JPH0612265Y2 - Flywheel with toroidal damper - Google Patents

Description

[Detailed Description of the Invention] [Industrial field of application] The present invention consists of a two-part split flywheel that prevents the occurrence of resonance in all regions of the number of revolutions. The present invention relates to a flywheel with a torsional damper equipped with a stopper mechanism for transmission.

[Conventional technology]

A split type flywheel is known in which a flywheel is divided into two masses and they are connected by a spring to absorb torque fluctuations. In the prior art, the two masses are usually connected by a spring mechanism with the same spring constant over the entire range of rotation, and thus have one resonance point at a certain engine speed. The spring constant is determined so that the resonance point is lower than the normal rotation range of the engine rotation.However, since the resonance point is passed when the engine is started and stopped, frictional force is divided between the divided flywheels. When the torque in the low rotation range is small, the drive side flywheel and the driven side flywheel are integrated to suppress the resonance phenomenon. This is to avoid the occurrence of the resonance phenomenon, which makes it difficult to escape from the resonance (a so-called pull-in phenomenon) and makes the vehicle unable to run.

To explain the conventional technology by taking individual examples,
The torque fluctuation absorbing device disclosed in Japanese Patent Publication No. 42 divides a flywheel into a drive-side flywheel and a driven-side flywheel, and a spring mechanism having the same spring constant is interposed between the flywheel and the flywheel. It shows a split-type flywheel provided with a hysteresis mechanism so that a frictional force acts between them, and shows a typical general configuration of the split-type flywheel.

Further, Japanese Patent Laid-Open No. 61-59040 discloses a technique for setting the resonance point lower than idle rotation.
Japanese Patent Laid-Open No. 59-108848 and Japanese Utility Model Laid-Open No. 59-108848 disclose a flywheel in which the resonance point is shifted to the low rotation side. Also,
Japanese Laid-Open Patent Publication No. 56-6676 shows a damper disk that slides in a housing, though not a two-part flywheel, and shows a friction imparting structure in this type of mechanism.

Further, Japanese Patent Laid-Open No. 60-109635 discloses that one type of spring is used and a transfer body between a drive side flywheel and a driven side flywheel is adjusted by using a friction body that moves in a radial direction by a centrifugal force. The damper that uses centrifugal force is unstable in the timing when the flywheel changes from the integrated state to the separated state, and reliable resonance prevention cannot be expected.

Although the above is a conventional technique related to resonance suppression, apart from resonance, in the two-part split flywheel having a sliding friction mechanism between the drive side flywheel and the driven side flywheel,
When a very large torque is applied, such as when the vehicle suddenly starts or suddenly stops, the sliding friction mechanism slips and excessive torque cannot be properly transmitted to the driven side. In order to suppress this, as an example of one provided with a stopper mechanism between both flywheels, Japanese Patent Publication No. 57-18049, Japanese Utility Model Publication No. 61-17547, and Japanese Utility Model Publication No. 54-155081 have locking mechanisms. An attached flywheel damper is disclosed. However, these control the relative twist between the divided two flywheels over a certain value, and the control plate and the flywheel on the driven side interposed between the two flywheels of the present invention as described later. Since it does not regulate the relative twist of a certain value or more, it is not applicable to the present invention.

[Problems to be solved by the invention]

As described above, in the conventional technology, in order to suppress the resonance phenomenon,
It is necessary to give a relatively large frictional force of a certain value or more. Therefore, due to the hysteresis mechanism, a frictional force of a certain value or more is constantly applied between the drive side flywheel and the driven side flywheel, and even in the normal rotation range, the friction force between the drive side flywheel and the driven side flywheel causes sticking. (Integration) is likely to occur, and during sticking, fluctuations in the rotation of the drive side flywheel (engine speed fluctuations) are transmitted to the driven side flywheel, and the effect of absorbing torque fluctuations in the normal rotation range is reduced. That is,
There is a problem that the rotation fluctuation reduction efficiency as a torsional damper becomes small.

In addition, as a problem different from resonance, a flywheel with a torsional damper, which is partially equipped with a sliding friction mechanism (torque limit mechanism) in some form, can be used when excessive torque is applied, such as when the vehicle suddenly starts or suddenly stops. There is a problem that slippage occurs and the torque capacity is limited.

The present invention, in a flywheel with a torsional damper consisting of a split type flywheel, displaces the position of the resonance point depending on the rotational speed during operation, thereby eliminating the conventional hysteresis mechanism that gives frictional force in the entire rotational range. Effectively reduces torque fluctuations in the normal rotation range,
Along with this, the purpose is to increase the torque capacity.

[Means for solving problems]

A flywheel with a torsion damper according to the present invention for achieving the above object is divided into a flywheel on a driving side and a flywheel on a driven side, and the driving flywheel and a driven flywheel are connected by a spring mechanism. In a flywheel with a torsion damper, two types of spring mechanisms are used, one of the two types of spring mechanisms is directly connected to the drive side flywheel and the driven flywheel, and the other of the two types of spring mechanisms is used. The drive side flywheel and the driven side flywheel are connected via a friction mechanism arranged in series with the other spring mechanism, and the other spring mechanism and the friction mechanism are connected via a control plate, and further control is performed. A stopper mechanism that restrains relative torsion of the plate and the driven flywheel above a certain value. Consisting torsional damper flywheel formed by providing.

[Action]

Before describing the operation of the device of the present invention, the names of each part, the spring force, and the operating force will be referred to as follows.

First coil spring: a torsional spring that directly connects the drive-side flywheel and the driven-side flywheel. Second coil spring: a control plate for the drive-side flywheel and the driven-side flywheel (first control described later). Plate) and a torsional spring that is connected via a friction mechanism. Fr ... Set friction force of the friction mechanism connected in series to the second coil spring. F ... Relative twist between the drive side flywheel and the driven side flywheel ( Force applied to the friction mechanism portion on the side of the second spring when torque generated by bending of the first coil spring and the second coil spring is applied during relative rotation .... K of the spring mechanism having the first coil spring spring constant · K ₁ ... spring constant of the spring mechanism having a second coil spring In the above, the relative twisting occurs when the torque is transmitted between the drive side flywheel and the driven side flywheel,
The first coil spring and the second coil spring bend simultaneously.

Fr ≧ F in the low speed range (usually corresponding to low torque)
Therefore, no slippage occurs in the friction mechanism portion, the first coil spring and the second coil spring work together, the spring constant of the system combination is K + K ₁ , and all springs work to suppress torque fluctuations.

When the rotation speed (engine rotation speed) increases (during start-up), as the rotation speed approaches the resonance point of the system with the spring constant K + K ₁ , the relative twist increases and F increases, and the spring constant K + K ₁ Before the resonance point of F, F> Fr is finally satisfied and slippage occurs in the friction mechanism portion, the second coil spring loses its function as a spring, and the second coil spring becomes F
The torque above r is not transmitted, and at the same time, the spring constant of the entire system decreases to K. That is, the resonance point of the entire system shifts to the resonance point of the system having the spring constant K, that is, to the lower rotation side. The actual rotational speed of the system at the time of shifting is higher than the resonance point of the system of spring constant K, and at the time of shifting, it is already at the position beyond the resonance point of spring constant K. The torque fluctuation can be absorbed according to the damping at the position outside the resonance point of the system of the spring constant K of the spring mechanism. Therefore, since the resonance point is exceeded, the relative rotation becomes smaller, and Fr> F, and the slippage of the friction mechanism on the second coil spring side stops again, and the first coil spring and the second coil spring are separated. All coil springs work to suppress torque fluctuations.

That is, in the system that initially had a spring constant of K + K ₁ ,
When the number of rotations is increased and approaches the resonance point of the system with the spring constant of K + K ₁ , the friction mechanism slides and operates near the characteristics of the system with the spring constant of K at a time (the resonance point of the K system operates at K + K
Since it deviates from the resonance point of ₁ , resonance does not occur. However, since one spring is slipping, it does not completely follow the characteristic curve of K, but when it approaches the characteristic curve of K), the resonance point of K + K ₁ is deviated and the rotation speed increases, When it reaches the vicinity of the normal rotation range, since it deviates from the resonance point, the relative movement of the drive side flywheel and the driven side flywheel becomes small (Fr> F) and the sliding of the friction mechanism stops and it operates again according to the characteristic of K + K ₁ , Resonance can be avoided in the entire rotation range.

The same shift phenomenon can be obtained even when the number of rotations decreases from large to small (at the time of stop).

Therefore, the sliding friction force of the constant operation by the hysteresis mechanism, which is required in the conventional split type flywheel having the spring mechanism of one kind of spring constant, is unnecessary. In the present invention, the friction mechanism on the side of the spring mechanism having the second coil spring causes only a temporary slip in order to avoid resonance when passing near the resonance point of K + K ₁ at the time of starting and stopping. Low friction is achieved in the rotation range, and the torque fluctuation absorbing effect is increased without being affected by the sliding friction force, particularly in the normal rotation range which is a problem in operation.

On the other hand, apart from resonance, F> Fr even if excessive torque is applied.
As a result, the friction mechanism slips, and the control plate receives the force from the second coil spring to rotate relative to the driven flywheel. However, when the control plate rotates relative to the driven flywheel, the stopper mechanism works to restrain the relative rotation. Therefore, the friction mechanism does not slip, the control plate and the driven flywheel can rotate integrally, and the torque is transmitted also through the path of the second coil spring. At this time, the elastic bodies of all the coil springs and all the spring seats act as springs to share the torque, the torque capacity is increased, and the reliability is dramatically improved.

〔Example〕

Hereinafter, preferred embodiments of a flywheel with a torsion damper according to the present invention will be described with reference to the drawings.

1 and 2 show the structure of a flywheel with a torsion damper according to an embodiment of the present invention, FIG. 3 shows its vibration system model, and FIGS. 4 and 5 show its operating characteristics.
6 and 7 show enlarged cross sections of the spring mechanism.

In FIGS. 1 and 2, a flywheel includes a drive side flywheel 10 connected to a drive shaft (for example, an engine crankshaft) and a driven side flywheel 20 connected to a driven side member (for example, a clutch). And 2
It consists of a split flywheel. Drive side flywheel 10
The driven flywheel 20 and the driven flywheel 20 have two types of spring mechanisms, that is, a spring mechanism 30A having a first coil spring 31.
(The spring constant K of the spring mechanism 30A is the first coil spring.
31 and the spring mechanism 30B having the second coil spring 32 (the spring constant K ₁ of the spring mechanism 30B is the second
(Coincidence of spring constants of the coil springs 32). Of these, the first coil spring 31 is a spring that directly connects the drive side flywheel 10 and the driven side flywheel 20, and the second coil spring 32 connects the drive side flywheel 10 and the driven side flywheel 20 to each other. Friction mechanism 33 vibratably connected in series to the second coil spring 32
Is a spring that is connected via. In the above, KK
It may be a _1, the spring constant of the second coil spring 32 spring constant and the individual individual first coil springs 31 may be equal. That is, the first coil spring 31
Even if a spring having the same spring constant is used as the second coil spring 32, when the first coil spring 31 is four and the second coil spring 32 is two, K: K ₁ = 1: 2. , Fits the purpose.

The drive side flywheel 10 sandwiches and fixes the ring-shaped ring gear 11 on the outer peripheral portion, the ring-shaped inner body 12 on the inner peripheral portion, and the ring gear 11 from both sides, and one extends to the inner peripheral side up to the inner body 12 side portion. It has drive plates 13 and 14.
The inner body 12 and one drive plate 13 are bolts 15
Is connected to the drive shaft so as to rotate integrally with the drive shaft.

The driven flywheel 20 has a structure in which a flywheel body 21 and a driven plate 22 at an inner peripheral portion are connected by bolts 23. The driven plate 22 is concentric with the bearing 24, and the inner body 12 of the drive-side flywheel 10
It is supported on the outer periphery of so as to be relatively rotatable. Driven plate
The arm 22 has an arm 22a projecting to the outer peripheral side at the center in the width direction.

Two first control plates 41, 42 and two second control plates 43, 44 are provided in the space between the drive plate 13 and the flywheel main body 21 radially outside the outer peripheral surface of the driven plate 22. However, it is arranged so as to be rotatable relative to the driven plate 22 on both the drive side and the driven side. First control plate 4
The first and second control plates 41 and 42 are connected to both sides of the arm 22a of the driven plate 22, and the first control plates 41 and 42 are connected to each other by a pin 45 which constitutes a part of a stopper mechanism 60 described later. Also, the second control plate 4
3 and 44 are also arranged on both sides of the arm 22a of the driven plate 22 and are connected by the pins 46. The first control plates 41 and 42 have arms 41a and 42a extending outward in the radial direction, respectively, and the second control plates 43 and 44 also have arms 43a and 44a extending outward in the radial direction. Each of the arms 22a, 41a, 42a, 43a, 44a extends to the vicinity of the inner peripheral surface of the ring gear 11.

A spring mechanism 30A having a first coil spring 31 is shown in FIG. 1 with two first coil springs 31 on each side, four in total, and is shown in the lower half cross section in FIG. FIG. 6 shows an enlargement of the cross section. The first coil spring 31 has spring seats 34, 35 at both ends.
The spring seats 34, 35 have elastic bodies 34a, 35a at opposite ends. One of the spring seats 34, 35 is detachably supported by the arms 43a, 44a of the second control plates 43, 44 in the circumferential direction, and the other spring seat 35 is supported by the arm 22a of the driven plate 22. Is removably abutted in the direction. The protruding arm 35b of the spring seat 35 is a drive plate.
The holes 16 provided in the drive plate 13 and the notches 17 provided in the drive plate 14 are engaged with each other in the circumferential direction in a non-rotatable manner in one direction to directly transmit the torque from the drive plates 13, 14 to the spring seat 35. That is, in FIG. 1, the two first coil springs 31, 31 on the left side will be described as an example.
The protruding arm 35b of the spring seat 35 of the first coil spring 31 is fitted to the drive plates 13 and 14, and the central portion of the spring seat 35 is the arm 22 of the driven plate 22.
Fit a. Then, when the drive plates 13 and 14 push the protruding arm 35b of the spring seat 35 of the one first coil spring 31 (for example, the one located in the upper half of FIG. 1), the second control plates 43 and 44 are used. The spring seat 35 of the other first coil spring 31 (for example, the one in the lower half of FIG. 1) is pushed, and the arm 22a of the driven plate 22 is pushed. Reverse rotation is also possible. The other spring seat 34 has the same shape as the spring seat 35, and holes or notches extending in the circumferential direction are formed in the drive plates 13 and 14 at positions corresponding to the protruding arms 34b of the spring seat 34. Spring seat
34 is movable in the circumferential direction relative to the drive plates 13 and 14. The second control plates 43 and 44 can rotate without being fixed to the drive plates 13 and 14 and the driven plate 22 only by connecting the two first coil springs 31. With this structure, the drive plates 13 and 14 are directly connected to the driven plate 22 via the first coil spring 31, and the torque of the drive plates 13 and 14 is transmitted to the driven plate 22 by bending the first coil spring 31. To be done.

In the spring mechanism 30B having the second coil spring 32, a total of two second coil springs 32 are shown one above the other in FIG. 1, and shown in the upper half section in FIG. FIG. 7 shows an enlargement of the cross section. Both ends of the second coil spring 32 are in contact with the spring seats 36 and 37, and the spring seats 36 and 37 have elastic bodies 36a and 37a at opposite ends. The spring seats 36 and 37 are
Arms 41 of the first control plates 41 and 42, respectively
The a and 42a are removably abutted in the circumferential direction. Also,
Both ends of the second coil spring 32 are spring seats.
A window 18 provided in the drive plate 13 and a notch 19 provided in the drive plate 14 are removably abutted in the circumferential direction via 36 and 37. With this structure, the drive plate 13,
14 is connected to the first control plates 41, 42 via the second coil spring 32, and the drive plate 13,
The torque of 14 bends the second coil spring 32 and
Is transmitted to the control plates 41, 42 of the.

However, the spring mechanism 30 having the second coil spring 32
On the B side, as will be described below, a friction mechanism is provided between the first control plates 41, 42 and the driven plate 22.
33 is provided, and the drive plates 13, 14 to the second
The torque transmitted to the first control plates 41, 42 via the coil spring 32 is transmitted to the driven plate 22 only within the set friction force Fr of the friction mechanism 33. In the upper half section of FIG. 2, a thrust plate 47 is provided between one of the first control plates 41 and 42 and the arm 22a of the driven plate 22 so as to be rotatable relative to the two. The thrust plate 47 is the thrust plate.
A cone spring 48 interposed between the 47 and the control plate 42 axially urges the driven plate 22 toward the arm 22a. Between the control plate 41 and the arm 22a and between the thrust plate 47 and the arm 22a
Thrust linings 49 and 50 are installed between
A frictional force is applied in the circumferential direction between the control plates 41 and 42 and the arm 22a of the driven plate 22. This friction force is set to a constant friction force Fr by the cone spring 48. The friction mechanism 33 includes a cone spring 48, a thrust plate 47, and thrust linings 49 and 50.

The stopper mechanism 60 is as follows. That is, as described above, the first control plates 41, 42 are connected to each other by the pin 45 extending in the axial direction so that they can rotate integrally with each other. The driven plate 22 is located between the first control plates 41 and 42, and can slide and rotate in the same direction as the first control plates 41 and 42 via the friction mechanism 30. The base of the arm 22a of the driven plate 22 is bulged in the circumferential direction and is driven through the step portion 22b.
It is connected to the outer peripheral surface of 22. The step portion 22b is located at substantially the same position as the pin 45 in the radial direction, and can be moved toward and away from each other when there is a slip relative rotation between the first control plates 41 and 42 and the driven plate 22. As it does, it further restrains the slip relative rotation. Therefore, if the friction mechanism 33 does not slip after the contact, the first control plates 41 and 42 and the driven plate 22 rotate integrally in that direction. The circumferential distance from the pin 45 of the step portion 22b is constant. Pin 45 and step
22b constitutes a stopper mechanism 60.

FIG. 3 shows the above configuration by a vibration model.
The drive side flywheel 10 and the driven side flywheel 20 are
Directly connected by the first coil spring 31 and the second
The coil spring 32 and the friction mechanism 33 are connected to each other. The first coil spring 31 and the combination of the second coil spring 32 and the friction mechanism 33 are spring-parallel to each other, and the second coil spring 32 and the friction mechanism are parallel to each other.
33 is oscillatory in series. Further, in the path of the second coil spring 32, there is a stopper mechanism 60 between the first control plates 41, 42 and the driven flywheel 20.

Next, the operation of the flywheel with a torsion damper will be described with reference to FIGS. 4 and 5.

FIG. 4 shows the relationship between the relative angular displacement between the drive-side flywheel 10 and the driven-side flywheel 20, the so-called twist angle, and the torque, and FIG. 5 shows the relationship between the rotational speed and the acceleration transmissibility. Shows.

When the twist angle is small, the torque is also small and therefore the force F applied to the friction mechanism 33 is also small. Therefore, F is smaller than the set friction force Fr of the friction mechanism 33, that is, F ≦ Fr.
At this time, the friction mechanism 33 is used to control the first control plate.
Since there is no slippage between the arms 41 and 42 and the arm 22a of the driven plate 22 and the second coil spring 32 operates effectively, the spring constant of the system is the spring constant K of the spring mechanism 30A having the first coil spring 31. And the second coil spring 32
Is the sum of the spring constant K ₁ of the spring mechanism 30B having the above (region A in FIG. 4). Such a phenomenon is obtained in a region where torque transmission is small (region A in FIG. 5). At this time, it operates according to the characteristic of the spring constant K + K ₁ (the characteristic indicated by X in FIG. 5).

As the rotation speed increases, the resonance point of the system with spring constant K + K ₁ approaches and torque fluctuation (corresponding to acceleration transmissibility)
Also gradually increases, F rises, and finally reaches the set friction force Fr. This Fr is set so that F = Fr before reaching the resonance point. Therefore, before the resonance point, F> Fr is finally satisfied, and the first control plates 41 and 42 start to slide with respect to the driven plate 22. Therefore, the second coil spring 32 loses its function as a spring element. (Actually, there is a torque transmission equivalent to the frictional force Fr.) Therefore, the spring constant of the entire system changes to K at the point P in FIG. 4 (region of FIG. 4B), and the spring constant in FIG. It shifts to operate according to the characteristics of the K system (characteristics indicated by Y in FIG. 5) (region indicated by B in FIG. 5). The region B in FIG. 5 deviates from the characteristic of the system of the spring constant K, which is a phenomenon caused by the frictional force Fr. As is clear from FIG. 5, the operation in the region B is at a position where the resonance point of the system having the spring constant K has already exceeded the high rotational speed side, and therefore the resonance point has already deviated from the resonance point. However, since the torque fluctuation decreases as the rotation speed increases, F becomes small and the phenomenon of F <Fr occurs immediately at points Q, Q ', Q ". At the points of Q, Q', Q" Since F <Fr, no slippage occurs in the friction mechanism 33, so that the second coil spring 32 again participates in torque fluctuation absorption, and the spring constant returns to K + K ₁ again (E, E in FIG. 4). 5 '), the oscillation again operates according to the characteristics of the system with a spring constant K + K ₁ in FIG. 5 (regions E, E', E "in FIG. 5). A, B, E, E ′, E ″ in FIG. 5 are A, B, E, and E in FIG.
Corresponding to E'and E ". The normal rotation range is set in the areas E, E'and E" in FIG. In the regions E, E ′, E ″ of FIG. 5, the drive side flywheel 10 and the driven side flywheel 20 are damped by the spring constant of K + K ₁ without the friction of the conventional hysteresis mechanism. , Its acceleration transmissibility is very small, and its torque fluctuation absorption effect is extremely large.

In FIG. 4, a region C shows a case where the twist angle further increases, and a region D shows a state in which the elastic bodies of the opposing spring seats are deformed against each other and the spring force is increased.

Further, when the rotation speed changes from large to small, in FIG. 5, the characteristics E (E ′, E ″), B, A are returned in this order,
The same shift effect as that described above occurs in the region B, respectively. In FIG. 4, the origin of the transformation is taken as the origin of the coordinates. However, since it stops at some point within the range surrounded by the diamond of E in FIG. When starting up, the spring constant rises from that point with the spring constant of K + K ₁ . However, the position of the diamond of E is immobile.

As described above, in the present invention, K ₁ is connected using the friction force to avoid resonance, but this friction portion slides when resonance is avoided (engine start, stop, etc.), and at the time of large torque input ( Slip also occurs in the portion beyond point P in FIG.

In order to compare the operation of the present invention with that of a conventional split type flywheel having a hysteresis mechanism (for example, the one of Japanese Utility Model No. 61-23542), FIG. 5 shows the case of the prior art (characteristic of S in FIG. 5). Is also shown. The characteristic diagram shows the case of this conventional example. In the conventional example, the resonance phenomenon can be avoided due to the existence of the hysteresis mechanism, but since the sliding friction of the hysteresis mechanism is always high, the damping of the spring is affected and the decrease of the acceleration transmissibility in the normal rotation range is caused by the present invention. The effect of absorbing torque fluctuation is not so good as that of the present invention. The shaded portion in FIG. 5 is the improved portion. However, the actual one of Shokai No. 61-23542 is far superior to that of the conventional one, but the present invention has a better damping characteristic in the normal rotation range. However, the present invention does not have a hysteresis mechanism, and when jumping by shifting the resonance rotational range to another characteristic and operating accordingly, the set friction force Fr of the friction mechanism 33 is changed.
Since the sliding of No. 2 acts at a temporary point, the effect of absorbing torque fluctuations is slightly reduced in region B as compared with the conventional one with a hysteresis mechanism, but the resonance phenomenon can be substantially avoided, and temporarily. Since it only operates, there is no problem, and it is more significant that a good damping effect obtained in the normal rotation range can be obtained without inducing a resonance phenomenon. It should be noted that R in FIG. 5 also shows the characteristics of the integrated flywheel for reference, and that the conventional split type flywheel and the flywheel of the present invention can obtain better damping characteristics than the integrated type. Shows.

On the other hand, the operation of the stopper mechanism 60 relating to excessive torque transmission separately from the resonance phenomenon will be described below.
Above a certain twist angle, the first control plate 4
The connecting pins 45 of 1, 42 correspond to the step portion 22b provided on the driven plate 22. As a result, the first control plates 41, 42 and the driven plate 22 rotate integrally, and the first coil spring 31 and the second coil spring 32 all operate. By providing the stopper mechanism 60, the stopper torque can be increased to increase the torque capacity, and when an abnormally large torque is input, the torque is shared by all the coil springs 31, 32 and the elastic body of the spring seat. And the reliability is dramatically improved. FIG. 4 shows a line for setting the torque Fs by the stopper mechanism 60, and shows a case where the spring seat is provided around the end of the spring seat and the spring seat has a margin in terms of spring.

[Effect of device]

According to the flywheel with a torsional damper of the present invention, the effect of absorbing torque fluctuations in the normal rotation range can be increased without causing resonance in the entire rotation range.

Further, since the conventional hysteresis mechanism and torque limit mechanism can be eliminated, the device can be simplified, downsized, and the cost can be reduced.

Further, since the stopper mechanism is provided for the first control plate and the driven flywheel, the torque capacity can be increased and the reliability can be dramatically improved regardless of the existence of the friction mechanism.

[Brief description of drawings]

FIG. 1 is a cross-sectional view taken along a plane perpendicular to a plane including an axial center of a flywheel with a torsion damper according to an embodiment of the present invention, and FIG. 2 is a shaft of the flywheel with a torsion damper shown in FIG. Fig. 1 is a sectional view taken along the plane including the core II-II of Fig. 1
3 is a sectional view taken along the line, FIG. 3 is a vibration model diagram of the flywheel with a torsional damper shown in FIG. 1, FIG. 4 is a torsion angle-torque characteristic diagram of the flywheel with a torsional damper shown in FIG. 1, and FIG. Is a rotational speed-acceleration transmissibility characteristic diagram of the flywheel with a torsion damper shown in FIG. 1, FIG. 6 is an enlarged sectional view in the vicinity of the first coil spring in FIG. 2, and FIG. 3 is an enlarged cross-sectional view of the vicinity of the coil spring of FIG. 10 …… Drive side flywheel 20 …… Driven side flywheel 22b… Step 31 …… First coil spring 32 …… Second coil spring 33 …… Friction mechanism 41, 42 …… First control plate 45 ...... Pin 60 …… Stopper mechanism

Claims (1)

[Scope of utility model registration request] 1. A flywheel with a torsional damper, wherein a flywheel is divided into a drive-side flywheel and a driven-side flywheel, and the drive-side flywheel and the driven-side flywheel are connected by a spring mechanism. Using two types of spring mechanism in parallel,
The drive-side flywheel and the driven-side flywheel are directly connected to one of the two types of spring mechanisms, and the drive-side flywheel is connected to the other of the two types of spring mechanisms via a friction mechanism arranged in series with the other spring mechanism. The wheel and the driven flywheel are connected to each other, the other spring mechanism and the friction mechanism are connected to each other via the control plate, and the control plate and the driven flywheel are restrained from being twisted relative to each other at a certain value or more. A flywheel with a torsional damper that features a stopper mechanism.