JPH0129300Y2 - - Google Patents

Description

[Detailed description of the invention] The present invention alleviates and absorbs torque fluctuations in a transmission system between a transmission shaft and a transmission wheel that is rotatably supported relative to the transmission shaft, and at the same time, The present invention relates to a torque buffer device that enables smooth and reliable power transmission by limiting the phase shift between the two.

The present applicant has already developed a device of this type in which a transmission wheel is supported on a transmission shaft so as to be relatively rotatable, a transmission plate adjacent to one side of the transmission wheel is coupled to the transmission shaft, and there is a gap between the transmission plate and the transmission wheel. A proposal has already been made in which a plurality of buffer members that elastically connect the two in the rotation direction and a plurality of phase regulating means that limit the phase shift between the two are arranged alternately and in an annular shape. (Refer to Japanese Unexamined Patent Publication No. 1983-94668).

However, in such a configuration in which a plurality of buffer members and phase regulating means are concentrated on one side of the transmission wheel, the buffer members are arranged in a manner that increases the buffering function within the specified diameter range of the transmission wheel and the transmission plate. Even if an attempt is made to increase the number of devices used, there is a limit due to restrictions imposed by the phase regulating means. Therefore, if the diameters of the transmission wheel and the transmission plate are increased, the number of buffer members to be used can be increased, but this naturally increases the size of the entire device in the diametrical direction, which is undesirable.

The present invention was proposed in view of these problems, and it is possible to increase the number of shock absorbing members used without increasing the diameter of the transmission wheel, thereby achieving a compact torque buffer with excellent shock absorbing function. The object of the present invention is to provide a device in which a transmission wheel is relatively rotatably supported on a transmission shaft, and first and second transmission plates adjacent on both sides of the transmission wheel are mounted on the transmission shaft. A plurality of first buffer members are arranged in a ring and interposed between the first transmission plate and the transmission wheel to elastically connect them in the rotational direction, and between the second transmission plate and the transmission wheel. , at least one set of phase regulating means for limiting a phase shift between the two to a constant value, and a plurality of second buffer members that elastically connect the two in the rotational direction are interposed and arranged in an annular shape, Each of the first buffer members is arranged between each of a plurality of sets of first recesses provided to face one side of the transmission wheel and the opposing surface of the first transmission plate, and each of the second buffer members is arranged between the transmission wheel and the opposing surface of the first transmission plate. The recesses are disposed between each of a plurality of sets of second recesses provided opposite to each other on the other side and on the opposing surface of the second power transmission plate.

Hereinafter, an embodiment in which the present invention is applied to a reaction force moment balance device for a motorcycle engine will be described with reference to the drawings. First, starting with the first example,
In FIG. 1, a crankshaft 2 and a transmission drive shaft 3 are supported in parallel to each other in a crankcase 1 of an engine E. A speed reduction device 7 is connected. Therefore,
The power of the engine E is transmitted from the crankshaft 2 to the primary reduction gear 7, where the torque is amplified and transmitted to the transmission drive shaft 3, which further drives the rear wheels of the motorcycle via a clutch and transmission (not shown).

By the way, if you accelerate the rotation of the crankshaft 2,
When decelerating, the reaction force is the crankshaft 2.
A reaction moment is generated in the crankcase 1 that supports the. This reaction force moment acts as a rocking moment on the car body supporting the crankcase 1,
This not only causes vibrations, but also applies a lateral rocking moment to the vehicle body in the case of a motorcycle in which the engine E is mounted with the crankshaft 2 directed in the longitudinal direction of the vehicle body.

In order to remove or reduce such a rocking moment, the engine E is provided with a reaction moment balance device B as follows.

That is, a balance shaft 8 is supported in the crankcase 1 in parallel with the crankshaft 2 via a pair of bearings 9, 9', which are meshed with each other so that the balance shaft 8 always rotates in the opposite direction to the crankshaft 2. Driving and driven gears 10 and 11 are attached to the crankshaft 2 and the balance shaft 8, respectively, and the rotor 12a of the generator 12 is attached to the balance shaft 8 as a balance weight. In the illustrated example, both gears 10 and 11 are made of sintered metal.

Therefore, the rotation ratio of both gears 10 and 11 and the mass of the balance weight 12a are determined by the reaction force moment of the crankshaft 2 system, that is, the product of the moment of inertia and angular acceleration of that system, and the reaction force of the balance shaft 8 system. It is selected so that the moment is approximately balanced. As a result, the rocking moment is eliminated or reduced.

The driven gear 11 and the balance shaft 8 are connected through a torque buffer device T of the present invention, and this device T will be explained below with reference to FIGS. 2 to 6.

On both sides of the driven gear 11 are first and second transmission plates 13, 1 splined to the balance shaft 8, respectively.
4 are arranged adjacent to each other, and the driven gear 11 is rotatably and slidably supported on the boss 13a of the first transmission plate 13 extending toward the second transmission plate 14. Both transmission plates 13 and 14 are balanced. Axial movement is restricted by a stepped portion 15 and a circlip 16 provided on the shaft 8.

As shown in FIGS. 3 and 4, eight sets of opposing first recesses 17 ₁ and 18 ₁ are provided in an annular arrangement on the opposing surfaces of the driven gear 11 and the first transmission plate 13, respectively. A first buffer member 19 ₁ is inserted between the first recesses 17 ₁ and 18 ₁ to elastically connect the driven gear 11 and the first transmission plate 13 in the rotational direction.

Further, as shown in FIGS. 5 and 6, on the opposing surfaces of the driven gear 11 and the second transmission plate 14, there are two sets of regulating holes 20 and stopper pins 21 that engage with each other, and six sets of second recesses that face each other. 17 ₂ and 18 ₂ are provided in an annular arrangement, respectively, and in this case, two sets of regulating holes 20
and the stopper pin 21 are arranged on the same diameter line of the driven gear 11. Second recesses 17 ₂ , 18 ₂ of each set
A second buffer member _{19 2} is provided between the driven gear 11 and the second transmission plate 14 to elastically connect the driven gear 11 and the second transmission plate 14 in the rotational direction.
is inserted. In the illustrated example, each buffer member 19 ₁ , 1
9 ₂ is composed of a coil spring.

The regulating hole 20 is formed as an elongated hole extending in the tangential direction around the balance axis 8 so as to allow limited movement of the stopper pin 21, and the regulating hole 20 is formed as a long hole extending in the tangential direction around the balance axis 8, and the regulating hole 20 is formed as a long hole extending in the tangential direction around the balance axis 8.
₁ and 18 ₁ match, the stopper pin 21 is positioned at the center of the regulating hole 20.

Thus, the regulating hole 20 and the stopper pin 21 constitute a phase regulating means 22 that limits the phase shift between the driven gear 11 and the second transmission plate 14 to a constant value.

Eight first recesses 17 ₁ on one side of the driven gear 11
have the same width a in the rotational direction, whereas the eight first recesses 18 ₁ of the first transmission plate 13
Of these, the two first recesses 18 ₁ arranged on the diameter line L have a width b in the rotational direction that is approximately equal to the width a, and the remaining 6
The rotational direction width b' of the two first recesses ₁₈₁ is slightly smaller than the width a. That is, a≒b>b'. Therefore, in a free state where no transmission torque is applied, the first buffer member 19 ₁ is loosely fitted into the first recesses 17 ₁ other than those on the diameter line L; The first recesses 17 ₁ and 18 ₁ are filled almost tightly.

Also, six second recesses 1 on the other side of the driven gear 11
7 ₂ has the same width c in the rotational direction,
The width d of the six second recesses 18 ₂ in the second transmission plate 14 in the rotational direction is slightly larger than the width c.
That is, c<d. Therefore, in the free state where no transmission torque is applied, the second buffer member 19 ₂ has a width c
Although the second recess 17 ₂ is tightly filled,
It is loosely fitted into the second recess 18 ₂ having a width d.

Furthermore, a bottomed cylindrical clutch cylinder 23 surrounding the second transmission plate 14 is slidably splined to the balance shaft 8 . The open end of the clutch cylinder 23 faces the side surface of the driven gear 11, and the opposing surfaces, as well as the driven gear 11 and the first transmission plate 13,
A clutch spring 25 made of a plurality of disc springs is compressed between the closed end wall 23a of the clutch cylinder 23 and a stop ring 24 that is engaged with the balance shaft 8 so that the opposing surfaces of the clutch cylinder 23 are brought into pressure contact with each other. Friction lines 13f and 23f are attached to the surfaces of the first transmission plate 13 and the clutch cylinder 23 that are in pressure contact with the driven gear 11.

The outer peripheral half of the inner surface of the closed end wall 23a is formed into an annular slope 26 that slopes radially outward toward the second transmission plate 14, and this slope 26 and the second transmission plate 14 opposite thereto A plurality of weight balls 27 arranged in an annular manner are housed in the clutch cylinder 23 so as to be sandwiched between the clutch cylinder 23 and the outer surface 14a.

Next, to explain the operation of this embodiment, the balance shaft 8
Since the centrifugal force of the weight ball 27 is weak when the rotation is low,
The clutch cylinder 23 is placed under the control of a clutch spring 25, and the elastic force of the spring 25 causes the clutch cylinder 2
3. The driven gear 11 and the first transmission plate 13 are brought into frictional engagement via the friction linings 13f and 23f. Therefore, when the engine E is idling, when the driven gear 11 is driven from the driving gear 10, the driving torque is transmitted to the clutch cylinder 23 and the first transmission plate 13 via the frictional engagement part, and is transmitted to the balance shaft 8 through the spline joint of the shaft 8 to rotate it. In such a state, the driven gear 11 and the first transmission plate 13
Since no relative rotation occurs between the first and second
Both buffer members 19 ₁ and 19 ₂ are at rest. This prevents the buffer members 19 ₁ and 19 ₂ from resonating with the vibrational torque fluctuations that occur when the engine E is idling, and suppresses the generation of bump crash noise between the gears 10 and 11 due to the resonance. can do.

However, even when the balance shaft 8 rotates at a low speed, when a large torque of more than a predetermined value is applied to the driven gear 11, such as when starting, the friction between the driven gear 11, the clutch cylinder 23, and the first transmission plate 13 increases. Slip occurs at the joint, causing the driven gear 11 and each transmission plate 13, 14 to rotate relative to each other, and as a result, first, the two first buffer members ₁₉₁ aligned on the diameter line L are compressed and deformed. Next, other first buffer members 19 ₁ and all second buffer members 1
9 ₂ is compressed and deformed. In this way, the torque is buffered in stages, so that the load on the meshing portions of both gears 10 and 11 can be effectively reduced.

When the rotational speed of the balance shaft 8 exceeds a predetermined value as the rotational speed of the engine E increases, the centrifugal force of the weight ball 27 causes the slope 26 of the clutch cylinder 23 and the second
It moves in the radial direction on the outer surface 14a of the transmission plate 14, and separates the clutch cylinder 23 from the driven gear 11 against the elastic force of the clutch spring 25. As a result, the driven gear 11 is released from frictional engagement with the clutch cylinder 23 and the first transmission plate 13, so all the torque is transmitted to the first and second transmission plates via the first and second buffer members 19 ₁ and 19 ₂ . 2 transmission plates 13 and 14, and then to the balance shaft 8. Therefore, large torque fluctuations in the driven gear 11 caused by acceleration and deceleration of the engine E are appropriately alleviated and absorbed by the first and second buffer members 19 ₁ and 19 ₂ , and both gears 10 and 11
balance shaft 8 without applying excessive load to the meshing part of
can be driven smoothly.

By the way, the first and second buffer members 19 ₁ and 19 ₂
If the rise of the angular acceleration of the balance shaft 8 is delayed due to the buffering effect of When a certain amount is reached, the stopper pin 21 of the second transmission plate 14
comes into contact with the end wall of the regulation hole 20 of the driven gear 11,
Further progression of phase shift is suppressed. During this time, the delay period in the rise of the angular acceleration of the balance shaft 8 is extremely short and instantaneous, so that the delay in the generation of the reaction force moment of the balance shaft 8 system is practically negligible.

FIG. 7 shows a second embodiment of the present invention, in which eight first recesses ₁₇₁ are provided on one side of the driven gear 11, and two regulating holes 2 are provided on the other side.
The structure is the same as that of the previous embodiment except that the 0 and 6 second recesses 17 ₂ are arranged in different phases, and in FIG. . In this way, a sufficiently thick portion of the driven gear 11 can be left in each of the recesses 17 ₁ and 17 ₂ and the bottom wall of the regulating hole 20, so that the strength of the driven gear 11 is not impaired.

In the above description, the driven gear 11 constitutes a transmission wheel of the present invention, and the balance shaft 8 constitutes a transmission shaft.

As described above, according to the present invention, the transmission wheel is relatively rotatably supported on the transmission shaft, the first and second transmission plates adjacent on both sides of the transmission wheel are coupled to the transmission shaft, and the first transmission wheel is rotatably supported on the transmission shaft. A plurality of first buffer members are arranged in an annular manner and interposed between the plate and the transmission wheel to elastically connect the two in the rotational direction, and between the second transmission plate and the transmission wheel, the phase difference between the two is interposed. At least one set of phase regulating means for limiting the deviation to a constant value and a plurality of second buffer members for elastically connecting the two in the rotational direction are arranged in an annular manner, so that the diameter of the transmission wheel, etc. It is possible to significantly increase the number of buffer members without causing any interference with the phase regulating means without enlarging the buffer member, and furthermore, the added buffer member group can be arranged in parallel with the existing buffer member group. Therefore, the spring constant of the torque damping device can be effectively increased even if individual shock absorbing members with low spring constants are used, so even if excessive torque fluctuations occur in the transmission system, this can be effectively used. Can be buffered.

In particular, each of the first buffer members is arranged between each of a plurality of sets of first recesses provided to face each other on one side of the transmission wheel and the opposing surface of the first transmission plate, and each of the second buffer members is Since the transmission wheel is disposed between each of the plurality of sets of second recesses provided to face each other on the other side of the transmission wheel and the opposing surface of the second transmission plate, one transmission wheel is connected to each of the first and second buffer members. Since it can be used as a common holding member for the group, the structure is simplified accordingly, and the first side of the transmission wheel on one side and the other side
By respectively receiving a portion of the first and second buffer members in the second recess, the increase in the axial dimension of the device due to the addition of the transmission plate and the buffer member can be suppressed as much as possible, and as a result of the above, A torque buffer device having a simple structure, small size, and excellent buffering function can be obtained.

[Brief explanation of the drawing]

FIG. 1 is a plan view of a reaction force moment balance device for an engine equipped with a torque buffer device according to a first embodiment of the present invention, FIG. 2 is an enlarged vertical sectional view of the torque buffer device, and FIGS. The figure is in Figure 2-
A line-to-line sectional view, FIG. 7 is the second part of the present invention.
FIG. 4 is a sectional view corresponding to FIG. 3 showing the embodiment. T... Torque buffer device, 8... Balance shaft as a transmission shaft, 11... Driven gear as a transmission wheel, 1
3, 14...first and second transmission plates, 17 ₁ , 18 ₁ ...
...First recess, 17 ₂ , 18 ₂ ...Second recess, 19 ₁ ,
19 ₂ ...first and second buffer members, 20...regulating hole,
21... Stopper pin, 22... Phase regulating means.

Claims (1)

[Scope of utility model registration request] A transmission wheel 11 is supported on the transmission shaft 8 so as to be relatively rotatable, and first and second transmission plates 13 and 14 adjacent to both sides of the transmission wheel 11 are coupled to the transmission shaft 8 in a relatively unrotatable manner. A plurality of first buffer members 191 are arranged in a ring shape and interposed between the first transmission plate 13 and the transmission wheel 11 to elastically connect _the two in the rotational direction,
Further, between the second transmission plate 14 and the transmission wheel 11, there is provided at least one set of phase regulating means 22 that limits the phase shift between the two to a constant value, and a plurality of second buffers that elastically connects the two in the rotational direction. members 19 ₂ are interposed in an annular arrangement, and each of the first buffer members 19 ₁
are a plurality of sets of first recesses 17 ₁ provided on one side of the transmission wheel 11 and the opposing surface of the first transmission plate 13 so as to face each other;
18 ₁ between each other, and each of the second buffer members 1
9 ₂ is a plurality of sets of second recesses 1 provided opposite to the other side of the transmission wheel 11 and the opposing surface of the second transmission plate 14;
7 ₂ and 18 ₂ respectively.