JP4845901B2 - Torque fluctuation absorber - Google Patents

Description

  The invention of this application relates to a torque fluctuation absorbing device interposed in a drive system of an automobile or the like.

  Various types of torque fluctuation absorbing devices are known which are interposed between an output shaft of an automobile engine and an input shaft of a transmission and absorb torque fluctuation. For example, FIG. The device shown in Fig. 2 shows the torsional characteristics (the relative rotation angle between the driving side rotating member and the driven side rotating member and the torque in order to exhibit good torque fluctuation absorption performance from the low torque range to the high torque range. (Representing the relationship) can be set in a polygonal line shape, and the coil spring that transmits torque between the driving side rotating member and the driven side rotating member is less likely to be damaged by contact with other members due to centrifugal force. To do.

  In this torque fluctuation absorber, a drive-side rotating member that rotates integrally with the engine is provided with a guide surface facing radially inward, and coaxially and freely rotatable on the inner diameter side of the guide surface with the drive-side rotating member. A circumferential space is formed between the outer periphery of the driven driven rotating member and the guide surface, and a torque passing portion that enters the space is provided in each of the driving rotating member and the driven rotating member. In the circumferential space between the torque delivery portions, there are two low spring load coil springs supported at both ends by spring seats slidably guided by a guide surface, and the spring load from the coil springs. Five large coil springs are installed in series in the circumferential direction so that low spring load coil springs are located at both circumferential ends of the circumferential space. A torsion exceeding a predetermined maximum torsion angle between the driving side rotating member and the driven side rotating member is caused between the torque passing part of the driving side rotating member and the torque passing part of the driven side rotating member. It is regulated by the occurrence of a contact relationship via the contact, and at the same time, the close contact of each coil spring is prevented.

  For example, Patent Documents 2 and 3 use an arcuate coil spring having a small pitch at both ends, or a combination of a coil spring having a low spring load and a coil spring having a high spring load at both ends.

JP 10-1332028 A German Patent Publication DE 4215593A1 German Patent Publication DE 4341374A1

  As described above, in the conventional device in which the coil springs having a low spring load are arranged at both ends of the circumferential space between the torque transfer portions, the torque fluctuation absorbing function may not be exhibited during high speed driving. The cause is considered as follows.

  During high-speed driving, the spring seat is pressed against the guide surface of the drive-side rotating member by centrifugal force acting on itself and the coil spring, and the frictional force between the guide surface and the spring seat becomes large. This frictional force resists sliding of the spring seat. A coil spring with a low spring load resists the frictional force between the spring seat and the guide surface of the drive side rotating member even if the drive torque decreases after bending due to an increase in drive torque, because the spring load is small. The spring seat cannot be restored by sliding, and the coil spring with a high spring load has a large spring load even if the drive torque decreases after bending due to an increase in the drive torque, Since there are a large number of spring seats that have to slide on the guide surface in order to restore, the spring seats cannot be restored by sliding, and as a result, the coil spring with a high spring load can be obtained by continuing high-speed driving. Gradually increases, and finally, all the spring seats are sandwiched between the torque delivery portion of the driving side rotation member and the torque delivery portion of the driven side rotation member. Will be state, torque fluctuation can not be absorbed.

  Thus, in order to ensure the torque fluctuation absorbing function even at high speed driving, the frictional force between the guide surface of the drive side rotating member and the spring seat is made smaller, for example, the guide portion of the coil spring by the guide surface. It can be seen that the frictional force should be reduced, but this requires a large development cost.

  As described above, the phenomenon that the deflection of the coil spring gradually increases due to the continuation of high-speed driving and the torque fluctuation cannot be absorbed is the phenomenon between the torque delivery part of the driving side rotating member and the torque delivery part of the driven side rotating member. An arc-shaped coil spring slidably guided by a guide surface is disposed in the circumferential space, and the spring load of each part of the coil spring in the circumferential direction is changed in the same manner as in the torque fluctuation absorber, or in the circumferential direction. This also occurs in another known torque fluctuation absorber having a configuration in which the spring load of each part of the coil spring is the same.

  For example, in both cases described in Patent Documents 2 and 3, good NV performance (noise resistance, vibration) can be expected by low spring load portions at both ends at low torque, but coils at both ends are in close contact at high torque. In addition, the weight of the adhered portion is added as hysteresis, and the NV performance is deteriorated. Further, when the high torque state is continued, the end of the coil spring cannot be restored due to the hysteresis of the centrifugal force of its own weight, and it is gradually pushed in due to torque fluctuation. It may not be absorbed and may cause an impact.

  Accordingly, an object of the invention of this application is to ensure a torque fluctuation absorbing function even during high-speed driving.

According to the first aspect of the present application, a drive-side rotary member that rotates integrally with the engine is provided with a guide surface facing radially inward, and coaxially with the drive-side rotary member on the inner diameter side of the guide surface and Torque delivery that forms a space in the circumferential direction between the outer periphery of the driven-side rotating member that is rotatably arranged and the guide surface, and enters the space into the driving-side rotating member and the driven-side rotating member. In the circumferential space between these torque transfer portions, a plurality of coil springs that are supported at both ends by spring seats that are slidably guided by the guide surfaces are arranged in series in the circumferential direction. In the torque fluctuation absorbing device installed in the at least one of the plurality of coil springs, spring loads of at least two coil springs are different from each other, The spring load of the coil spring located at the end portion on the positive rotation direction side and the spring load of the coil spring located at the end portion on the negative rotation direction side are arranged on the positive rotation direction side and the negative rotation direction. The value is larger than the spring load of the coil spring located between the coil springs arranged at the end on the side, and is arranged at the end on the negative rotation direction side of the circumferential ends of the circumferential space. The maximum value of the spring load of the coil spring is set to a value smaller than the maximum value of the spring load by the coil spring arranged at the end portion on the positive rotation direction side, and the positive rotation direction of both circumferential ends of the circumferential space The torque fluctuation absorbing device, wherein the maximum value of the spring load of the coil spring disposed at the end on the side is set to a value larger than a value necessary for transmission of the maximum driving torque of the engine It is.

  In the above torque fluctuation absorbing device, when there is an engine brake state as in an automobile drive system, the maximum brake torque of the engine is smaller than the maximum driving torque, so to ensure good torque fluctuation absorbing performance during engine braking As described in claim 2, the maximum value of the spring load of the coil spring disposed at the end portion on the negative rotation direction side of the circumferential direction both ends of the circumferential space between the torque delivery portions is It is desirable to set a value larger than a value necessary for transmitting the maximum brake torque of the engine.

Since this invention is comprised as mentioned above, there exists an effect as described below. That is, the torque fluctuation absorber according to the invention of this application is arranged at both ends in the circumferential direction of the circumferential space between the torque transfer portions, and the spring load and negative rotation of the coil spring located at the end on the positive rotation direction side. the spring load of the coil spring located at the end of the direction side, and the spring load greater than the value of the coil spring located between the forward rotation direction side of the end portion and the coil spring located at the end of the negative rotational direction In addition, the maximum value of the spring load of the coil spring disposed at the end portion on the negative rotation direction side of the both circumferential ends of the circumferential space is determined by the spring by the coil spring disposed at the end portion on the positive rotation direction side. a value smaller than the maximum value of the load, the coil spring of a high spring load is disposed at the end of the forward rotation direction side of the circumferential ends of the circumferential space, en spring load of the coil spring When the high-speed driving is continued, the rotational direction of the circumferential space between the torque transfer portions is the positive rotation direction even when high-speed driving is continued. Torque fluctuation absorbing performance can be ensured by expansion and contraction of a coil spring having a high spring load arranged at the end on the side. In particular, by arranging a coil spring with a high spring load at the end portion on the positive rotation direction side in the circumferential direction end portion of the circumferential space between both torque transfer portions, this coil spring is connected to the end portion and the driven portion. It can restore | restore by sliding one spring seat located between the torque delivery parts of a side rotation member. Therefore, by setting the spring load of this spring to a value larger than the value necessary for transmitting the maximum driving torque of the engine, even when high-speed driving continues, the circumferential direction of the circumferential space between the torque delivery portions Torque fluctuation absorbing performance can be ensured by expansion and contraction of a coil spring having a high spring load arranged at the end on the positive rotation direction side of both ends.

  By configuring as described in claim 2, even when the high-speed engine brake is continued, as in the case where the high-speed driving is continued, the circumferential ends of the circumferential space between both torque transfer portions are Torque fluctuation absorption performance can be ensured by the expansion and contraction of the coil spring arranged at the end portion on the negative rotation direction side.

  1 and 2 show a first embodiment of a torque fluctuation absorber according to the invention of this application. FIG. 1 is a longitudinal sectional view, and FIG. 2 is a partially cut side view as seen from the right side of FIG. FIG. In FIG. 1 and FIG. 2, hatching showing a cross section is omitted because it is difficult to see the figure. 1 and 2, the torque fluctuation absorber 10 includes a driving side rotating member 20 and a driven side rotating member 30. The drive-side rotating member 20 includes a first drive plate 21, a second drive plate 22, a ring gear 23, an inertia ring 24, an inner plate 25, and spacers 26 and 27 as main components. The cylindrical portion of the outer peripheral portion of the first drive plate 21 forms a guide surface 21a by the inner periphery thereof. The first drive plate 21, the second drive plate 22, and the inertia ring 24 are welded at the outer peripheral portion, and the ring gear 23 is welded to the first drive plate 21. The first drive plate 21, the inner plate 25, and the spacers 26 and 27 are connected by rivets, and bolts (not shown) are inserted into the axial holes formed in these plates and screwed to the engine output shaft (not shown). Is combined with the engine.

  The driven side rotating member 30 includes a driven disk 31 positioned between the first drive plate 21 and the second drive plate 22 in the axial direction, and a flywheel 33 to which the driven disk 31 is coupled by a bolt 32. . The flywheel 33 is rotatably supported by the inner plate 25 via a ball bearing 40. The flywheel 33 is formed with a friction surface 33a for a friction clutch (not shown) for intermittently transmitting torque between the engine and a transmission (not shown).

  A circumferential space 50 is formed between the guide surface 21 a of the first drive plate 21 and the outer periphery of the driven disk 31. In this space 50, torque is formed on the outer periphery of the driven disk 31 and the pair of torque delivery members 28 and 29 coupled to the drive plates 21 and 22 by rivets at the two positions shifted by 180 degrees in the circumferential direction. A torque transfer portion 31a located between the transfer members 28 and 29 is installed.

  A plurality of coil springs are disposed in each of the two circumferential spaces between the torque delivery members 28 and 29 and the torque delivery portion 31a located 180 degrees apart in the circumferential direction. Coil springs and high spring load coil springs are disposed. In this embodiment, three low spring load coil springs 70 each supported by nine spring seats 60 to 68 slidably guided by the guide surface 21a of the first drive plate 21; 71, 72, two medium spring loaded coil springs 73, 74, and three high spring loaded coil springs 75, 76, 77 are arranged in series in the circumferential direction.

  As described above, each end of each of the coil springs 70 to 77 is supported by the spring seats 60 to 68 guided by the guide surface 21a, so that each of the coil springs 70 to 77 is subjected to centrifugal force by the first drive plate 21. It is prevented from being abutted against and being damaged by contact with the cylindrical portion. The projecting portions projecting from the two spring seats supporting the both ends of each of the coil springs 70 to 77 toward the inner peripheral side of the coil spring approach each other and abut against each other as the amount of deflection of the coil spring increases. Thus, the amount of bending of the coil spring is limited to prevent the coil spring from sticking. As can be seen, the spring loads of the coil springs 70 to 77 change according to the amount of deflection. The maximum torsion angle between the driving side rotating member 20 and the driven side rotating member 30 is specified by the torque transfer members 28 and 29 and the torque transfer portion 31a being in contact with each other via the spring seats 60 to 68. Is done.

  The rotation direction of the engine is a positive rotation direction F indicated by an arrow in FIG. Further, the direction of the engine brake torque acting between the driving side rotating member 20 and the driven side rotating member 30 coincides with the negative rotation direction R indicated by the arrow in FIG.

  In accordance with the invention of this application, the coil springs 70 to 77 are arranged in such a manner that the coil springs 75 and 76 with high spring loads and the intermediate springs are arranged from the end on the positive rotation direction F side to the end on the negative rotation direction R side The coil spring 73 of load, the coil springs 70, 71, 72 of low spring load, the coil spring 74 of medium spring load, and the coil spring 77 of high spring load are arranged in this order. The maximum value of each spring load of the coil springs 75, 76, 77 having a high spring load is set to a value larger than a value necessary for transmitting the maximum driving torque of the engine. Naturally, the minimum spring load (spring load at the time of setting) of the coil springs 75, 76, 77 is set to be smaller than a value necessary for transmitting the maximum driving torque of the engine.

  Further, the maximum value of the spring load of the coil spring 77 is set to a value larger than the value necessary for transmitting the maximum brake torque of the engine. Naturally, the minimum spring load (spring load at the time of setting) of the coil spring 77 is set smaller than a value necessary for transmitting the maximum brake torque of the engine. Furthermore, between the driving side rotating member 20 and the driven side rotating member 30, hysteresis devices 80 and 81 for generating a predetermined friction resistance torque with respect to the relative rotation of the both are interposed.

FIG. 3 is a diagram showing torsional characteristics of the torque fluctuation absorber shown in FIGS. 1 and 2. FIG. 2 shows a state in which the torsion angle is zero, and there is a gap between each torque delivery portion 31a and the spring seat adjacent thereto. This void disappears when the twist angle reaches the twist angle θ 1 or −θ 1 in FIG. Torsion angle torsion angle theta. 1 to theta 2 and 3 - in the θ 1~- θ 2 ranges, the coil spring 70 to 77 expands and contracts. Torsion angle theta 2 of the torsion angle Figure 3, - theta 2 reaches outright shrinkage coil springs 70, 71, 72 of the low spring load, the torsional angle is the torsion angle theta. 2 to theta 3 and FIG. 3 - theta. 2 to - in the range of theta 3, the coil spring 73 to 74 expands and contracts. Torsion angle theta 3 torsional angles 3, - when the theta 3 reaches the coil springs 73 and 74 also outright contraction, torsion angle theta. 3 to theta 4 and 3 - in θ 3~- θ 4 range, higher spring The coil springs 75, 76, 77 of the load expand and contract. 3 is provided by the hysteresis device 81, and the hysteresis torque H2 is provided by the hysteresis device 80.

  By the way, in the torque fluctuation absorber 10 shown in FIG.1 and FIG.2, the edge part by the side of the normal rotation direction of the circumferential space between the torque delivery members 28 and 29 and the torque delivery part 31a in the position which shifted | deviated 180 degree | times. Further, a coil spring 75 having a high spring load is disposed. During high-speed driving, the frictional force between the spring sheets 60 to 68 and the guide surface 21a is increased by the centrifugal force acting on the spring sheets 60 to 68 and the coil springs 70 to 77, and each of the spring sheets 60 to 68 slides. Although it becomes difficult to move, the coil spring 75 can be restored by sliding one spring seat 60 positioned between the end portion of the coil spring 75 and the torque delivery portion of the driven side rotating member. Since the spring load of the spring 75 is set to a value larger than that required for transmission of the maximum driving torque of the engine, even when high-speed driving is continued, the torque fluctuation absorbing performance by the expansion and contraction of the coil spring 75. Is secured.

  Further, during engine braking, torque in the negative rotation direction R is transmitted from the driven-side rotating member 30 to the driving-side rotating member 20 via the series coil springs 70 to 77. At this time, torque fluctuation absorption performance Is secured by the expansion and contraction of the coil spring 77. The coil spring 77 can be restored by sliding one spring seat 68. Since the maximum value of the spring load of the spring 77 is set to a value larger than the value necessary for transmission of the maximum brake torque of the engine, even when the engine brake is continued, the torque is increased by the expansion and contraction of the coil spring 77. Fluctuation absorption performance is ensured.

  4 and 5 show a second embodiment of the torque fluctuation absorber according to the invention of this application. The main difference between the torque fluctuation absorber 110 and the torque fluctuation absorber 10 shown in FIGS. 1 and 2 is the arrangement of the coil springs 70 to 77. That is, in FIG. 4 and FIG. 5, the same reference numerals as those used in FIG. 1 and FIG. 2 are attached to the constituent members corresponding to the constituent members shown in FIG. 1 and FIG. As is apparent from the above, in the torque fluctuation absorber 110, in the circumferential space between the torque transfer members 28 and 29 and the torque transfer portion 31a, the end on the negative rotation direction R side from the end on the positive rotation direction F side. The coil springs 75, 76, and 77 having high spring loads, the coil springs 70, 71, and 72 having low spring loads, and the coil springs 73 and 74 having medium spring loads are arranged in this order.

  The maximum value of the spring load of each of the high spring load coil springs 75, 76, 77 in FIGS. 4 and 5 is set to a value larger than the value necessary for transmitting the maximum drive torque of the engine. The maximum value of the spring load of the coil spring 74 of medium spring load is set to a value larger than the value necessary for transmission of the maximum brake torque of the engine. Naturally, the minimum spring load of the coil spring 74 (spring load at the time of setting) is set smaller than a value necessary for transmission of the maximum brake torque of the engine. Another difference of the second embodiment from the first embodiment is that the inertia ring 24 of FIG. 1 is omitted. In FIGS. 4 and 5, hatching indicating a cross section is omitted.

  Thus, in the torque fluctuation absorber 110 shown in FIG. 4 and FIG. 5, during engine braking, the torque in the negative rotation direction R from the driven side rotating member 30 to the driving side rotating member 20 is in series with the coil spring 70. However, the coil spring 74 can be restored by sliding one spring seat 68. Since the maximum value of the spring load of the spring 74 is set to a value larger than the value necessary for transmission of the maximum brake torque of the engine, even when the engine brake is continued, the torque is increased by the expansion and contraction of the coil spring 74. Fluctuation absorption performance is ensured.

It is a longitudinal cross-sectional view of 1st Embodiment of the torque fluctuation absorber of invention of this application. FIG. 2 is a partially cutaway side view seen from the right side of FIG. 1. FIG. 3 is a diagram showing torsional characteristics of the torque fluctuation absorber in FIGS. 1 and 2. It is a longitudinal cross-sectional view of 2nd Embodiment of the torque fluctuation absorber of invention of this application. FIG. 5 is a partially cutaway side view seen from the right side of FIG. 4.

Explanation of symbols

10, 110, 210, 310 Torque fluctuation absorber 20 Drive side rotating member 21a Guide surface of driving side rotating member 28, 29 Torque delivery member of driving side rotating member 30 Driven side rotating member 31a Torque delivery of driven side rotating member Part 50 Space 60-68 Spring seat 70-79 Coil spring 2

Claims (2)

A driven-side rotating member provided with a guide surface facing radially inward on a driving-side rotating member that rotates integrally with the engine, and disposed coaxially and rotatably with the driving-side rotating member on the inner diameter side of the guide surface A space in the circumferential direction is formed between the outer periphery of the guide and the guide surface, and a torque delivery portion is provided in each of the drive side rotation member and the driven side rotation member so as to enter the space. In the circumferential space between, in the torque fluctuation absorbing device in which a plurality of coil springs supported at both ends by a spring seat slidably guided by the guide surface are installed in series in the circumferential direction, The spring loads of at least two coil springs among the plurality of coil springs are different from each other, and are arranged at both ends in the circumferential direction of the circumferential space, and are located on the positive rotation direction side. The spring load of the coil spring located at the end portion and the spring load of the coil spring located at the end portion on the negative rotation direction side are arranged at the end portion on the positive rotation direction side and the end portion on the negative rotation direction side. And a maximum value of the spring load of the coil spring disposed at the end portion on the negative rotation direction side of the circumferential direction both ends of the circumferential space, The coil spring disposed at the end portion on the positive rotation direction side of the circumferential end portions of the circumferential space is set to a value smaller than the maximum value of the spring load by the coil spring disposed at the end portion on the positive rotation direction side. The torque fluctuation absorber according to claim 1, wherein the maximum value of the spring load is set to a value larger than a value necessary for transmission of the maximum drive torque of the engine.   2. The torque fluctuation absorber according to claim 1, wherein a maximum value of a spring load of a coil spring disposed at an end portion on a negative rotation direction side of both circumferential ends of the circumferential space is determined by the engine. A torque fluctuation absorbing device characterized in that it is set to a value larger than a value necessary for transmission of the maximum brake torque.

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