JPS59151631A - Power transmission system torsional vibration absorber for vehicle - Google Patents
Power transmission system torsional vibration absorber for vehicleInfo
- Publication number
- JPS59151631A JPS59151631A JP2327283A JP2327283A JPS59151631A JP S59151631 A JPS59151631 A JP S59151631A JP 2327283 A JP2327283 A JP 2327283A JP 2327283 A JP2327283 A JP 2327283A JP S59151631 A JPS59151631 A JP S59151631A
- Authority
- JP
- Japan
- Prior art keywords
- friction
- cam
- plates
- cam plates
- transmission device
- 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.)
- Pending
Links
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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
- F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
- F16D7/024—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces
- F16D7/025—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs
- F16D7/027—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs with multiple lamellae
-
- 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
- F16F2230/00—Purpose; Design features
- F16F2230/0052—Physically guiding or influencing
- F16F2230/0064—Physically guiding or influencing using a cam
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement Of Transmissions (AREA)
- Transmission Devices (AREA)
- One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、自動車等の車両の動力伝達系における捩り振
動吸収装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a torsional vibration absorbing device in a power transmission system of a vehicle such as an automobile.
本出願人は、が＼る装置として、駆動側に連なる第１軸
と被動側に連なる第２軸とを相対回動可能に嵌合し、こ
れら両軸を、所定値以上の伝達トルクを受けると滑るよ
うに摩擦力を設定された摩擦伝達装置を介して連結し、
この摩擦伝達装置の動力経路に、前記トルクを受けると
相対回動を生じる第１及び第２カム板を介装し、これら
カム板の対向面には、両カム板の相対回動に応じ相互に
作動して前記摩擦伝達装置の摩擦力を増加させるように
両カム板を離反させるカムを形成したものを既に提案し
ている。この構成によれば、動力伝達系のトルク変動に
よる捩り振動を摩擦伝達装置の滑りと第１及び第２カム
板の相対回動とによって吸収することができるため、小
型でありながら振動吸収溶量の大きな捩り振動吸収装置
を設ることができる。The present applicant has developed a device in which a first shaft connected to a driving side and a second shaft connected to a driven side are fitted together so as to be relatively rotatable, and both shafts are subjected to a transmitted torque of a predetermined value or more. The friction force is connected through a friction transmission device that is set to slide.
The power path of this friction transmission device is interposed with first and second cam plates that rotate relative to each other when receiving the torque, and the opposing surfaces of these cam plates have a A method has already been proposed in which a cam is formed to separate both cam plates so as to increase the frictional force of the friction transmission device. According to this configuration, torsional vibration caused by torque fluctuations in the power transmission system can be absorbed by the sliding of the friction transmission device and the relative rotation of the first and second cam plates. A large torsional vibration absorber can be installed.
ところが、上記提案のものは、カム板のカムの、正負荷
作用時に作動する第１斜面と逆負荷作用時に作動する第
２斜面とが同一傾斜角度をもって形捩り振動吸収、特性
を得ることが困難である。However, with the above proposal, it is difficult to obtain torsional vibration absorption characteristics because the first slope of the cam of the cam plate that operates when a positive load is applied and the second slope that operates when a reverse load is applied have the same inclination angle. It is.
そこで、本発明は、前記カムの第１及び第２斜面の傾斜
角度を異らせることによって、捩り振動特性を加速運転
時と減速運転時とで相違させ、両方の運転状態において
捩り振動吸収特性を満足させ得るようにした前記装置を
提供することを目的とする。Therefore, the present invention makes the torsional vibration characteristics different during acceleration operation and deceleration operation by varying the inclination angles of the first and second slopes of the cam, and provides torsional vibration absorption characteristics in both operating conditions. It is an object of the present invention to provide the above-mentioned device capable of satisfying the following.
以下、図面により本発明の実施例について説明すると、
第１図はエンジン横置き型の前機関前輪駆動車の変速機
１とその周辺部分を示すもので、変速機１はエンジン（
図示せず）の−側部に取り付ケラれており、その入力Ｉ
Ｎ］２は、エンジンのクランク軸３に発進クラッチ４を
介して接続される。Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
Figure 1 shows the transmission 1 and its surrounding parts of a horizontally mounted front engine front wheel drive vehicle.
(not shown) is attached to the negative side of the input I
N]2 is connected to the crankshaft 3 of the engine via a starting clutch 4.
変速機１には、入力軸２と平行に出力軸５が設けられて
おり、その出力軸５に一体的に設けられた最終駆動ギヤ
６は、差動装置７の最終被動ギヤ８に噛み合わされる。The transmission 1 is provided with an output shaft 5 parallel to the input shaft 2, and a final drive gear 6 integrally provided with the output shaft 5 is meshed with a final driven gear 8 of a differential device 7. Ru.
入力軸２には、これと一体に低速の１速及び２速駆動ギ
ヤ９．．９２、並びに後進駆動ギヤ９ Ｎが設けられ、
更に、中高速の３速ないし５速駆動ギヤ９３ 、’９
４ ．９５が針状ころ軸受２９３，２，９゜２９５を介
してそれぞれ回転自在に支持される。The input shaft 2 is integrally equipped with low-speed 1st and 2nd speed drive gears 9. ．． 92, as well as a reverse drive gear 9N,
Furthermore, medium-high speed 3rd or 5th speed drive gear 93, '9
4. 95 are rotatably supported via needle roller bearings 293, 2, and 9° 295, respectively.
これらの３速ないし５速駆動ギヤ９３．９４．９５は、
切換クラッチ１０ 、１０’によって選択的に入力軸２
と接続されて、それにより駆動されるようになっている
。出力軸５には、管状軸１１が平軸受２５を介して回転
自在に支持され、この管状軸１１には１速及び２速被動
ギヤ１２．．１２□が針状ころ軸受２９．．２９２を介
して回転自在に支持され、また後進被動ギヤ２９Ｒが切
換クラッチ１３を介して支持される。この１速及び２速
被動ギヤ１２．．１２．、は入力軸２の１速及び２速駆
動ギヤ９．．９２と、また、後進被動ギヤ１ ’２．Ｒ
は図示しないアイドルギヤを介して後進駆動ギヤ９Ｒと
、それぞれ噛み合っており、切換クラッチ１３により選
択的に管状軸１１に接続されてそれを駆動するようにな
っている。管状軸１１には、またそれと一体重に３速被
動ギヤ１２．−が設けられており、このギヤ１２３が３
速駆動ギヤ９３と噛み合わされる。出力軸５には、更に
、４速及び５速駆動ギヤ９．．９．とそれぞれ噛み合う
４速及び５速被動ギヤ１２４ 。These 3rd to 5th speed drive gears 93.94.95 are:
The input shaft 2 is selectively switched by the switching clutches 10 and 10'.
It is connected to and is driven by it. A tubular shaft 11 is rotatably supported on the output shaft 5 via a plain bearing 25, and the tubular shaft 11 has first and second speed driven gears 12. ．． 12□ is a needle roller bearing29. ．． 292, and a reverse driven gear 29R is supported via a switching clutch 13. These 1st and 2nd speed driven gears 12. ．． 12. , are the first and second speed drive gears 9 of the input shaft 2. ．． 92, and reverse driven gear 1'2. R
are in mesh with the reverse drive gear 9R via an idle gear (not shown), and are selectively connected to the tubular shaft 11 by the switching clutch 13 to drive it. The tubular shaft 11 also has a three-speed driven gear 12 integrated therewith. - is provided, and this gear 123 is 3
It is meshed with the speed drive gear 93. The output shaft 5 further includes 4th and 5th speed drive gears 9. ．． 9. 4th and 5th speed driven gears 124 that mesh with the 4th and 5th speed driven gears 124, respectively.
１２５がそれぞれスプライン結合される。125 are each spline-coupled.
管状軸１１には、３速被動ギヤ１２３に隣接して軸線方
向に延びる筒状の延長部１４が形成されている。この筒
状延長部１４の内面にはスプライン１５が形成されてお
り、このスプライン１５に第１カム板１６．が摺動自在
に係合される。また３速被動ギヤ１２３がら４速被動ギ
ヤ１２４までの間の出力軸５の外周には内筒１７が固着
され、この内筒１１を囲繞する外筒１８が前記延長部１
４に隣接して配置される。内筒１７の外周面及び外筒１
８の内周面にはスプライン１９．２０がそれぞれ形成さ
れており、これらのスプライン１９゜２０には、交互に
重合される各＠数枚の駆動摩擦板２１及び被動摩擦板２
２がそれぞれ摺動自在に係合され、この摩擦板２１．２
２群と第１カム板１６１との間には、外筒１８のスプラ
イン２０に係合する第２カム板１６２゛が介装され、ま
たこの摩擦板２１．２２群と第４速被動ギヤ１２４との
間には受圧板２３が介装される。そして延長部１４と第
２カム板１６２との間には、第２カム板１６２を受圧板
２３に向って常時一定の弾発力で押圧する１次ばね２４
．が縮設され、さらに内筒１７の、３速被動ギヤ１２３
側端部に設けた支承板１７αと第１カム板１６．との間
には、両カム板１６．。A cylindrical extension 14 is formed on the tubular shaft 11 and extends in the axial direction adjacent to the third speed driven gear 123 . A spline 15 is formed on the inner surface of the cylindrical extension 14, and a first cam plate 16. are slidably engaged. Further, an inner cylinder 17 is fixed to the outer periphery of the output shaft 5 between the third speed driven gear 123 and the fourth speed driven gear 124, and an outer cylinder 18 surrounding this inner cylinder 11 is connected to the extension part 1.
It is located adjacent to 4. Outer peripheral surface of inner cylinder 17 and outer cylinder 1
Splines 19 and 20 are respectively formed on the inner circumferential surface of 8, and each of the splines 19 and 20 has several driving friction plates 21 and several driven friction plates 2 which are alternately superimposed.
2 are slidably engaged with each other, and this friction plate 21.2
A second cam plate 162' that engages with the spline 20 of the outer cylinder 18 is interposed between the second group and the first cam plate 161, and this friction plate 21, 22 group and the fourth driven gear 124 A pressure receiving plate 23 is interposed between the two. Between the extension part 14 and the second cam plate 162, there is a primary spring 24 that always presses the second cam plate 162 toward the pressure receiving plate 23 with a constant elastic force.
．． is compressed, and the third speed driven gear 123 of the inner cylinder 17 is further compressed.
A support plate 17α and a first cam plate 16 provided at the side end. Between both cam plates 16. .
１６２の後述ｊ−る離反時に弾発力を発揮する２次ばね
２４２が介装される。これらのばね２４１ 。A secondary spring 242 is interposed which exerts a resilient force when the spring 162 is separated from the spring 162, which will be described later. These springs 241.
２４□はいずれも複数枚の皿はねより構成されるが、ば
ね定数は１次ばね２４、の方が低く、２次ばね２４□の
方が高く設定される。Each of the springs 24□ is composed of a plurality of plate springs, but the spring constant of the primary spring 24 is set lower and that of the secondary spring 24□ is set higher.
而して、内筒１７、外筒１８、駆動、被動摩擦板２１．
２２及び１，２次ばね２４．．２４２は本発明の摩擦伝
達装置２６を構成し、この摩擦伝達装置２６を介して管
状軸１１と出力軸５とが連結されることになる。したが
って、エンジン側、即ち駆動側に連なる管状軸１１は本
発明の第１軸に相当し、車輪、即ち被動側に連なる出力
軸５は本発明の第２軸に相当する。Thus, the inner cylinder 17, the outer cylinder 18, the driving and driven friction plates 21.
22 and primary and secondary springs 24. ．． 242 constitutes the friction transmission device 26 of the present invention, and the tubular shaft 11 and the output shaft 5 are connected via this friction transmission device 26. Therefore, the tubular shaft 11 connected to the engine side, that is, the drive side, corresponds to the first shaft of the present invention, and the output shaft 5 connected to the wheels, that is, the driven side, corresponds to the second shaft of the present invention.
第１及び第２カム板１６＋、、１６２０対向面には、第
２図に示すように、環状配列の複数個の山形カム２７．
２８がそれぞれ一体に突設されており、これらは互いに
噛み合わされる。As shown in FIG. 2, on the opposing surfaces of the first and second cam plates 16+, 1620, a plurality of angle-shaped cams 27.
28 are integrally protruded, and these are engaged with each other.
各カム２７．２８は、その頂部から各カム板１６、．１
６２の円周方向に沿って互いに反対方向に下る正負荷伝
達用の第１斜面ａ及び逆負荷伝達用の第２斜面すを有し
、第３図に明示するように、第１斜面ａの傾斜角度αは
比較的小さく、第２斜面すの傾斜角度βは比較的大きく
設定される。From the top of each cam 27,28 each cam plate 16, . 1
The first slope a for positive load transmission and the second slope for reverse load transmission descend in opposite directions along the circumferential direction of the 62, and as clearly shown in FIG. The inclination angle α is set to be relatively small, and the inclination angle β of the second sloped surface is set to be relatively large.
また、各斜面ａ、ｂは各カム板１６．．ＩＬの中心軸線
周りの螺旋面Ｓの一部によって形成され、これによって
両カム板１６．，１”６２のどのような相対回動位置に
おいても、対向する第１斜面ａ。Also, each slope a, b is connected to each cam plate 16. ．． It is formed by a part of the spiral surface S around the central axis of the IL, thereby allowing both cam plates 16. , 1''62, the opposing first slope a.
ａ同士または第２斜面す、ｈ同士が面接触状態を保つよ
うになっている。The planes a or the second slopes S and H are kept in surface contact with each other.
出力軸５の内部には、管状軸１１、被動ギヤ１２、．１
２２等の潤滑のための給油路３ｏが設けられているが、
この給油路３ｏは更に延長され、延長部１４及び外筒１
８の内部にも油が供給されるようになっている。Inside the output shaft 5, a tubular shaft 11, a driven gear 12, . 1
An oil supply path 3o is provided for lubrication of 22 etc.
This oil supply path 3o is further extended, and an extension part 14 and an outer cylinder 1
Oil is also supplied to the inside of 8.
次に、この実施例の作用を説明すると、通常は１次ばね
２４１の弾発力が第２カム板１６２及び □摩擦板２
１．２２群を受圧板２３に対して押圧しているので、駆
動及び被動摩擦板２１．２２間には所定の摩擦力が与え
られ、一方、２次ばね２４２は殆ど非作動の状態におい
て第１及び第２カム板１６０，１６２のカム２７．２８
を第３図に示すように互いに最も深く噛み合わせている
。Next, to explain the operation of this embodiment, normally the elastic force of the primary spring 241 is applied to the second cam plate 162 and the friction plate 2.
Since the 1.22nd group is pressed against the pressure receiving plate 23, a predetermined frictional force is applied between the driving and driven friction plates 21, 22, and on the other hand, the secondary spring 242 is almost in an inactive state. Cams 27 and 28 of the first and second cam plates 160 and 162
As shown in Fig. 3, they are most deeply intermeshed with each other.
いま、切換クラッチ１３の操作によって、ｌ速被動ギヤ
１２．が管状軸１１に接続されているとすると、クラン
ク軸３がら入力軸２に伝達される回転トルクは、１速駆
動ギヤ９１．１速被動ギヤ１２７、管状軸１１、第１カ
ム板１６１、カム２７゜２８、第２カム板１６□及び外
筒１８を順次経て駆動摩擦板２１へ伝えられる。そして
、駆動摩擦板２１０回転力は、摩擦力により被動摩擦板
２２に伝えられ、内筒１Ｔを介して出力軸５へ、更に最
終駆動ギヤ６を介して差動装置７へと伝達される。Now, by operating the switching clutch 13, the L speed driven gear 12. is connected to the tubular shaft 11, the rotational torque transmitted from the crankshaft 3 to the input shaft 2 is transmitted to the first speed drive gear 91, the first speed driven gear 127, the tubular shaft 11, the first cam plate 161, and the cam. 27° 28, the second cam plate 16□, and the outer cylinder 18, and are transmitted to the drive friction plate 21 in this order. The rotational force of the driving friction plate 210 is transmitted to the driven friction plate 22 by frictional force, and further transmitted to the output shaft 5 via the inner cylinder 1T, and further to the differential device 7 via the final drive gear 6.
２速被動ギヤ１２□あるいは後進被動ギヤ１２Ｒが管状
軸１１に接続されているときにも、同様の経路により入
力軸２のトルクが出力軸５に伝達される。また、３速駆
動ギヤ９３が切換クラッチ１゜により入力軸２に接続さ
れているときには、入力軸２の回転トルクは、３速駆゛
動ギヤ９３．３速被動ギヤ１２３、管状軸１１を経て、
その延長部１４に伝えられ、以下は１速の場合と同様に
して出力軸５に伝達される。４速駆動ギヤ９４あるいは
５速駆動ギヤ９．が入力軸２に接続されているときには
、入力軸２のトルクは、各被動ギヤ１２４あるいは１２
５を通して直接出力軸５に伝えられる。Even when the second speed driven gear 12□ or the reverse driven gear 12R is connected to the tubular shaft 11, the torque of the input shaft 2 is transmitted to the output shaft 5 through a similar path. Further, when the third speed drive gear 93 is connected to the input shaft 2 by the switching clutch 1°, the rotational torque of the input shaft 2 is transmitted through the third speed drive gear 93, the third speed driven gear 123, and the tubular shaft 11. ,
The signal is transmitted to the extension portion 14, and thereafter is transmitted to the output shaft 5 in the same manner as in the first speed. 4th speed drive gear 94 or 5th speed drive gear 9. is connected to the input shaft 2, the torque of the input shaft 2 is applied to each driven gear 124 or 12.
5 and is directly transmitted to the output shaft 5.
１速ないし３速あるいは後進運範中にエンジンを急加速
させると、入力軸２０回転速度は増大しようとするのに
対し、出力軸５は、車輪の慣性によりそのまま島速度を
維持しようとする。そのために、管状軸１１と出力軸５
との間には回転速度に差が生じる。その結果、駆動及び
被動摩擦板２１゜２２の間で滑りが生じると同時に、第
１及び第２カム板１６１．１６□の間にも相対的な回動
が生じ、カム２７．２８の第１斜面α、α相互の滑り作
用によって両カム板１６．，１６２は互いに離反するよ
うに変位し、第１カム板１６□が２次ばね２４□を圧縮
して作動状態にする。When the engine is suddenly accelerated during first to third gear or reverse operation, the rotational speed of the input shaft 20 tends to increase, while the output shaft 5 tends to maintain the island speed due to the inertia of the wheels. For this purpose, the tubular shaft 11 and the output shaft 5
There is a difference in rotational speed between the two. As a result, sliding occurs between the driving and driven friction plates 21°22, and at the same time, relative rotation also occurs between the first and second cam plates 161.16□, and the first cam 27.28 Both cam plates 16. , 162 are displaced away from each other, and the first cam plate 16□ compresses the secondary spring 24□ to bring it into an operating state.
こうして、入力軸２の伝達エネルギの変動は、摩擦板２
１．２２間の滑り、及び両カム板１６１１６、の相対回
動によって吸収され、出力軸５０回転速度は滑らかに増
大する。そして、両カム板１６、．１６２の離反作用に
より、２次ばね２・４が作動されその弾発力が増大され
＼ば、摩擦板２１．２２間の摩擦力も増大され、入力軸
２のトルクが出力軸５に確実に伝達されるようになる。In this way, the fluctuation of the transmitted energy of the input shaft 2 is reduced by the friction plate 2.
1.22 and the relative rotation of both cam plates 16116, the rotational speed of the output shaft 50 increases smoothly. And both cam plates 16, . Due to the separation action of 162, the secondary springs 2 and 4 are actuated and their elastic force is increased, and the frictional force between the friction plates 21 and 22 is also increased, and the torque of the input shaft 2 is reliably transmitted to the output shaft 5. will be done.
この間において、摩擦板２１．２２間には、給油路３０
を介して変速機ケース内の油が供給されているので、こ
れによって各摩擦板２１．２２間に発生する摩擦熱を冷
却することができる。During this period, the oil supply path 30 is located between the friction plates 21 and 22.
Since the oil in the transmission case is supplied through the transmission case, it is possible to cool down the frictional heat generated between the friction plates 21 and 22.
これとは反対に急減速運転を行うと、出力軸５から入力
軸２が駆動される逆負荷状態となるので、管状軸１１と
出力軸５との間には、前記加速運転時とは反対方向の回
転速度差が生じる。その結果、駆動摩擦板２１と被動摩
擦板２２との間で滑りが生じると同時に第１及び第２カ
ム板１６．．１６２の間にも相対回動が生じるが、この
場合はその相対回動の方向が前記加速運転時とは反対で
あるから、カム２７．２８の第２斜面す、ｈ相互の滑り
作用によって両カム板１６７．１６２間に離反力が与え
られ、駆動及び被動摩擦板２１．２２間の摩擦力が増大
される。このようにして、出力軸５の逆負荷は緩衝され
て入力軸２に伝達される。On the contrary, when a sudden deceleration operation is performed, the input shaft 2 is driven from the output shaft 5, resulting in a reverse load state. A rotational speed difference in the direction occurs. As a result, sliding occurs between the driving friction plate 21 and the driven friction plate 22, and at the same time, the first and second cam plates 16. ．． 162 also occurs, but in this case, the direction of the relative rotation is opposite to that during the acceleration operation, so the sliding action of the second slopes of the cams 27 and 28 causes both sides to move. A separation force is applied between the cam plates 167, 162 and the friction force between the driving and driven friction plates 21, 22 is increased. In this way, the reverse load on the output shaft 5 is buffered and transmitted to the input shaft 2.
ところで、この実施例では、減速運転時に作動する第１
及び第２カム板１６１，１６２の第２斜面り、ｂの傾斜
角度βが加速運転時に作動する第１争１而ａ、αの煩多
Ｆ角度αよりも大きく設定しであるので、同一トルクが
加わった場合を考えると、第１斜而ａ、α相互の滑り作
用により発生する両カム板１６１．１６□間の離反力よ
りも、第２斜面す、ｂ相互の滑り作用により発生する両
カム板１６、．１６２間の離反力の方が小さく、したが
って上記離反力によって増大される駆動及び被動摩擦板
２１．２２の摩擦力は加速運転時に犬、減速運転時に小
となり、その結果、加速運転時には駆動及び被動摩擦板
２１．２２間の滑りを捩り振動吸収上必要最少限に抑え
てトルク伝達を速やかに行わせ、一方、減速運転時には
駆動及び被動摩擦板２１．２２間を滑り易くしてトルク
変動を充分に吸収することになり、滑らかなエンジンブ
レーキ効果が得られる。By the way, in this embodiment, the first
Since the inclination angle β of the second slope slope b of the second cam plates 161 and 162 is set larger than the complicated F angle α of the first slope a and α that operate during acceleration operation, the same torque can be obtained. Considering the case where is applied, the separation force between the two cam plates 161. Cam plate 16, . The separation force between the driving and driven friction plates 21 and 22, which is increased by the separation force, is smaller during acceleration operation and is smaller during deceleration operation. Sliding between the dynamic friction plates 21 and 22 is suppressed to the minimum necessary for torsional vibration absorption, and torque transmission is carried out quickly. On the other hand, during deceleration operation, the driving and driven friction plates 21 and 22 are made easy to slide to suppress torque fluctuations sufficiently. This results in a smooth engine braking effect.
切換クラッチｉ ｏ 、 ｉ ｏ’あるいは１３の切換
えによって発生する人、出力軸２，５間のトルク変動、
即ち変速ショックも、上記と同様に吸収される。Torque fluctuations between the output shafts 2 and 5 caused by switching of the switching clutches io, io' or 13;
That is, the shift shock is also absorbed in the same way as above.
以上のように本発明によれば、摩擦伝達装置の動力経路
に設けられる第１及び第２カム板のカムの、正負荷作用
時に作動する第１斜面と逆負荷作用時に作動する第２斜
面との傾斜角度を互いに相違させたので、エンジンの加
速運転と減速運転とではトルク変動の度合が相違しても
、それぞれの運転状態にマツチングした捩り振動吸収特
性を得ることができ、したがって例えば加速運転時には
トルク変動の吸収によるトルク伝達の遅れを最小限に抑
えて良好な加速性を得ることができ、また減速運転時に
はトルク変動を充分に吸収して滑らかなエンジンブレー
キ効果を発揮させ、運転者に良好な減速感覚を与えるこ
とができる。しかも、これらの異なる特性を一装置によ
って得ることができるから、構造が簡単、且つコンパク
トであり、狭い変速機内にも容易に組込むことが可能で
ある。As described above, according to the present invention, the cams of the first and second cam plates provided in the power path of the friction transmission device have a first slope that operates when a positive load is applied and a second slope that operates when a reverse load is applied. Since the angles of inclination of the engine are made different from each other, even if the degree of torque fluctuation is different between acceleration and deceleration operation of the engine, it is possible to obtain torsional vibration absorption characteristics that match the respective operating conditions. In some cases, the delay in torque transmission due to the absorption of torque fluctuations can be minimized to obtain good acceleration performance, and during deceleration driving, torque fluctuations can be sufficiently absorbed to produce a smooth engine braking effect, providing a smooth engine braking effect for the driver. It can give a good sense of deceleration. Furthermore, since these different characteristics can be obtained by one device, the structure is simple and compact, and it can be easily incorporated into a narrow transmission.
第１図は本発明の一実施例による捩り振動吸収装置を設
けた変速機の縦断平面図、第２図は間装〆２
置の第１及び第２カム軸の分解斜視図、第３図は両カム
板の山カムの噛合状態を示す断面図である。
ａ、ｂ・・・第１．第２斜面、（Ｓ・、・・螺・線面、
１・・変速機、３・・・クランク軸、５・・・第２軸と
しての出力軸、７・・・差動装置、１１・・・第１軸と
しての管状軸、１６１．１６□・・・第１．第２カム板
、２６・・・摩擦伝達装置、２７．２８・・・第１．第
２カム板のカム
特許 出 願人 本田技研工業株式会社、−・べ°“−FIG. 1 is a longitudinal cross-sectional plan view of a transmission equipped with a torsional vibration absorbing device according to an embodiment of the present invention, FIG. 2 is an exploded perspective view of the first and second camshafts of the intermediate device, and FIG. FIG. 2 is a cross-sectional view showing a state in which the mountain cams of both cam plates are engaged. a, b... 1st. Second slope, (S... spiral/linear surface,
1... Transmission, 3... Crankshaft, 5... Output shaft as second shaft, 7... Differential gear, 11... Tubular shaft as first shaft, 161.16□. ...First. Second cam plate, 26...Friction transmission device, 27.28...First. Cam patent for second cam plate Applicant: Honda Motor Co., Ltd.
Claims (1)
回動可能に嵌合し、これら両軸を、所定値以上の伝達ト
ルクを受けると滑るように摩擦力を設定された摩擦伝達
装置を介して連結し、この摩擦伝達装置の動力経路に、
前記トルクを受けると相対回動を生じる第１及び第２カ
ム板を介装し、これらカム板の対向面には、両カム板の
相対回動に応じ相互に作動して前記摩擦伝達装置の摩擦
力を増加させるように両カム板を離反させるカムを形成
してなる、車両の動力伝達系捩り振動吸収装置において
、前記カムは、正負荷作用時に作動する第１斜面と逆負
荷作用時に作動する第２斜面とを有し、これら第１及び
第２斜面の傾斜角度を互いに異らせたことを特徴とする
、車両の動力伝達系捩り振動吸収装置。A first shaft connected to the driving side and a second shaft connected to the driven side are fitted so that they can rotate relative to each other, and a friction force is set so that these two shafts slip when receiving a transmitted torque of a predetermined value or more. Connected via a transmission device, and connected to the power path of this friction transmission device,
First and second cam plates are interposed which cause relative rotation when receiving the torque, and the opposing surfaces of these cam plates are arranged so that the friction transmission device operates mutually in accordance with the relative rotation of both cam plates. In a vehicle power transmission system torsional vibration absorbing device comprising a cam that separates both cam plates so as to increase frictional force, the cam has a first slope that operates when a positive load is applied and a first slope that operates when a reverse load is applied. 1. A torsional vibration absorbing device for a power transmission system of a vehicle, characterized in that the first and second slopes have different inclination angles.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2327283A JPS59151631A (en) | 1983-02-15 | 1983-02-15 | Power transmission system torsional vibration absorber for vehicle |
| CA000436720A CA1221323A (en) | 1983-02-15 | 1983-09-14 | Torsional vibration absorbing system for vehicle transmission |
| GB08324633A GB2135424B (en) | 1983-02-15 | 1983-09-14 | Torsional vibration absorbing device |
| DE19833333360 DE3333360A1 (en) | 1983-02-15 | 1983-09-15 | DEVICE FOR ABSORBING Torsional Vibrations |
| US06/823,965 US4674347A (en) | 1983-02-15 | 1986-01-29 | Torsional vibration absorbing system for vehicular power transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2327283A JPS59151631A (en) | 1983-02-15 | 1983-02-15 | Power transmission system torsional vibration absorber for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59151631A true JPS59151631A (en) | 1984-08-30 |
Family
ID=12105962
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2327283A Pending JPS59151631A (en) | 1983-02-15 | 1983-02-15 | Power transmission system torsional vibration absorber for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59151631A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005296676A (en) * | 2002-07-09 | 2005-10-27 | Tokiwa Corp | Distributor for movable body, ratchet set, and cylindrical body |
| USRE41300E1 (en) | 2002-07-09 | 2010-05-04 | Tokiwa Corporation | Movable body dispensing device |
| CN102644716A (en) * | 2012-04-20 | 2012-08-22 | 东风汽车公司 | Engine start/stop impact reduction-based engine power distribution system device |
-
1983
- 1983-02-15 JP JP2327283A patent/JPS59151631A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005296676A (en) * | 2002-07-09 | 2005-10-27 | Tokiwa Corp | Distributor for movable body, ratchet set, and cylindrical body |
| USRE41300E1 (en) | 2002-07-09 | 2010-05-04 | Tokiwa Corporation | Movable body dispensing device |
| CN102644716A (en) * | 2012-04-20 | 2012-08-22 | 东风汽车公司 | Engine start/stop impact reduction-based engine power distribution system device |
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