JP2006010024A - Torsional vibration reducing device and its mounting method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To eliminate the need for a centering member such as a bearing between an input side member and an output side member. <P>SOLUTION: This torsional vibration reducing device comprises the input side member 4 connected to a crank shaft 1 of an engine and centered relative to the crank shaft 1, the output side member 5 connected to an input shaft 2 of a transmission and centered on the input shaft 2, and a plurality of spring boxes 6 radially arranged along the radial direction of the crank shaft 1 and connected at one end to the input side member 4 and at the other end to the output side member 5 for receiving tensile force. When the spring boxes 6 receive tensile force, compressive force is applied to springs 26, 27 built in the spring boxes 6. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a torsional vibration reduction device and a method for attaching the torsional vibration reducing device. When a compressing means arranged in a radial direction is used instead of a conventional spring arranged along a circumferential direction, a tensile force is applied to the compressing means. A spring built in the compression means is compressed.

  Between the vehicle engine and the transmission, a torsional vibration reducing device is provided.

A conventional torsional vibration reducing device is as described in Patent Document 1. In other words, the input side member is connected to the crankshaft of the engine, while the output side member is connected to the input shaft of the transmission, and the input side member and the output side member are arranged via a coil spring disposed along the circumferential direction. And elastically connected in the rotational direction. And the bearing for centering an input side member and an output side member mutually is provided in order to prevent the unexpected friction of an input side member and an output side member.
JP 2003-336690 A

  However, bearings are required to have high wear resistance, and there is a problem that hysteresis occurs when a load is applied. And when the shift | offset | difference of the shaft center of a crankshaft and the input shaft of a transmission is large, these problems appear notably.

  Accordingly, an object of the present invention is to solve the above problems and provide a torsional vibration reduction device that does not require the input side member and the output side member to be centered with respect to each other, and a method for attaching the torsional vibration reduction device.

  The invention according to claim 1 is an input side member connected to the crankshaft of the engine and centered with respect to the crankshaft; an output side member connected to the input shaft of the transmission and centered on the input shaft; One end is connected to the input side member and the other end is connected to the output side member, and is arranged along the radial direction of the input side member, and the input side member and the output side member are arranged in the rotation direction. Compression means that receives a tensile force when the relative displacement occurs and compresses a built-in spring when the tensile force is received.

  In such a torsional vibration reduction device, even when the output side member is displaced relative to the input side member in any rotation direction, a tensile force is applied to the compression means, and the spring built in the compression means is compressed. Power is added.

  The invention according to claim 2 is the torsional vibration reduction device according to claim 1, wherein either one of the input side member and the output side member is a disk part having an outer diameter dimension larger than the other outer diameter dimension. And a protruding portion that protrudes from the outer peripheral edge of the disk portion to the other side, and the compression means is disposed between the protruding portion and the other outer peripheral edge.

  In such a torsional vibration reducing device, the outer peripheral side end of the compression means arranged along the radial direction is connected to the inner peripheral edge of the protrusion, and the inner peripheral end is connected to the other outer peripheral edge. .

  The invention according to claim 3 is the torsional vibration reduction device according to any one of claims 1 to 2, wherein the output side member and the input shaft of the transmission are spline-coupled.

  Since the transmission input shaft is spline-coupled to the output side member, relative thrust movement between the output side member and the transmission input shaft is allowed.

  The invention according to claim 4 is the torsional vibration reduction device according to any one of claims 1 to 3, wherein the spring is in a neutral position where the input side member and the output side member are not relatively displaced. In the state, a predetermined compression allowance is provided.

  In such a torsional vibration reduction device, since the input side member and the output side member are in a neutral position where they are not relatively displaced, a predetermined compression allowance is provided for the spring. Even if there is a misalignment with the input shaft, the end of the spring does not move away from the seating surface, and the end of the spring does not collide with the seating surface and no sound is generated.

  According to a fifth aspect of the present invention, in the torsional vibration reduction device according to any one of the third to fourth aspects, the member constituted by the disk portion and the protruding portion is the input side member, and the disk portion and the protruding portion It is characterized in that the part is detachable.

  In such a torsional vibration reducing device, the disk portion and the projecting portion constituting the input side member are configured to be detachable, so when the torsional vibration reducing device is assembled, only the disk portion is separated to reduce the torsional vibration. When attaching the device to the vehicle, it is possible to adopt an attachment method in which the disk portion is attached first and the torsional vibration reducing device is attached to the disk portion.

  According to a sixth aspect of the present invention, the torsional vibration reduction device according to the fifth aspect is assembled in a state where the disk portion is separated from the projecting portion, and the disk portion is connected to a crankshaft of an engine, and then the disk portion. The input side member is connected to the crankshaft by coupling the projecting portion to the crankshaft.

  In such a method of mounting the torsional vibration reducing device, the disk part is first attached to the crankshaft of the engine, and the projecting part is coupled to the disk part to attach the torsional vibration reducing device to the crankshaft. There is no need to provide a tool insertion hole in the output side member when bolting to the crankshaft.

  According to the torsional vibration reducing device of the present invention, the input side member is centered on the crankshaft, the output side member is centered on the input shaft of the transmission, and the radial direction is provided between the input side member and the output side member. Since the compression means arranged in this way is connected, the conventional structure that supports the spring along the circumferential direction, the structure that holds the spring so as not to buckle, and the radial direction of the seating surface that receives the spring -Position adjustment in the axial direction is not required, and as a result, a member such as a bearing for centering the input side member and the output side member is not required, and the structure is simplified. Therefore, unexpected friction between the input side member and the output side member can be avoided, and problems such as increased hysteresis and reduced component durability do not occur even when the misalignment between the crankshaft and the input shaft of the transmission is relatively large. .

  According to the invention of the method for mounting the torsional vibration reducing device, the disk part is first attached to the crankshaft of the engine, and the projecting part is coupled to the disk part to attach the input side member to the crankshaft. There is no need to provide a tool insertion hole in the output side member when bolting to the crankshaft. For this reason, not only the strength of the output side member is increased, but also the space in the vicinity of the bolt can be freely used because the tool is not inserted, and the degree of freedom of design increases.

  Embodiments of a torsional vibration reducing device and its mounting method according to the present invention will be described below.

  As shown in FIG. 1, a torsional vibration reducing device 3 is provided between an engine crankshaft 1 and a transmission input shaft 2. The torsional vibration reducing device 3 includes an input side member 4 connected to the crankshaft 1 and centered with respect to the crankshaft 1, and an output side member 5 connected to the input shaft 2 and centered on the input shaft 2. Are arranged radially along the radial direction of the crankshaft 1, one end is connected to the input side member 4 and the other end is connected to the output side member 5, and the output side member 5 is neutral with respect to the input side member 4. It is composed of a plurality of spring boxes 6 as compression means for receiving a tensile force even if it is relatively displaced from the position in any rotational direction.

  The input side member 4 protrudes in the axial direction from the outer peripheral edge portion of the drive plate 7 and the drive plate 7 to the output side member 5 side with an outer diameter dimension larger than the outer diameter dimension of the output side member 5. And a rotating body (protruding portion) 8 that is configured to rotate.

  An inlay hole 7a for centering the crankshaft 1 is formed in the center of the drive plate 7, and an inlay projection 7b for centering the rotating body 8 projects to the transmission side on the outer peripheral portion to form an arc. Are formed along. On the other hand, on the end surface of the crankshaft 1, the spigot protrusion 1a protrudes in the axial direction to form a ring shape, and the spigot protrusion 1a is fitted in the spigot hole 7a. Then, a ring-shaped presser plate 9 is fitted into the inlay convex portion 1a, and a bolt 10 inserted through the hole 9a of the presser plate 9 and the hole 7c of the drive plate 7 is screwed into a screw hole 1b formed in the crankshaft 1. It is.

  The rotating body 8 includes a main rotating body 8a and an auxiliary rotating body 8b. FIG. 2 is a front view of the torsional vibration reducing device, and the right half of the device is shown with the auxiliary rotating body 8b and the output side member 5 removed. Eight substantially trapezoidal notches 11a are formed at substantially equal intervals along the circumferential direction on the inner peripheral side of the main rotor 8a. The cutout portion 11a is formed to accommodate the outer half of the spring box 6 as compression means disposed between the rotating body 8 and the output side member 5, and the center side of the spring box 6 is circular. The shape of the notch 11a is substantially trapezoidal so that it does not come into contact even if it moves in the circumferential direction. In addition, a notch portion 11b that is shallower than the notch portion 11a is formed so as to be continuous with the outer periphery side of the notch portion 11a and accommodate the outer peripheral side end portion of the spring box 6. As shown in FIG. 1, an inlay recess 11c is formed along the circumferential direction on the surface opposite to the notch 11a and the notch 11b, and the inlay recess 7c is fitted into the inlay recess 11c. It is crowded. The deepest part of the inlay recessed part 11c penetrates to the notch part 11a, and as shown to FIG. 2, FIG. 3, it is the through-hole 11d long in the circumferential direction.

  In order to connect the outer peripheral side end portion of the spring box 6 arranged inside the notch portion 11a to the rotating body 8, there is a pin between the position of the notch portion 11b in the main rotating body 8a and the corresponding position of the auxiliary rotating body 8b. Holes 12a and 12b are formed. The end portions on the outer peripheral side of the spring box 6 are connected using the pin holes 12a and 12b, which will be described later.

  An inlay convex portion 16 is formed on the engine side of the outer peripheral edge of the main rotating body 8 a in the rotating body 8 configured as described above, and a ring gear 17 is fitted into the inlay convex portion 16. The ring gear 17 meshes with the pinion gear of the cell motor when the engine is started, and teeth 17a are formed on the outer peripheral surface. Then, with the spigot protrusion 7b fitted into the spigot recess 11c of the main rotor 8a, the bolt 15 is passed through the drive plate 7 and the ring gear 17, and into the screw hole 18 formed on the outer peripheral edge of the main rotor 8a. Screwed. That is, the drive plate 7 is detachably coupled to the rotating body 8.

  The output side member 5 includes a cylindrical boss portion 5a and a flange portion 5b integrally coupled to the transmission side of the boss portion 5a. Spline teeth 19 are formed on the inner peripheral surface of the boss portion 5a, and are splined with the spline teeth 2a formed on the input shaft 2 of the transmission. Therefore, the output side member 5 is centered on the input shaft 2 and maintains a sufficient clearance in the radial direction that is greater than the misalignment between the engine and the transmission. On the other hand, the inner peripheral side end portion of the spring box 6 is connected to the flange portion 5b, which will be described later.

  The structure of the spring box 6 will be described with reference to FIG. One end of the cylindrical member 21 is welded and joined to the circular end plate at the lower end of the nut portion 20 located at the outer peripheral side end of the spring box 6, and the circular end plate 22 is welded and joined to the other end of the cylindrical member 21. ing. A hole is formed in the center of the circular end plate 22, and a sleeve-shaped rod guide portion 22a is integrally formed upward from the edge of the hole. A sleeve-shaped bearing member 23 is fitted inside the rod guide portion 22a. The inner end surfaces of the circular end plate 22 and the rod guide portion 22a constitute a seat surface for receiving a spring. A hole 30 is formed in the nut portion 20, and a metal bush 31 is fitted into the hole 30.

  On the other hand, a rod 24 is slidably inserted into the bearing member 23, and a piston 25 is coupled to the inner end of the rod 24. That is, it is as follows. A small-diameter portion 24a having a small inner diameter is formed at the inner end portion of the rod 24, and a pair of flat surface portions 24b are formed at positions on the outer peripheral surface of the small-diameter portion 24a that are mutually 180 degrees. A caulking portion 24 c is formed by inserting the small diameter portion 24 a into the hole formed in the piston 25 and caulking, and the piston 25 is coupled to the inner end portion of the rod 24. As shown in FIG. 4B, a notch 25a is formed in the outer edge portion of the piston 25 at a position that makes 180 degrees with each other, and the air is compressed when the piston 25 moves inside the cylindrical member 21. Thus, no movement resistance is generated in the piston 25. A lower surface of the piston 25 and an upper surface of the circular end plate 22 serve as a spring receiving seat surface, and a thick spring 26 is provided between the piston 25 and the circular end plate 22. Further, the inner end portion of the rod guide portion 22a serves as a spring receiving seat surface, and a thin spring 27 is provided between the piston 25 and the inner end portion of the rod guide portion 22a. The springs 26 and 27 are set such that a predetermined compression allowance is secured in a state where the spring box 6 is incorporated between the input side member 4 and the output side member 5. A hole 28 is formed in the outer end portion of the rod 24, and a bush 29 made of resin is press-fitted into the hole 28.

  A connection structure at both ends of the spring box 6 will be described below. The outer peripheral shaft 13 is driven into the pin hole 12a, the bush 31 portion of the nut portion 20 which is the outer peripheral side end of the spring box 6 is inserted into the outer peripheral shaft 13, and the outer peripheral end of the outer peripheral shaft 13 is notched. It arrange | positions in the part 11b. Then, the outer peripheral shaft 13 is fitted into the pin hole 12b of the auxiliary rotating body 8b by covering the auxiliary rotating body 8b. By attaching the auxiliary rotating body 8b to the main rotating body 8a while fitting the outer peripheral shaft 13 into the pin hole 12b, the outer peripheral side end of the spring box 6 is connected to the rotating body 8 via the outer peripheral shaft 13 having a dual-support structure. The parts are connected. The pin hole 12a and the outer peripheral shaft 13 are interference fits, and the pin hole 12b and the outer peripheral shaft 13 are clearance fits for assembly reasons. It is desirable to make the clearance between the hole and the outer peripheral shaft 13 as small as possible. The main rotating body 8a and the auxiliary rotating body 8b are integrally coupled via a plurality of bolts 14 arranged between the outer peripheral shafts 13. A rivet may be used instead of the bolt 14. The spring box 6 is regulated by holding a predetermined play in the axial direction between the main rotating body 8a and the auxiliary rotating body 8b.

  On the other hand, the inner peripheral side end portion of the spring box 6 is connected to the flange portion 5b of the output side member 5 as follows. Eight inner peripheral shafts 32 are arranged at substantially equal intervals along the circumferential direction on the flange portion 5 b, and the inner peripheral shafts 32 are implanted in a state of protruding toward the crankshaft 1. Since the inner peripheral shaft 32 is used in a severe manner in terms of strength, the outer diameter dimension is set larger than that of the outer peripheral shaft 13, and the inner peripheral shaft 32 has a flange portion 32a in order to increase the mounting strength to the flange portion 5b. Are integrally formed. The tip of the inner peripheral shaft 32 is fitted into a bush 29 provided at the inner peripheral end of the spring box 6, and a disk formed of a resin having a low sliding resistance to prevent the bush 29 from coming off. A plate 33 is provided. Holes are formed in the disk plate 33 at substantially equal intervals in the circumferential direction, the inner peripheral shaft 32 is inserted into the holes, and a C-ring 34 is fitted in a circumferential groove formed in the inner peripheral shaft 32. . Thereby, the spring box 6 and the output side member 5 are regulated by holding a predetermined play in the axial direction. In addition, although the inner peripheral shaft 32 has a cantilever structure, a double-supported structure may be used to increase the strength.

  Next, the operation of the torsional vibration reducing device will be described. The input side member 4 is centered on the crankshaft 1 via a spigot, and the output side member 5 is centered on the input shaft 2 of the transmission via a spline connection, and the input side member 4 and the output side member 5 are Between them, a plurality of spring boxes 6 arranged along the radial direction are connected, and the plurality of spring boxes 6 are arranged radially. For this reason, the input side member 4 and the output side member 5 are elastically connected in the rotational direction via the spring box 6, and the reaction force of the spring box 6 receiving the tensile force acts, and the input side member 4 and the output side member Even if the member 5 is relatively displaced from the neutral position in any rotation direction, the member 5 tries to return to the original neutral position.

  In FIG. 2, when the output side member 5 is displaced relative to the input side member 4 in any rotation direction, the spring box 6 expands and contracts while swinging about the outer peripheral shaft 13. When the relative displacement is caused in any rotation direction, the distance between the outer peripheral shaft 13 and the inner peripheral shaft 32 is increased, and a tensile force is applied to the spring box 6. At this time, as can be seen from FIG. 4, the piston 25 approaches the circular end plate 22, and the springs 26 and 27 are compressed. The springs 26 and 27 are also compressed when they are relatively displaced in the rotational direction.

  Conventionally, the input side member and the output side member are arranged adjacent to each other, and the spring arranged along the circumferential direction between the two members is compressed in the circumferential direction by the input side member and the output side member. However, in the present invention, the spring box 6 is pulled by the outer peripheral shaft 13 of the input side member 4 and the inner peripheral shaft 32 of the output side member 5, so as in the conventional case. The structure that supports the spring along the circumferential direction, the structure that keeps the spring against buckling, and the radial and axial position adjustment of the seat surface that receives the spring are no longer required, simplifying the structure Become. Further, since the input side member 4 and the output side member 5 are connected in the radial direction via the radially arranged spring boxes 6, even if there is a slight misalignment in the radial direction between the engine and the transmission, The distance between the outer peripheral shaft 13 and the inner peripheral shaft 32 at both ends of the radially arranged spring boxes 6 changes to absorb the misalignment. Further, not only in the radial direction but also in the thrust direction, the distance between the outer peripheral shaft 13 and the inner peripheral shaft 32 is similarly changed, and the input shaft 2 of the transmission is splined to the output side member 5. Therefore, relative thrust movement in the axial direction between the output side member 5 and the input shaft 2 is allowed. Since the predetermined compression allowance is provided for the springs 26 and 27 of the spring box 6 in a state where the input side member and the output side member are in a neutral position where they are not relatively displaced, the crankshaft 1 and the transmission Even if there is a misalignment with the input shaft 2, the ends of the springs 26 and 27 are not separated from the seating surfaces of the piston 25, the circular end plate 22, etc., and the ends of the springs 26 and 27 are seating surfaces. There is no impact sound.

  The play between the input side member 4, the spring box 6, and the output side member 5 in the axial direction is set to a predetermined value. In this case, the input side member 4 and the output side member 5 are in the closest state. By setting the input side member 4 and the output side member so as not to contact each other, it is possible to avoid rubbing between the members in the axial direction. Further, since there is a clearance that is greater than the misalignment between the engine and the transmission in the radial direction, it is possible to reliably avoid friction between the members in the radial direction.

  In addition, since the drive plate 7 and the rotating body 8 constituting the input side member 4 are detachable, only the drive plate 7 is separated when the torsional vibration reducing device is assembled, and the torsional vibration reducing device Is attached to the vehicle crankshaft 1 first, and then the rotating plate 8 of the torsional vibration reduction device 3 is coupled to the drive plate 7 via bolts 15. Can be adopted.

  Since such an attachment method can be adopted, when the drive plate 7 is coupled to the crankshaft 1 via the bolt 10, a tool insertion hole for turning the bolt 10 is provided in the output side member 5. However, it is not necessary to provide an insertion hole. For this reason, the strength of the output side member 5 is increased. Further, since it is not necessary to insert a tool, the degree of freedom in using the space near the bolt 10 is increased, and for example, the position of the inner peripheral shaft 32 that is the inner peripheral end of the spring box 6 is made closer to the axial center. Is possible.

  In the above embodiment, the hysteresis generating mechanism for attenuating torsional vibration is not provided between the input side member and the output side member. However, a predetermined hysteresis generating mechanism is required depending on the drive line system. In some cases, a predetermined hysteresis generating mechanism may be added as necessary. Even in this case, since there is no occurrence of unexpected hysteresis, a desired hysteresis is easily obtained stably.

  Although the present embodiment has shown the case where the input side member has a disk portion having a large outer diameter and a protruding portion, the output side member has a configuration having a disk portion having a large outer diameter and a protruding portion. You can also. Further, although the ring-shaped rotating body is provided as the protruding portion, the protruding portion is not necessarily formed in the ring shape, and may be arranged at substantially equal intervals along the circumferential direction. Further, in the present embodiment, the rod having the piston in the spring box is connected to the output side member, but the rod may be connected to the protruding portion. Furthermore, the compression means is not limited to the spring box, and any means may be used as long as the spring is compressed when a tensile force is applied.

FIG. 3 is a cross-sectional view taken along the line B-O-B in FIG. FIG. 3 is a front view showing the torsional vibration reduction device with some parts removed only in the right half (embodiment). The rear view (embodiment) which shows a torsional vibration reduction device with a part removed from only the left half. FIG. 5A is a configuration diagram of a spring box, and FIG. 5B is a view taken along the line AA in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Crankshaft 2 ... Input shaft 3 ... Torsional vibration reduction device 4 ... Input side member 5 ... Output side member 6 ... Spring box 7 ... Drive plate 8 ... Rotating body 10, 15 ... Bolt 19 ... Spline teeth 26, 27 ... Spring

Claims (6)

An input side member coupled to the engine crankshaft and centered with respect to the crankshaft;
An output side member coupled to the transmission input shaft and centered on the input shaft;
One end is connected to the input side member and the other end is connected to the output side member, and is arranged along the radial direction of the input side member, and the input side member and the output side member are arranged in the rotation direction. Compression means that receives a tensile force when the relative displacement occurs and compresses a built-in spring when the tensile force is received;
A torsional vibration reduction device characterized by comprising: 2. The torsional vibration reduction device according to claim 1, wherein one of the input side member and the output side member includes a disk portion whose outer diameter is larger than the other outer diameter, and an outer peripheral edge of the disk portion. A torsional vibration reducing device comprising: a protruding portion protruding from the first portion to the other side, wherein the compression means is disposed between the protruding portion and the other outer peripheral edge portion. The torsional vibration reduction device according to claim 1, wherein the output side member and the input shaft of the transmission are spline-coupled. The torsional vibration reduction device according to any one of claims 1 to 3, wherein the spring has a predetermined compression allowance in a neutral position where the input side member and the output side member are not relatively displaced. A torsional vibration reduction device characterized by being provided. The torsional vibration reduction device according to any one of claims 2 to 4, wherein a member configured by the disk portion and the protruding portion is the input side member, and the disk portion and the protruding portion are configured to be detachable. Torsional vibration reduction device characterized by that The torsional vibration reduction device according to claim 5 is assembled in a state where the disk portion is separated from the protruding portion, and after the disk portion is connected to an engine crankshaft, the protruding portion is coupled to the disk portion. And mounting the torsional vibration reducing device, wherein the input side member is connected to the crankshaft.

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