JPH062053Y2 - Flywheel with optional damper - Google Patents

Description

[Detailed Description of the Invention] [Industrial field of application] The present invention relates to a flywheel with a torsion damper, which is a two-part split flywheel in which resonance is prevented from occurring in all regions of the rotational speed.

More specifically, the present invention is a flywheel with a torsional damper proposed in Japanese Utility Model Application No. 61-135608, with a torsional damper that prevents deterioration of vibration characteristics when passing through a resonance point due to a change over time in the friction mechanism. Regarding the flywheel.

[Conventional technology]

A split type flywheel is known in which a flywheel is divided into two masses and they are connected by a spring to absorb torque fluctuations. In the prior art, the two masses are usually connected by a spring mechanism with the same spring constant over the entire range of rotation, and thus have one resonance point at a certain engine speed. The spring constant is determined so that the resonance point is lower than the normal rotation range of the engine rotation.However, since the resonance point is passed when the engine is started and stopped, frictional force is divided between the divided flywheels. When the torque in the low rotation range is small, the drive side flywheel and the driven side flywheel are integrated to suppress the resonance phenomenon. This is to avoid the occurrence of the resonance phenomenon, which makes it difficult to escape from the resonance (a so-called pull-in phenomenon) and makes the vehicle unable to run.

To explain the conventional technology by taking individual examples,
The torque fluctuation absorbing device disclosed in Japanese Patent Publication No. 42 divides a flywheel into a drive-side flywheel and a driven-side flywheel, and a spring mechanism having the same spring constant is interposed between the flywheel and the flywheel. It shows a split-type flywheel provided with a hysteresis mechanism so that a frictional force acts between them, and shows a typical general configuration of the split-type flywheel.

Further, Japanese Patent Laid-Open No. 61-59040 discloses a technique for setting the resonance point lower than idle rotation.
No. 59, No. 598888 discloses the flywheel with the resonance point shifted to the low rotation side. Also,
Japanese Laid-Open Patent Publication No. 56-6676 shows a damper disk that slides in a housing, though not a two-part flywheel, and shows a friction imparting structure in this type of mechanism.

Further, Japanese Patent Laid-Open No. 60-109635 discloses that one type of spring is used and a transfer body between a drive side flywheel and a driven side flywheel is adjusted by using a friction body that moves in a radial direction by a centrifugal force. The damper that uses centrifugal force is unstable in the timing when the flywheel changes from the integrated state to the separated state, and reliable resonance prevention cannot be expected.

As described above, in the conventional technology, in order to suppress the resonance phenomenon,
It is necessary to give a relatively large frictional force of a certain value or more. Therefore, due to the hysteresis mechanism, a frictional force of a certain value or more is constantly applied between the drive-side flywheel and the driven-side flywheel, and even in the normal rotation range, the friction force between the drive-side flywheel and the driven-side flywheel causes stick (integral). When a stick occurs, the fluctuation in rotation of the drive-side flywheel (engine rotation fluctuation) is transmitted to the driven-side flywheel, and the torque fluctuation absorption effect in the normal rotation range is reduced. That is,
There is a problem that the rotation fluctuation reducing efficiency of the torsional damper is reduced.

This is not a known prior art because it has not yet been published for solving the above-mentioned problem, but as a related art, the applicant of the present application has previously filed Japanese Patent Application No. 61-135608 (filing date: Sep. 1986).
(Friday, May 5) is a flywheel with a torsional damper consisting of a split type flywheel, in which the position of the resonance point is shifted by the number of revolutions during operation, thereby giving a hysteresis force that gives frictional force over the entire revolution range as in the past. We proposed a flywheel with a torsional damper to eliminate the mechanism and effectively reduce torque fluctuations in the normal rotation range.

The flywheel with torsional damper proposed in Japanese Utility Model Application No. 61-135608 is a split type flywheel in which the flywheel is divided into a drive side flywheel and a driven side flywheel, and between the drive side flywheel and the driven side flywheel. Two types of spring mechanisms having different spring constants are used for the spring mechanisms provided, and the drive side flywheel and the driven flywheel are directly connected to one of the two types of spring mechanisms, and the other of the two types of spring mechanisms is rubbed. It was composed of a flywheel with a torsional damper in which a drive side flywheel and a driven side flywheel were connected via a mechanism.

Prior to explaining the operation of the flywheel with a torsional damper proposed in Japanese Utility Model Application No. 61-135608, the names of each part, the spring force, and the operating force will be referred to as follows.

First coil spring: A torsional spring that directly connects the drive side flywheel and the driven side flywheel. Second coil spring: A torsional that connects the drive side flywheel and the driven side flywheel through a friction mechanism. Spring Fr ... Set friction force of friction mechanism connected in series to second coil spring F ... First coil spring and second coil spring when the driving side flywheel and the driven side flywheel are relatively twisted (relative rotation) Force applied to the friction mechanism portion on the side of the second spring when a torque generated by bending of the coil spring is applied. K ... Spring constant of the spring mechanism having the _first coil spring. Spring constant of the spring mechanism of the above, in the above, the drive side flywheel and the driven side flywheel Relative twist occurs when the torque is transmitted between,
The first coil spring and the second coil spring bend simultaneously.

Fr ≧ F in the low speed range (usually corresponding to low torque)
Therefore, no slippage occurs in the friction mechanism, the first coil spring and the second coil spring work together, the spring constant of the system combination is K + K ₁ , and all springs work to suppress torque fluctuations.

When the rotation speed (engine rotation speed) increases (at the time of starting), as the rotation speed approaches the resonance point of the system with the spring constant K + K ₁ , the relative twist increases and F increases, and the spring constant K + K ₁ Before the resonance point of F, F> Fr is finally satisfied and slippage occurs in the friction mechanism portion, the second coil spring loses its function as a spring, and the second coil spring becomes F
The torque above r is not transmitted, and at the same time, the spring constant of the entire system decreases to K. That is, the resonance point of the entire system shifts to the resonance point of the system having the spring constant K, that is, to the lower rotation side. The actual rotational speed of the system at the time of shifting is higher than the resonance point of the system of spring constant K, and at the time of shifting, it is already at the position beyond the resonance point of spring constant K. The torque fluctuation can be absorbed according to the diping at the position outside the resonance point of the system having the spring constant K of the spring mechanism. Therefore, since the resonance point is exceeded, the relative rotation becomes smaller, and Fr> F, and the slippage of the friction mechanism on the second coil spring side stops again, and the first coil spring and the second coil spring are separated. All coil springs work to suppress torque fluctuations.

That is, in the system that initially had a spring constant of K + K ₁ ,
When the rotation speed is increased and the resonance point of the system of the spring constant of K + K ₁ is approached, the friction mechanism slides and operates close to the characteristics of the system of the spring constant of K at a time (the resonance point of the K system is K + K
Since it deviates from the resonance point of ₁ , resonance does not occur. However, since one spring is slipping, it does not completely follow the specific curve of K, but it approaches the characteristic curve of K), and deviates from the resonance point of K + K ₁ to increase the rotation speed. When it reaches the vicinity of the normal rotation range, since it deviates from the resonance point, the relative movement of the driving side flywheel and the driven side flywheel becomes small (Fr <F), the sliding of the friction mechanism stops, and it operates again according to the characteristic of K + K ₁ . Resonance can be avoided in the entire rotation range.

The same shift phenomenon can be obtained even when the number of rotations decreases from large to small (at the time of stop).

Therefore, the sliding friction force of the constant operation by the hysteresis mechanism, which is required in the conventional split type flywheel having the spring mechanism of one kind of spring constant, is unnecessary. The friction mechanism on the side of the spring mechanism having the second coil spring is activated,
When passing near the resonance point of K + K ₁ at the time of stop, only slippage is generated temporarily to avoid resonance, so low friction is achieved in the entire rotation range, and the absorption effect which is a problem in operation is always used. In the rotation range, the torque fluctuation absorbing effect is increased without being affected by the sliding friction force.

Incidentally, as other conventional techniques, JP-A-61-149638 and JP-B-61-50168 are cited.

[Problems to be solved by the invention]

However, the flywheel with a torsional damper of Japanese Utility Model Application No. 61-135608 previously proposed had some problems to be solved as described below.

That is, according to the static torsion characteristic, the friction mechanism causes a slip when the load due to the deflection of the second coil spring having the spring constant K ₁ exceeds the set friction force Fr value, and the second mechanism at the time of slipping out. The amount of deflection of the coil spring is set smaller than the total stroke of the second coil spring. The total stroke of the second coil spring having a spring constant K ₁ is shown in FIG. 9 (same as FIG. 4 of Japanese Utility Model Application No. 61-135608), and the angle from O → P point and Q point →
While it is the sum of the angles of the C and D regions, the angle of the slip-out point is only the angle from O to P point.

However, it should be noted that the set friction force Fr value is a value that increases with time, and the friction mechanism portion has a structure as shown in FIG. Since the thrust force of the (thrust linings 49, 50) is exerted, if the thrust linings 49, 50 are worn out for a long period of time, the space in which the cone spring 40 is stored becomes large. Since the cone spring 40 has the characteristics shown in FIG. 5, when the deflection of the cone spring 40 decreases, the load (pressing force) of the cone spring 40 increases by ΔL, and the load fluctuation of ΔL. Minutes will come out.

When the Fr value increases with the lapse of time, in Japanese Utility Model Application No. 61-135608, the sliding point is left to the balance between Fr and the deflection of the second coil spring having the spring constant K ₁ .
The slip-out angle (point P angle) also becomes large. That is, the angle (from O to P) at which the first coil spring (spring constant K) and the second coil spring (spring constant K ₁ ) work together without the friction mechanism slipping becomes large. First
In Fig. 0 (same as Fig. 5 of Japanese Utility Model Application No. 61-135608), the position of the point P was initially adjusted to the intersection of the resonance curves X and Y, but it increased on the resonance curve X due to the increase of the Fr value. To rise. That is, PQ rises to P'Q '''in FIG. 3 and slippage is delayed. For this reason, the acceleration transmissibility when passing through the K + K ₁ resonance point becomes large, and the rotational fluctuation acceleration deteriorates. At the same time, the fluctuation amplitude and the torsion angle of the torsion part also increase.

Further, when the point P rises on the resonance curve, the relative twist angle between the drive-side flywheel and the driven-side flywheel becomes large, but when the change over time is large and the Fr value increases greatly,
The relative twist angle does not fall within the twist limit of the torsion mechanism, and C in FIG. 9 (same as FIG. 4 of Japanese Utility Model Application No. 61-135608)
At the top of the area, the cushion sheets will collide. This causes a large vibration and is disadvantageous in terms of durability.

[Means for solving problems]

The fear of the deterioration of the vibration characteristics at the time of passing through the resonance point due to the change with time of Fr is solved by the flywheel with a torsion damper according to the present invention.

The flywheel with torsional damper of the present invention comprises a split type flywheel in which the flywheel is divided into a flywheel on the driving side and a driven side flywheel, and a spring mechanism provided between the driving side flywheel and the driven side flywheel. 2 types of springs having different spring constants K and K ₁ are used for the drive side flywheel and the driven side flywheel, and the spring constant K of the two types is directly connected to the spring of the two types. _A flywheel with a torsional damper, in which a drive-side flywheel and a driven-side flywheel are connected to a spring _{No. 1} via a friction mechanism of a set friction force Fr, and a torque due to deflection of the spring having a spring constant K ₁ is set. When the friction force becomes equal to Fr, apply the elastic cushions provided on the seats at both ends of the spring having the spring constant K ₁ to each other. This is a flywheel with a torsional damper characterized by having a friction mechanism forced to slide.

[Action]

In the present invention, when the torque due to the deflection of the second coil spring having the spring constant K ₁ becomes equal to the set frictional force Fr value, the elastic cushions provided on the seats at both ends of the second coil spring are applied. By doing so, the friction mechanism is configured to be forcedly slipped, so that even if the Fr value increases with time, the change can be received by the elastic cushion of the seat and the friction mechanism can be slid. It is possible and the angle change of the slip-out point P is small. Generally, since the spring constant of the cushion is several times larger than the spring constant K ₁ of the second coil spring, the actual point P
The position change is so small that it does not deteriorate the vibration characteristics when passing through the resonance point.

〔Example〕

Hereinafter, preferred embodiments of a flywheel with a torsion damper according to the present invention will be described with reference to the drawings.

1 to 5 are views showing the specific structure and operation of the flywheel with a torsion damper of the embodiment of the present invention, and FIGS. 6 to 12 are the fly with a torsion damper of the present invention. FIG. 6 is a view showing a structure of a wheel according to Japanese Utility Model Application No. 61-135608, a structure of a portion having a goodbye, and an operation thereof.

First, a portion according to Japanese Utility Model Publication No. 61-135608 will be described with reference to FIGS.

6 and 7 show the structure of a flywheel with a torsion damper according to an embodiment of the present invention, FIG. 8 shows its vibration system model, and FIGS. 9 and 10 show its operating characteristics.
11 and 12 show enlarged cross sections of the spring mechanism.

In FIGS. 6 and 7, a flywheel includes a drive side flywheel 10 connected to a drive shaft (for example, an engine crankshaft) and a driven side flywheel 20 connected to a driven side member (for example, a clutch). And a two-part flywheel. Drive side flywheel
10 and the driven flywheel 20 have two types of spring mechanisms having different spring constants, that is, a spring mechanism 30A having a first coil spring 31 (the spring constant K of the spring mechanism 30A is the spring of the first coil spring 31). Sum of constants)
And spring mechanism 30B having a second coil spring 32
(The spring constant K ₁ of the spring mechanism 30B is the sum of the spring constants of the second coil springs 32). Of these, the first coil spring 31 is a spring that directly connects the drive side flywheel 10 and the driven side flywheel 20, and the second coil spring 32 connects the drive side flywheel 10 and the driven side flywheel 20 to each other. The second coil spring 32 is a spring that is connected via a friction mechanism 33 that is vibrationally connected in series. In the above, it is sufficient if K ≠ K + K ₁ , and the spring constant of each first coil spring 31 and the spring constant of each second coil spring 32 may be equal. That is, even if the springs having the same spring constant are used for the first coil spring 31 and the second coil spring 32,
4 coil springs 31 and 2nd coil spring
When 32 is 2, K: K ₁ = 1: 2, which is suitable for the purpose.

The drive side flywheel 10 sandwiches and fixes the ring-shaped ring gear 11 on the outer peripheral portion, the ring-shaped inner body 12 on the inner peripheral portion, and the ring gear 11 from both sides, and one extends to the inner peripheral side up to the inner body 12 side portion. It has drive plates 13 and 14.
The inner body 12 and one drive plate 13 are bolts 15
Is connected to the drive shaft so as to rotate integrally with the drive shaft.

The driven flywheel 20 has a structure in which a flywheel body 21 and a driven plate 22 at an inner peripheral portion are connected by bolts 23. The driven plate 22 is concentric with the bearing 24, and the inner body 12 of the drive-side flywheel 10
It is supported on the outer periphery of so as to be relatively rotatable. Driven plate
The arm 22 has an arm 22a projecting to the outer peripheral side at the center in the width direction.

Two first control plates 41, 42 and two second control plates 43, 44 are provided in the space between the drive plate 13 and the flywheel main body 21 radially outside the outer peripheral surface of the driven plate 22. However, it is arranged so as to be rotatable relative to the driven plate 22 on both the drive side and the driven side. First control plate 4
The first and the second control plates 43 and 44 are arranged on both sides of the arm 22a of the driven plate 22 and are connected to each other by the pins 45. The second control plates 43 and 44 are also the arm 2 of the driven plate 22.
They are arranged on both sides of 2a and are connected by pins 46. The first control plates 41, 42 have arms 41a, 42a extending radially outward, respectively, and the second control plates 43, 44 also have arms 4 extending radially outward.
It has 3a and 44a. Each of the arms 22a, 41a, 42a, 43a, 44a extends to the vicinity of the inner peripheral surface of the ring gear 11.

In the spring mechanism 30A having the first coil spring 31, in FIG. 6, two first coil springs 31 are shown, two on the left and two on the right, and a total of four first coil springs 31 are shown in the lower half section in FIG. FIG. 11 shows an enlargement of the cross section. The first coil spring 31 has spring seats 34, 35 at both ends.
The spring seats 34, 35 have elastic bodies 34a, 35a at opposite ends. One of the spring seats 34 and 35 is detachably supported by the arms 43a and 44a of the second control plates 43 and 44 in the circumferential direction, and the other spring seat 35 is supported by the arm 22a of the driven plate 22. Is removably abutted in the direction. The protruding arm 35b of the spring seat 35 engages with the hole 16 provided in the drive plate 13 and the notch 17 provided in the drive plate 14 so as not to rotate relative to each other in one direction in the circumferential direction.
The torque from 13, 14 is directly transmitted to the spring seat 35. That is, referring to FIG. 6, the two first coil springs 31, 31 on the left side will be described as an example.
The protruding arm 35b of the spring seat 35 of the coil spring 31 is fitted to the drive plates 13 and 14, and the central portion of the spring seat 35 is fitted to the arm 22a of the driven plate 22. The drive plates 13 and 14 are the first ones.
When pushing the protruding arm 35b of the spring seat 35 of the coil spring 31 (for example, in the upper half of FIG. 6),
The other first via the second control plates 43, 44
Press the spring seat 35 of the coil spring 31 (for example, the one in the lower half of FIG. 6) of the driven plate 22.
The arm 22a of. Reverse rotation is also possible. The other spring seat 34 has the same shape as the spring seat 35, and holes or cutouts extending in the circumferential direction are formed in the drive plates 13 and 14 at positions corresponding to the protruding arms 34b of the spring seat 34. The spring seat 34 is movable relative to the drive plates 13 and 14 in the circumferential direction. The second control plates 43 and 44 only connect the two first coil springs 31 and are not fixed to the drive plates 13 and 14 or the driven plate 22,
It is rotatable. By this structure, drive plate
13 and 14 are the driven plate 22 and the first coil spring 3
Directly connected via 1, the torque of the drive plates 13 and 14 causes the first coil spring 31 to bend and the drip plate
It is transmitted to 22.

In the spring mechanism 30B having the second coil spring 32, a total of two second coil springs 32 are shown, one in each of the upper and lower sides in FIG. 6, and shown in the upper half section in FIG. FIG. 12 shows an enlargement of the cross section. The second coil spring 32 has spring seats 36, 37 at both ends.
The spring seats 36, 37 have elastic bodies 36a, 37a at opposite ends. The spring seats 36 and 37 are provided on the arms 41a and 4 of the first control plates 41 and 42, respectively.
It is removably abutted to 2a in the circumferential direction. Also, both ends of the second coil spring 32 have spring seats 36, 37.
Through a window 18 provided in the drive plate 13 and a notch 19 provided in the drive plate 14 so as to be detachably attached in the circumferential direction. With this structure, the drive plates 13 and 14 are connected to the first control plates 41 and 42 via the second coil springs 32, and the torque of the drive plates 41 and 42 causes the second coil springs 32 to bend and the first Is transmitted to the control plates 41, 42 of the.

However, the spring mechanism 30 having the second coil spring 32
On the B side, as will be described below, the friction mechanism 3 is provided between the first control plates 41, 42 and the driven plate 22.
3 is provided, and the torque transmitted from the drive plates 13, 14 to the first control plates 41, 42 via the second coil spring 32 is within the range of the set friction force Fr of the friction mechanism 33. , Is not transmitted to the driven plate 22. In the upper half cross section of FIG. 7, a thrust plate 47 is provided between one of the first control plates 41 and 42 and the arm 22a of the driven plate 22 so as to be rotatable relative to both. The thrust plate 47 is the thrust plate 47.
A cone spring 48 interposed between the control plate 42 and the control plate 42 axially urges the driven plate 22 toward the arm 22a. Thrust linings 49 and 50 are provided between the control plate 41 and the arm 22a and between the thrust plate 47 and the arm 22a, and are arranged in the circumferential direction between the first control plates 41 and 42 and the arm 22a of the driven plate 22. Give friction to. This friction force is set to a constant friction force Fr by the cone spring 48. The friction mechanism 33 includes a cone spring 48, a thrust plate 47, and thrust linings 49 and 50.

FIG. 8 shows the above configuration by a vibration model.
The drive side flywheel 10 and the driven side flywheel 20 are
Directly connected by the first coil spring 31 and the second
The coil spring 32 and the friction mechanism 33 are connected to each other. The first coil spring 31 and the combination of the second coil spring 32 and the friction mechanism 33 are spring-parallel to each other, and the second coil spring 32 and the friction mechanism are parallel to each other.
33 is oscillatory in series.

Next, the operation of the flywheel with a torsional damper shown in FIGS. 6 to 12 will be described with reference to FIGS. 9 and 10.

FIG. 9 shows the relationship between the relative angular displacement between the drive-side flywheel 10 and the driven-side flywheel 20, the so-called twist angle, and the torque. FIG. 10 shows the relationship between the rotational speed and the acceleration transmissibility. Shows.

When the twist angle is small, the torque is also small and therefore the force F applied to the friction mechanism 33 is also small. Therefore, F is smaller than the set friction force Fr of the friction mechanism 33, that is, F ≦ Fr.
At this time, the friction mechanism 33 is used to control the first control plate.
Since no slippage occurs between the arms 41 and 42 and the arm 22a of the driven plate 22 and the second coil spring 32 operates effectively, the spring constant of the system is the spring constant K of the spring mechanism 30A having the first coil spring 31. And the second coil spring 32
Is the sum of the spring constant K ₁ of the spring mechanism 30B having the above (region A in FIG. 9). Such a phenomenon is obtained in a region where torque transmission is small (region A in FIG. 10). At this time, it operates according to the characteristic of the spring constant K + K ₁ (the characteristic indicated by X in FIG. 10).

As the rotation speed increases, the resonance point of the system with spring constant K + K ₁ approaches and torque fluctuation (corresponding to the acceleration transmissibility)
Also gradually increases, F rises, and finally reaches the set friction force Fr. This Fr is set so that F = Fr before reaching the resonance point. Therefore, before the resonance point, F> Fr is finally satisfied, and the first control plates 41 and 42 start to slide with respect to the driven plate 22. Therefore, the second coil spring 32 loses its function as a spring element. (Actually, there is a torque transmission equivalent to the frictional force Fr.) Therefore, the spring constant K of the entire system changes to K at point P in FIG.
(Area of FIG. B), and shifts to operate according to the characteristics of the system of the spring constant K in FIG. 10 (characteristics indicated by Y in FIG. 10) (area indicated by B in FIG. 10). B in Fig. 10
The region of is deviated from the characteristic of the system of the spring constant, but this is a phenomenon caused by the frictional force Fr. Area B
As can be seen from FIG. 10, the operation of the spring constant K
Since the resonance point of the system having is already exceeded on the high rotation speed side, it is already outside the resonance point at the time of shifting, and the torque fluctuation decreases as the rotation speed increases. Becomes small, and the phenomenon of F <Fr occurs immediately at the points Q, Q ′, Q ″. At the points of Q, Q ′, Q ″, F <Fr prevents the friction mechanism 33 from slipping. Therefore, since the second coil spring 32 again participates in the torque fluctuation absorption, the spring constant returns to K + K ₁ again (areas E, E ′, E ″ in FIG. 9), and the vibration again occurs in FIG. It operates according to the characteristics of the system with the constant K + K ₁ (areas E, E ′, E ″ in FIG. 10). 10th
A, B, C, D, E, E ', E "in the figure are A, B in FIG.
Corresponding to B, C, D, E, E ', E ", E of FIG.
The normal rotation range is set in the areas E'and E ".
In the regions of FIGS. E, E ′, and E ″, the drive-side flywheel 10 and the driven-side flywheel 20 are damped by the spring constant of K + K ₁ without the friction of the conventional hysteresis mechanism. The transmissibility of acceleration is very small,
The torque fluctuation absorbing effect is extremely large.

It should be noted that regions C and D in FIG. 9 show a state in which the torsion angle further increases and the elastic bodies of the opposing spring seats are deformed against each other and the spring force is increased.

When the rotational speed changes from large to small, in FIG. 10, the characteristics E (E ', E "), B, A are returned in this order,
The same shift effect as described above is produced. In FIG. 9, the origin of the transformation is taken as the origin of the coordinates, but since it stops at some point within the range surrounded by the diamond of E of FIG. 9 according to the condition of the previous stop, At the time of starting, the spring constant rises from that point with the spring constant of K + K ₁ . However, the position of the diamond of E is immobile.

Thus, in the flywheel with torsional damper shown in FIGS. 6 to 12, friction force is used to avoid resonance.
₁ is connected, but this friction portion slips when resonance is avoided (engine start, stop, etc.) and also when large torque is input (portion beyond point P in FIG. 9).

In order to compare the operation of the flywheel with a torsional damper shown in FIGS. 6 to 12 with a split type flywheel having a conventional hysteresis mechanism (for example, the one of No. 61-23542 of Kaikai), a conventional type is shown in FIG. The case of technology (10th S characteristic) is also shown. The characteristic diagram shows the case of this conventional example. In the conventional example, the resonance phenomenon can be avoided due to the existence of the hysteresis mechanism, but since the sliding friction of the hysteresis mechanism is always high, the damping of the spring is affected and the decrease of the acceleration transmissibility in the normal rotation range is caused by the present invention. The effect of absorbing torque fluctuation is not so good as that of the present invention. The shaded portion in FIG. 10 is the improved portion. However, the actual one of Shokai No. 61-23542 is far superior to that of the conventional one, but the present invention has a better damping characteristic in the normal rotation range. However, the present invention
Due to the lack of a hysteresis mechanism and because the sliding of the set friction force Fr of the friction mechanism 33 acts at a point in time when jumping by shifting the resonance region of rotation to another characteristic and acting accordingly, Although the torque fluctuation absorbing effect is slightly reduced in the region B as compared with the one having the hysteresis mechanism, there is no problem because the resonance phenomenon can be substantially avoided and it only operates temporarily.
Rather, it is more significant that a good damping effect obtained in the normal rotation range can be obtained without inducing a resonance phenomenon. It should be noted that R in FIG. 10 also shows the characteristics of the integrated flywheel for reference, and shows that both the conventional split type flywheel and the flywheel of the present invention can obtain better damping characteristics than the integrated type. Shows.

Next, with reference to FIGS. 1 to 5, the constitution and operation peculiar to the present invention will be described.

FIG. 1 shows a configuration unique to the present invention. In the figure, reference numerals 32, 36, 36
Reference characters a, 37 and 37a correspond to those in FIG. Friction mechanism
When the deflection of the second coil spring 32 provided between the two flywheels via 33 becomes δ (θ when converted to an angle), the torque by the two second coil springs 32 causes the set friction. It is made equal to the torque Fr. That is _{Fr = 2 · (K 1/} 2) · θ = K 1
Q. At this time, the value of δ (θ is set so that the elastic cushions 36a and 37a at both ends of the second coil spring 32 are also simultaneously contacted.
Value).

When the frictional mechanism 33 of the torsional damper is used, the thrust linings 49 and 50 in FIG. 2 are worn and the thickness thereof is reduced. Therefore, the deflection of the cone spring 48 is reduced and the fifth
As shown in the figure, the load increases by ΔL. This gives F
Although the r value increases, the spring constant K ₁ of the second coil spring 32 hardly changes with time. Therefore, when the torque equal to the initial Fr value is deflected, the elastic cushions 36a and 37a hit each other, It tries to force the friction mechanism to slide. At this time, the elastic cushions 36a and 37a also flex as much as the increase in the Fr value.
36a, since the spring constant of 37a is several times the K _1, the amount of deflection is small. As a result, the position of the sliding point P is the fourth
In the figure, it does not rise to P'and the change is small even after aging,
It is possible to prevent deterioration of vibration characteristics when passing through the resonance point.
FIG. 3 shows the difference between the characteristics in the case of the construction shown in FIG. 1 and the characteristics of Japanese Utility Model Application No. 61-135608 in an enlarged manner in the vicinity of point P. The solid line shows the characteristic characteristic of the configuration of FIG. 1, and the broken line shows the characteristic of Japanese Utility Model Application No. 61-135608 (point P moves to the left in FIG. 3). In the case of the invented flywheel with a torsion damper, the cushion is applied to mechanically determine the upper limit of the Fr value, and the balance of the spring constants K ₁ and Fr is left to the actual application No. 61-135608. (B) The accuracy of the angle of the sliding point P of the friction mechanism is significantly improved, and a flywheel with a damper having stable performance with little variation can be manufactured. This is because the angle of point P is determined by the dimensional accuracy of the sheets and plates.

(B) The Fr value control should be carried out mainly by paying attention to the lower limit,
It is advantageous in quality control. Therefore, it is advantageous in terms of cost.

(C) when the friction mechanism 33 is to obtain a frictional force with the thrust linings 49, 50 and cone spring 48, the dynamic mu _d of the thrust _linings, the difference in static mu _S larger (mu _S, mu _d Materials Those which do not implement the present invention generate a stick slip when the friction mechanism slides. At this time, the twisting characteristic has a sawtooth shape as shown in FIG. The slope of the saw tooth is in a stick state, and the spring constant at this time is K + K _1. Therefore, when passing through the resonance point of K + K ₁ , in synchronization with the input side vibration, the vibration during passing becomes worse.
However, when viewed as a whole, since the inclination of the saw tooth arrangement is the spring constant K, the initial resonance point shift mechanism is not completely lost, and resonance does not occur.

According to the present invention, by sticking the cushion of the K ₁ spring at the point where the Fr value obtained from μ _d is reached, it is possible to forcibly slide at the point P in the torsional characteristic FIG. Therefore, the vibration level when passing through the resonance point can be suppressed. This makes μ
_A material with a large difference in _S and μ _d can be used as a lining, and at the same time, it can prevent sticking and slipping caused by the adhesion of oil, dust, etc. to the lining portion.

Furthermore, according to the present invention, the effect of Japanese Utility Model Application No. 61-135608 can be naturally obtained. That is, (d) the torque fluctuation absorbing effect in the normal rotation range can be increased without causing resonance in all rotations.

(E) Further, since the conventional hysteresis mechanism and torque limit mechanism can be prevented, the device can be simplified, downsized, and the cost can be reduced.

[Brief description of drawings]

FIG. 1 is a block diagram of the vicinity of a second coil spring of a flywheel with a torsion damper of the present invention, FIG. 2 is an enlarged sectional view of a friction mechanism portion, and FIG. 3 is a flywheel with a torsion damper of the present invention. FIG. 4 is an angle-torque characteristic diagram, FIG. 4 is a rotational speed-acceleration transmissibility characteristic diagram of a flywheel with a torsion damper of the present invention, FIG. 5 is a deflection-load characteristic diagram of a cone spring, and FIG. FIG. 7 is a sectional view taken along a plane perpendicular to a plane including the axis of the flywheel with a torsion damper according to the embodiment; FIG. 7 is a view taken along a plane including the axis of the flywheel with a torsion damper of FIG. Section VII-V in FIG. 6
A sectional view taken along the line II, FIG. 8 is a vibration model diagram of the flywheel with a torsional damper shown in FIG. 6, FIG. 9 is a torsion angle-torque characteristic diagram of the flywheel with a torsional damper shown in FIG. 6 is a rotational speed-acceleration transmissibility characteristic diagram of the flywheel with a torsion damper shown in FIG. 6, FIG. 11 is an enlarged sectional view in the vicinity of the first coil spring in FIG. 7, and FIG. 12 is shown in FIG. 2 is an enlarged sectional view in the vicinity of the coil spring, and FIG. 13 is a characteristic diagram showing another effect of the flywheel with a torsion damper of the present invention. 10 ... Drive side flywheel 20 ... Driven side flywheel 31 ... First coil spring 32 ... Second coil spring 33 ... Friction mechanism 36a, 37a ... Elastic cushion 48 ... Cone spring 49, 50 ... Thrust liner

Claims (1)

[Scope of utility model registration request] 1. A flywheel is composed of a split-type flywheel in which a drive-side flywheel and a driven-side flywheel are divided, and spring constants K different from each other in a spring mechanism provided between the drive-side flywheel and the driven-side flywheel. Two types of springs having K ₁ are used, and the driving side flywheel and the driven side flywheel are directly connected to the spring having the spring constant K of the two types, and the set friction force is set to the spring having the spring constant K ₁ of the two types. A flywheel with a torsional damper, in which a drive-side flywheel and a driven-side flywheel are connected to each other via an Fr friction mechanism, and a spring constant K ₁
When the torque due to the bending of the spring becomes equal to the set friction force Fr, the elastic mechanism cushions provided on the seats at both ends of the spring having the spring constant K ₁ are applied to force the friction mechanism to slide. Characteristic flywheel with torsional damper.