JP2004068951A - Flywheel damper - Google Patents

Abstract

Provided is a flywheel damper capable of improving design flexibility and more easily satisfying various design requirements including reduction of the influence of resonance.
A flywheel damper includes a first wheel connected to a crankshaft, a second wheel connected to a transmission input shaft via a clutch plate, and a second wheel connecting the first wheel and a second wheel. And one torsion spring 14b. In addition to the above configuration, a third wheel 13c is disposed via a second torsion spring 14c on the opposite side surface of the first wheel 13a on which the second wheel 13b is disposed.
[Selection diagram] Fig. 1

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a flywheel damper.
[0002]
[Prior art]
As is well known, an engine mounted on an automobile or the like has a flywheel serving as an inertial mass attached to a crankshaft, which is an output shaft, to function as a flywheel that stabilizes the rotation of the crankshaft. On the other hand, in the engine, torsional vibration is generated on the crankshaft due to the rotation fluctuation during the operation, and the torsional vibration is transmitted to the transmission side to excite each element of the power train.
[0003]
Therefore, a flywheel damper which also has a function as a damper for suppressing the transmission of such torsional vibration has been proposed and put into practical use, as seen, for example, in Japanese Utility Model Publication No. 6-12264. As shown in FIG. 6, the flywheel damper 60 includes first and second wheels 61 and 62 serving as inertial masses, and a plurality of torsion springs 63. The first wheel 61 is attached to an end of the crankshaft 64 so as to be integrally rotatable. The second wheel 62 has the same rotation axis with respect to the first wheel 61, is rotatably supported by the first wheel 61, and is connected to the transmission side. The first and second wheels 61 and 62 absorb the torsional vibration input from the engine side by a torsion spring 63 arranged so that the direction of expansion and contraction becomes the circumferential direction. The transmission of torsional vibration is controlled.
[0004]
[Problems to be solved by the invention]
Note that in a vibration system including two inertial mass bodies such as the first and second wheels 61 and 62 and an elastic member such as the torsion spring 63 that connects the two inertial mass bodies to each other, a specific frequency is used. Resonance occurs in response to the input of torsional vibration. The occurrence of such resonance may increase transmission of torsional vibration to the transmission side. Therefore, when designing the flywheel damper, it is necessary to appropriately adjust the mass of the two inertial mass bodies and the spring constant of the elastic member so as to suppress the influence of resonance. With such an adaptation, if the resonance point of the vibration system can be set outside the normal range of the engine, or if the vibration level at the resonance point, that is, the resonance peak value can be sufficiently reduced, the resonance point of the vibration system can be reduced. Irrespective of the presence, transmission of torsional vibration to the transmission side can be favorably suppressed.
[0005]
However, when setting the above-mentioned mass and spring constant, it is necessary to consider design requirements other than the reduction of the influence of resonance, such as maintaining the function as a flywheel, securing rigidity and strength, and maintaining torque transmission efficiency. Therefore, the range of the mass and the spring constant that can be actually changed is naturally limited, and a desired setting for reducing the influence of the resonance may not always be performed.
[0006]
The present invention has been made in view of such circumstances, and an object of the present invention is to provide a flywheel capable of improving design flexibility and easily meeting various design requirements such as reduction of the influence of resonance. Provide a wheel damper.
[0007]
[Means for Solving the Problems]
The means for solving the above-mentioned problems and the effects thereof will be described below. The first and second inertial masses are connected to one and the other of the torque input side and the torque output side and have the same axis and are disposed so as to be relatively rotatable. A body, a first elastic member that connects the first and second inertial mass bodies to each other, and the same as the first inertial mass body outside a torque transmission path between the torque input side and the torque output side. A third inertial mass body having an axial center and being rotatably arranged, and a second elastic member connecting the first and third inertial mass bodies to each other.
[0008]
In the above configuration, the torque is transmitted from the torque input side to the torque output side via the first elastic member provided between the first and second inertial mass bodies. Therefore, the torsional vibration input from the torque input side can be absorbed by the first elastic member, and transmission of the torsional vibration to the torque output shaft can be reduced.
[0009]
Further, in the above configuration, the third inertial mass body is connected to the first inertial mass body via the second elastic member. The third inertial mass body is disposed outside the torque transmission path between the torque input side and the torque output side, and as long as the first inertial mass body is rotating at a constant speed, the first inertial mass body has the first inertial mass body. It rotates almost integrally with the inertial mass body. Here, if the rotation speed of the first inertial mass body fluctuates due to the input of torsional vibration from the torque input side, the third inertial mass body attempts to maintain the previous rotation speed due to inertia. The expansion and contraction of the second elastic member occurs. Thus, the third inertial mass and the second elastic member function as a vibration absorber, so to speak, and the rotational fluctuation of the first inertial mass is reduced. Vibration transmission can be reduced.
[0010]
Therefore, the flywheel damper having the above configuration has two resonance points for the torsional vibration component input from the torque input side. As a result, the resonance peak for such a torsional vibration component is divided into two and reduced.
[0011]
Moreover, in the above configuration, the resonance frequency and the resonance peak are adapted to the torsional vibration component by adjusting the masses of the first to third inertial mass bodies and the spring constants of the first and second elastic members. Can be. Therefore, in the above configuration, the number of adjustable elements is increased as compared with the conventional flywheel damper. In addition, the third inertial mass body and the second elastic member are disposed outside the torque transmission path, and the strength and rigidity of the third inertia mass body and the second elastic member are relatively moderate. A constant can be set, and the above adaptation can be performed more flexibly. Therefore, according to the above configuration, it is possible to improve the degree of freedom in design and more easily satisfy various design requirements including reduction of the influence of resonance.
[0012]
Further, the invention according to claim 2 is the flywheel damper according to claim 1, wherein the first inertial mass is connected to the torque input side, and the second inertial mass is It is characterized by being connected to the torque output side.
[0013]
According to the above configuration, the third inertial mass body and the second elastic member are easily arranged in relation to the peripheral members of the flywheel damper.
According to a third aspect of the present invention, in the flywheel damper according to the first or second aspect, the third inertial mass body includes an end face of the first inertial mass body in an axial direction. The second inertial mass body is provided on an end face side opposite to the side on which the second inertial mass body is provided.
[0014]
In the above configuration, since it is not necessary to provide the second inertial mass body and the third inertial mass body on the same side, the design becomes easier.
According to a fourth aspect of the present invention, in the flywheel damper according to any one of the first to third aspects, the flywheel damper includes a plurality of elastic bodies connected in series. It is characterized in that it is connected to the first and second inertial mass bodies via an intermediate rotating body disposed so as to be relatively rotatable.
[0015]
In the above configuration, the first and second inertial mass bodies are connected to each other through a plurality of elastic bodies connected in series via the intermediate rotating body. Therefore, while setting the spring constant of each elastic body to a small value, it is possible to secure a sufficient range of relative rotation of the first and second inertial mass bodies, and the flywheel damper with respect to the torsional vibration component. The resonance frequency can be better reduced.
[0016]
Further, in the above embodiment, even if the relative rotation between the first inertial mass body and the intermediate rotating body, or the relative rotation between the intermediate rotating body and the second inertial mass body, it becomes impossible due to image sticking. However, since the relative rotation between the first and second inertial mass bodies is maintained, the effect of suppressing the transmission of the torsional vibration component can be continued.
[0017]
According to a fifth aspect of the present invention, in the flywheel damper according to the fourth aspect, the intermediate rotating body protrudes in an axial direction, and at least a torque input side end face and a torque output side of the corresponding flywheel damper. It is characterized by having a heat radiating portion extended to any one of the end faces.
[0018]
In the above configuration, the intermediate rotating body is interposed between the first and second inertial mass bodies. Therefore, the surface area of the intermediate rotating body that can directly contact the outside air is naturally limited by its configuration, and heat generated by various factors is accumulated in the intermediate rotating body, which may cause various troubles. There is. In this regard, in the above configuration, the heat dissipating portion provided on the intermediate rotating body secures a contact area with the outside air, so that the accumulated heat can be appropriately dissipated and burn-in can be effectively suppressed. .
[0019]
According to a sixth aspect of the present invention, in the flywheel damper according to the fifth aspect, one of the first and second inertial mass bodies is relatively rotated with respect to the intermediate rotating body via a bearing. The heat dissipating portion is also supported as possible, and also has a function of supporting the bearing.
[0020]
In the above configuration, since the heat radiation and the support of the bearing are performed by the same member, complication of the configuration due to multi-function is avoided.
[0021]
BEST MODE FOR CARRYING OUT THE INVENTION
(1st Embodiment)
Hereinafter, a first embodiment of a flywheel damper embodying the present invention will be described with reference to FIGS. The flywheel damper of the present embodiment is applied to a vehicle-mounted engine. As shown in FIG. 1, the flywheel damper 10 is connected to a distal end portion of a crankshaft 11 on the torque input side, and is interposed between the crankshaft 11 and the transmission input shaft 12 on the torque output side. Is established.
[0022]
The flywheel damper 10 includes first to third wheels 13a, 13b, and 13c that are formed in a substantially disk shape and function as inertial mass bodies, and first and second torsion springs 14b that are elastic members that connect them. , 14c. In the present embodiment, the first wheel 13a corresponds to the first inertial mass, the second wheel 13b corresponds to the second inertial mass, and the third wheel 13c corresponds to the third inertial mass. The first torsion spring 14b corresponds to the first elastic member, and the second torsion spring 14c corresponds to the second elastic member.
[0023]
The first wheel 13a is connected to the crankshaft 11 by a bolt or the like so as to be integrally rotatable. A ring gear 15 is engraved on the outer edge of the first wheel 13a so as to be able to engage with a starter motor.
[0024]
The second wheel 13b is supported by a bearing 16b so as to be rotatable relative to the first wheel 13a. The bearing 16b is supported by a protrusion 17 formed near the center of the side surface of the first wheel 13a on the transmission input shaft 12 side. The second wheel 13b is connected to the first wheel 13a by a first torsion spring 14b interposed in the circumferential direction. Further, a side surface 19 of the second wheel 13b on the transmission input shaft 12 side is a clutch sliding surface that is pressed against the clutch plate 18. When the clutch plate 18 is pressed against the clutch sliding surface 19, the second wheel 13b and the transmission input shaft 12 are connected so as to be integrally rotatable.
[0025]
Further, the third wheel 13c is disposed on an end surface of the both end surfaces of the first wheel 13a that is opposite to the side on which the second wheel 13b is disposed, and is disposed relative to the first wheel 13a. It is rotatably supported by a bearing 16c. The third wheel 13c is connected to the first wheel 13a by a second torsion spring 14c interposed in the circumferential direction.
[0026]
In such a flywheel damper 10, by connecting the starter motor to the ring gear 15 on the outer edge of the first wheel 13a, a torque transmission path from the starter motor to the engine is secured. That is, the torque generated by the starter motor is transmitted to the crankshaft 11 via the first wheel 13a provided with the ring gear 15.
[0027]
On the other hand, by connecting the second wheel 13b and the transmission input shaft 12 by pressing the clutch plate 18 against the clutch sliding surface 19, a torque transmission path from the engine to the transmission is secured. That is, the torque generated by the engine is transmitted from the crankshaft 11 to the transmission input shaft 12 via the first wheel 13a, the first torsion spring 14b, and the second wheel 13b.
[0028]
FIG. 2 shows a physical model related to torque transmission of the flywheel damper 10 configured as described above when transmitting torque from the engine to the transmission. That is, between the first wheel 13a having the inertial mass I1 and the second wheel 13b having the inertial mass I2, it can be considered that the first torsion spring 14b acts as an elastic element having a predetermined spring constant k1. Further, between the third wheel 13c having the inertial mass I3 and the first wheel 13a, it is considered that the second torsion spring 14c acts as an elastic element having a predetermined spring constant k2 and a damping element having a predetermined damping rate c. be able to.
[0029]
In the flywheel damper 10, when transmitting torque from the engine to the transmission, the first torsion spring 14 b provided between the first wheel 13 a and the second wheel 13 b causes the first torsion spring 14 b to have elasticity for suppressing transmission of torsional vibration components. Acted as an element.
[0030]
On the other hand, the third wheel 13c is disposed outside such a torque transmission path, and rotates almost integrally with the first wheel 13a as long as the first wheel 13a rotates at a constant speed. Here, when the rotation of the first wheel 13a fluctuates due to the input of the torsional vibration component from the crankshaft 11, the third wheel 13c attempts to maintain the previous rotation speed due to inertia. The expansion and contraction of the torsion spring 14c occurs. Thus, the third wheel 13c and the second torsion spring 14c can function as a vibration absorber that reduces the transmission of the torsional vibration component through the elastic action and the damping action of the second torsion spring 14c.
[0031]
Therefore, such a flywheel damper 10 has two resonance frequencies for torsional vibration components. As a result, the resonance peak of the flywheel damper 10 for the torsional vibration component is divided into two and reduced.
[0032]
FIG. 3 shows a vibration transmission characteristic (curve L2) of the flywheel damper 10 of the present embodiment and a vibration transmission characteristic (curve L1) of the conventional flywheel damper 60 illustrated in FIG. . Both flywheel dampers 10, 60 are adapted to meet the same design requirements while reducing the resonance peak value as much as possible. As shown in FIG. 3, in the flywheel damper 10 of the present embodiment, the resonance point for the torsional vibration component is divided into two, so that the resonance peak is reduced as compared with the conventional flywheel damper 60. ing.
[0033]
The resonance frequency and the resonance peak value of the flywheel damper 10 can be adjusted by changing the inertial masses I1, I2, I3, the spring constants k1, k2, and the damping rate c. Here, the first wheel 13a, the second wheel 13b, and the first torsion spring 14b are arranged directly on the torque transmission path from the engine to the transmission, so that when designing, it is necessary to secure rigidity and strength and to reduce torque. There are various restrictions such as maintaining transmission efficiency. Therefore, the allowable adjustment ranges of the inertial masses I1 and I2 and the spring constant k1 are naturally limited.
[0034]
On the other hand, the third wheel 13c and the second torsion spring 14c are disposed outside a torque transmission path from the engine to the transmission. Further, it is out of the torque transmission path from the starter motor to the engine when the engine is started. Therefore, the values of the inertial mass I3, the spring constant k2, and the damping rate c can be set relatively freely. Therefore, in such a flywheel damper 10, it is possible to more effectively adapt the resonance frequency and the resonance peak value.
[0035]
As described above, according to this embodiment, the following effects can be obtained.
(1) In this embodiment, the third wheel 13c is connected to the first wheel 13a connected to the crankshaft 11 via the second torsion spring 14c. Therefore, the resonance peak for the torsional vibration component is divided into two and reduced. Therefore, transmission of the torsional vibration component from the engine to the transmission can be reduced.
[0036]
(2) In this embodiment, the third wheel 13c and the second torsion spring 14c are arranged outside the torque transmission path. Since the components outside of the torque transmission path can be designed relatively freely, the flywheel damper 10 can be more effectively adapted to the reduction of the resonance frequency and the resonance peak value. Therefore, it is possible to improve the degree of freedom of design and more easily satisfy various design requirements including reduction of the influence of resonance.
[0037]
Note that the present embodiment can be implemented with the following modifications.
In the above-described embodiment, the third wheel 13c is disposed on the engine-side end surface of the first wheel 13a, that is, on the end surface opposite to the second wheel 13b. The arrangement of the third wheel 13c is not limited to this, and may be arbitrarily changed. For example, a third wheel 13c may be provided between the first wheel 13a and the second wheel 13b. Even in such a case, if the third wheel 13c is located outside the torque transmission path and is connected only to the first wheel 13a via an elastic member such as the second torsion spring 14c, the above-described embodiment will be described. Similar effects can be obtained. However, when such an arrangement is adopted, the first wheel 13a and the second wheel 13b must be connected to each other via an elastic member such as the first torsion spring 14b with the third wheel 13c interposed. Must be designed.
[0038]
In the above embodiment, the third wheel 13c is connected to the first wheel 13a connected to the crankshaft 11, but, for example, as shown in FIG. 5, the third wheel 13c is connected to the transmission input shaft 12. The third wheel 13c may be connected to the second wheel 13b. Also in such a case, the flywheel damper 10 still has the third wheel 13c and the second torsion spring 14c disposed outside the torque transmission path, and the same effects as those of the above embodiment can be obtained. it can. In this case, the second wheel 13b corresponds to the first inertial mass, and the first wheel 13a corresponds to the second inertial mass.
[0039]
(Second embodiment)
Next, a second embodiment of the present invention will be described in detail with reference to FIG. In the present embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted.
[0040]
As shown in FIG. 4, the flywheel damper 40 has an intermediate wheel 41 interposed between the first wheel 13a and the second wheel 13b. At the center of the first wheel 13a, a substantially cylindrical protrusion 17 is formed so as to protrude toward the transmission in the axial direction (to the right in FIG. 4). 17 is supported via a bearing 43. The protrusion 17 extends until it reaches the transmission-side end surface of the second wheel 13b.
[0041]
Further, a substantially cylindrical projection 44 is also formed at the center of the intermediate wheel 41 toward the transmission side in the axial direction thereof until it reaches the transmission-side end surface of the second wheel 13b. A second wheel 13b connected to the transmission input shaft 12 is supported by a bearing 16b disposed on the protrusion 44.
[0042]
A space 45 is formed between the inner periphery of the protrusion 44 formed on the intermediate wheel 41 and the outer periphery of the protrusion 17 formed on the first wheel 13a. Has increased the contact area. Therefore, the protruding portion 44 effectively functions as a heat radiating portion that radiates frictional heat generated in each of the bearings 16b and 43 due to the relative rotation of each wheel to the outside.
[0043]
The intermediate wheel 41 is connected to the first wheel 13a via a torsion spring 42a, and is connected to the second wheel 13b via a torsion spring 42b. That is, in the flywheel damper 40, the first wheel 13a and the second wheel 13b are connected to each other through two torsion springs 42a and 42b connected in series via the intermediate wheel 41. Therefore, in the present embodiment, the intermediate wheel 41 is configured to correspond to the intermediate rotating body, and the torsion springs 42a and 42b are configured to correspond to the elastic body.
[0044]
In such a flywheel damper 40, the first wheel 13a connected to the crankshaft 11 and the second wheel 13b connected to the transmission input shaft 12 are connected via two torsion springs 42a and 42b connected in series. Are linked. Therefore, a sufficient range of relative rotation between the first wheel 13a and the second wheel 13b can be ensured while setting the spring constant of each torsion spring 42a, 42b to a small value. Therefore, the resonance frequency of the flywheel damper 40 with respect to the torsional vibration component can be reduced more favorably.
[0045]
Further, in the flywheel damper 40, even if seizure occurs in one of the bearings 16b, 43, the relative rotation between the first wheel 13a and the second wheel 13b is maintained, and the effect of suppressing the transmission of the torsional vibration component. Can be continued. For example, even if seizure occurs in the bearing 43 provided between the first wheel 13a and the intermediate wheel 41 and their relative rotation becomes impossible, the intermediate wheel 41 and the second wheel 13b Since the relative rotation is possible, the relative rotation between the first wheel 13a and the second wheel 13b is maintained. Thus, the effect of suppressing the transmission of the torsional vibration component by the elastic action of the torsion spring 42a can be continued. Further, even if seizure occurs in the bearing 16b provided between the intermediate wheel 41 and the second wheel 13b, the relative rotation between the first wheel 13a and the intermediate wheel 41 through the bearing 16b is possible. The relative rotation between the first wheel 13a and the second wheel 13b is maintained. Therefore, the effect of suppressing the transmission of the torsional vibration component by the elastic action of the torsion spring 42b can be continued.
[0046]
According to the flywheel damper 40 of this embodiment, the following effects can be obtained.
(1) In the above embodiment, the first wheel 13a and the second wheel 13b are connected to each other through two torsion springs 42a and 42b connected in series via the intermediate wheel 41. Therefore, it is possible to secure a sufficient range of relative rotation between the first wheel 13a and the second wheel 13b while setting the spring constant of each of the torsion springs 42a and 42b to a small value. The resonance frequency of the flywheel damper 40 can be reduced more favorably.
[0047]
(2) In the above embodiment, even if seizure occurs in any of the bearings 16b and 43, the relative rotation between the first wheel 13a and the second wheel 13b is maintained, and the effect of suppressing the transmission of the torsional vibration component is reduced. Can continue.
[0048]
(3) In the above embodiment, the protruding portion 44 effectively functions as a heat radiating portion that radiates frictional heat generated in each of the bearings 16b and 43 with the relative rotation of each wheel to the outside. Therefore, burn-in of each of the bearings 16b and 43 can be effectively suppressed. Further, since the projecting portion 44 has both the function of supporting the bearing 16b and the function of dissipating heat, the structure is not complicated.
[0049]
The present embodiment described above can be modified and implemented as follows.
-Two or more intermediate wheels may be provided between the first wheel 13a and the second wheel 13b, and may be connected through three or more torsion springs connected in series via the plurality of intermediate wheels. good.
[0050]
The intermediate wheel does not necessarily need to have a function as an inertial mass body, but only needs to have a function of holding each torsion spring connected in series.
[0051]
In the flywheel damper of each of the above embodiments, the torsion spring is used as the elastic member or the elastic body that connects the wheels serving as the inertial mass bodies to each other. May be employed.
[0052]
Further, in each of the above embodiments, the flywheel damper according to the present invention has been described as an example in which the flywheel damper is interposed between the crankshaft of the vehicle-mounted engine and the transmission input shaft, but the present invention is not limited thereto. The present invention is applicable to a flywheel damper provided in an arbitrary power transmission system.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view showing a side cross-sectional structure of a flywheel damper and a peripheral portion thereof in a first embodiment of the present invention.
FIG. 2 is a schematic view showing a mode of transmitting power via the flywheel damper.
FIG. 3 is a graph showing a transition of a transfer function of a flywheel damper with respect to an arbitrary frequency.
FIG. 4 is a cross-sectional view showing a side cross-sectional structure of a flywheel damper and a peripheral portion thereof according to a second embodiment of the present invention.
FIG. 5 is a cross-sectional view showing a side cross-sectional structure of a flywheel damper and a peripheral portion thereof according to another embodiment of the present invention.
FIG. 6 is a cross-sectional view showing a side cross-sectional structure of a conventional flywheel damper.
[Explanation of symbols]
10, 40, 60: flywheel damper, 11, 64: crankshaft, 12: transmission input shaft, 13a, 61: first wheel, 13b, 62: second wheel, 13c: third wheel, 14b: first Torsion spring, 14c: second torsion spring, 15: ring gear, 16b, 16c, 43: bearing, 17, 44: protrusion, 18: clutch plate, 19: clutch sliding surface, 41: intermediate wheel, 45: space, 42a, 42b, 63 ... torsion springs.

Claims (6)

First and second inertial mass bodies respectively connected to one and the other of the torque input side and the torque output side and arranged so as to be relatively rotatable with the same axis;
A first elastic member connecting the first and second inertial mass bodies to each other;
A third inertial mass disposed outside the torque transmission path and having the same axis as the first inertial mass and rotatably disposed relative to the first inertial mass;
A second elastic member connecting the first and third inertial mass bodies to each other;
A flywheel damper comprising: The flywheel damper according to claim 1, wherein the first inertial mass is connected to the torque input side, and the second inertial mass is connected to the torque output side. The third inertial mass body is disposed on an end face side opposite to a side on which the second inertial mass body is disposed, of both end faces of the first inertial mass body in the axial direction. The flywheel damper according to claim 1. The first elastic member is configured to include a plurality of elastic bodies connected in series, and the elastic body is disposed on the first and second inertial mass bodies so as to be relatively rotatable. The flywheel damper according to any one of claims 1 to 3, wherein the flywheel damper is connected via an intermediate rotating body. 5. The intermediate rotator according to claim 4, wherein the intermediate rotator has a heat radiating portion protruding in the axial direction and extending to at least one of a torque input side end surface and a torque output side end surface of the flywheel damper. Flywheel damper. Either the first or second inertial mass body is rotatably supported by the intermediate rotating body via a bearing, and the heat radiating portion also has a function of supporting the bearing. The flywheel damper according to claim 5.

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