JP2011220389A - Damper - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure a sufficient sealing function by a labyrinth seal LS in a damper, for absorbing vibration or torque variation of a rotating part, in which the labyrinth seal LS is constituted between a nonrotating side member 4 and the rotating part.SOLUTION: In an elastomer 18 which is attached to a hub 11 integrally rotating with a rotating shaft 3 and is composed of a rubber-like elastic material for absorbing vibration or torque variation, an annular ridge 18a is extensively provided which is closely opposed to the nonrotating side member 4 and constitutes the labyrinth seal LS. The annular ridge 18a is made from a rubber-like elastic material forming the elastomer 18 and is thus provided at low cost, and does not cause a problem such as metal contact even upon interference with the nonrotating side member 4, so that the sealing function of the labyrinth seal LS can be enhanced by reducing a gap with the nonrotating side member 4.

Description

  The present invention relates to a damper provided in a rotating portion, such as a torsional damper that absorbs torsional vibration generated on a rotating shaft, such as a crankshaft of an automobile engine, and a torque fluctuation absorbing damper that absorbs torque fluctuation in a pulley.

  FIG. 8 is a cross-sectional view showing a conventional damper cut along a plane passing through its axis O. In the figure, the left side is the front side of the front side of the vehicle, and the right side is the back side where the internal combustion engine of the vehicle is present. On the side. The damper (torsional damper) 100 is disposed concentrically on the outer peripheral side of a hub 101 having a boss 101a attached to the shaft end of a crankshaft 200 of an internal combustion engine and rotating integrally with the crankshaft 200. An annular mass body 102 and an elastic body 103 made of a rubber-like elastic material that elastically connects the hub 101 and the mass body 102 are provided.

  A predetermined torsional direction natural frequency is set in the spring-mass system including the elastic body 103 and the mass body 102. That is, in the damper 100, the spring-mass system composed of the elastic body 103 and the mass body 102 resonates by being vibrated in the torsional direction in a predetermined vibration frequency range where the torsional amplitude of the crankshaft is maximized, and the vibration is generated. The torque due to the displacement is generated in the opposite direction to the torque due to the input vibration, thereby exhibiting a dynamic vibration absorption effect.

  An annular ridge 101b is formed on the back side of the hub 101. The annular ridge 101b is close to the annular recess 301 formed in the front cover 300 of the internal combustion engine with a slight gap, and dust from the outside. The labyrinth seal LS that prevents the intrusion or the like from entering the inside of the front cover 300 is configured (see, for example, the following patent document).

Japanese Utility Model Publication No. 1-116237

  In the above configuration, in order to ensure a sufficient sealing function in the labyrinth seal LS, it is required to make the gap between the annular protrusion 101b of the hub 101 and the annular recess 301 of the front cover 300 as small as possible. Therefore, the ring-shaped protrusion 101b of the hub 101 needs a severe dimensional tolerance due to cutting or the like, and there is a problem that the processing cost becomes high. In addition, the gap between the annular protrusion 101b of the hub 101 and the annular recess 301 of the front cover 300 increases due to the stacking tolerance of other components in the internal combustion engine. If this clearance is reduced, the annular protrusion 101b and the annular recess are reduced. Since 301 may interfere with each other between metals, there is a limit in improving the function of the labyrinth seal LS.

  The present invention has been made in view of the above points, and a technical problem thereof is a damper that absorbs vibration or torque fluctuation of a rotating portion, and a labyrinth seal between the non-rotating side member and the damper. Is to secure a sufficient sealing function by the labyrinth seal.

  As a means for effectively solving the technical problem described above, the damper according to the invention of claim 1 is made of a rubber-like elastic material that is attached to a hub that rotates integrally with the rotating shaft and absorbs vibration or torque fluctuation. An annular ridge that extends close to and faces the non-rotating member and constitutes a labyrinth seal is extended to the elastic body. The rubber-like elastic material here is a rubber material or a synthetic resin material having rubber-like elasticity.

  According to a second aspect of the present invention, in the damper according to the first aspect, the elastic body is a coupling rubber interposed between the hub and a pulley supported by the hub via a bearing. Features.

  A damper according to a third aspect of the present invention is the damper according to the first aspect, wherein the elastic body is a damper rubber interposed between the hub and an annular mass disposed concentrically with the hub. And

  A damper according to a fourth aspect of the present invention is characterized in that, in the configuration according to the first aspect, the radial protrusion distance between the annular protrusion and the non-rotating side member is variable by centrifugal force.

  According to the damper according to the present invention, the annular protrusion that constitutes the labyrinth seal that is closely opposed to the non-rotating side member is attached to the hub from an elastic body such as a coupling rubber or a damper rubber that absorbs vibration or torque fluctuation. Since it is extended, this annular protrusion can be formed at the same time as the elastic body, so it is provided at a low cost, and even if it interferes with the non-rotating side member, it causes a problem such as metal contact. Therefore, the gap between the non-rotating member and the non-rotating member can be reduced to enhance the sealing function by the labyrinth seal.

  Also, when rotating, the annular ridge expands and deforms due to centrifugal force, and the radial facing distance from the non-rotating side member decreases, so that the labyrinth seal function is enhanced, and when stopped, the annular ridge and the non-rotating side member oppose each other in the radial direction. Since the distance increases, it is possible to easily discharge muddy water that has entered.

1 is a half sectional view showing a first embodiment of a damper according to the present invention by cutting along a plane passing through an axis O of the damper. FIG. 6 is a half cross-sectional view showing a second embodiment of the damper according to the present invention by cutting along a plane passing through its axis O. FIG. 7 is a half sectional view showing a third embodiment of the damper according to the present invention by cutting along a plane passing through its axis O. It is a fragmentary sectional view which shows the example of a shape change of the labyrinth seal part in FIG. 2 or FIG. It is a fragmentary sectional view which shows the example of a shape change of the labyrinth seal part in FIG. 2 or FIG. It is a fragmentary sectional view which shows the example of a shape change of the labyrinth seal part in FIG. 2 or FIG. It is a fragmentary sectional view which shows the example of a shape change of the labyrinth seal part in FIG. 2 or FIG. FIG. 10 is a half cross-sectional view showing an example of a damper according to the prior art cut by a plane passing through the axis O.

  Hereinafter, a preferred embodiment of a damper according to the present invention will be described with reference to the drawings. In the following description, the “front side” means the left side in the figure, that is, the front side of the vehicle, and the “rear side” means the right side in the figure, that is, the side where an internal combustion engine (not shown) exists. It is.

  First, the first embodiment shown in FIG. 1 is one in which the present invention is applied to a torque fluctuation absorbing damper 1, and reference numeral 11 is a hub attached to a shaft end of a crankshaft 3 of an internal combustion engine in an automobile. . The hub 11 is manufactured by casting a metal material or the like, and has a boss portion 11a fixed to the crankshaft 3 and a first step formed with a step from the front end portion to the outer diameter side. A support cylinder part 11b, a disk part 11c extending from the front end of the first support cylinder part 11b to the outer diameter side, and a second support cylinder part 11d extending from the outer diameter end part to the front side; It consists of the 3rd support cylinder part 11e extended to the back side.

  An annular mass body 12 is disposed on the outer peripheral side of the second support cylinder portion 11 d of the hub 11, and the annular mass body 12 and the second support cylinder portion 11 d can be relatively displaced in the circumferential direction via a damper rubber 13. The dynamic damper portion D is configured by being elastically connected to the inner portion.

  The annular mass body 12 is manufactured by casting a metal material or the like, and the damper rubber 13 is vulcanized and molded with a rubber-like elastic material having excellent heat resistance, cold resistance and mechanical strength. The second support cylinder portion 11d is press-fitted between the outer peripheral surface of the second support cylinder portion 11d and the inner peripheral surface of the annular mass body 12 opposed to the second support cylinder portion 11d in the radial direction. In addition, a concave portion and a convex portion corresponding to each other are continuously formed in the circumferential direction on the outer peripheral surface of the second support cylinder portion 11d and the inner peripheral surface of the annular mass body 12, and thus the damper rubber 13 has a diameter. It has a shape that undulates in the direction, and this prevents slippage in the axial direction and circumferential direction.

  The torsional direction natural frequency of the dynamic damper portion D is a predetermined frequency region in which the torsion angle of the crankshaft 3 is maximized by the circumferential inertial mass of the annular mass body 12 and the torsional direction shear spring constant of the damper rubber 13. In other words, it is tuned to match the natural frequency of the crankshaft 3 in the torsional direction.

  Reference numeral 14 is a pulley. The pulley 14 is manufactured by plastic working of a metal plate or the like. The pulley 14 is arranged on the outer peripheral side of the third support cylinder portion 11e in the hub 11 and the dynamic side from the rear end portion thereof. A radial portion 14b extending from the back side of the second support cylinder portion 11d of the damper portion D and the hub 11, and an inner diameter extending from the inner peripheral end portion thereof toward the front side of the inner peripheral side of the third support cylinder portion 11e. It consists of the cylinder part 14c. A poly V groove is formed on the outer peripheral surface of the pulley main body 14a, and an endless belt (not shown) is wound around the pulley main body 14a.

  A cylindrical radial bearing 15 is interposed between the pulley body 14a of the pulley 14 and the third support cylinder portion 11e of the hub 11 located on the inner peripheral side thereof so as to be slidable in the circumferential direction. The radial bearing 15 is made of a low friction material having excellent wear resistance such as PTFE (polytetrafluoroethylene), and the pulley 14 is connected to the third support cylinder portion 11e via the radial bearing 15. It is supported so that relative displacement in the circumferential direction is possible.

  A flat washer-shaped thrust bearing 16 is slidable in the circumferential direction between an end portion on the back surface side of the third support cylinder portion 11e of the hub 11 and a radial portion 14b of the pulley 14 that is axially opposed thereto. Is intervened. Like the radial bearing 15, the thrust bearing 16 is also made of a low-friction material having excellent wear resistance such as PTFE. The pulley 14 regulates the axial relative displacement with respect to the hub 11 by the thrust bearing 16. Has been. Further, the thrust bearing 16 and the radial bearing 15 may be continuously integrated with each other.

  A metal sleeve 17 is press-fitted on the outer peripheral surface of the first support cylinder portion 11b of the hub 11, and the space between the sleeve 17 and the inner diameter cylinder portion 14c of the pulley 14 located on the outer periphery side thereof is as follows. The coupling rubber 18 is elastically connected via the coupling rubber 18, thereby constituting the flexible coupling portion FC. That is, the flexible coupling portion FC transmits the driving torque input from the crankshaft 3 to the hub 11 to the pulley 14 while smoothing it by the circumferential shear deformation action of the coupling rubber 18.

  The coupling rubber 18 corresponds to the elastic body described in claim 1 and is made of a rubber-like elastic material excellent in heat resistance, cold resistance and mechanical strength. The sleeve 17 and the pulley 14 are set concentrically, and an unvulcanized rubber material is filled in an annular cavity defined by the mold between the sleeve 17 and the inner diameter cylindrical portion 14c of the pulley 14. By heating and pressing, the sleeve 17 and the inner diameter cylindrical portion 14c are vulcanized and bonded simultaneously with vulcanization molding.

  Since the torque fluctuation of the crankshaft 3 becomes remarkable in a low rotation region below idling, the coupling rubber 18 has a sufficiently low shear spring constant in the circumferential direction compared to the damper rubber 13. The allowable deformation amount in the torsional direction is large, and in order to give a large torque transmission force, the axial and radial thicknesses are sufficiently large. Further, the coupling rubber 18 has a thickness in the axial direction that is closer to the outer diameter side so that the shear stress becomes substantially uniform in the entire radial direction when subjected to the circumferential shear deformation between the hub 11 and the pulley 14. It has a decreasing shape.

  An annular ridge 18 a extending in a cylindrical shape with the axis O as the center is formed on the back surface of the coupling rubber 18, and this annular ridge 18 a exists on the back side of the torque fluctuation absorbing damper 1. The inner surface of the front cover 4 of the internal combustion engine is loosely fitted in an annular recess 4a formed continuously in a circumferential shape around the axis O. Therefore, the annular protrusion 18a formed on the coupling rubber 18 of the torque fluctuation absorbing damper 1 that rotates together with the crankshaft 3 and the inner surface of the annular recess 4a of the non-rotating front cover 4 are bent in a substantially U-shaped cross section. The labyrinth seal portion LS is configured to face each other through the narrow gap.

  An oil seal 5 is mounted between the boss portion 11a of the hub 11 and the inner diameter portion of the front cover 4 of the internal combustion engine. Specifically, the oil seal 5 is fitted to the inner diameter portion of the front cover 4 and has a sealing function when a seal lip (not shown) is slidably brought into close contact with the outer peripheral surface of the boss portion 11a of the hub 11. Thus, the labyrinth seal portion LS is positioned outside the oil seal 5.

  The torque fluctuation absorbing damper 1 of the first embodiment having the above configuration is rotated together with the crankshaft 3 by attaching the boss portion 11 a of the hub 11 to the shaft end of the crankshaft 3. The torque of the crankshaft 3 is transmitted from the hub 11 to the pulley 14 via the sleeve 17 and the coupling rubber 18 of the flexible coupling portion FC, and further via an endless belt wound around the pulley body 14a of the pulley 14. It is transmitted to an auxiliary machine (not shown).

  The crankshaft 3 has a remarkable torque fluctuation particularly in a low rotation range below idling. This torque fluctuation is caused by the shearing deformation of the coupling rubber 18 in the flexible coupling portion FC in the torsional direction by a low spring. Since it is converted into thermal energy, the transmission torque is smoothed. Further, the dynamic damper portion D resonates in the circumferential direction in the frequency range where the torsional angle due to the torsional vibration of the crankshaft 3 is maximum, and the torque due to the resonance is opposite in direction to the torque of the input vibration. The peak of the twist angle of the shaft 3 can be effectively reduced.

  Also, dust (such as dirt and sand) and a part of muddy water flying from the outside go around to the back side of the torque fluctuation absorbing damper 1, but these enter the oil seal 5 side on the inner periphery of the front cover 4. The labyrinth seal portion LS can be effectively suppressed.

  In this labyrinth seal portion LS, even if the annular protrusion 18a made of a rubber-like elastic material interferes with the annular recess 4a of the front cover 4, there is no problem as in the case of metal contact. It can be made as small as possible. Moreover, when the crankshaft 3 is rotated, the annular protrusion 18a is enlarged and deformed by centrifugal force, and the radial facing distance from the outer diameter portion of the annular recess 4a is further reduced, so that an excellent sealing function is achieved.

  Since the centrifugal force does not act when the crankshaft 3 is stopped, the annular ridge 18a made of a rubber-like elastic material is reduced to its original shape by its own elasticity, and the radial facing distance from the outer diameter portion of the annular recess 4a is increased. Since it spreads out, the invading muddy water can be easily discharged.

  The annular ridge 18a extends from the coupling rubber 18 and is formed simultaneously by integrally vulcanizing the coupling rubber 18 between the sleeve 17 and the pulley 14 with a mold. Therefore, a separate process for forming the annular ridge 18a is not required, and therefore the processing cost is hardly increased.

  Next, a second embodiment shown in FIG. 2 is one in which the present invention is applied to the torsional damper 2, and reference numeral 21 is a hub attached to the shaft end of the crankshaft 3 of the internal combustion engine in the automobile. . The hub 21 is manufactured by casting a metal material or the like, and includes a boss portion 21a fixed to the crankshaft 3, a disk portion 21b extending from the boss portion 21a to the outer diameter side, and an outer diameter end portion thereof. It consists of the support cylinder part 21c formed in this.

  The torsional damper 2 is a so-called dual mass type having two sets of dynamic damper portions D1 and D2, and the first damper portion D1 is press-fitted into the outer peripheral surface of the support cylinder portion 21c of the hub 21. A structure in which the fitted metal sleeve 24 and the first annular mass body 22 disposed on the outer peripheral side thereof are elastically coupled via a first damper rubber 23 so as to be capable of relative displacement in the circumferential direction; It has become. The first annular mass body 22 is manufactured by casting a metal material or the like. A poly V groove is formed on the outer peripheral surface of the first annular mass body 22 and an endless belt (not shown) is wound around the first annular mass body 22. .

  The torsional direction natural frequency of the first damper portion D1 is such that the torsion angle of the crankshaft 3 is the maximum due to the circumferential inertial mass of the first annular mass body 22 and the torsional direction shear spring constant of the first damper rubber 23. Is tuned so as to coincide with the predetermined frequency range of the crankshaft 3, in other words, the torsional direction natural frequency.

  On the other hand, in the second damper portion D2, the second annular mass body 25 is manufactured by casting a metal material or the like, and the second damper rubber 26 is a rubber excellent in heat resistance, cold resistance and mechanical strength. It is made of an elastic material, and is integrally vulcanized between the disc portion 21b of the hub 21 and the second annular mass body 25 arranged on the front side thereof.

  The inertial mass of the second annular mass 25 is different from that of the first annular mass 22 in the first damper portion D1, and the shear spring constant of the second damper rubber 26 is the first in the first damper portion D1. Therefore, the second damper portion D2 has a natural frequency different from that of the first damper portion D1.

  On the back side of the disk portion 21b of the hub 21, an annular protrusion 26a extending in a cylindrical shape with the axis O as the center is formed. When the second damper rubber 26 is vulcanized and formed, the annular protrusion 26a allows the rubber molding material to go to the back side of the disk portion 21b through the small holes 21d formed in the disk portion 21b at predetermined intervals in the circumferential direction. Is formed on a part of the rubber layer 26b formed by the inner surface of the front cover 4 of the internal combustion engine existing on the back side of the torsional damper 2 and has a circumferential shape centered on the axis O. It is loosely fitted in the annular recess 4a formed continuously. For this reason, the annular protrusion 26a extending from the second damper rubber 26 of the torsional damper 2 rotating together with the crankshaft 3 and the inner surface of the non-rotating annular recess 4a of the front cover 4 have a substantially U-shaped cross section. The labyrinth seal portion LS is configured to face each other through a bent narrow gap.

  An oil seal 5 is mounted between the boss portion 21a of the hub 21 and the inner diameter portion of the front cover 4 of the internal combustion engine. Specifically, the oil seal 5 is fitted to the inner diameter portion of the front cover 4 and has a sealing function when a seal lip (not shown) is slidably brought into close contact with the outer peripheral surface of the boss portion 21a of the hub 21. Thus, the labyrinth seal portion LS is positioned outside the oil seal 5.

  The torsional damper 2 of the second embodiment having the above configuration is rotated together with the crankshaft 3 by attaching the boss portion 21a of the hub 21 to the shaft end of the crankshaft 3. The first damper portion D1 resonates in the circumferential direction in the frequency range where the torsional angle due to the torsional vibration of the crankshaft 3 is maximum, and the direction of the torque due to the resonance is opposite to that of the input vibration. The torsion angle peak of the crankshaft 3 can be effectively reduced.

  On the other hand, since the second damper part D2 resonates in the circumferential direction in a frequency range different from that of the first damper part D1, the twist angle of the crankshaft 3 can be reduced in a wide frequency range. Further, the second damper portion D2 has an axis perpendicular to the hub 21 because the bonding surfaces of the second damper rubber 26, the disc portion 21b of the hub 21 and the second annular mass body 25 are directed in the axial direction. Therefore, if the natural frequency in the direction perpendicular to the axis is tuned to the frequency region where the bending vibration of the crankshaft 3 (vibration in the direction perpendicular to the axis) peaks, the first damper In addition to the dynamic vibration absorption characteristics with respect to torsional vibration by the portion D1, dynamic vibration absorption characteristics with respect to bending vibration can be provided.

  Also in this embodiment, dust and muddy water that has come from the outside and entered the back side of the torsional damper 2 enters the oil seal 5 side on the inner periphery of the front cover 4 in the same manner as in the first embodiment. It can be effectively suppressed by the functioning labyrinth seal portion LS.

  In the labyrinth seal portion LS, no problem occurs even if the annular protrusion 26a made of a rubber-like elastic material interferes with the annular recess 4a of the front cover 4, and therefore the gap between the two can be made as small as possible. it can. In addition, when the crankshaft 3 is rotated, the annular protrusion 26a is expanded in diameter by centrifugal force, and the radial facing distance from the outer diameter portion of the annular recess 4a is further reduced. Therefore, an excellent sealing function is achieved.

  Further, since the centrifugal force does not act when the crankshaft 3 is stopped, the annular protrusion 26a made of a rubber-like elastic material is reduced to its original shape by its own elasticity, and the radial facing distance from the outer diameter portion of the annular recess 4a is increased. Since it spreads out, the invading muddy water can be easily discharged.

  The annular protrusion 26a extends from the second damper rubber 26 through the small hole 21d of the hub 21, and is formed between the disk portion 21b of the hub 21 and the second annular mass body 25 by a mold. Since the second damper rubber 26 is formed at the same time by integrally vulcanizing and molding, there is no need for a separate step for forming the annular ridge 26a, and therefore the processing cost is almost increased. No.

  Next, the third embodiment shown in FIG. 3 also applies the present invention to the torsional damper 2, and reference numeral 21 denotes a hub attached to the shaft end of the crankshaft 3 of the internal combustion engine in the automobile. . The hub 21 is manufactured by casting a metal material or the like, and includes a boss portion 21a fixed to the crankshaft 3, a disk portion 21b extending from the boss portion 21a to the outer diameter side, and an outer diameter end portion thereof. The pulley portion 21e is formed with a poly V groove on the outer peripheral surface of the pulley portion 21e, and an endless belt (not shown) is wound around the pulley portion 21e.

  The torsional damper 2 shown in FIG. 3 is a so-called disk-type single mass type, and an annular mass body 27 is disposed on the front side of the disc portion 21b in the hub 21, and the annular mass body 27 and the disc A damper rubber 28 is vulcanized and bonded between the opposing end faces of the portion 21b.

  The torsional damper 2 has a torsional direction natural frequency in a predetermined frequency range in which the torsion angle of the crankshaft 3 is maximized by the circumferential inertial mass of the annular mass body 27 and the torsional direction shear spring constant of the damper rubber 28. In other words, it is tuned to match the natural frequency of the crankshaft 3 in the torsional direction.

  In the back side of the disk portion 21b of the hub 21, the rubber is passed through the small holes 21d formed in the disk portion 21b at predetermined intervals in the circumferential direction when the damper rubber 28 is vulcanized, as in the second embodiment described above. An annular ridge 28a formed of a part of the rubber layer 28b formed by the molding material wrapping around the back side of the disk portion 21b is formed in a cylindrical shape centered on the axis O, and the torsional damper 2 The inner surface of the front cover 4 of the internal combustion engine existing on the back side is loosely fitted in an annular recess 4a formed continuously in a circumferential shape around the axis O. For this reason, the annular protrusion 28a on the torsional damper 2 side rotating together with the crankshaft 3 and the inner surface of the non-rotating front cover 4 annular recess 4a are closely opposed to each other through a narrow gap bent in a substantially U-shaped cross section. Thus, the labyrinth seal portion LS located outside the oil seal 5 is configured.

  The torsional damper 2 according to the third embodiment having the above configuration is rotated together with the crankshaft 3 by attaching the boss portion 21a of the hub 21 to the shaft end of the crankshaft 3. The damper main body composed of the annular mass 27 and the damper rubber 28 resonates in the circumferential direction in the frequency range where the torsional angle due to the torsional vibration of the crankshaft 3 is maximum, and the torque by the resonance is the direction and the direction of the input vibration. Therefore, the peak of the twist angle of the crankshaft 3 can be effectively reduced.

  Also in this form, the labyrinth seal portion LS has the same action as the first form or the second form, that is, dust or muddy water flying from the outside and turning around to the back side of the torsional damper 2 Intrusion into the oil seal 5 side of the inner periphery of the front cover 4 can be effectively suppressed.

  4 to 7 show examples of changing the shape of the labyrinth seal portion LS in FIG. 2 or FIG. 3, respectively.

  Of these, the labyrinth seal portion LS shown in FIG. 4 differs from FIG. 2 or FIG. 3 in that the inner surface of the annular recess 4a of the front cover 4 is close to the back surface of the disk portion 21b of the hub 21 in the axial direction. A thick rib that narrows a gap between the front end of the front cover 4 on the outer peripheral side of the annular protrusion 26a (28a) made of a rubber-like elastic material that is provided with an annular protrusion 4b that protrudes and is loosely fitted in the annular recess 4a. The rubber layer 26c (28c) is formed.

  For this reason, the foreign substance intrusion path (labyrinth seal portion LS) formed between the thick rubber layer 26c (28c) and the annular protrusion 26a (28a) and the annular recess 4a and the annular protrusion 4b is long and complicatedly bent. , The sealing function can be enhanced.

  Further, the labyrinth seal portion LS shown in FIG. 5 differs from FIG. 2 or FIG. 3 in that the tip of the annular protrusion 26a (28a) made of a rubber-like elastic material is bent toward the outer diameter side. The outer diameter portion of the annular recess 4a of the front cover 4 in which the strip 26a (28a) is loosely fitted has a step shape substantially corresponding to the bent shape of the annular projection 26a (28a).

  For this reason, in the foreign substance intrusion path (labyrinth seal portion LS) formed between the annular protrusion 26a (28a) and the annular recess 4a, there is a portion that detours toward the outer diameter side, and a gap between the detour portions is present during rotation. Since it becomes narrow by deformation | transformation of the cyclic | annular protrusion 26a (28a) by centrifugal force, a sealing function can be improved.

  Further, the labyrinth seal portion LS shown in FIG. 6 is different from FIG. 2 or FIG. 3 in that an annular protrusion 26a (28a) made of a rubber-like elastic material is formed in a conical cylinder shape having a larger diameter toward the tip side. The outer diameter portion of the annular recess 4a in which the annular protrusion 26a (28a) is loosely fitted has a step shape substantially corresponding to the bent shape of the annular protrusion 26a (28a).

  For this reason, as in FIG. 5 described above, the foreign matter intrusion path (labyrinth seal portion LS) formed between the annular protrusion 26a (28a) and the annular recess 4a has a portion detouring toward the outer diameter side, In some cases, the gap in the bypass portion is narrowed by deformation of the annular ridge 26a (28a) due to centrifugal force, so that the sealing function can be enhanced.

  Further, the labyrinth seal portion LS shown in FIG. 7 differs from FIG. 2 or FIG. 3 in that the annular protrusion 26a (28a) made of a rubber-like elastic material extends in the axial direction near the tip and toward the outer diameter side. A bifurcated shape branching into the extending portion, and the annular recess 4a in which the annular ridge 26a (28a) is loosely fitted has a step shape substantially corresponding to the branched shape of the annular ridge 26a (28a).

  For this reason, the foreign substance intrusion path (labyrinth seal portion LS) formed between the annular ridge 26a (28a) and the annular recess 4a has a complicated shape bent in a zigzag manner, and also has a bifurcated annular ridge 26a ( Since the foreign substance intrusion path (labyrinth seal portion LS) becomes narrow at a plurality of locations by the deformation of 28a), the sealing function can be enhanced.

  4 to 7 show examples of changing the shape of the labyrinth seal portion LS formed between the torsional damper 2 and the front cover 4 shown in FIG. 2 or FIG. The shape of the labyrinth seal portion LS configured between the torque fluctuation absorbing damper 1 and the front cover 4 shown can be similarly changed.

  Further, the labyrinth seal portion LS can also be configured between a non-rotating side member other than the front cover 4.

1 Torque fluctuation absorbing damper (damper)
11, 21 Hub 18 Coupling rubber (elastic body)
18a, 26a, 28a Annular ridge 2 Torsional damper (damper)
26 Second damper rubber (elastic body)
28 Damper rubber (elastic body)
3 Crankshaft (Rotating shaft)
4 Front cover (non-rotating side member)
4a Annular recess LS Labyrinth seal

Claims (4)

  An annular ridge that forms a labyrinth seal is extended to an elastic body made of a rubber-like elastic material that is attached to a hub that rotates integrally with the rotating shaft and absorbs vibration or torque fluctuation. Damper characterized by that.   The damper according to claim 1, wherein the elastic body is a coupling rubber interposed between a hub and a pulley supported by the hub via a bearing.   The damper according to claim 1, wherein the elastic body is a damper rubber interposed between the hub and an annular mass disposed concentrically with the hub.   The damper according to claim 1, wherein the annular protrusion has a variable radial distance from the non-rotating side member due to centrifugal force.

Images