阅读说明：本技术 减振盘组件 (Damper disc assembly ) 是由 河原裕树 于 2020-01-06 设计创作，主要内容包括：本发明涉及减振盘组件,其降低起因于来自被驱动侧的振动的过大扭矩,而且确保良好的操纵性能。该减振盘组件具备：离合器板和保持板、相对旋转自如地设置于离合器板和保持板的花键毂、以及具有在旋转方向上弹性地连结离合器板和保持板与花键毂的多个扭转弹簧的减振机构。当扭矩从离合器板和保持板向花键毂传递时,减振机构禁止两者间的扭转,当扭矩从花键毂向离合器板和保持板传递时,减振机构以规定的扭转特性允许两者间的扭转。(The invention relates to a vibration damping disk assembly which reduces excessive torque caused by vibration from a driven side and ensures good drivability. The damping disk assembly includes: the clutch device includes a clutch plate, a holding plate, a spline hub provided to the clutch plate and the holding plate so as to be relatively rotatable, and a damper mechanism having a plurality of torsion springs elastically connecting the clutch plate, the holding plate, and the spline hub in a rotational direction. The damper mechanism prohibits torsion between the clutch plate and the retaining plate when torque is transmitted from the clutch plate to the spline hub, and permits torsion between the clutch plate and the retaining plate with a predetermined torsion characteristic when torque is transmitted from the spline hub to the clutch plate and the retaining plate.)

1. A vibration damping disk assembly is provided with:

an input side plate to which torque from a drive source is input;

an output side plate provided to the input side plate to be relatively rotatable; and

a vibration damping mechanism having a plurality of elastic members elastically connecting the input side plate and the output side plate in a rotational direction,

the damper mechanism prohibits torsion between the input side plate and the output side plate when torque is transmitted from the input side plate to the output side plate, and permits torsion between the input side plate and the output side plate with a predetermined torsion characteristic when torque is transmitted from the output side plate to the input side plate.

2. The damper disc assembly of claim 1,

the plurality of elastic members are attached in a state of being elastically deformed in advance and are preloaded.

3. The damper disc assembly according to claim 1 or 2,

the vibration damping mechanism includes a stopper mechanism that prohibits rotation of the output side plate in a first rotational direction with respect to the input side plate when the output side plate is at a neutral position, and permits rotation of the output side plate in a second rotational direction with respect to the input side plate when the output side plate is at the neutral position.

4. The damper disc assembly according to any one of claims 1-3,

the damper mechanism has a hysteresis torque generating mechanism that generates a frictional force in a rotational direction when the input side plate and the output side plate rotate relative to each other.

5. The damper disc assembly according to any one of claims 1-4,

the drive source includes at least an electric motor.

Technical Field

The invention relates to a damping disc assembly.

Background

A damper disc assembly is provided on a power transmission path between a drive source including an engine and a motor and wheels in a vehicle such as an automobile. In general, a damper disc assembly has an input side plate having a clutch plate to which torque is input and a retainer plate, and a splined hub coupled to an input shaft of a transmission. The input side plate and the spline hub are elastically coupled in the rotational direction by a plurality of torsion springs (for example, patent document 1).

Patent document 1: japanese patent laid-open No. 2006-336832

In an electric vehicle or a hybrid vehicle, an electric motor is used as a drive source. Since the motor has a large inertia amount, when vibration is input from the output shaft, for example, a vehicle body or a road surface as a vibration source, resonance may occur in which the inertia of the motor is dominant.

In order to suppress the resonance as described above, it is effective to provide a vibration damping mechanism in the power transmission path. However, if the damper mechanism is provided, the driving force from the drive source is transmitted to the wheel through the damper mechanism including a plurality of springs, which results in deterioration of the drivability. Therefore, in order to maintain good drivability, it is preferable that the rigidity of the power transmission system be high.

As described above, in order to suppress excessive torque due to resonance, it is preferable to provide a damping mechanism having an appropriate stiffness, but in order to maintain good drivability, there is a conflicting demand that the power transmission system preferably has as high a stiffness as possible.

Disclosure of Invention

The technical problem of the present invention is to reduce an excessive torque caused by vibration from a driven side and to ensure good drivability.

(1) The damping disk assembly according to the present invention includes: an input side plate to which torque from a driving source is input; an output side plate provided to the input side plate to be relatively rotatable; and a vibration damping mechanism having a plurality of elastic members elastically connecting the input side plate and the output side plate in the rotational direction. The damper mechanism prohibits torsion between the input side plate and the output side plate when torque is transmitted from the input side plate to the output side plate, and permits torsion between the input side plate and the output side plate with a predetermined torsion characteristic when torque is transmitted from the output side plate to the input side plate.

Here, in the damper mechanism, the torsional characteristics on the drive side (torsional characteristics when torque is transmitted from the input side to the output side) are hard (rigid). That is, when torque is input to the input side plate, the torque is directly transmitted to the output side plate without twisting (relative rotation) between the input side plate and the output side plate. Thus, good drivability is ensured.

On the other hand, the torsional characteristics of the driven side (torsional characteristics when torque is transmitted from the output side to the input side) are transmitted with predetermined torsional characteristics. Therefore, the original function of the vibration damping mechanism functions. Therefore, by appropriately adjusting the stiffness, that is, the torsional characteristics of the vibration damping mechanism, the resonance caused by the vibration from the vibration source on the driven side can be set outside the normal rotation speed range. This can suppress transmission of excessive torque to the input side in a normal operating condition. Therefore, the entire drive system can be protected, and miniaturization of parts becomes possible.

(2) Preferably, the plurality of elastic members are mounted in a previously elastically deformed state to be preloaded.

For example, when the elastic member is elastically deformed and the damper mechanism is operated when the vehicle is traveling downhill (i.e., in an initial stage when a reverse torque is transmitted from the driven side to the driving side), a rattling noise may occur. Therefore, by applying a preload to the plurality of elastic members in advance, the damper mechanism can be operated only when an excessive torque acts. Therefore, abnormal noise such as rattling can be suppressed.

(3) Preferably, the damper mechanism has a stopper mechanism that prohibits rotation of the output side plate in the first rotational direction relative to the input side plate when the output side plate is centered, and permits rotation of the output side plate in the second rotational direction relative to the input side plate when the output side plate is centered.

Here, the torque characteristics of the driving side can be set to be hard by the stopper mechanism, and the torque characteristics of the driven side can be set to be appropriate.

(4) Preferably, the damper mechanism has a hysteresis torque generating mechanism that generates a frictional force in a rotational direction when the input side plate and the output side plate rotate relative to each other.

Here, since the torque characteristic of the driven side has a hysteresis torque, torque fluctuation can be effectively suppressed.

(5) Preferably, the drive source includes at least an electric motor.

Effects of the invention

In the present invention as described above, since an excessive torque caused by vibration from the driven side can be reduced, the entire drive system can be protected and the components can be miniaturized. In addition, in the present invention, good drivability can be ensured.

Drawings

Fig. 1 is a block diagram of a vehicle mounted with a damper disc assembly according to an embodiment of the present invention.

Fig. 2 is a sectional configuration view of a damper disc assembly according to an embodiment of the present invention.

Figure 3 is a front view of the damper disc assembly.

Fig. 4 is a partial cross-sectional view of the first spacer.

Fig. 5 is a partial front view of the first spacer.

Fig. 6 is a partial cross-sectional view of the second spacer and the friction washer.

Fig. 7 is a torsional characteristic diagram of the damper disc assembly.

Description of the reference numerals

1: a motor (driving source); 2: a damper disc assembly; 11: a clutch plate (input side plate); 12: a holding plate (input side plate); 13: a splined hub (output side plate); 14: a vibration reduction mechanism; 24: a torsion spring; 25: a motion limiting mechanism; 26: a hysteresis torque generating mechanism.

Detailed Description

Is formed integrally

Fig. 1 is a block diagram of a vehicle mounted with a damper disc assembly according to an embodiment of the present invention. Here, torque from the motor 1 as a driving source is transmitted to the transmission 3 through the damper disc assembly 2, and then to the wheels 4.

Damper disc assembly 2

Figures 2 and 3 show a damping disc assembly 2 according to an embodiment of the present invention. Fig. 2 is a sectional configuration view, and fig. 3 is a front view. In FIG. 2, the O-O line is the centerline of rotation.

Is formed integrally

In the figure, the damper disc assembly 2 includes: a clutch plate 11, a retainer plate 12 (an example of an input side plate), a spline hub 13 (an example of an output side plate), and a damper mechanism 14.

Clutch plate 11 and retaining plate 12

The clutch plate 11 and the holding plate 12 are both formed in a disk shape and are arranged to face each other with a predetermined gap in the axial direction. The outer peripheral portions of the clutch plate 11 and the holding plate 12 are fixed by a stopper pin 16, and the inner peripheral portions are fixed by a stud pin 17. Therefore, the clutch plate 11 and the holding plate 12 cannot rotate relative to each other and cannot move relative to each other in the axial direction. Further, the outer peripheral portion of the clutch plate 11 can be coupled to the motor-side member 18 by a rivet 19. Therefore, torque is input from the member 18 on the motor side to the clutch plate 11 and the holding plate 12.

Six spring support portions 11a, 12a are formed on the clutch plate 11 and the holding plate 12, respectively. The spring support portions 11a and 12a are formed to bulge away from each other (outward in the axial direction).

Splined hub 13

Splined hub 13 has a hub 20 and a flange 21. The spline hub 13 is substantially rotatable relative to the clutch plate 11 and the holding plate 12 (details will be described later). The hub 20 has a spline hole 20a at a central portion thereof. The spline hole 20a can be engaged with a spline shaft formed on an input shaft of the transmission 3, not shown. The flange 21 is formed to extend radially outward from a substantially axial center portion of the hub 20. The flange 21 is disk-shaped, and six window holes 21a extending in the circumferential direction are formed at equal intervals on the outer periphery of the flange 21. The window hole 21a is formed at a position corresponding to the spring support portions 11a, 12a of the clutch plate 11 and the holding plate 12. In the flange 21, a long hole 21b that is long in the circumferential direction is formed so that the stud pin 17 can pass through and can rotate within a predetermined angular range.

Damping mechanism 14

The damper mechanism 14 has a plurality of torsion springs 24, a stopper mechanism 25, and a hysteresis torque generating mechanism 26.

The plurality of torsion springs 24 are housed in the six window holes 21a and the spring support portions 11a, 12 a. Each torsion spring 24 is housed in a state of being compressed in advance. That is, each torsion spring 24 is preloaded.

The stopper mechanism 25 includes the stopper slit 28 and the stopper pin 16. The stopper slit 28 is formed in the outer peripheral portion of the flange 21 between the adjacent window holes 21 a. The stopper slit 28 opens radially outward. The stopper pin 16 passes through the stopper slit 28. Here, when the neutral state is in which no torque is transmitted, the stopper pin 16 abuts against one end surface 28a of the stopper slit 28.

In the damper mechanism 14 having such a configuration, when torque is transmitted from the clutch plate 11 and the holding plate 12 to the spline hub 13 (that is, when driving torque is transmitted), the rotation (relative rotation) between the clutch plate 11 and the holding plate 12 and the spline hub 13 is prohibited by the stopper mechanism 25. When torque is transmitted from the spline hub 13 to the clutch plates 11 and the holding plates 12 (i.e., when driven torque is transmitted), torsion (relative rotation) between the clutch plates 11 and the holding plates 12 and the spline hub 13 is allowed with a predetermined torsion characteristic.

The hysteresis torque generating mechanism 26 is disposed in an inner circumferential portion between the flange 21 of the spline hub 13 and the axial direction of the clutch plate 11 and the retaining plate 12. More specifically, as described above, the clutch plate 11 and the holding plate 12 are coupled by the plurality of stud pins 17. The axial space between the clutch plate 11 and the holding plate 12 is limited to a predetermined dimension by these stud pins 17, and a hysteresis torque generating mechanism 26 is provided in this axial space.

The hysteresis torque generating mechanism 26 has a first spacer 31, a second spacer 32, a friction washer 34, and a third spacer 33. That is, between the inner peripheral portion of the holding plate 12 and the inner peripheral portion of the flange 21, the annular first spacer 31, the annular second spacer 32, and the annular friction washer 34 are arranged in this order from the holding plate 12 side. Further, a third spacer 33 is disposed between the inner peripheral portion of the clutch plate 11 and the inner peripheral portion of the flange 21. In each of these members 31, 32, 33, and 34, a hole through which the stud pin 17 passes is formed (see fig. 5), and the free rotation of each member is inhibited.

The first spacer 31 is a plate member formed in a ring shape, and an outer peripheral portion thereof is supported by the holding plate 12. As shown in fig. 4 and 5, the first spacer 31 has a plurality of ribs 31a formed at predetermined intervals on the inner peripheral portion thereof so as to protrude toward one side in the axial direction. The plurality of ribs 31a are formed at angular positions that are offset from the angular positions at which the plurality of holes 31b through which the stud pins 17 pass are formed, that is, are formed to be located between the adjacent holes 31 b.

The second spacer 32 is a plate member formed in a ring shape, like the first spacer 31. As shown in fig. 6, a plurality of ribs 32a protruding to one side in the axial direction are also formed at predetermined intervals on the inner circumferential portion of the second spacer 32, and are positioned between the stud pin through holes (not shown) adjacent to each other, similarly to the first spacer 31. Further, as shown in fig. 6, the second spacer 32 and the friction washer 34 are bonded to each other. The friction washer 34 is an annular resin molded product.

As is clear from fig. 2, the first spacer 31 and the second spacer 32 are disposed so that the ribs 31a and 32a abut each other, that is, the first spacer 31 is disposed so that the rib 31a faces the second spacer 32 side, and the second spacer 32 is disposed so that the rib 32a faces the first spacer 31 side.

In addition, the third spacer 33 is identical to the first spacer 31 in other configurations except that the rib height is different from that of the first spacer 31.

In such a configuration, the axial space S defined by the stud pins 17 and the total axial thickness T of the members 31 to 34, the flange 21, and the input-side plates 11 and 12 constituting the hysteresis torque generating mechanism 26 in the free state are set to T > S. Therefore, the members constituting the hysteresis torque generating mechanism 26 are pressed against each other by elastic deformation of the ribs of the spacers 31 to 33 in the assembled state.

Movement of

When transmitting torque from the motor 1 side

When torque from the motor 1 side is input to the clutch plate 11, the torque is directly input to the spline hub 13 through the stopper mechanism 25. That is, since the torque is not transmitted through the plurality of torsion springs 24, the torsion characteristic is a hard torsion characteristic as shown in a characteristic C1 of fig. 7.

More specifically, when the stopper pin 16 is in the neutral position, that is, when torque is not input (neutral position), the stopper pin abuts against the end surface 28a of the stopper notch 28. Therefore, in this neutral state, when a positive-side torque (i.e., a torque for forward driving in the vehicle) is input from the electric motor 1 side to the clutch plate 11 and the retaining plate 12, the input torque is transmitted to the spline hub 13 through the path of the clutch plate 11 and the retaining plate 12 → the stopper pin 16 → the stopper cutout 28 (the end surface 28a thereof) → the spline hub 13 without passing through the torsion spring 24.

Here, the torque from the drive side is transmitted to the output side via the damper disk assembly 2 having a hard torsional characteristic. Therefore, the handling performance becomes good. Therefore, for example, a driving force request for an accelerator pedal can be quickly coped with without delay.

When transmitting torque from the wheel 4 side

When torque is input from the driven side of the wheels or the like, the torque is transmitted to the input side via the damper mechanism 14. At this time, the torsional characteristic is as shown in characteristic C2 of fig. 7.

More specifically, when a reverse torque is input from the spline hub 13 side at the neutral position, the input torque is transmitted from the spline hub 13 to the clutch plate 11 and the holding plate 12 via the torsion spring 24. That is, torsion (relative rotation) occurs between the spline hub 13 and the clutch plate 11 and the retaining plate 12 due to the operation of the torsion spring 24. Then, a hysteresis torque is generated by the torsion.

As described above, when reverse torque is input from the driven side, the damper mechanism 14 operates with the torsional characteristic C2. Therefore, in the case where the torque variation is large and the torque is across the positive and negative, the drive system from the driven side has a natural frequency calculated from the equivalent stiffness shown by the broken line C3 in fig. 7. Therefore, by appropriately adjusting and setting the equivalent stiffness, the resonance point of the vibration source from the driven side can be set to a desired region (outside the normal rotation speed range). Therefore, excessive torque due to resonance can be suppressed, and the entire drive system and the components can be protected and downsized.

Other embodiments

The present invention is not limited to the above-described embodiments, and various modifications and improvements can be made without departing from the scope of the present invention.

(a) In the above-described embodiment, the damper disc assembly is disposed between the drive source and the transmission, but may be provided inside the transmission or between the transmission and the wheels. In addition, the present invention can be applied to a system having a reduction gear without using a transmission.

(b) The hysteresis torque generating mechanism included in the damper mechanism is not limited to the foregoing embodiment, and various configurations may be adopted.

(c) In the above-described embodiment, the description has been given taking the electric motor as the drive source, but the present invention can be applied to a hybrid vehicle using both the engine and the electric motor as well as the present invention.