JPS59155631A - Transmission-shaft torsional-vibration absorbing apparatus in speed change gear for vehicle - Google Patents
Transmission-shaft torsional-vibration absorbing apparatus in speed change gear for vehicleInfo
- Publication number
- JPS59155631A JPS59155631A JP3035983A JP3035983A JPS59155631A JP S59155631 A JPS59155631 A JP S59155631A JP 3035983 A JP3035983 A JP 3035983A JP 3035983 A JP3035983 A JP 3035983A JP S59155631 A JPS59155631 A JP S59155631A
- Authority
- JP
- Japan
- Prior art keywords
- shaft
- transmission
- torque
- frictional
- output shaft
- 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
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (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、特に変速機に
おける伝動軸捩り振動吸収装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a power transmission system for a vehicle such as an automobile, particularly to a transmission shaft torsional vibration absorption device for a transmission.
自動車においては、例えば発進、急加速、急減速または
変速時、動力伝達系にはトルク変動が生じる。前機関後
輪駆動車であれば、推進軸が充分に長いので、そのトル
ク変動は途中で吸収されるが、前機関前輪駆動車では、
長い推進軸を設けることができないので、そのトルク変
動が各部に伝達して動力伝達系の捩り振動を発生し易く
、したがって、この種の車両の変速機には捩り振動吸収
装置を設けることが望まれる。In an automobile, torque fluctuations occur in the power transmission system, for example, when starting, suddenly accelerating, decelerating, or changing gears. If it is a front-engine, rear-wheel drive vehicle, the propulsion shaft is long enough, so the torque fluctuations will be absorbed along the way, but in a front-engine, front-wheel drive vehicle,
Since it is not possible to provide a long propulsion shaft, the torque fluctuations are easily transmitted to various parts and cause torsional vibration in the power transmission system. Therefore, it is desirable to provide a torsional vibration absorber in the transmission of this type of vehicle. It will be done.
そこで、本発明は、変速機の入、出力軸のいずれか一方
にコンパクトに設けることができ、しかも構造が簡単で
ある上、吸振容量の大きい前記捩り振動吸収装置を提供
することを目的とし、この目的を達成するために、本発
明は、入力軸と出力軸とを平行に配設した車両用変速機
において、入。Therefore, an object of the present invention is to provide a torsional vibration absorbing device that can be compactly installed on either the input or output shaft of a transmission, has a simple structure, and has a large vibration absorption capacity. In order to achieve this object, the present invention provides a vehicle transmission in which an input shaft and an output shaft are arranged in parallel.
出力軸のいずれか一方の軸の外周に、他方の軸からトル
ク伝達される管状軸を回転自在に嵌合し、これら管状軸
及び前記一方の軸とを、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、この摩擦伝達装置には、前記管状軸にヘリカ
ルスプラインを介して摺動自在に係合され前記トルクを
受けると前記摩擦力を増大させるように軸方向に摺動す
る押圧部材を設けたことを特徴とする。A tubular shaft to which torque is transmitted from the other shaft is rotatably fitted to the outer periphery of one of the output shafts, and when the tubular shaft and the one shaft are subjected to a transmitted torque of a predetermined value or more, The friction transmission device is connected via a friction transmission device that is configured to apply frictional force so as to slide, and this friction transmission device is slidably engaged with the tubular shaft via a helical spline and transmits the frictional force when the torque is applied. It is characterized by providing a pressing member that slides in the axial direction so as to increase the pressure.
以下、図面により本発明の実施例について説明すると、
図面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−側部に取り付けられており、その入力軸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.
The drawing shows transmission 1 of a front-engine, front-wheel-drive vehicle with a horizontally mounted front engine.
The transmission 1 is attached to the negative side of the engine (not shown), and its input shaft 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９１．９□、並びに後進駆動ギヤ９Ｒが設けられ、更
に、中高速の３速ないし５速駆動ギヤ９．．９．．９．
が針状ころ軸受１５３，１５４゜１５５を介してそれぞ
れ回転自在に支持される。The input shaft 2 is integrally provided with low speed 1st and 2nd speed drive gears 91.9□ and a reverse drive gear 9R, and is further provided with medium and high speed 3rd to 5th speed drive gears 9. ．． 9. ．． 9.
are rotatably supported via needle roller bearings 153, 154° and 155, respectively.
これらの３速ないし５速駆動ギヤ９ｓ 、９４ ．９
５は、切換クラッチｉ ｏ 、 ｉ ｏ’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１６
を介して回転自在に支持され、この管状軸１１は１速及
び２速被動ギヤ１２□ １２□が針状ころ軸受１５１，
１５２を介して回転自在に支持 ゛され、また後進被動
ギヤ１２Ｒ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１２１．１２２は入力軸２の１
速及び２速駆動ギヤ９１．９２と、また、後進被動ギヤ
１２Ｒ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＠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、またそれと一体向に
３速被動ギヤ１２３が設げられており、このギヤ１２３
が３速駆動ギヤ９３と噛み合わされる。出方軸５には、
更に、４速及び５速駆動ギヤ９４．９．とそれぞれ噛み
合う４速及び５速被動ギヤ１２イ 、１２．がそれぞれ
スプライン結合される。These 3rd to 5th speed drive gears 9s, 94. 9
5 is selectively connected to the input shaft 2 by switching clutches io, io' and driven thereby. The output shaft 5 includes a tubular shaft 11 and a plain bearing 16.
This tubular shaft 11 is rotatably supported via needle roller bearings 151,
152, and a reverse driven gear 12R is supported via a switching clutch 13. These 1st speed and 2nd speed driven gears 121 and 122 are 1 of the input shaft 2.
The speed and second speed drive gears 91, 92 and the reverse driven gear 12R are in mesh with the reverse drive gear 9R via an idle gear (not shown), and are selectively connected to the tubular @11 by the switching clutch 13. It is supposed to be driven. The tubular shaft 11 is also provided with a 3-speed driven gear 123 integrally therewith, and this gear 123
is engaged with the third speed drive gear 93. On the output axis 5,
Additionally, 4th and 5th speed drive gears 94.9. 4th speed and 5th speed driven gears 12a, 12. are connected by splines.
管状軸１１には、３速被動ギヤ１２３に隣接して＠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の内面にはヘリカルスプライン１７が形成
されており、このヘリカルスプライン１７に押圧部材１
８の一端部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７２４までの間の出方軸５の外
周には内筒７９が固着され、この内筒１９を囲繞する外
筒２０が前記延長部１４に＠接して配置される。A cylindrical extension 14 is formed on the tubular shaft 11 and extends in the @ line direction adjacent to the third speed driven gear 123 . A helical spline 17 is formed on the inner surface of this cylindrical extension 14, and the pressing member 1 is attached to this helical spline 17.
One end of 8 is slidably engaged. Further, an inner cylinder 79 is fixed to the outer periphery of the output shaft 5 between the third speed driven gear 123 and the fourth speed driven gear 724, and the outer cylinder 20 surrounding this inner cylinder 19 is in contact with the extension part 14. Placed.
外筒２０の内周面及び内筒１９の外周面にはストレート
スプライン２１，２２がそれぞれ形成されており、外筒
２ｏのスプライン２１には複数枚の、駆動摩擦板２３が
、また内筒１９のスフリイン２２には、上記駆動摩擦板
２３と交互に重合される複数枚の被動摩擦板２４がそれ
ぞれ摺動自在に係合され、さらにこれら摩擦板２３，２
４群の一端面に当接する。前記押圧部材１８の他端部が
外筒２゜のスプライン２１に係合される。摩擦板２３，
２４群と４速被動ギヤ１２４との間には受圧板２５が介
装され、この受圧板２５に向って抑圧部材１８を所定の
弾発力で弾圧するばね２６が延長部１４内に収容される
。Straight splines 21 and 22 are formed on the inner peripheral surface of the outer cylinder 20 and the outer peripheral surface of the inner cylinder 19, respectively, and a plurality of drive friction plates 23 are formed on the spline 21 of the outer cylinder 2o, and on the inner peripheral surface of the inner cylinder 19. A plurality of driven friction plates 24 which are alternately overlapped with the driving friction plates 23 are slidably engaged with the sufurin 22, and these friction plates 23, 2
It comes into contact with one end surface of the fourth group. The other end of the pressing member 18 is engaged with a spline 21 of the outer cylinder 2°. Friction plate 23,
A pressure receiving plate 25 is interposed between the 24th group and the 4th speed driven gear 124, and a spring 26 that presses the suppressing member 18 with a predetermined elastic force toward the pressure receiving plate 25 is housed in the extension portion 14. Ru.
以上において、押圧部材１８、内筒１９、外筒２０、摩
擦板２３，２４、受圧板２５及びばね２６は摩擦伝達装
置２７を構成し、またヘリカルスプライン１７は、延長
部１４から押圧部材１８に伝達されるトルクによって押
圧部材１８に受圧板２５方向へのスラストを与えるよう
に形成される。In the above, the pressing member 18, the inner cylinder 19, the outer cylinder 20, the friction plates 23, 24, the pressure receiving plate 25, and the spring 26 constitute the friction transmission device 27, and the helical spline 17 is connected from the extension part 14 to the pressing member 18. It is formed so that the transmitted torque gives the pressing member 18 a thrust in the direction of the pressure receiving plate 25 .
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３０が設けられているが、
この給油路３０は更に延長され、延長部１４及び外筒２
０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
Although an oil supply path 30 is provided for lubrication of 22 etc.,
This oil supply path 30 is further extended, and the extension part 14 and the outer cylinder 2
Oil is also supplied to the inside of the 0.
次に、この実施例の作用を説明すると、通常は押圧部材
１８がばね２６の弾発力をもって摩擦板２３．２４群を
受圧板２５に対して押圧するので、駆動及び被動摩擦板
２３．２４間には所定の摩擦力が与えられる。Next, the operation of this embodiment will be explained. Normally, the pressing member 18 presses the friction plates 23, 24 group against the pressure receiving plate 25 with the elastic force of the spring 26, so that the driving and driven friction plates 23, 24 A predetermined frictional force is applied therebetween.
いま、切換クラッチ１３の操作によって、１速被動ギヤ
１２１が管状軸１１に接続されているとすると、クラン
ク軸３から入力軸２に伝達される回転トルりは、ｌ速駆
動ギヤ９１．１速被動ギヤ１２１、管状軸１１、ヘリカ
ルスプライン１７、押圧部材１８、ストレートスプライ
ン２１及び外筒２０を順次経て駆動摩擦板２３へ伝えら
れる。Now, assuming that the first speed driven gear 121 is connected to the tubular shaft 11 by operating the switching clutch 13, the rotational torque transmitted from the crankshaft 3 to the input shaft 2 is equal to that of the first speed driving gear 91.1. It is transmitted to the drive friction plate 23 through the driven gear 121, the tubular shaft 11, the helical spline 17, the pressing member 18, the straight spline 21, and the outer cylinder 20 in this order.
そして、駆動摩擦板２３０回転力は、摩擦力により被動
摩擦板２４に伝えられ、ストレートスプライン２２及び
内筒１９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。The rotational force of the driving friction plate 230 is transmitted to the driven friction plate 24 by the frictional force, and is transmitted to the output shaft 5 via the straight spline 22 and the inner cylinder 19, and further to the differential gear 7 via the final drive gear 6. communicated.
２速被動ギヤ１２□あるいは後進被動ギヤ１２Ｒが管状
＠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変駆
動ギヤ９３が切換クラッチ１０により入力軸２に接続さ
れているときには、入力軸２０回転トルりは、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９５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１２５
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 @11, the torque of the input shaft 2 is transmitted to the output shaft 5 through a similar path. Furthermore, when the 3-speed drive gear 93 is connected to the input shaft 2 by the switching clutch 10, the rotational torque of the input shaft 20 is transmitted through the 3-speed drive gear 93, the 3-speed driven gear 123, and the tubular shaft 11, 14, and thereafter is transmitted to the output shaft 5 in the same manner as in the first speed. 4 speed drive gear 94 or 5
When the speed drive gear 95 is connected to the input shaft 2,
The torque of the input shaft 2 is determined by each driven gear 124 or 125.
It is directly transmitted to the output shaft 5 through.
１速ないし３速あるいは後進運転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の速度を
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２３゜２４の間で滑りが生じると同時に、延
長部１４及び押圧部材１８の間にも相対的な回動が生じ
、これに伴い押圧部材１８がヘリカルスプライン１７よ
り受圧板２５方向へのスラストを受ける。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 same 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 23 and 24, and at the same time, relative rotation also occurs between the extension portion 14 and the pressing member 18, and as a result, the pressing member 18 moves away from the helical spline 17. Receives thrust in the direction of the pressure receiving plate 25.
こうして、入力軸２の伝達エネルギの変動は、摩擦板２
３．２４間の滑りによって吸収され、そして抑圧部材１
８がヘリカルスプライン１１より受圧板２５方向へのス
ラストを受ければ、駆動及び被動摩擦板２３．２４間の
摩擦力が増大され、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り、この結果、出方軸５の回転速
度を滑らかに上昇させることができる。In this way, the fluctuation of the transmitted energy of the input shaft 2 is reduced by the friction plate 2.
3.24 is absorbed by the sliding between
8 receives a thrust from the helical spline 11 in the direction of the pressure receiving plate 25, the frictional force between the driving and driven friction plates 23 and 24 is increased, and the torque of the input shaft 2 is reliably transmitted to the output shaft 5. As a result, the rotational speed of the output shaft 5 can be increased smoothly.
これとは反対に減速運転を行うと、出力軸５がら入力軸
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逆の回転速度差
が生じる。その結果、延長部及び押圧部材１８間の相対
回動の方向が前記加速運転時とは反対になるから、押圧
部材１８はヘリカルスプライン１１がらばね２６の方向
にスラストを受け、これによって摩擦板２３．２４群に
作用するばね２６の弾発力が軽減され、駆動及び被動摩
擦板２３．２４の間は、摩擦力の減少にょり滑り易い状
態となる。したがって、減速運転時にはトルク変動が比
較的小さくても、駆動及び被動摩擦板２３．２４間を滑
らせて、そのトルク変動を充分に吸収し、滑らかなエン
ジンブレーキ効果を得ることができる。On the other hand, when decelerating operation is performed, a reverse load state occurs in which the input shaft 2 is driven by the output shaft 5, so there is a gap between the tubular shaft 11 and the output shaft 5 that is opposite to that during the acceleration operation. A difference in rotational speed occurs. As a result, the direction of relative rotation between the extension portion and the pressing member 18 is opposite to that during the acceleration operation, so that the pressing member 18 receives a thrust from the helical spline 11 in the direction of the bellows spring 26, and thereby the friction plate 23 The elastic force of the spring 26 acting on the .24 group is reduced, and the area between the driving and driven friction plates 23, 24 becomes easy to slip due to the reduction in frictional force. Therefore, even if torque fluctuations are relatively small during deceleration operation, the driving and driven friction plates 23 and 24 slide between them to sufficiently absorb the torque fluctuations and provide a smooth engine braking effect.
以上のように本発明によれば、入力軸と出力軸とを平行
に配設した車両用変速機において、人。As described above, according to the present invention, there is provided a vehicle transmission in which the input shaft and the output shaft are arranged in parallel.
出力軸のいずれか一方の軸の外周に、他方の軸からトル
ク伝達される管状軸を回転自在に嵌合し、これら管状軸
及び前記一方の軸とを、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、この摩擦伝達装置には、前記管状軸にヘリカ
ルスプラインを介して摺動自在に係合され前記トルクを
受けると前記摩擦力を増大させろように軸方向に摺動す
る押圧部材を設けたので、動力伝蓮系のトルク変動を摩
擦伝達装置の滑りによって効果的に吸収して捩り振動を
防止することができ、しかも通常運転時には、ヘリカル
スプラインから押圧部材に作用するスラストによって摩
擦伝達装置の摩擦力が伝達トルクの増大に応じて自動的
に増加調節されるので、緩衝後はトルク伝達を効率良（
確実に行うことができる。また、摩擦伝達装置は比較的
小型でも犬なる吸振能力を有する上、その摩擦力を調節
するための押圧部材の変位量が僅かで足りるから、吸振
容量の大きい捩り振動吸収装置を変速機の入力軸または
出力軸にコンパクトに構成することができ、さらにトル
ク伝達用のスプラインを単にヘリカルスプラインとする
だけで押圧部材に対するスラスト発生手段が構成される
もので、特別なスラスト発生手段を設ける必要がなく、
構造が極めて簡単である。A tubular shaft to which torque is transmitted from the other shaft is rotatably fitted to the outer periphery of one of the output shafts, and when the tubular shaft and the one shaft are subjected to a transmitted torque of a predetermined value or more, The friction transmission device is connected via a friction transmission device that is configured to apply frictional force so as to slide, and this friction transmission device is slidably engaged with the tubular shaft via a helical spline and transmits the frictional force when the torque is applied. Since a pressing member is provided that slides in the axial direction to increase the torque, torque fluctuations in the power transmission system can be effectively absorbed by the slippage of the friction transmission device and torsional vibration can be prevented. , the friction force of the friction transmission device is automatically adjusted to increase according to the increase in transmission torque by the thrust acting on the pressing member from the helical spline, so that after buffering, torque transmission can be carried out efficiently (
It can be done reliably. In addition, although the friction transmission device is relatively small, it has excellent vibration absorption ability, and only a small amount of displacement of the pressing member is required to adjust the friction force. It can be configured compactly on the shaft or output shaft, and the thrust generating means for the pressing member is configured simply by using a helical spline as the torque transmission spline, so there is no need to provide a special thrust generating means. ,
The structure is extremely simple.
図面は本発明の捩り振動吸収装置を設けた変速機の一実
施例を示す縦断平面図である。
１・・・変速機、２・・・入力軸、５・・・出力軸、１
１・・・管状軸、１７・・・ヘリカルスプライン、１８
・・・押圧部材、２７・・・摩擦伝達装置
特許出願人 本田技研工業株式会社The drawing is a longitudinal sectional plan view showing an embodiment of a transmission equipped with the torsional vibration absorbing device of the present invention. 1...Transmission, 2...Input shaft, 5...Output shaft, 1
1... Tubular shaft, 17... Helical spline, 18
...Press member, 27...Friction transmission device patent applicant Honda Motor Co., Ltd.
Claims (1)
て、人、出力軸のいずれか一方の軸の外周に、他方の軸
からトルク伝達される管状軸を回転自在に嵌合し、これ
ら管状軸及び前記一方の軸とを、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、この摩擦伝達装置には、前記管状軸
にヘリカルスプラインを介して摺動自在に係合され前記
トルクを受けろと前記摩擦力を増大させるように軸方向
に摺動する抑圧部材を設けてなる、車両用変速機におけ
る伝動軸捩り振動吸収装置。In a vehicle transmission in which an input shaft and an output shaft are arranged in parallel, a tubular shaft to which torque is transmitted from the other shaft is rotatably fitted to the outer periphery of one of the shafts, the output shaft. These tubular shafts and the one shaft are connected via a friction transmission device which is set to apply a frictional force so as to slip when receiving a transmission torque of a predetermined value or more, and this friction transmission device includes a helical shaft attached to the tubular shaft. A power transmission shaft torsional vibration absorbing device for a vehicle transmission, comprising a suppressing member that is slidably engaged via a spline and slides in the axial direction so as to receive the torque and increase the frictional force.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3035983A JPS59155631A (en) | 1983-02-25 | 1983-02-25 | Transmission-shaft torsional-vibration absorbing apparatus in speed change gear for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3035983A JPS59155631A (en) | 1983-02-25 | 1983-02-25 | Transmission-shaft torsional-vibration absorbing apparatus in speed change gear for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59155631A true JPS59155631A (en) | 1984-09-04 |
Family
ID=12301659
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3035983A Pending JPS59155631A (en) | 1983-02-25 | 1983-02-25 | Transmission-shaft torsional-vibration absorbing apparatus in speed change gear for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59155631A (en) |
-
1983
- 1983-02-25 JP JP3035983A patent/JPS59155631A/en active Pending
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