JPH0723743B2 - Torque transmission device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a first bounce mass body fixed to an output shaft of an internal combustion engine, and a second bounceable mass body to a transmission via a clutch.
A bounce mass body, and the bounce mass body is rotatably supported relative to each other via a bearing, and a shock absorber having an effective energy storage device in the circumferential direction is provided between the bounce mass bodies. A torque transmission device of the type provided.

PRIOR ART Torque transmission devices of the type mentioned are known and are described in French patent specification 2166604. In that document, an internal combustion engine-clutch-transmission unit is provided which is torsionally elastic between the internal combustion engine crankshaft and a flywheel belonging to the input member of the clutch, the output member of which is connected to the input shaft of the transmission. A type in which various coupling means are provided is disclosed. Both flywheel parts, which are connected via a shock absorber, are held coaxially to one another via rolling bearings and can be pivoted relative to one another by a limited angle against the action of the energy store.

Torque transmission devices of the type mentioned above, which have the structure according to the French patent mentioned above, are already generally appreciated and are often used in the case of motor vehicles in which the drive units for the internal combustion engine and the transmission are arranged laterally. As can be seen, it can be used in motor vehicles in which the axial construction space is not very small, i.e. in motor vehicles in which the internal combustion engine and the transmission are mainly arranged in the longitudinal direction. However, the use of such a flywheel of the Tsumasu type for a vehicle in which the construction space for the drive unit is very small, especially for vehicles in which the internal combustion engine and the transmission are arranged laterally, is limited. This is not possible in a technically preferred form due to the presence of

Problem to be Solved by the Invention The problem to be solved by the present invention is that it is superior in function, long in durability, simple in structure, easy to assemble and easy to assemble as compared with a conventionally known torque transmission device of the type described at the beginning. Moreover, it is an object of the invention to provide a torque transmitting device with a shock absorber, which has a small size and thus can be easily adapted to the respective usage conditions, and thus has a wide field of use, and at a low manufacturing cost. Furthermore, in this case, the flywheel masses are satisfactorily supported relative to each other and have a long service life.

[Means for Solving the Problem] An object of the present invention is to fix the first bounce mass body to the output shaft of the internal combustion engine, so that the first bounce mass body can be screwed from the side opposite to the internal combustion engine. The bearing is provided radially inwardly of the screw hole of a simple screw, and the second bobbin mass is provided with a through notch which aligns with the screw hole and enables the operation of the screw. Resolved

The through cutout can be used for fixing the torque transmission device to the output shaft of the internal combustion engine, in particular for passing at least one screw connection tool for screw connection. The through notch in the second bounce mass is in an advantageous manner
It can also be designed such that the screw can be axially penetrated, i.e. with a cross-section through which the screw head can be axially penetrated. By configuring the torque transmission device in this way, it is possible to use a relatively small, cost-effective rolling bearing. By using a rolling bearing with a small bearing diameter, it is possible to reduce the bearing width, i.e. the axial dimension of the bearing, and to work with narrow bearings.
This is because, for example, the effect of any oscillating movements that may occur between the two mass bodies is also reduced, which reduces the axial load on the bearing. Furthermore, the bearing load is reduced by the reduction of the circumferential velocity which is reduced by the reduction of the bearing diameter. Therefore, by using a rolling bearing having a small size, the axial size of all the constituent units can be kept small and the required axial space can be reduced. As a result, the torque transmission device configured in this way enables the field of use to be expanded, so that even an automobile having a front drive unit incorporated laterally can be equipped with the above-mentioned wheel balance wheel.

In order to position both flywheel masses relative to each other, in a particularly advantageous manner, as a rolling bearing, the inner race is mounted on the axial extension of one flywheel mass and the outer race on the other hand. It is possible to use bearings which are held on the body and whose outer race diameter is smaller than the diameter provided with the threaded holes.

It is particularly advantageous that the axial extension is integral with one of the flywheel masses.

Another configuration of the invention, which enables particularly easy handling and assembly and cheap manufacture, is a component unit pre-assembled with a torque transmitting device in the form of a split flywheel, which can be fixed to the output shaft of an internal combustion engine. Is being formed.
Advantageously, the component unit also has a rolling bearing which supports both flywheel masses with respect to one another.

Furthermore, it has proven to be advantageous in the torque transmission device according to the invention if the axial extension has a notch for supporting the transmission shaft.

In a torque transmission device of the type described further, it is advantageous if the second flywheel mass also carries a pilot bearing.

Further objects, features and advantages of the present invention are described in the description of the embodiments with reference to the drawings.

[Embodiment] The torque transmission device shown in FIG. 1 has a flywheel 2 divided into two flywheel mass bodies 3 and 4. The flywheel mass body 3 is fixed to a crankshaft 5 of an internal combustion engine (not shown) via screws 6. A friction clutch 7 is fixed to the flywheel mass body 4 by means not shown. A clutch disc 9 is provided between the pressure plate 8 of the friction clutch 7 and the flywheel mass body 4.
Not shown input shaft 10 of transmission not shown
Is supported by. The pressure plate 8 of the friction clutch 7 is loaded in the direction of the flywheel mass 4 by means of a disc spring pivotally mounted on the clutch cover 11. Friction clutch 7
Is operated to connect or disconnect the flywheel mass body 4 and thus the flywheel 2 to the input shaft 10 of the transmission via the clutch disc 9. A shock absorber 1 is provided between the two flywheel masses 3 and 4, which shock absorber 1 has a circumferentially acting energy store 13 in the form of a coil spring, only one of which is shown in the drawing. It is constituted by friction devices 14 and 15.

Both flywheel masses 3, 4 are rotatably supported by bearings 16 relative to each other. The bearing 16 comprises a rolling bearing 17, the outer race ring 17a of this rolling bearing 17 being in the hole 18 of the flywheel mass 3 and on the inner race ring 17b.
It is non-rotatably arranged in a cylindrical extension portion 19 extending axially from the center of the flywheel mass body 4 toward the crankshaft 5. The inner race ring 17b is prevented from rotating with respect to the extension portion 19 by a key joint 20.

The flywheel mass 3 has a flange 21 extending in the radial direction. This flange 21 forms the input of the energy storage 13 of the shock absorber. Discs 22 and 23 are arranged on both sides of the flange 21, and these discs 22 and 23 are coupled to each other via a spacer pin 24 such that they are axially spaced from each other and are not rotatable. The spacer pin 24 also serves to secure both discs 22, 23 to the flywheel mass 4. The discs 22, 23 and the flange 21 are provided with notches 22a, 23a and 21a in which the energy storage 13 of the shock absorber is received.
The energy store 13 acts against the relative rotation between the two flywheel mass bodies 3, 4. The friction devices 14,15 are equipped with both flywheel mass bodies 3,4.
A friction ring 14 provided between the end faces 3a, 4a facing each other and a power store in the form of a disc spring 15 for axially biasing both flywheel masses 3, 4. The bias of the disc spring 15 serves to axially tighten the friction ring 14 provided in the radially outer edge region of the flywheel 2 between both flywheel masses 3, 4. Bounce mass 3 is shoulder 3b
On this shoulder 3b a friction ring 14 is received for centering. The biased Belleville spring 15 is supported radially outwardly on the shoulder 3c of the bounce mass 3 and radially inwardly on the radially outer area 22b of the disc 22,
This pushes the two mass bodies 3, 4 together.

Between the race ring 17b inside the rolling bearing 17 and the extension 19 there is an axial direction so that the friction ring 14 is clamped between the two mass bodies 3 and 4 by the disc spring 15 even when it wears. Movability is given. For this purpose, an axial space 25 is provided between the inner race ring 17b and the flywheel mass 3. The bias applied to both flywheel masses 3 and 4 avoids rocking of flywheel mass 3 even when bearing 16 has manufacturing play. That is, the bias keeps the flywheel mass 3 always in a plane perpendicular to the axis of rotation 26. Therefore, in the embodiment shown in FIG. 1, the rolling bearing 17 provided at the axial height of the flywheel mass body 3 only has to guide the flywheel mass body 4 in the radial direction.

In order that the flywheel 2 can be attached to the crankshaft 5 as a unit, the extension 19 of the flywheel mass 3 and the bearing 16
It is provided radially inward of a screw 6 for fixing the flywheel mass body 3 to the crankshaft 5. Further, a notch 28 is provided in the range 27 extending in the radial direction of the flywheel mass body 3, and the screw 6 is penetrated through the notch 28.

The friction ring 114 shown in FIG. 2 has a V-shaped cross section, a ring groove 104 a provided in the flywheel mass 104 and a V-shaped cross section of the friction ring 114 formed in the flywheel mass 103. It is tightened between the axial projection 103a aligned with the surface. The axial clamping of the friction ring 114 between the two mass bodies 103 and 104 takes place in the disc spring 15 as in the embodiment shown in FIG.

Engagement of the ring groove 104a, the protrusion 103a and the V-shaped friction ring 114 provided between the ring groove 104a and the protrusion 103a is performed on the flywheel mass body 103 fixed to the crankshaft 5 by the flywheel mass body 103. To be guided or centered both in a plane substantially perpendicular to the axis of rotation and in the radial direction. In the embodiment of the friction device shown in FIG. 2,
In FIG. 1, the bearing 16 required for guiding both the flywheel masses 3, 4 in the radial direction relative to one another can be omitted.

In the embodiment shown in FIG. 3, the flywheel mass 204 acts on the flywheel mass 203 fixed to the crankshaft 5 in a radial direction axially spaced from the angular ball bearing 217. It is rotatably supported via a needle bearing 229. The flywheel mass 204 has a cylindrical extension 219 on which the inner race 217b of the angular ball bearing 217 is non-rotatably received. The extension 219 extends into a hole 230 provided at the center of the crankshaft 5. The needle bearing 229 is provided in the axial overlap area between the hole 230 and the extension 219.

The flywheel mass body 203 has an additional portion 231 directed inward in the radial direction in a direction away from the crankshaft 5. A hole 218 is formed on the inner peripheral surface of the additional portion 231, and the race ring 217a outside the angular ball bearing 217 is formed in the hole 218.
Is non-rotatably received. The flywheel mass body 203 has a tubular additional portion 232 extending axially in the hole 230 of the crankshaft 5. The outer peripheral surface 232a of the additional portion 232 is the crankshaft 5
Helps to center the flywheel mass 203 with respect to. A needle bearing 229 acting in the radial direction is arranged between the inner peripheral surface 232b of the tubular additional portion 232 and the end region of the extension 219. The flywheel mass body 203 is fixed to the crankshaft 5 with the screw 6 as in the case of FIG. The flywheel mass 204 has a notch 228, through which the screw 6 is passed, so that the flywheel masses 203 and 204 are
Is fixed as a unit with the bearing 216 on the crankshaft 5.

Discs 222, 223 are arranged on both sides of a range 221 extending in the radial direction of the flywheel mass body 203. These discs 222, 223 are fixedly connected to each other and to the flywheel mass 204 via spacer pins 224. On the side opposite to the angular ball bearing 217 of the flywheel mass body 203, a range 221 extending in the radial direction is provided.
A biased energy store in the form of a disc spring 215 is provided between the plate and the disc 222. The bias of the disc spring 215 applies an axial bias to the angular ball bearing 217, which also fixes the flywheel mass body 204 in the axial direction. Belleville spring 215 is attached to both flywheel masses 203 and
It exerts a friction damping action in relative motion with 204.

In the embodiment shown in FIG. 3, the addition unit 232 and the addition unit 2
Reference numeral 31 is integrally formed with the flywheel mass 203 or a range 221 extending in the radial direction of the flywheel mass body. However, for ease of manufacture, it may be divided into different components, as indicated by the chain line 233.

A hole 234 is provided in the center of the flywheel mass body 203 or the extension portion 219 on the side opposite to the crankshaft 5. This hole 234
A pilot bearing 235 of the bearing journal 110a of the transmission shaft 110 is provided therein.

In the embodiment shown in FIG. 4, the flywheel mass 304
Is rotatably supported by a slide bearing 316 with respect to a flywheel mass body 303 fixed to the crankshaft 5 with screws 6. The plain bearing 316 has a notch 318 in the center of the flywheel mass 303.
And a sliding bearing bush 317 provided between the central extension portion 319 of the flywheel mass body 304 and protruding axially into the notch 318. Further, the slide bearing 316 has a disk-shaped thrust slide bearing 329. The thrust slide bearing 329 is arranged between the end surface 319a of the extension portion 319 and the support surface 5a provided on the crankshaft 5. In order to center the thrust plain bearing 329, the crankshaft 5 is provided with a circular ring-shaped support shoulder 5b. The thrust plain bearing 329 serves to absorb the thrust force acting towards the crankshaft 5 during actuation of a friction clutch (not shown) fixed to the flywheel mass 304.

The extension portion 319 has a hole 334 in the center, and a slide bearing 335 for supporting the transmission shaft 310 is arranged in the hole 334.

Bearing chamber formed by the notch 318 in the flywheel mass 303
To seal the 336, a seal ring 337 is provided in the end region of the notch 318 opposite the crankshaft 5 and arranged between the extension 319 and the notch 318. A step 318a is provided at the end of the notch 318 to receive the seal ring 337.
Is provided.

The crankshaft 5 has an oil supply passage 338, which opens into the bearing chamber 336 and is connected to the oil circuit under pressure of the internal combustion engine. Further crankshaft 5
An oil return passage 339 is provided in the. The oil return passage 339 opens from the bearing chamber 336 to the crank casing of the internal combustion engine.

Another possibility to lubricate the plain bearing 316 is to fill the bearing chamber 336 with grease. Furthermore, the slide bearing forming the slide bearing 316 may be a self-lubricating slide bearing or a dry slide bearing or a lubricant-impregnated slide bearing.

In the embodiment shown in FIG. 5, a plain bearing device 416 is provided between the cylindrical area of the extension 419 of the flywheel mass 404 and the conical notch 418 of the flywheel mass 403.
In this case, the conicity of the notch 418 is chosen so that the notch 418 decreases in diameter in the direction away from the internal combustion engine.
Sliding bearing 417 provided between extension 419 and notch 418
Has a conical cross section and tapers away from the internal combustion engine. The plain bearing 417 has a retaining ring 417a, and the plain bearing materials 417b and 417c are adhered or sintered to the outer peripheral surface and the inner peripheral surface of the retaining ring 417a.
The plain bearing 417 has a slit on the outer circumference, and is loaded in the tapering direction of the notch 418 via a disc spring 440 supported by the bobbin mass 403 via a snap ring on the outer side in the radial direction. This load is a ring-shaped plain bearing with slits
417 contacts the conical notch 418 of the flywheel mass 403 and the extension 419 of the flywheel mass 404, and this contact causes the sliding bearing 416.
To be maintained even if attrition occurs. This is a plain bearing 4 based on the bias of the disc spring 440.
This is done by shifting 17 in the tapering direction of the notch 418.

In the embodiment shown in FIG. 5, the extension 419 used in the plain bearing is of cylindrical construction. However, this extension 419 can also have a conicality that is opposite to that of the notch 418. In this case, the inner peripheral surface of the race ring or the sliding material 417c must have a conic property matched thereto.

The torque transmitting device shown in FIG.
It has a flywheel 502 divided into 04. The flywheel mass body 503 is fixed to a crankshaft 5 of an internal combustion engine (not shown) via screws 6. The friction clutch 7 is fixed on the flywheel mass 504 by means not shown. A clutch disc 9 is provided between the pressure plate 8 of the friction clutch 7 and the flywheel mass body 504. This clutch disc 9 is received on an input shaft 10 of a transmission (not shown). The pressure plate 8 of the friction clutch 7 is loaded toward the flywheel mass 504 by a disc spring 12 pivotally supported on the clutch cover 11. By actuating the friction clutch 7, the flywheel mass 504 and thus the flywheel mass 502 is connected or disconnected via the clutch disc 9 to the input shaft 10 of the transmission. Bounce mass body 503 and bounce mass body 5
A torsion damping device 513 and a friction clutch 514 connected in series to the torsion damping device 513 are provided between the device and the device. The torsion damper 513 and the friction clutch 514 are both attached to the flywheel mass 50.
Allows limited relative rotation between 3 and 504.

Both flywheel masses 503 and 504 are bearing 515 relative to each other.
It is rotatably supported via. The bearing 515 is composed of two rolling bearings 516 and 517 arranged one behind the other. The outer race ring 516a of the rolling bearing 516 is disposed in the hole 518 of the flywheel mass 503, and the inner race ring 517a of the rolling bearing 517 is at the center of the flywheel mass 504.
Cylindrical extension extending axially towards the crankshaft 5
It is non-rotatably arranged in 519. The inner race ring 516b and the outer race ring 517b of the rolling bearings 516, 517 are non-rotatably coupled to each other via an intermediate portion 520.
The middle part 520 has an additional part 520a facing the crankshaft 5, in which the inner race ring 516a is received. Further, the intermediate portion 520 has a hollow region 520b which grips the extension 519 of the flywheel mass 504 from the surroundings, in which the outer race ring 517b is provided. Small vibrations, ie both momentum masses 503 and 504
The intermediate member 52 during a small reciprocal relative rotation between
In order to ensure that the race rings 516b, 517b, which are pivotally connected to each other via 0, are rotatable with respect to the race rings 516a, 517a, which are non-rotatably coupled to the bobbin masses 503, 504, a transport member. 521,522 are provided.
The transport members 521 and 522 are formed by free wheel-shaped lock members. In this case, the carrier members 521, 522 are the race rings 5 which are connected to the intermediate member 520 so that they cannot rotate.
It has the same locking direction with respect to 16b and 517b.

The advantage of the construction principle shown in FIG. 6 is that the flywheel mass 503 is pre-mounted on the crankshaft 5 like a normal flywheel, then the flywheel mass 504 and the torsion damper 513.
, The friction clutch 514, and in some cases the friction clutch 7 previously attached to the flywheel mass 504, and the pressure disc 8 and the flywheel mass 504, the clutch disc 9 pre-centered and tightened. The unit formed by and can be fixed to the bouncing mass body 503 with a screw 523. The bearing arrangement constituted by the rolling bearings 516, 517 can already be pre-mounted on the flywheel mass 503 or can be mounted on the previously mentioned unit.
In the embodiment shown in FIG. 6, a race ring 516b
517b are joined together by an intermediate member 520. In a variant embodiment not shown, both race rings 516b and 517b are integrally constructed or the intermediate member 52
0 can have the rolling surfaces of the rolling elements of both bearings 516,517.

Further, instead of arranging the rolling bearings 516 and 517 in front of each other in the axial direction, when the space in the axial direction is small, they may be arranged in front of each other in the radial direction to reduce the axial construction space of the bearing device. it can. If both rolling bearings 516 and 517 are arranged in this way, the rolling bearings can have a common intermediate ring.

[Brief description of drawings]

The drawings show a plurality of embodiments of the invention,
1 is a partial sectional view of a first embodiment of a torque transmission device of the present invention, and FIG. 2 is a view showing a modified embodiment of a friction device acting between both bobbin masses of the torque transmission device of the present invention, 3 is a partial sectional view of a second embodiment of the present invention, FIG. 4 is a partial sectional view of a third embodiment of the present invention, and FIG. 5 is a partial sectional view of a fourth embodiment of the present invention. The drawing is a partial sectional view of a fifth embodiment of the present invention. 1 ... shock absorber, 2 ... flywheel, 3,4 ... flywheel mass body, 5 ... crankshaft, 6 ... screw, 7 ... friction clutch, 8 ... pressure plate, 9 ... clutch disc, 10 …… input shaft, 11 …… clutch cover, 12 …… disc spring, 13 …… accumulator, 14 …… friction ring, 15 …… disc spring, 16 …… bearing, 17
...... Rolling bearing, 18 ...... hole, 19 ...... extension, 20 ...... key joint, 21 ...... flange, 22,23 ...... disc, 24 ...... spacer pin, 25 ...... space, 26 ...... rotation Axis, 28 ... notch,
103,104 …… Bounce mass body, 110 …… Transmission device shaft, 114…
… Friction ring, 203, 204 …… Bounce mass, 215 …… Disc spring, 216 …… Bearing, 217 …… Angular ball bearing, 218…
… Hole, 219 …… extension, 222,223 …… disc, 224 …… spacer pin, 228 …… notch, 229 …… needle bearing, 230
…… Hole, 231 …… Additional part, 232 …… Additional part, 234 …… Hole, 2
35 …… Pilot bearing, 303, 304 …… Bounce mass body, 310
...... Transmission shaft, 316 …… Sliding bearing, 317 …… Sliding bearing bush, 318 …… Notch, 319 …… Extended part, 329 …… Thrust slide bearing, 334 …… Hole, 335 …… Sliding bearing, 336… … Bearing chamber, 337 …… Seal ring, 338 …… Oil supply channel, 339
…… Oil return passage, 403,404 …… Bounce mass body, 417…
… Sliding bearings, 418 …… Notches, 419 …… Extensions, 440 ……
Disc spring, 501 ... Damping device, 502 ... Flywheel, 503, 504
...... Bounce mass body, 514 …… Frictional clutch, 515 …… Bearing device, 516,517 …… Rolling bearing, 519 …… Extended part, 520…
… Intermediate part, 521,522 …… Conveying member, 523 …… Screw

Claims (10)

[Claims] 1. A first bounce mass body fixed to an output shaft of an internal combustion engine, and a second bounce mass body connectable to a transmission through a clutch, the bounce mass body bearing. In a torque transmission device of a type in which a shock absorber having an effective energy storage device in the circumferential direction is provided between the flywheel mass bodies, the output power of the internal combustion engine A radial inner side of a screw hole of a screw (6) screwable from the side opposite to the internal combustion engine of the first bounce mass for fixing the first bounce mass (3) to the shaft (5). The bearing is provided on the first or second bobbin mass body (3, 4), and the bearing is disposed on the extension. The screw (6), which is aligned with the screw hole in the second bounce mass (4) -Out through the cutout to allow the operation (2
8) A torque transmission device characterized by being provided. 2. The torque transmission device according to claim 1, wherein the bearing (16) is a rolling bearing. 3. A rolling bearing in which an inner race is supported by an axial extension of one bobbin mass body and an outer race is held by the other bobbin mass body is used as the bearing (16). The torque transmission device according to claim 1 or 2, wherein a diameter of the outer race is selected to be smaller than a diameter in which the screw hole is provided. 4. A torque transmission device according to claim 1, wherein the axial extension is integral with one of the bounce masses. 5. Torque transmission according to any one of claims 1 to 4, characterized in that the split flywheel forms a fixable component unit on the output shaft of the internal combustion engine. apparatus. 6. The torque transmission device according to claim 5, wherein the component unit includes a bearing for supporting both of the flywheel masses with respect to each other. 7. The method according to any one of claims 3 to 6, wherein the axial extension has a notch (334) for supporting the transmission shaft (10). Torque transmission device. 8. The torque transmission device according to claim 1, wherein the second bobbin mass body also holds a pilot bearing. 9. A first bounce mass body fixed to an output shaft of an internal combustion engine, and a second bounce mass body connectable to a transmission via a clutch, the bounce mass body bearing. In a torque transmission device of a type in which a shock absorber having an effective energy storage device in the circumferential direction is provided between the flywheel mass bodies, the output power of the internal combustion engine A radial direction of a screw hole of a screw (6) which can be screwed in from the side of the first bobbin mass opposite to the internal combustion engine for fixing the first bobbin mass (3) to the shaft (5). The bearing (16) is provided inside, and the bearing (16) is arranged on the one hand in the axial extension (18) of the one bobbin mass (3) and on the other hand the other bobbin mass (3). 4) is located in the axial extension (19) and the axial extensions are Characterized in that the second bounce mass (4) is provided with a through cutout (28) in the second baffle mass (4) which is aligned with the screw hole and enables the operation of the screw (6), Torque transmission device. 10. The torque transmission device according to claim 9, wherein the bearing (16) is a rolling bearing.