
ている。圧接面４４は第２フライホイール３６の円周方
向に連続した環状に形成されている。A facing 48 is adhered to the front surface of the outer peripheral portion of the friction plate 50, and the facing 48 is in sliding contact with the pressure contact surface 44 of the damper hub 88 of the damper inertia portion 37a. The pressure contact surface 44 is formed in an annular shape that is continuous in the circumferential direction of the second flywheel 36.
以上のクラッチ構造をモデル化した第２図に示すよう
に、クラッチディスク３４と第２フライホイール３６の
ダンパーイナーシャー部３７ｂ（慣性質量：ＩＤ）は第
１フライホイール３２（慣性質量：ＩＦ）の後段に並列
的に配置されている。このダンパーイナーシャー部３７
ｂはフェーシング４８を介してベアリング３７ｃ及び外
周支持機構７０（第１図）で、第１フライホイール３２
とは別体に軸支されている。More clutch structure as shown in FIG. 2 a model of the damper inertia portion 37b of the clutch disc 34 and the second flywheel 36 (inertial mass: I D) is the first flywheel 32 (inertial mass: I F ) Is arranged in parallel in the latter stage. This damper inertia part 37
Reference numeral b denotes a bearing 37c and an outer peripheral support mechanism 70 (FIG. 1) via the facing 48, and the first flywheel 32.
Is supported separately from.
また、クラッチディスク３４にはトーションスプリング
３５ｇとヒステリシストルク発生機構３５ｈが互いに並
列的に設けられている。第２フライホイール３６にはヒ
ステリシストルク発生用のフェーシング４８が互いに直
列的に設けられている。このクラッチディスク３４の後
段には、変速機Ｔ、プロピラシャフト１３０、デファレ
ンシャル機構１３４、アクスル１３６、タイヤ１３８等
からなる駆動伝達系が接続されている。Further, the clutch disc 34 is provided with a torsion spring 35g and a hysteresis torque generating mechanism 35h in parallel with each other. Facings 48 for generating hysteresis torque are provided in series on the second flywheel 36. A drive transmission system including a transmission T, a propeller shaft 130, a differential mechanism 134, an axle 136, a tire 138 and the like is connected to a stage subsequent to the clutch disc 34.
次に作用を説明する。プレッシャープレート３５ｅでフ
ェーシング３５ａが第１フライホイール３２の環状面３
３ａに圧接されるクラッチ接続時には、ダイヤフラムス
プリング３５ｄのばね力によってクラッチディスク３４
が第１フライホイール３２に向かって変速機（図示せ
ず）のスプライン軸上を摺動し、摩擦プレート５０がフ
ェーシング４８に圧接する。このとき、コーンスプリン
グ４６は摩擦プレート５０からの圧接力により自身の弾
性で変形し、摩擦プレート５０とフェーシング４８は常
に一定の押圧力で圧接され、フェーシング４８と摩擦プ
レート５０の間に発生する摩擦力も常に一定に維持され
る。Next, the operation will be described. The facing 35a is attached to the annular surface 3 of the first flywheel 32 by the pressure plate 35e.
When the clutch is pressed against 3a, the clutch disc 34 is pressed by the spring force of the diaphragm spring 35d.
Slides on the spline shaft of the transmission (not shown) toward the first flywheel 32, and the friction plate 50 comes into pressure contact with the facing 48. At this time, the cone spring 46 is deformed by its own elasticity due to the pressure contact force from the friction plate 50, and the friction plate 50 and the facing 48 are always in pressure contact with each other with a constant pressing force, so that the friction generated between the facing 48 and the friction plate 50. Power is also constantly maintained.
以上のクラッチ接続状態では、第１フライホイール３２
に入力されたエンジンの動力は、クラッチディスク３４
を介して変速機に伝達されるとともに、第２フライホイ
ール３６のダンパーイナーシャー部３７ｂの慣性質量Ｉ
Ｄが前記トーションスプリング３８、フェーシング４
８、摩擦プレート５０を介して変速機Ｔ等の駆動伝達系
に連結される。In the above clutch connection state, the first flywheel 32
The engine power input to the clutch disc 34
And the inertia mass I of the damper inertia portion 37b of the second flywheel 36.
D is the torsion spring 38, facing 4
8. The friction plate 50 is connected to the drive transmission system of the transmission T or the like.
したがって、駆動伝達系に発生する捩り振動は、第２フ
ライホイールのダンパーイナーシャー部３７ｂ及びトー
ションスプリング３８のばね力で減衰され、従来のよう
に変速機Ｔの後段の例えばプロペラシャフト１３０等に
イナーシャーダンパー１３２を設ける必要がない。この
ため、変速機Ｔからタイヤ１３８に至る駆動伝達系にダ
ンパー１３２の余分な質量を設ける必要がなくなり、駆
動伝達系全体の慣性質量が減少する。Therefore, the torsional vibration generated in the drive transmission system is damped by the spring force of the damper inertia shear portion 37b of the second flywheel and the torsion spring 38, and the inertia is applied to the propeller shaft 130 or the like at the rear stage of the transmission T as in the conventional case. It is not necessary to provide the shear damper 132. Therefore, it is not necessary to provide an extra mass of the damper 132 in the drive transmission system from the transmission T to the tire 138, and the inertial mass of the entire drive transmission system is reduced.
また、ダンパーイナーシャー部３７ｂは変速機Ｔの前段
に配置されているので、ダンパーイナーシャー部３７ｂ
の捩り振動減衰効果は、変速機Ｔの減速比の影響を受け
ず、常に一定の状態で安定的に働く。Further, since the damper inertia portion 37b is arranged at the front stage of the transmission T, the damper inertia portion 37b is
The effect of damping the torsional vibration is not affected by the reduction ratio of the transmission T and always works stably in a constant state.
連結プレート３１は比較的薄肉であるので、クラッチデ
ィスク３４が第１第１フライホイール３２に断続する際
に発生する軸心Ｏに垂直な軸を中心とする第１フライホ
イール３２の曲げ振動を、連結プレート３１の弾性で吸
収する。Since the connecting plate 31 is relatively thin, the bending vibration of the first flywheel 32 about the axis perpendicular to the axis O generated when the clutch disc 34 engages and disengages with the first first flywheel 32, The elasticity of the connecting plate 31 absorbs.
エンジンの始動時には、前記スターターモーター（図示
せず）からの動力が第１フライホイール３２のリングギ
ヤ３３ｂに入力されるが、この動力はリングギヤ３３ｂ
から連結プレート３１を通ってクランク軸３０に直接的
に伝達される。When the engine is started, the power from the starter motor (not shown) is input to the ring gear 33b of the first flywheel 32. This power is supplied to the ring gear 33b.
Is transmitted directly to the crankshaft 30 through the connecting plate 31.
また、長期の使用でフェーシング３５ａ、４８が摩耗し
た場合には、クラッチディスク３４全体を交換する時
に、クラッチディスク３４とともに摩擦プレート５０、
フェーシング４８も一緒に交換する。したがって、摩擦
減衰機構４０の消耗部品は全てクラッチディスク３４側
に設けられることになり、第１フライホイール３２、第
２フライホイール３６側を分解する必要がない。Further, when the facings 35a and 48 are worn for a long period of time, the friction plate 50 together with the clutch disc 34 should be used when replacing the entire clutch disc 34.
The facing 48 is also replaced together. Therefore, all consumable parts of the friction damping mechanism 40 are provided on the clutch disc 34 side, and there is no need to disassemble the first flywheel 32 and the second flywheel 36 side.
（発明の効果） 以上説明したように本発明のフライホイール組立体は、
エンジンのクランク軸３０に固定されクラッチディスク
３４が断続する第１フライホイール３２と、第１フライ
ホイール３２と同心に支持され所定の質量に設定された
第２フライホイール３６と、第２フライホイール３６の
ダンパーイナーシャー部３７ｂの慣性質量ＩＤをクラッ
チディスク３４が第１フライホイール３２に接触してい
る時のみクラッチディスク３４のスプラインハブ３５ｆ
へ連結して駆動伝達系の捩り振動を減衰する摩擦減衰機
構４０とを具備したフライホイール組立体において、前
記第１フライホイール３２の外周部とクランク軸３０
を、第２フライホイール３６の反クラッチディスク側端
面に沿って配置された比較的薄肉の連結プレート３１で
連結し、第２フライホイール３６のダンパーイナーシャ
ー部３７ｂを第１フライホイール３２に対して円周方向
に揺動自在に支持する外周支持機構７０を設け、前記ダ
ンパーイナーシャー部３７ｂの内周部にダンパーイナー
シャー部３７ｂを弾性的に摩擦減衰機構４０に連結する
トーションスプリング３８（捩りダンパー機構）を設
け、このトーションスプリングトーションスプリング３
８をクランク軸３０に対して回転自在に軸支するベアリ
ング３７ｃを設け、ダンパーハブ８８に摩擦減衰機構４
０のフェーシング４８が圧接する圧接面４４を形成し、
フェーシング４８をクラッチディスク３４のスプライン
ハブ３５ｆに軸方向に摺動自在に設けられた略環状の摩
擦プレート５０に固定し、この摩擦プレート５０とスプ
ラインハブ３５ｆの間に摩擦プレート５０およびフェー
シング４８を第２フライホイール方向へ付勢するコーン
スプリング４６（ばね部材）を介装したので、次の効果
を奏することができる。(Effects of the Invention) As described above, the flywheel assembly of the present invention is
A first flywheel 32 fixed to the crankshaft 30 of the engine and having a clutch disc 34 connected and disconnected, a second flywheel 36 supported concentrically with the first flywheel 32 and set to a predetermined mass, and a second flywheel 36. The inertia mass ID of the damper inertia shear portion 37b of the spline hub 35f of the clutch disc 34 is set only when the clutch disc 34 is in contact with the first flywheel 32.
In a flywheel assembly including a friction damping mechanism 40 that is connected to the first flywheel 32 to damp torsional vibrations of the drive transmission system.
Are connected by a relatively thin connecting plate 31 arranged along the end surface of the second flywheel 36 on the side opposite to the clutch disc, and the damper inertia shear portion 37b of the second flywheel 36 is connected to the first flywheel 32. A torsion spring 38 (torsion damper) is provided which is provided with an outer peripheral support mechanism 70 that supports the damper inertial portion 37b so as to be swingable in the circumferential direction, and elastically connects the damper inertial portion 37b to the friction damping mechanism 40 on the inner peripheral portion of the damper inertiar portion 37b. Mechanism), this torsion spring torsion spring 3
8 is provided with a bearing 37c that rotatably supports the crankshaft 30 with respect to the crankshaft 30, and the damper hub 88 has a friction damping mechanism 4
Forming a pressure contact surface 44 against which the facing 48 of 0 pressure contacts,
The facing 48 is fixed to a substantially annular friction plate 50 axially slidably provided on the spline hub 35f of the clutch disc 34, and the friction plate 50 and the facing 48 are provided between the friction plate 50 and the spline hub 35f. Since the cone spring 46 (spring member) for urging the two flywheels is interposed, the following effects can be obtained.
駆動伝達系に発生する捩り振動を、トーションスプリン
グ３８のばね力で弾性的に支持される第２フライホイー
ルのダンパーイナーシャー部３７ｂで減衰することがで
き、従来のように変速機Ｔの後段の例えばプロペラシャ
フト１３０等にイナーシャーダンパー１３２を設ける必
要がなくなる。このため、駆動伝達系にダンパー１３２
の余分な質量を設ける必要がなくなり、駆動伝達系全体
の慣性質量を減少させることができる。The torsional vibration generated in the drive transmission system can be damped by the damper inertia portion 37b of the second flywheel that is elastically supported by the spring force of the torsion spring 38. For example, it is not necessary to provide the inertia shear damper 132 on the propeller shaft 130 or the like. Therefore, the damper 132 is added to the drive transmission system.
Since it is not necessary to provide an extra mass of the drive transmission system, the inertial mass of the entire drive transmission system can be reduced.
また、ダンパーイナーシャー部３７ｂは変速機Ｔの前段
に配置されているので、ダンパーイナーシャー部３７ｂ
の捩り振動減衰効果は、変速機Ｔの減速比の影響を受け
ず、常に一定の状態で安定した前記捩り振動減衰効果を
発揮することができる。Further, since the damper inertia portion 37b is arranged at the front stage of the transmission T, the damper inertia portion 37b is
The effect of damping the torsional vibration is not affected by the reduction ratio of the transmission T, and the stable effect of damping the torsional vibration can be exhibited in a constant state at all times.
連結プレート３１は比較的薄肉であるので、クラッチデ
ィスク３４が第１フライホイール３２に断続する際に発
生する。軸心Ｏに垂直な軸を中心とする第１フライホイ
ール３２の曲げ振動を、連結プレート３１の弾性で吸収
することができる。Since the connecting plate 31 is relatively thin, it is generated when the clutch disc 34 is disengaged from the first flywheel 32. The bending vibration of the first flywheel 32 about the axis perpendicular to the axis O can be absorbed by the elasticity of the connecting plate 31.
なお本件明細書中で摩擦とは、乾摩擦、粘性摩擦等のす
べての摩擦現象を含む。In the present specification, friction includes all friction phenomena such as dry friction and viscous friction.
第１図は本発明を適用したクラッチの縦断面部分図、第
２図は第１図の構造をモデル化した構造略図、第３図は
従来例を示す構造略図、第４図は第３図の従来例の捩り
特性を示すグラフ、第５図、第６図は別の先行例を示す
構造略図、第７図は更に別の先行例を示す縦断面図であ
る。３０……クランク軸、３１……連結プレート、３２
……第１フライホイール、３４……クラッチディスク、
３６……第２フライホイール、３７ｂ……ダンパーイナ
ーシャー部、４０……摩擦減衰機構、４２……ハブ、４
６……コーンスプリング、４８……フェーシング、５０
……摩擦プレート、７０……外周支持機構1 is a longitudinal sectional partial view of a clutch to which the present invention is applied, FIG. 2 is a structural schematic diagram modeling the structure of FIG. 1, FIG. 3 is a structural schematic diagram showing a conventional example, and FIG. 5 is a structural schematic diagram showing another prior art example, and FIG. 7 is a longitudinal sectional view showing yet another prior art example. 30 ... Crankshaft, 31 ... Connecting plate, 32
...... First flywheel, 34 ...... Clutch disc,
36-second flywheel, 37b-damper inertia section, 40-friction damping mechanism, 42-hub, 4
6 ... Cone spring, 48 ... Facing, 50
...... Friction plate, 70 ...... Perimeter support mechanism
Claims (1)
ディスクが断続する第１フライホイールと、第１フライ
ホイールと同心に支持され所定の質量に設定された第２
フライホイールと、第２フライホイールの慣性質量をク
ラッチディスクが第１フライホイールに接触している時
のみクラッチディスクのスプラインハブへ連結して駆動
伝達系の捩り振動を減衰する摩擦減衰機構とを具備した
フライホイール組立体において、前記第１フライホイー
ルの外周部とクランク軸を、第２フライホイールの反ク
ラッチディスク側端面に沿って配置された比較的薄肉の
連結プレートで連結し、第２フライホイールのダンパー
イナーシャー部を第１フライホイールに対して円周方向
に揺動自在に支持する外周支持機構を設け、前記ダンパ
ーイナーシャー部の内周部にダンパーイナーシャー部を
弾性的に前記摩擦減衰機構に連結する捩りダンパー機構
を設け、この捩りダンパー機構をクランク軸に対して回
転自在に軸支するベアリングを設け、前記捩りダンパー
機構の一部に摩擦減衰機構の摩擦部材が圧接する圧接面
を形成し、摩擦部材をクラッチディスクのスプラインハ
ブに軸方向に摺動自在に設けられた略環状の摩擦プレー
トに固定し、この摩擦プレートとスプラインハブの間に
摩擦プレートおよび摩擦部材を第２フライホイール方向
へ付勢するばね部材を介装したことを特徴とするフライ
ホイール組立体。1. A first flywheel fixed to a crankshaft of an engine and having a clutch disc connected and disconnected, and a second flywheel supported concentrically with the first flywheel and having a predetermined mass.
A flywheel; and a friction damping mechanism for connecting the inertial mass of the second flywheel to the spline hub of the clutch disc only when the clutch disc is in contact with the first flywheel to damp torsional vibration of the drive transmission system. In the flywheel assembly described above, the outer peripheral portion of the first flywheel and the crankshaft are connected by a relatively thin connecting plate arranged along the end surface of the second flywheel opposite to the clutch disc, An outer peripheral support mechanism for supporting the damper inertia shear portion of the first flywheel so as to be swingable in the circumferential direction is provided, and the damper inertia shear portion elastically frictionally attenuates the inner circumference portion of the damper inertia shear portion. A torsion damper mechanism connected to the mechanism is provided, and this torsion damper mechanism is rotatably supported with respect to the crankshaft. A ring-shaped friction member is provided on the spline hub of the clutch disc so as to be slidable in the axial direction. A flywheel assembly, wherein the flywheel assembly is fixed to a plate, and a spring member for urging the friction plate and the friction member in the second flywheel direction is interposed between the friction plate and the spline hub.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3479486A JPH0648031B2 (en) | 1986-02-18 | 1986-02-18 | Flywheel assembly |
| GB8703010A GB2186663B (en) | 1986-02-18 | 1987-02-10 | Flywheel assembly |
| US07/013,292 US4796740A (en) | 1986-02-18 | 1987-02-10 | Flywheel assembly |
| FR8702007A FR2594512B1 (en) | 1986-02-18 | 1987-02-17 | FLYWHEEL SET |
| DE19873705160 DE3705160A1 (en) | 1986-02-18 | 1987-02-18 | FLYWHEEL ARRANGEMENT |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3479486A JPH0648031B2 (en) | 1986-02-18 | 1986-02-18 | Flywheel assembly |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62194051A JPS62194051A (en) | 1987-08-26 |
| JPH0648031B2 true JPH0648031B2 (en) | 1994-06-22 |
Family
ID=12424168
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3479486A Expired - Fee Related JPH0648031B2 (en) | 1986-02-18 | 1986-02-18 | Flywheel assembly |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0648031B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19830798B4 (en) * | 1997-07-11 | 2005-11-10 | Exedy Corp., Neyagawa | Dynamic damper and flywheel assembly |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5511446A (en) * | 1991-09-04 | 1996-04-30 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| GB201012986D0 (en) * | 2010-08-03 | 2010-09-15 | Raicarn Clutch Ltd | Vehicle drivelines |
-
1986
- 1986-02-18 JP JP3479486A patent/JPH0648031B2/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19830798B4 (en) * | 1997-07-11 | 2005-11-10 | Exedy Corp., Neyagawa | Dynamic damper and flywheel assembly |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS62194051A (en) | 1987-08-26 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |