KR101593821B1 - Vibration reducing tool for vehicle - Google Patents

Abstract

The present invention relates to a vibration damping device for a vehicle having a double input shaft type transmission having a gear, a part of which is connected to a solid shaft and the other end is connected to a hollow shaft. The vibration damping device comprises a flywheel connected to a crankshaft of a vehicle engine, A damper assembly coupled to the flywheel so as to be elastically rotatable on one side of the flywheel so as to reduce rotational vibration generated on the shaft, and a damper assembly coupled to the hollow shaft and elastically rotatable on one side of the flywheel to reduce rotational vibration generated on the shaft And a clutch assembly provided with an intermittent means so that a single mass flywheel can be utilized in a vehicle provided with a transmission having a double input shaft structure.

Description

[0001] Vibration reducing tool for vehicle [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vibration damping device for a vehicle, and more particularly, to a vibration damping device for a vehicle that reduces rotational vibration generated when power is transmitted from an engine to a transmission side.

Generally, the power of the vehicle engine is largely transmitted in the order of engine-transmission-wheel. In this case, a flywheel and a clutch are interposed between the engine and the transmission to transmit power from the engine to the transmission.

The flywheel is mounted between the crankshaft of the engine and the transmission input shaft. The rotational inertia of the flywheel transfers the power of the engine to the transmission input shaft. The flywheel is divided into a single mass type and a dual mass type.

Meanwhile, the clutch transmits the power of the engine to the transmission side through a process of contacting or non-contacting the flywheel. That is, the clutch interrupts the power between the flywheel and the transmission during shifting. This is because the transmission is damaged if the engine is directly engaged with the transmission.

In addition, the clutch is equipped with a damper means for reducing the rotational vibration in the shifting process.

In this connection, United States Patent No. 6062364 (Patent Document 1) discloses a prior art related to a vehicle vibration damping apparatus to which a single mass flywheel is applied.

U.S. Patent No. 6062364 (Patent Document 1) relates to a clutch relating to modularization, and relates to a coupling structure of a single mass flywheel and a clutch having a damping function.

The conventional vehicle vibration damping device using the single mass flywheel as described above has a problem that it can not be utilized in a vehicle equipped with a transmission having a double input shaft structure.

In addition, there is a problem that the single mass flywheel does not perform any function other than the power transmission function, thereby hindering the intensive design of the parts.

U.S. Patent No. 6062364

In order to solve the above-described problems, an object of the present invention is to provide a vehicle vibration damping device capable of utilizing a single mass flywheel in a vehicle equipped with a transmission having a double input shaft structure by mounting a damper assembly to which a solid shaft is coupled.

In addition, the damper assembly and the clutch assembly perform the damping function, respectively, thereby effectively reducing the rotational vibration occurring in the vehicle equipped with the transmission having the double input shaft structure during shifting.

Another object of the present invention is to provide a vehicular vibration damping device capable of designing more intensive parts in designing power-related parts of a vehicle.

A vibration damping device for a vehicle provided with a transmission having a double input shaft structure in which a part of an end of a gear according to an embodiment of the present invention is connected to a solid shaft and the other end is connected to a hollow shaft, A damper assembly coupled to the shaft and resiliently rotatably disposed on one side of the flywheel to reduce rotational vibration generated on the shaft, and a damper assembly coupled to the hollow shaft and elastically coupled to one side of the flywheel to reduce rotational vibration generated on the shaft And a clutch assembly rotatably provided with intermittent means.

In this case, the damper assembly includes a hub in which the solid shaft is spline-coupled, a hub plate provided relatively rotatably with the flywheel along the outer periphery of the hub, and a hub plate penetrating the hub plate to reduce rotational vibration transmitted from the flywheel to the solid shaft, And a plurality of elastic members provided along the outer circumferential portion.

The damper assembly may further include a first disc plate fixedly installed on one side of the damper assembly so as to be rotated synchronously with the flywheel, and a second disc plate spaced apart from the first disc plate by a hub plate interposed therebetween.

The damper assembly may further include an elastic washer interposed between the first disk plate and the second disk plate and the hub plate to provide rotational friction between the first disk plate and the second disk plate.

It is preferable that the damper assembly is embedded in the flywheel to the transmission side.

On the other hand, 1, 3, 4, 5, 6, and R stages are connected to the solid shaft, and two stages can be connected to the hollow shaft.

As described above, according to the vibration damping apparatus for a vehicle according to the present invention, a single mass flywheel can be utilized in a vehicle equipped with a transmission having a double input shaft structure by mounting a damper assembly to which a solid shaft is coupled.

In addition, since the damper assembly and the clutch assembly each perform a damping function, the rotational vibration generated in shifting in a vehicle equipped with a transmission having a dual input shaft structure can be effectively reduced.

In addition, more intensive parts design is possible when designing power-related parts for vehicles.

1 is a cross-sectional view of a vehicle vibration damping device according to an embodiment of the present invention.
2 is an exploded perspective view of the damper assembly shown in FIG.
3 is an assembled perspective view of the damper assembly shown in FIG.
4 is a side view of the damper assembly shown in Fig.
5 is a cross-sectional view taken along the line AA of Fig.

The accompanying drawings in the present invention may be exaggerated for clarity, clarity, and descriptive convenience. In addition, since the following terms are defined in consideration of the functions of the present invention, they may vary depending on the intention or custom of the user, the operator, and the definitions of these terms should be based on the technical contents throughout this specification will be. On the contrary, the embodiments are merely illustrative of the constituent elements set forth in the claims of the present invention and do not limit the scope of the present invention, and the scope of the rights should be interpreted on the basis of technical ideas throughout the specification of the present invention .

1 is an exploded perspective view of the damper assembly shown in FIG. 1, FIG. 3 is an assembled perspective view of the damper assembly shown in FIG. 1, and FIG. FIG. 4 is a side view of the damper assembly shown in FIG. 1, and FIG. 5 is a cross-sectional view taken along line AA of FIG.

1 to 5, a vibration damping apparatus for a vehicle according to an embodiment of the present invention includes a flywheel 100, a damper assembly 200, and a clutch assembly 400.

Prior to the description, the present invention assumes a transmission having a dual input shaft structure in which some of the gears are connected to the solid shaft and the other end is connected to the hollow shaft. For example, two stages may be connected on the solid axis, and one, three, four, five, six, R stages may be connected on the hollow axis.

The flywheel 100 is mounted between the crankshaft of the engine and the transmission input shaft as described above. In the flywheel 100, the crankshaft is connected to the engine side by bolts or the like. The rotational inertia of the flywheel 100 transmits the power of the engine to the transmission input shaft.

In this case, it is preferable that the damper assembly receiving groove 110 accommodating the damper assembly 200, which will be described later, is provided.

A ring gear 300, which is connected to the starter motor and rotates together with the flywheel 100 when the vehicle is started, is mounted on the outer circumferential surface of the flywheel 100.

The damper assembly 200 is resiliently rotatable on one side of the flywheel 100 so as to be coupled with the solid shaft and to reduce the rotational vibration generated on the shaft.

In this case, the characteristic operation of the damper assembly 200 is performed through the hub 240, the hub plate 250, and the elastic member 260.

The hub 240 is splined to the solid shaft through the solid shaft receiving hole 241.

The hub plate 250 is provided to be relatively rotatable with the flywheel 100 along the outer periphery of the hub 240.

In this case, the hub 240 and the hub plate 250 may be separately or integrally manufactured according to the manufacturing method.

The elastic member 260 is provided along the outer periphery of the elastic member through hole 251 of the hub plate 250 so as to reduce rotational vibration transmitted from the flywheel 100 to the solid shaft.

That is, the elastic member 260 absorbs the rotational vibration on the solid shaft generated in the relative rotation and rotation synchronization process of the flywheel 100 and the hub plate 250 at the time of shifting gear connected to the solid shaft. As a result, the power of the flywheel 100 is more reliably transmitted to the transmission side.

At this time, the elastic members 260 may be provided in plurality for effective rotational vibration. In addition, although elastic springs are shown in FIGS. 1 to 6, elastic materials such as rubber may be used.

The damper assembly 200 may further include a first disc plate 210, a second disc plate 220, and an elastic washer 230.

The first disc plate 210 is fixed to one side of the first disc plate 210 through a piece such as a bolt 212 to be rotated synchronously with the flywheel 100. Therefore, the rotational force of the flywheel 100 is transmitted to the first disk plate 210 in synchronization.

The second disk plate 220 is spaced apart from the first disk plate 210 with the hub plate 240 interposed therebetween. At this time, the first disk plate 210 and the second disk plate 220 can be connected through pieces such as the rivets 215.

In this case, the rivet 215 serves as a stopper for determining the degree to which the hub plate 250 rotates relative to the flywheel 100 when shifting gears connected to the solid shaft of the vehicle.

The first disk plate 210 and the second disk plate 220 may be provided with elastic member receiving holes 211 and 221 that serve as stoppers for the elastic members 260.

The elastic washer 230 is interposed between the first disc plate 210 and the second disc plate 220 and the hub plate 250 to provide rotational friction between them. Accordingly, relative rotation and rotation synchronization processes of the flywheel 100 and the hub plate 250 are efficiently performed when the gear is connected to the solid shaft.

The elastic washer 230 includes a first elastic washer 232 between the first disc plate 210 and the hub plate 250, a second elastic washer 231 between the second disc plate 220 and the hub plate 250 ).

A hooking of the hook hole 222 and the hook 231a may be used as provided between the second disk plate 220 and the hub plate 250 according to the designing method in order to more effectively provide friction. Of course.

Meanwhile, it is preferable that the damper assembly 200 is embedded in the flywheel 100 on the side of the transmission. That is, when the damper assembly 200 is mounted in the damper assembly receiving groove 110 provided in the flywheel 100, more intensive parts can be designed in designing the power-related parts of the vehicle.

Accordingly, the vehicle vibration damping device according to the embodiment of the present invention can utilize a single mass flywheel in a vehicle equipped with a transmission having a double input shaft structure, while enabling more intensive parts design in designing power-related parts of a vehicle .

The clutch assembly 400 equipped with the interrupting means is resiliently rotatable on one side of the flywheel 100 so as to be coupled with the hollow shaft and reduce the rotational vibration generated on the shaft.

In this case, the clutch assembly 400 may be implemented in various ways to engage the hollow shaft. A number of techniques are known in the art, and will be schematically described below for a brief description of the present invention.

For example, the clutch assembly 400 may include a disk plate 410, a sub-disk plate 420, a hub 430, a hub plate 440, a release mechanism 450, A generating unit 460, a coil spring 470, a pressure plate 480, a friction pad 485, and a multi-clutch cover 490.

The hub 430 is splined to the hollow shaft through a hollow shaft receiving hole 431 formed at one side thereof.

The hub plate 440 is provided so as to be rotatable relative to the flywheel 100 along the outer periphery of the hub 430. That is, since the disk plate 410 and the sub disk plate 420 to be described later rotate synchronously with the flywheel 100, the hub plate 440, which is relatively rotatable with the disk plate 410 and the sub disk plate 420, can rotate relative to the flywheel 100 .

On the other hand, the coil spring 470 is provided along the outer periphery of the hub plate 440 so as to reduce rotational vibration transmitted from the flywheel 100 to the hollow shaft, for example, as an elastic material.

The disk plate 410 and the sub disk plate 420 are spaced apart from each other with the hub plate 250 interposed therebetween. In this case, since the frictional pad 485 and the frictional pad 485 are connected to the end of the disc plate 410 to be described later, when the frictional pad 485 is released from the flywheel 100 when the hollow shaft gear is shifted, Does not rotate synchronously with the flywheel 100 any more.

Meanwhile, the disc plate 410 and the sub disc plate 420 are engaged with each other by a rivet 415 or the like and synchronously circulate.

At this time, a friction generating unit 460 composed of an elastic washer or the like is interposed between the disc plate 410, the sub disc plate 420, and the hub plate 440 to synchronously rotate the clutch disc 400 .

Meanwhile, the intermittent means provided in the clutch assembly 400 includes a release mechanism 450, a pressure plate 480, a friction pad 485, a diaphragm, and the like.

When the release mechanism 450 presses the diaphragm by the intermittent signal in the case of the intermittent gear transmission, the pressure plate 480 and the friction pad 485 are separated from the flywheel 100. When the intermittent signal is released after the gear is input, 480 and the friction pad 485 are brought into contact with each other at the flywheel 100.

In this case, the coil spring 470 transmits stable power by absorbing the rotational vibration transmitted from the flywheel 100 to the hollow shaft.

On the other hand, the clutch assembly 400 is secured to the flywheel by a piece coupling using a bolt 495 or the like and is protected.

Hereinafter, the operation of the vehicle vibration damping apparatus according to one embodiment of the present invention will be briefly described.

First, for the sake of clarity, it is assumed that the transmission has two stages on the solid shaft and one, three, four, five, six, and R stages on the hollow shaft.

Since the gear on the solid shaft is input or released during the shift from the first stage to the second stage or from the second stage to the third stage, the rotation speed difference between the flywheel 100 and the hub plate 250 of the damper assembly 200 Lt; / RTI >

At this time, the elastic member 260 absorbs rotational vibration on the solid shaft, which occurs in the relative rotation and rotation synchronization process of the flywheel 100 and the hub plate 250. As a result, the power of the flywheel 100 is transmitted with stability to the transmission side.

In this case, although a separate intermittent mechanism is not described in the case of shifting to the two-speed state, it is needless to say that a separate clutch assembly may be further mounted on the solid shaft for a more stable shift.

On the other hand, in the 1, 3, 4, 5, 6, R-speed shifting, the clerking assembly 400 performs the intermittent and damping functions. A number of techniques are known in this regard, and a detailed description of their operation is omitted.

As a result, the vibration damping device for a vehicle according to an embodiment of the present invention operates as a combination of assemblies that function as separate damping members for the solid and hollow shafts of the dual input shafts.

As described above, according to the vibration damping apparatus for a vehicle according to the present invention, it is possible to utilize a single mass flywheel in a vehicle equipped with a transmission having a double input shaft structure by mounting a damper assembly to which a solid shaft is coupled, and the damper assembly and the clutch assembly By performing the damping function, it is possible to effectively reduce the rotational vibration generated at the time of shifting, and furthermore, it is possible to design more intensive parts in designing the power-related parts of the vehicle.

As described above, the present invention has been described with reference to the embodiments shown in the drawings. However, it should be understood that the present invention is by way of example only and that various modifications and equivalent embodiments are possible on the basis of common knowledge in the art . Therefore, the true technical protection scope of the present invention should be determined based on the specific contents of the above-mentioned invention in accordance with the claims to be described below.

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vibration reduction device for a vehicle, and is applicable to the automotive power-related parts industry.

100: flywheel 110: damper assembly receiving groove
200: damper assembly 210: first disc plate
211: Elastic member receiving hole 212: Bolt
215: Rivet 220: Second disc plate
221: Elastic member receiving hole 222: Hook hole
230: Elastic washer 240: Hub
241: Solid shaft receiving hole 250: Hub plate
251: elastic member penetration hole 260: elastic member
300: ring gear
400: clutch assembly 410: disc plate
415: Rivet 420: Sub disc plate
430: hub 431: hollow shaft receiving hole
440: hub plate 450: release mechanism
460: Friction generating unit 470: Coil spring
480: pressure plate 485: friction pad
490: clutch cover 495: bolt

Claims (6)

A vibration damping device for a vehicle having a transmission having a double input shaft structure in which a part of an end of a gear is connected to a solid shaft and the other end is connected to a hollow shaft,
A flywheel connected to a crankshaft of the vehicle engine and having a damper assembly receiving groove on one side thereof;
A damper assembly coupled to the solid shaft and elastically rotatably mounted on one side of the flywheel to reduce rotational vibration generated on the shaft, the damper assembly being installed in the damper assembly receiving groove and being embedded in the flywheel toward the transmission; And
A clutch assembly coupled to the hollow shaft and resiliently rotatable on one side of the flywheel to reduce rotational vibration generated on the shaft, the clutch assembly including intermittent means;
The damper assembly includes:
A hub in which the solid shaft is spline coupled;
A hub plate rotatably installed on the outer periphery of the hub so as to be relatively rotatable with the flywheel;
A plurality of elastic members passing through the hub plate to reduce rotational vibration transmitted from the flywheel to the solid shaft, the elastic members being disposed along an outer periphery of the hub plate;
A first disc plate fixedly installed on one side of the flywheel to rotate synchronously with the flywheel; And
A second disc plate spaced apart from the first disc plate by the hub plate so as to be rotated in synchronism with the first disc plate;
And a vibration damping device for vibration damping the vehicle.
delete delete 2. The damper according to claim 1, wherein the damper assembly comprises:
An elastic washer interposed between the first disc plate and the second disc plate and the hub plate to provide rotational friction between the first and second disc plates;
Further comprising: a vibration damping device for a vehicle.
delete The method according to claim 1,
Wherein the second shaft is connected to the solid shaft and the first, third, fourth, fifth, sixth, and R stages are connected to the hollow shaft.

Images