JPH0562249B2 - - Google Patents
Info
- Publication number
- JPH0562249B2 JPH0562249B2 JP19479385A JP19479385A JPH0562249B2 JP H0562249 B2 JPH0562249 B2 JP H0562249B2 JP 19479385 A JP19479385 A JP 19479385A JP 19479385 A JP19479385 A JP 19479385A JP H0562249 B2 JPH0562249 B2 JP H0562249B2
- Authority
- JP
- Japan
- Prior art keywords
- mass
- clutch
- crankshaft
- torsional damper
- rubber
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000000694 effects Effects 0.000 description 11
- 238000010521 absorption reaction Methods 0.000 description 9
- 238000010586 diagram Methods 0.000 description 3
- 238000005452 bending Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000002360 explosive Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
- F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
- F16F15/1414—Masses driven by elastic elements
- F16F15/1435—Elastomeric springs, i.e. made of plastic or rubber
- F16F15/1442—Elastomeric springs, i.e. made of plastic or rubber with a single mass
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/1204—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon with a kinematic mechanism or gear system
- F16F15/1205—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon with a kinematic mechanism or gear system with a kinematic mechanism, i.e. linkages, levers
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Vibration Prevention Devices (AREA)
- Pulleys (AREA)
Description
【発明の詳細な説明】
産業上の利用分野
本発明は、クランクシヤフトの捩り振動を抑え
る目的でクランクシヤフト先端に装着するクラン
クシヤフトダンパ装置に係り、詳しくは、エンジ
ン回転数に応じて慣性マスを変化させうる可変マ
ス捩りダンパ装置に関する。DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a crankshaft damper device installed at the tip of a crankshaft for the purpose of suppressing torsional vibration of the crankshaft. The present invention relates to a variable mass torsional damper device that can be changed.
従来の技術
レシプロエンジンにおいては、クランクシヤフ
トがピストンからの爆発圧力、あるいは回転速度
の急激な変動を受ける時、特に大きなフライホイ
ールがついている場合程、曲げあるいは捩れるよ
うな運動を起こし、これが振動の原因となる。そ
して、クランクシヤフトの固有捩れ振動と回転に
おける衝撃のサイクルとが共振すると、大きな振
動が発生する。また、気筒数が多くなつてクラン
クシヤフトが長くなると、捩りが発生しやすくな
る。これらの捩り振動が大きいと、エンジン全体
の振動や騒音を大きくする原因となる。Conventional Technology In reciprocating engines, when the crankshaft is subjected to explosive pressure from the pistons or rapid fluctuations in rotational speed, it causes bending or twisting motion, especially if it has a large flywheel, which causes vibrations. It causes. When the natural torsional vibration of the crankshaft resonates with the impact cycle during rotation, large vibrations occur. Furthermore, as the number of cylinders increases and the crankshaft becomes longer, twisting becomes more likely to occur. If these torsional vibrations are large, they cause increased vibration and noise of the entire engine.
上述したクランクシヤフトの捩り振動を防ぐた
めには、ジヤーナルを大きくしたり、あるいは数
を増やしたりして対応するが、それでも十分に防
ぐことができない場合には、フライホイールと反
対側のクランクシヤフト端部に防振装置としてク
ランクシヤフトダンパを取付けている。このクラ
ンクシヤフトダンパとしては、たとえば、クラン
クプーリにゴムを介して慣性リングを取付けたゴ
ムトーシヨナルダンパがある。 In order to prevent the above-mentioned torsional vibration of the crankshaft, the number of journals can be increased or increased, but if this is not sufficient, the end of the crankshaft on the opposite side of the flywheel can be prevented. A crankshaft damper is installed as a vibration isolator. An example of such a crankshaft damper is a rubber torsional damper in which an inertia ring is attached to a crank pulley via rubber.
発明が解決しようとする課題
ところで、自動車に駆動力を供給するレシプロ
エンジンは、あらゆる走行に対応しうる性能が求
められる。すなわち、エンジン回転速度は、変速
装置を介しても低速から高速までの広い範囲で使
用されており、従つて、いずれのエンジン回転速
度域においても十分に機能を発揮しうるクランク
シヤフトダンパ装置が望まれる。Problems to be Solved by the Invention Incidentally, a reciprocating engine that supplies driving force to an automobile is required to have performance that can support all types of driving. In other words, engine speeds are used over a wide range from low to high speeds, even through transmissions, and therefore a crankshaft damper device that can function satisfactorily in any engine speed range is desirable. It can be done.
しかしながら、従来のゴムトーシヨナルダンパ
は、吸振しようとする周波数域の両側に吸振しき
れない周波数域が存在するといつた特性を有して
いる。この特性は、第２図に示す如く、クランク
シヤフトの固有振動数、すなわちエンジン回転速
度に対応して共振倍率が大となる２つのピークを
形成するものであり、クランクシヤフトの質量Ｍ
に対するゴムダンパの質量ｍの割合（以下マス比
＝ｍ／Ｍ）が異なるとピークの位置も異なるもの
であつた。しかもこの２つのピークは、マス比が
小さい場合（第２図の曲線）にはエンジン回転
速度の低回転数領域側が、マス比が大きい場合
（第２図の曲線）にはエンジン回転速度の高回
転数領域側が、各々他の領域側のピークより高く
なる傾向がある。 However, conventional rubber torsional dampers have the characteristic that there are frequency ranges on both sides of the frequency range in which vibrations cannot be absorbed. As shown in Fig. 2, this characteristic forms two peaks in which the resonance magnification increases depending on the natural frequency of the crankshaft, that is, the engine rotation speed, and the mass M of the crankshaft increases.
When the ratio of the mass m of the rubber damper to the mass ratio (hereinafter referred to as mass ratio = m/M) was different, the position of the peak was also different. Moreover, these two peaks occur at low engine speed when the mass ratio is small (curve in Figure 2), and at high engine speed when the mass ratio is large (curve in Figure 2). The peaks in the rotational speed region tend to be higher than those in other regions.
従つて、従来のゴムトーシヨナルダンパに対し
て、広範囲のエンジン回転速度領域をカバーした
吸振作用を期待するのは困難であり、その対策が
望まれていた。そこで、本発明は、ゴムトーシヨ
ナルダンパの特性がマス比及びエンジン回転速度
の影響で変化することに着目してなされたもの
で、エンジン回転速度に応じてマス比を変えるこ
とにより、共振倍率のピークを下げて広いエンジ
ン回転速度領域をカバーしうる可変マス捩りダン
パ装置の提供を目的とする。 Therefore, it is difficult to expect the conventional rubber torsional damper to have a vibration absorbing effect that covers a wide range of engine rotational speeds, and countermeasures have been desired. Therefore, the present invention was made by focusing on the fact that the characteristics of a rubber torsional damper change depending on the influence of the mass ratio and engine rotation speed, and by changing the mass ratio according to the engine rotation speed, the resonance magnification can be improved. The purpose of the present invention is to provide a variable mass torsional damper device capable of lowering the peak and covering a wide range of engine rotational speeds.
発明が解決しようとする課題
本発明は、前述の課題を解決するもので、クラ
ンクシヤフト先端に装着されて振動を吸収するゴ
ムトーシヨナルダンパの慣性リングに対して回転
自由に支持した付加マスを設け、該付加マスは、
前記クランクシヤフトの回転速度に応じてON−
OFF作動するクラツチを介して前記慣性リング
に連結可能とし、前記回転速度が所定値より高回
転域では前記クラツチをOFFとし、前記回転速
度が所定値より低回転域では前記クラツチをON
として、前記ゴムトーシヨナルダンパのマスを変
化させうるようにしたことを特徴とする可変マス
捩りダンパ装置である。Problems to be Solved by the Invention The present invention solves the above-mentioned problems by providing an additional mass that is rotatably supported on the inertia ring of a rubber torsional damper that is attached to the tip of the crankshaft and absorbs vibrations. , the additional mass is
ON- depending on the rotational speed of the crankshaft.
The clutch can be connected to the inertia ring through a clutch that operates OFF, and when the rotation speed is higher than a predetermined value, the clutch is turned OFF, and when the rotation speed is lower than a predetermined value, the clutch is turned ON.
A variable mass torsional damper device is characterized in that the mass of the rubber torsional damper can be changed.
作 用
前述の手段によれば、エンジン回転速度が所定
値より高回転域側ではクラツチOFFとして付加
マスの質量を慣性リングに加算しないので、ゴム
トーシヨナルダンパのマスは小となつて固有振動
数が高くなる。また、エンジン回転速度が所定値
より低回転域側ではクラツチONとして付加マス
を慣性リングに連結するので、ゴムトーシヨナル
ダンパのマスは大となつて固有振動数が低くな
る。ゴムトーシヨナルダンパの固有振動数が高い
と高周波数成分の吸振作用が向上し、反対に固有
振動数が低いと低周波数成分の吸振作用が向上す
る。Effect According to the above-mentioned means, when the engine speed is higher than a predetermined value, the clutch is turned off and the mass of the additional mass is not added to the inertia ring, so the mass of the rubber torsional damper becomes small and the natural frequency decreases. becomes higher. Further, when the engine speed is lower than a predetermined value, the clutch is turned on and the additional mass is connected to the inertia ring, so the mass of the rubber torsional damper becomes large and the natural frequency becomes low. When the natural frequency of the rubber torsional damper is high, the vibration absorption effect for high frequency components is improved, and on the other hand, when the natural frequency is low, the vibration absorption effect for low frequency components is improved.
実施例
本発明による可変マス捩りダンパ装置の一実施
例を第１図Ａないし第３図に基づいて説明する。Embodiment An embodiment of a variable mass torsional damper device according to the present invention will be described with reference to FIGS. 1A to 3.
クランクシヤフト２の端部に装着されて一体に
回転するクランクプーリ１には、防振装置として
ゴムトーシヨナルダンパ３が取付けられている。
このゴムトーシヨナルダンパ３は、ゴム４を介し
て取付けられた慣性リング５を有しており、クラ
ンクプーリ１及びクランクシヤフト２と一体に回
転して振動を吸収するように構成されている。 A rubber torsional damper 3 is attached as a vibration isolator to a crank pulley 1 that is attached to an end of a crankshaft 2 and rotates together with the crankshaft 2.
This rubber torsional damper 3 has an inertia ring 5 attached via rubber 4, and is configured to rotate together with the crank pulley 1 and crankshaft 2 to absorb vibrations.
そして、本発明の可変マス捩りダンパには、上
述したゴムトーシヨナルダンパ３に対して、軸受
６をもつて回転自在に軸支された付加マス７が設
けられている。この付加マス７は、クランクシヤ
フト２の回転速度（すなわちエンジン回転速度）
に応じてON−OFFするクラツチ８の作動によつ
て慣性マス５と連結可能に構成されている。 The variable mass torsional damper of the present invention is provided with an additional mass 7 rotatably supported by a bearing 6 with respect to the rubber torsional damper 3 described above. This additional mass 7 corresponds to the rotational speed of the crankshaft 2 (i.e. engine rotational speed)
It is configured such that it can be connected to the inertial mass 5 by actuating a clutch 8 that turns on and off in response to.
クラツチ８のON−OFF作動は、たとえば第２
図に示す如く、マス比小の曲線とマス比大の曲
線とが、両曲線の２つのピーク間で交わるエン
ジン回転速度に対応して実施すればよい。すなわ
ち、交点Ｐのエンジン回転速度より低速側ではク
ラツチ８をONにして慣性リング５と付加マス７
とを連結し、交点Ｐより高速側ではクラツチ８を
OFFにして付加マス７の連結を解除する。 The ON-OFF operation of the clutch 8 is, for example, the second
As shown in the figure, it is sufficient to carry out the process in accordance with the engine rotational speed at which the curve with a small mass ratio and the curve with a large mass ratio intersect between the two peaks of both curves. That is, at a speed lower than the engine speed at the intersection P, the clutch 8 is turned on and the inertia ring 5 and the additional mass 7 are turned on.
and connect clutch 8 on the high speed side from the intersection P.
Turn it OFF and release the connection of additional square 7.
なお、第１図Ｂは第１実施例として機械式のク
ラツチ構造を示したもので、クラツチ８はフライ
ウエイト９、スプリング１０及びピン１１を具備
している。このクラツチ構造は、クランクシヤフ
ト２の回転速度に応じて変化する遠心力を利用し
たもので、低速度域においてはピン１１を軸とし
て回動するフライフエイト９がスプリング１０か
ら付加マス７への押圧を受けてクラツチONとな
り、高速度域においてはフライウエイト９に作用
する遠心力がスプリング１０の押圧に打ち勝つて
クラツチOFFとなる。 Incidentally, FIG. 1B shows a mechanical clutch structure as a first embodiment, and the clutch 8 includes a flyweight 9, a spring 10, and a pin 11. This clutch structure utilizes centrifugal force that changes depending on the rotational speed of the crankshaft 2. In the low speed range, the fly eight 9, which rotates around the pin 11, moves from the spring 10 to the additional mass 7. The clutch is turned ON in response to pressure, and in a high speed range, the centrifugal force acting on the flyweight 9 overcomes the pressure of the spring 10 and the clutch is turned OFF.
なおまた、第３図は第２実施例として電磁クラ
ツチ構造を示したもので、慣性リング５′に取付
けられた電磁クラツチ８′は、低速度域において
は通電を受けた電磁石が付加マス７′を引きつけ
てクラツチONとなり、高速度域においては通電
がなくなつてクラツチOFFとなる。 Furthermore, FIG. 3 shows an electromagnetic clutch structure as a second embodiment. In the electromagnetic clutch 8' attached to the inertia ring 5', the energized electromagnet moves to the additional mass 7' in the low speed range. When the clutch is pulled, the clutch is turned on, and at high speeds, there is no electricity and the clutch is turned off.
以下、上述した構成の可変マス捩りダンパ装置
の作用を説明する。 Hereinafter, the operation of the variable mass torsional damper device having the above-described configuration will be explained.
クラツチ８がOFFの状態では、付加マス７か
ゴムトーシヨナルダンパ３の慣性リング５に対し
て自由に回転できる。このため、付加マス７の質
量は慣性リング５に加算されず、ゴムトーシヨナ
ルダンパはマス比小の特性（第２図に一点鎖線で
示した曲線）を示す。マス比が小さいとゴムト
ーシヨナルダンパ３の固有振動数は高くなり、高
周波数成分の吸振作用が向上する。 When the clutch 8 is in the OFF state, it can rotate freely relative to the additional mass 7 or the inertia ring 5 of the rubber torsional damper 3. Therefore, the mass of the additional mass 7 is not added to the inertia ring 5, and the rubber torsional damper exhibits characteristics with a small mass ratio (the curve shown by the dashed line in FIG. 2). When the mass ratio is small, the natural frequency of the rubber torsional damper 3 becomes high, and the vibration absorption effect of high frequency components is improved.
クラツチ８がONの状態では、付加マス７がゴ
ムトーシヨナルダンパ３の慣性リング５に連結さ
れるため、付加マス７の質量は慣性リング５に加
算される。この結果、ゴムトーシヨナルダンパは
マス比大の特性（第２図に実線で示した曲線）
を示す。マス比が大きいとゴムトーシヨナルダン
パ３の固有振動数は低くなり、低周波数成分の吸
振作用が向上する。 When the clutch 8 is in the ON state, the additional mass 7 is connected to the inertia ring 5 of the rubber torsional damper 3, so the mass of the additional mass 7 is added to the inertia ring 5. As a result, the rubber torsional damper has a large mass ratio characteristic (the curve shown by the solid line in Figure 2).
shows. When the mass ratio is large, the natural frequency of the rubber torsional damper 3 becomes low, and the vibration absorption effect of low frequency components is improved.
従つて、２つの特性曲線，が交わるＰ点で
クラツチをON−OFFすれば、低回転速度域で
は、クラツチONとしてマス比大の特性を使用
し、高回転速度域内では、クラツチOFFとして
マス比小の特性を使用することができるようにな
る。すなわち、固有振動数大の高回転速度域では
高周波数成分の吸振作用が向上する特性となり、
反対に固有振動数小の低回転速度域では低周波数
成分の吸振作用が向上する特性となるため、両特
性に存在する共振倍率のピークのうち高い方を避
けることが可能となり、広いエンジン回転速度域
にわたつて有効なゴムトーシヨナルダンパ特性が
得られる。 Therefore, if the clutch is turned ON and OFF at point P where the two characteristic curves intersect, in the low rotation speed range, the clutch is ON and the mass ratio is high, and in the high rotation speed range, the clutch is OFF and the mass ratio is high. You will be able to use small characteristics. In other words, in the high rotational speed range where the natural frequency is large, the vibration absorption effect of high frequency components is improved.
On the other hand, in the low rotational speed range where the natural frequency is small, the vibration absorption effect of the low frequency component is improved, so it is possible to avoid the higher of the resonance multiplier peaks that exist in both characteristics, and it is possible to avoid a higher resonance multiplier peak that exists in both characteristics, allowing a wide range of engine rotational speeds. Effective rubber torsional damper characteristics can be obtained over a wide range of areas.
発明の効果
前述した本発明の可変マス捩りダンパ装置によ
れば、エンジン回転速度に応じてゴムトーシヨナ
ルダンパのマスが変化するようにしたので、低回
転速度域では、マス比が大で固有振動数の低いゴ
ムトーシヨナルダンパにして低周波数成分の吸振
作用を向上させ、高回転速度域では、マス比が小
で固有振動数の高いゴムトーシヨナルダンパにし
て高周波数成分の吸振作用を向上させることがで
きる。従つて、マス比小のゴムトーシヨナルダン
パが低周波数成分の振動を吸振できないために存
在した低回転速度域の共振倍率ピークと、マス比
大のゴムトーシヨナルダンパが高周波数成分の振
動を吸振できないために存在した高回転速度域の
共振倍率ピークとが解消され、広範囲にわたつて
有効な吸振がなされて共振倍率ピークの低い可変
マス捩りダンパ装置となるので、共振によるクラ
ンクシヤフトの破損を防止できると共にエンジン
の振動や騒音を低減することもできる。Effects of the Invention According to the variable mass torsional damper device of the present invention described above, the mass of the rubber torsional damper changes according to the engine rotation speed, so in the low rotation speed range, the mass ratio is large and the natural vibration is reduced. Use a rubber torsional damper with a small number to improve the vibration absorption effect of low frequency components, and in the high rotation speed range, use a rubber torsional damper with a small mass ratio and high natural frequency to improve the vibration absorption effect of high frequency components. be able to. Therefore, the resonance magnification peak exists in the low rotation speed range, which existed because the rubber torsional damper with a small mass ratio could not absorb vibrations in low frequency components, and the rubber torsional damper with a large mass ratio absorbed vibrations in high frequency components. The resonance magnification peak that existed in the high rotational speed range due to the high rotation speed is eliminated, and the variable mass torsional damper device has a low resonance magnification peak due to effective vibration absorption over a wide range, thus preventing damage to the crankshaft due to resonance. At the same time, engine vibration and noise can also be reduced.
第１図は、本発明による可変マス捩りダンパ装
置の第１実施例を示す構成図であり、Ａは横断面
図、Ｂは輪切り断面図である。第２図は、可変マ
ス捩りダンパ装置のクランクシヤフトの捩り振動
における振幅状態図である。第３図は、第２実施
例を示す構成図である。
１，１′……クランクプーリ、２，２′……クラ
ンクシヤフト、３，３′……ゴムトーシヨナルダ
ンパ、４，４′……ゴム、５，５′……慣性リン
グ、６，６′……軸受、７，７′……付加マス、８
……クラツチ、８′……電磁クラツチ、９……フ
ライウエイト、１０……ピン。
FIG. 1 is a block diagram showing a first embodiment of a variable mass torsional damper device according to the present invention, in which A is a cross-sectional view and B is a cross-sectional view. FIG. 2 is an amplitude state diagram of the torsional vibration of the crankshaft of the variable mass torsional damper device. FIG. 3 is a configuration diagram showing a second embodiment. 1, 1'... Crank pulley, 2, 2'... Crankshaft, 3, 3'... Rubber torsional damper, 4, 4'... Rubber, 5, 5'... Inertia ring, 6, 6' ...Bearing, 7,7' ...Additional mass, 8
...Clutch, 8'...Electromagnetic clutch, 9...Fly weight, 10...Pin.
Claims (1)
収するゴムトーシヨナルダンパの慣性リングに対
して回転自由に支持した付加マスを設け、該付加
マスは、前記クランクシヤフトの回転速度に応じ
てON−OFF作動するクラツチを介して前記慣性
リングに連結可能とし、前記回転速度が所定値よ
り高回転域では前記クラツチをOFFとし、前記
回転速度が所定値より低回転域では前記クラツチ
をONとして、前記ゴムトーシヨナルダンパのマ
スを変化させうるようにしたことを特徴とする可
変マス捩りダンパ装置。1. An additional mass is provided that is freely rotatable and supported on the inertia ring of the rubber torsional damper that is attached to the tip of the crankshaft and absorbs vibrations, and the additional mass is turned on and off according to the rotational speed of the crankshaft. The clutch can be connected to the inertia ring through a clutch, and when the rotational speed is higher than a predetermined value, the clutch is turned OFF, and when the rotational speed is lower than a predetermined value, the clutch is turned ON, and the rubber torque is connected to the inertia ring. A variable mass torsion damper device characterized in that the mass of a lateral damper can be changed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19479385A JPS6256644A (en) | 1985-09-05 | 1985-09-05 | Crank damper device with variable mass |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19479385A JPS6256644A (en) | 1985-09-05 | 1985-09-05 | Crank damper device with variable mass |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6256644A JPS6256644A (en) | 1987-03-12 |
| JPH0562249B2 true JPH0562249B2 (en) | 1993-09-08 |
Family
ID=16330349
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19479385A Granted JPS6256644A (en) | 1985-09-05 | 1985-09-05 | Crank damper device with variable mass |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6256644A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0369340U (en) * | 1989-11-02 | 1991-07-10 | ||
| EP3903014A4 (en) * | 2018-12-27 | 2022-08-31 | Valeo Kapec Co., Ltd. | Tilger apparatus for use with rotating bodies |
| CN113677914B (en) * | 2018-12-27 | 2023-07-14 | 南京法雷奥离合器有限公司 | Flywheel device for vehicle |
-
1985
- 1985-09-05 JP JP19479385A patent/JPS6256644A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6256644A (en) | 1987-03-12 |
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