JPS59170533A - Torsional vibration absorbing device of driving power transmission system of vehicle - Google Patents

Abstract

PURPOSE:To contrive to absorb effectively the torsional vibration and transmit effectively the driving power by a method wherein an oil pressure type torque damper and a variable capacity form and friction type torque damper are interposed in series in a power transmitting system connecting an engine and wheels. CONSTITUTION:The third speed driven gear 123 is integrally provided on a pipe-shaped shaft 11 which is rotatably and externally engaged with an output power shaft 5, the first and second speed driven gears 121, 122 are engaged with the shaft 11 via a roller bearing 242, further, the forth speed driven gear 124 is made spline fitting to the output power shaft 5. Then, the pipe-shaped shaft 11 is connected with the output power shaft 5 via a torsional vibration absorbing device D in which an oil pressure type torque damper D1 and a variable capacity form and friction type torque damper D2 are provided in series. The friction type torque damper D2 is composed of the first cam plate 161 which is made spline fitting to the inner surface of a extended part 14 of the gear 123, friction plates 21, 22, the second cam plate 162, springs 41, 42 and the like, and the oil pressure type torque damper D1 is composed of a cylinder 34, a piston 30 and the like which are interposed between both end plates 29, 29' of the second cam plate 162.

Description

【発明の詳細な説明】 本発明は浦動車等の車両においてエンジンと車輪との間
を結ぶ動力伝達系の捩り振動を吸収するだめの動力伝達
系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 torsional vibration absorbing device for absorbing torsional vibration of a power transmission system connecting an engine and wheels in a vehicle such as a motor vehicle.

自動車においては、例えば発進、急加速、急減速または
変速時に、路面からの反動トルクが捩り振動として動力
伝達系に伝えられることがある。In automobiles, for example, when starting, suddenly accelerating, decelerating, or changing gears, reaction torque from the road surface may be transmitted to the power transmission system as torsional vibrations.

このような捩り振動を吸収するために、動力伝達系に摩
擦式トルクダンパを介装したものが既に提案されている
が、摩擦式ｌ・ルクダンパは、その作動初期には静止摩
擦力が作用するため滑り難く、したがって滑りが発生す
るまでに僅かながら時間遅れを生じ、この間にトルク変
動を多少とも各部に伝達させる欠点がある。In order to absorb such torsional vibrations, a system in which a friction type torque damper is installed in the power transmission system has already been proposed. It is difficult to slip, so there is a slight time delay before slippage occurs, and during this time, torque fluctuations are transmitted to various parts to some extent.

本発明は、上記欠点を解消して捩り振動を効果的に吸収
し、しかも吸振後は効率良く動力伝達を行い得るように
した動力伝達系捩り振動吸収装置を提供することを目的
とし、その特徴は、エンジンと車輪との間を結ぶ動力伝
達系に油圧式トルクダンパと、伝達トルクの増大に応じ
て減衰力を増犬させる可変容量型の摩擦式トルクダンパ
とを直列に介装したところにある。SUMMARY OF THE INVENTION An object of the present invention is to provide a power transmission system torsional vibration absorbing device that eliminates the above-mentioned drawbacks, effectively absorbs torsional vibration, and enables efficient power transmission after vibration absorption. In this system, a hydraulic torque damper and a variable capacity friction torque damper are installed in series in the power transmission system connecting the engine and the wheels, and the damping force increases as the transmitted torque increases.

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動力伝
達系を構成する変速機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。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。Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
Figure 1 shows the transmission 1 and its surrounding parts, which constitute the power transmission system of a horizontally mounted front engine front wheel drive vehicle.
A transmission 1 is attached to the negative side of an engine (not shown), and its input shaft 2 is connected to a crankshaft 3 of the engine via a starting clutch 4. 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 connected to a differential device 7.
is meshed with the final driven gear 8.

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９３．９４．９．
が針状ころ軸受２４３，２４４２４、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 93.94.9. ．．
are rotatably supported via needle roller bearings 243 and 24424, respectively.

とれらの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２５．２５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２４．．２４
２を介して回転自在に支持され、また後進被動ギヤ２９
Ｒ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．．１２２は入力軸２の１速及び２
速駆動ギヤ９１．９□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、またそれと一体的に３速被動
ギヤ１２３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９４．９．とそれぞれ噛み合う４速
及び５速破動ギヤ１２．．１２．がそれぞれスプライン
結合される。Tora's 3rd to 5th speed drive gear 93.94.95 is,
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 plain bearings 25.25.
Fast driven gear 12. ．． 12□ is a needle roller bearing 24. ．． 24
2, and is rotatably supported via the reverse driven gear 29.
R is supported via a switching clutch 13. These 1st and 2nd speed driven gears 12. ．． 122 is the 1st speed and 2nd speed of input shaft 2
The speed drive gear 91.9□, and the reverse driven gear 12R are connected to the reverse drive gear 9R via an idle gear (not shown).
They are in mesh with each other, and are selectively connected to the tubular shaft 11 by a switching clutch 13 to drive it. A third-speed driven gear 123 is also integrally provided on the tubular shaft 11, and this gear 123 meshes with the third-speed drive gear 93. The output shaft 5 further includes 4
speed and 5th speed drive gear 94.9. 4-speed and 5-speed rupture gears 12. ．． 12. are connected by splines.

管状軸１１と出力軸５とは捩り振動吸収装置りを介して
連結される。以下、この装置りについて第２図ないし第
４図を参照して説明する。The tubular shaft 11 and the output shaft 5 are connected via a torsional vibration absorber. This apparatus will be explained below with reference to FIGS. 2 to 4.

管状軸１１には、３速被動ギヤ１２３に隣接してその軸
線方向に延びる筒状の延長部１４が形成される。この延
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から４速被動ギヤ１
２４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１７を囲繞する外筒１８が前記延長部１４に
隣接して配置される。内筒１７の外周面及び外筒１８の
内周面にはスプライン１９．２０がそれぞれ形　５− 成されており、これらスプライン１９．２０には交互に
重合される複数枚の駆動摩擦板２１及び被動摩擦板２２
がそれぞれ摺動自在に係合される。The tubular shaft 11 is formed with a cylindrical extension 14 adjacent to the third speed driven gear 123 and extending in the axial direction thereof. A spline 15 is formed on the inner surface of this extension part 14,
A first cam plate 16 is attached to this spline 15. are slidably engaged. In addition, from the third speed driven gear 123 to the fourth speed driven gear 1
An inner cylinder 17 is fixed to the outer periphery of the output shaft 5 up to 24, and an outer cylinder 18 surrounding the inner cylinder 17 is arranged adjacent to the extension part 14. Splines 19.20 are formed on the outer peripheral surface of the inner cylinder 17 and the inner peripheral surface of the outer cylinder 18, respectively, and a plurality of drive friction plates 21 and Driven friction plate 22
are slidably engaged with each other.

この摩擦板２１．２２群と第１カム板１６１との間に第
２カム板１６２が介装され、これと反対側で摩擦板２１
．２２群を支承する受圧面２３が、軸方向には移動不能
の４速被動ギヤ１２４の端面に環状に形成される。A second cam plate 162 is interposed between the friction plates 21 and 22 groups and the first cam plate 161, and the friction plate 21 on the opposite side
．． A pressure receiving surface 23 that supports the 22nd group is formed in an annular shape on the end face of the 4-speed driven gear 124, which is immovable in the axial direction.

第１及び第２カム板１６．．１６２の対向面には、環状
配列の複数個の山形カム２７．２８がそれぞれ一体に形
成されており、これらは互いに噛み合わされる。これら
カム２７．２８は、第１及び第２カム板１６１，１６２
が相対回動を起こしたときに、互いに斜面を滑らせて両
カム板１６．。First and second cam plates 16. ．． A plurality of angle-shaped cams 27 and 28 arranged in an annular manner are each integrally formed on the opposing surface of the cam 162, and these cams are engaged with each other. These cams 27, 28 are connected to the first and second cam plates 161, 162.
When the cam plates 16. cause relative rotation, the two cam plates 16. .

１６２を離反させるようなスラストを発生する。Generates a thrust that causes 162 to separate.

第２カム板１６２は軸方向に一定間隔を置いて対向する
左右一対の端板２９　、２９’と、両端板　６− ２９　、２９’間を一体に連結すると共に環状に配列さ
れる複数のピストン３０とを備え、左側の端板２９は前
記ノｙム２８と一体に形成される。この端板２９は、外
筒１８の内周面に環状スペーサ３１を介（〜て回転及び
摺動自在に支承されると共に、外筒１８の延長部１４側
端部を内方に屈曲して形成した抑圧フランジ３２の内側
面に離間可能に当接する。前記環状スペーサ３１は外筒
１８内周面の環状溝２３に装着されるものであって、こ
の装着を容易にするために直径方向に２分割されている
。The second cam plate 162 integrally connects a pair of left and right end plates 29, 29' facing each other at a constant interval in the axial direction, and both end plates 6-29, 29', and a plurality of pistons arranged in an annular shape. 30, and the left end plate 29 is integrally formed with the knob 28. The end plate 29 is rotatably and slidably supported on the inner circumferential surface of the outer cylinder 18 via an annular spacer 31, and is bent inward at the end of the outer cylinder 18 on the side of the extension 14. The annular spacer 31 abuts on the inner surface of the formed suppression flange 32 so as to be able to separate from the annular spacer 31. It is divided into two parts.

両端板２９　、２９’間には、前記スプライン２０に摺
動自在に係合されるシリンダ３４が相対回動自在に介装
され、このシリンダ３４は前記ピストン３０を収容する
複数個のシリンダ孔３５を持っている。A cylinder 34 that is slidably engaged with the spline 20 is relatively rotatably interposed between the end plates 29 and 29', and this cylinder 34 has a plurality of cylinder holes 35 that accommodate the piston 30. have.

各シリンダ孔３５は、出力軸５を中心とする扇形の断面
形状を有しており、第２カム板１６２とシリンダ３４と
の相対回動時にピストン３ｏの摺動を許容する。このピ
ストン３０によってシリンダ孔３５には第１及び第２油
室ａ、ｂが画成され、両油室ａ、ｂ間を連通ずるオリフ
ィス３６がピストン３０に穿設される。Each cylinder hole 35 has a fan-shaped cross-sectional shape centered on the output shaft 5, and allows the piston 3o to slide when the second cam plate 162 and the cylinder 34 rotate relative to each other. First and second oil chambers a and b are defined in the cylinder hole 35 by the piston 30, and an orifice 36 that communicates between the two oil chambers a and b is bored in the piston 30.

内油室ａ、ｈは適当な緩衝油によって満される。The inner oil chambers a and h are filled with suitable buffer oil.

これら油室α、ｂかもの油漏れを防止するために、ピス
トン３０及びシリンダ３４の各摺動面にシール片３７及
びＱ　ＩＪング３８がそれぞれ装着される。In order to prevent oil leakage from these oil chambers α and b, a seal piece 37 and a Q IJ ring 38 are attached to each sliding surface of the piston 30 and cylinder 34, respectively.

内油室。、ｈにばばね３９．３９が収容され、通常これ
らばね３９，３９は協働してピストン３０を、内油室ａ
、ｂを同体積に区画する中立位置に保持する。Inner oil chamber. , h are housed with springs 39, 39, and normally these springs 39, 39 work together to move the piston 30 into the inner oil chamber a.
, b are held in a neutral position partitioning them into the same volume.

延長部１４と抑圧フランジ３２との間には、この抑圧フ
ランジ３２を受圧面２３に向って常時一定の弾発力で押
圧する１次ばね４１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４３と第１カム板
１６１との間には、両カム板１６．，１６□の離反時に
弾発力を発揮する２次ばね４２が介装される。これらの
ばね４１．４２はいずれも複数枚の皿ばねより構成され
るが、ばね定数は２次ばね４２よりも１次ばね４１の方
を低（設定される。A primary spring 41 is installed between the extension portion 14 and the suppression flange 32 to press the suppression flange 32 toward the pressure-receiving surface 23 with a constant elastic force, and furthermore, the third-speed driven spring of the inner cylinder 17 Both cam plates 16. , 16□ are interposed, which exert a resilient force when they are separated. These springs 41 and 42 are each composed of a plurality of disc springs, but the spring constant of the primary spring 41 is set lower than that of the secondary spring 42.

以上において、ピストン３０、シリンダ３４及びオリフ
ィス３６は油圧式トルクダンパＤ１を構成し、第１．第
２カム板１６１　　、１６２　、内筒１７、外筒１８、
駆動、被動摩擦板２１．２２及び１次。In the above, the piston 30, the cylinder 34, and the orifice 36 constitute the hydraulic torque damper D1, and the first. Second cam plates 161, 162, inner cylinder 17, outer cylinder 18,
Drive, driven friction plate 21, 22 and primary.

２次ばね４１，４２は可変容量型の摩擦式トルクダンパ
Ｄ２を構成する。The secondary springs 41 and 42 constitute a variable capacity friction type torque damper D2.

次にこの実施例について説明すると、通常は１次ばね４
１の弾発力が第２カム板１６□及び摩擦板２１．２２群
を受圧面２３に対して抑圧しているので、駆動及び被動
摩擦板２１．２２間には所　９一 定の摩擦力が与えられ、一方、２次ばね４２は殆ど非作
動の状態において第１及び第２カム板１６．。Next, explaining this embodiment, normally the primary spring 4
Since the elastic force of 1 suppresses the second cam plate 16□ and the friction plates 21 and 22 groups against the pressure receiving surface 23, a constant friction force of 9 is generated between the driving and driven friction plates 21 and 22. , while the secondary spring 42 is substantially inactive when the first and second cam plates 16 . .

１６２のカム２７．２８を第３図に示すように互いに最
も深く噛み合せている。The cams 27 and 28 of 162 are most deeply engaged with each other as shown in FIG.

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から入力軸２に伝達される回転トルクは、１速駆
動ギヤ９７．１速被動ギヤ１２１、管状軸１１、第１カ
ム板１６７、カム２７．２８、第２カム板１６２、スプ
ライン２０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２１の回転トルクは、摩
擦力により被動摩擦板２２に伝えられ、内筒１７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 97, the first speed driven gear 121, the tubular shaft 11, the first cam plate 167, and the cam. 27 and 28, it is transmitted to the drive friction plate 21 through the second cam plate 162, the spline 20, and the outer cylinder 18 in this order. The rotational torque of the driving friction plate 21 is transmitted to the driven friction plate 22 by frictional force, and is transmitted to the output shaft 5 via the inner cylinder 17, and further via the final drive gear 6 to the differential gear 7.
transmitted to.

２速被動ギヤ１２２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１０− 経路により入力軸２の回転ｌ・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１０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、以後はｌ
速の場合と同様にして出力軸５に伝達される。Even when the second-speed driven gear 122 or the reverse driven gear 12R is connected to the tubular shaft 11, the rotation 1/rook of the input shaft 2 is transmitted to the output shaft 5 through the same 10-path. Furthermore, when the third-speed drive gear 93 is connected to the input shaft 2 by the switching clutch 10, 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. 14, and from then on l
It is transmitted to the output shaft 5 in the same manner as in the case of speed.

４速駆動ギヤ９．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１２．を通して直接出力軸５に伝
達される。4-speed drive gear9. Alternatively, the 5th speed drive gear 95 is the input shaft 2
when connected to each driven gear 124 or 12 . 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加速さ
せると、入力軸２の回転速度は上昇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＼の速度を維
持しようとする。そのため、管状軸１１と出力軸５との
間には回転速度差が生じる。その結果、先ず第２カム板
１６２とシリンダ３４とが相対的に回動し、これに伴い
ピストン３０がシリンダ３４に対して例えば第４図で矢
印Ｒ方向に回動すれば、第１油室ａの緩衝油がピストン
３０のオリフィス３６を通過して第２油室りに流動し、
このときのオリフィス３６の絞り抵抗によって減衰力が
発生する。この減衰力が一定値を超えると、次に駆動及
び被動摩擦板２１．２２の間に滑りが生じて摩擦による
減衰力が発生する。When the engine is accelerated during 1st to 3rd gear or reverse operation, the rotational speed of the input shaft 2 tends to increase, whereas the output shaft 5 tries to maintain the same speed due to the inertia of the wheels. . Therefore, a difference in rotational speed occurs between the tubular shaft 11 and the output shaft 5. As a result, first, the second cam plate 162 and the cylinder 34 rotate relative to each other, and accordingly, if the piston 30 rotates relative to the cylinder 34, for example in the direction of arrow R in FIG. The buffer oil a passes through the orifice 36 of the piston 30 and flows into the second oil chamber,
At this time, a damping force is generated by the throttle resistance of the orifice 36. When this damping force exceeds a certain value, a slip occurs between the driving and driven friction plates 21, 22, and a damping force due to friction is generated.

これと同時に第１及び第２カム板１６．．１６□の間に
も相対的な回動が生じ、カム２７．２８が互いに斜面を
滑らせることによって両カム板１６．。At the same time, the first and second cam plates 16. ．． Relative rotation also occurs between the cam plates 16. .

１６２を離反方向に変位させ、第１カム板１６１が２次
ばね４２を圧縮して作動状態にする。162 in the direction of separation, the first cam plate 161 compresses the secondary spring 42 and puts it into an operating state.

こうして、入力軸２のトルク変動は、オリフィス３６に
よる減衰力、並びに摩擦板２１．２２群の摩擦による減
衰力によって吸収されるが、特に前者の減衰力は後者と
は異なり、略零より立上るので、これによって初期のト
ルク変動を効果的に吸収することができる。In this way, the torque fluctuation of the input shaft 2 is absorbed by the damping force caused by the orifice 36 and the damping force caused by the friction of the friction plates 21 and 22, but the former damping force is different from the latter and rises from approximately zero. Therefore, initial torque fluctuations can be effectively absorbed.

両カム板１６．，１６□の離反作用により２次ばね４２
が作動されると、このばね４２の弾発力は第２カム板１
６□を介して摩擦板２１．２２群を受圧面２３に対して
押圧するので、両摩擦板２１．２２間の摩擦力が増大さ
れ、したがってそれらの摩擦による減衰力も増大され、
出力軸５の回転速度は滑らかに上昇する。そして、両摩
擦板２１．２２間の摩擦トルクが伝達トルクの値まで増
大したとき両摩擦板２１．２２間の滑りは止まり、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
・。Both cam plates 16. , 16□, the secondary spring 42
When the spring 42 is actuated, the elastic force of the spring 42 is applied to the second cam plate 1.
Since the groups of friction plates 21 and 22 are pressed against the pressure-receiving surface 23 through 6□, the frictional force between both friction plates 21 and 22 is increased, and therefore the damping force due to those frictions is also increased,
The rotational speed of the output shaft 5 increases smoothly. When the friction torque between the two friction plates 21 and 22 increases to the value of the transmission torque, the sliding between the two friction plates 21 and 22 stops, and the torque of the input shaft 2 is reliably transmitted to the output shaft 5. Become·.

この間、摩擦板２１．２２間には、給油路４４を通して
ミッションケース内の潤滑油が供給され、摩擦板２１．
２２間に発生する摩擦熱を冷却する。During this time, lubricating oil in the transmission case is supplied between the friction plates 21 and 22 through the oil supply path 44, and the friction plates 21 and 22 are supplied with lubricating oil in the transmission case.
22 to cool down the frictional heat generated between the two.

これとは反対に急減速運転を行うと、出力軸５１３− から入力軸２が駆動されろ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、ピストン３０及
びシリンダ３４間に相対回動が生じ、続いて駆動及び被
動摩擦板２１．２２間に滑りが生じると同時に第１及び
第２カム板１６１　。On the contrary, when a sudden deceleration operation is performed, the input shaft 2 is driven from the output shaft 513-, resulting in a reverse load state, so that there is a gap between the tubular shaft 11 and the output shaft 5 that is different from that during the acceleration operation. A difference in rotational speed occurs in opposite directions. As a result, a relative rotation occurs between the piston 30 and the cylinder 34, and a subsequent slippage occurs between the driving and driven friction plates 21, 22, as well as the first and second cam plates 161.

１６２間にも相対回動が生じ、それらの相対回動方向が
前記加速運転時と反対となるだけで、同様の吸振作用が
行われ、出力軸５の逆負荷は緩衝されて入力軸２に伝達
される。Relative rotation also occurs between 162 and 162, and the direction of their relative rotation is opposite to that during the acceleration operation, and a similar vibration absorption effect is performed, and the reverse load on the output shaft 5 is buffered and the input shaft 2 is communicated.

走行中、切換クラッチ１０　、１０’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。During driving, torque fluctuations between the driver and the output shafts 2 and 5, that is, shift shocks, which occur due to switching of the switching clutches 10, 10', or 13, are also absorbed in the same manner as described above.

以上のように本発明によれば、エンジンと車輪との間を
結ぶ動力伝達系に油圧式トルクダンパと、伝達トルクの
増大に応じて減衰力を増大させる可１４− 変容量型の摩擦式）・ルクダンパとを直列に介装したの
で、急加速、急減速等に伴い生じるｌ・ルク変動を、初
期には油圧式ｌ・ルクダンパが作動し、続いて摩擦式ト
ルクダンパが作動するごとによって、時間遅れなく滑ら
かに吸収することができ、したがってｌ・ルク変動に起
因する動力伝達系の捩り振動を効果的に防止して動力伝
達系の耐久性並びに乗心地の向−にに寄与することがで
きる。しかも、伝達トルクの増大時には摩擦式トルクダ
ンパの減衰力が増大するから、吸振後は該トルクダンパ
は滑り難くなり、動力伝達を効率良く行うことかできる
。As described above, according to the present invention, a hydraulic torque damper is provided in the power transmission system connecting the engine and the wheels, and a hydraulic torque damper is provided in the power transmission system that connects the engine and the wheels. Since the torque damper and the torque damper are installed in series, the hydraulic torque damper operates initially, and then the friction torque damper operates with a time delay to compensate for l/lux fluctuations that occur due to sudden acceleration, sudden deceleration, etc. Therefore, it is possible to effectively prevent torsional vibration of the power transmission system caused by l/lux fluctuations, contributing to the durability of the power transmission system and ride comfort. Moreover, since the damping force of the friction type torque damper increases when the transmitted torque increases, the torque damper becomes difficult to slip after vibration absorption, and power can be transmitted efficiently.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明による捩り振動吸収装置を備える変速機
の一実施例を示す縦断平面図、第２図はその捩り振動吸
収装置の拡大縦断面図、第３図は第２図のＩｎ−Ｔｌ１
線断面図、第４図はその捩り振動吸収装置におけろ第２
カム板の一部破続端面図である。 １・・・動力伝達系を構成する変速機、２・・・入力軸
、３・・エンジンのクランク軸、５・・・出力軸、７・
・・差動装置、１６．．１６２・・・第１．第２カム板
、１７・・・内筒、１８・・・外筒、２１・・駆動摩擦
板、２２・・・被動摩擦板、２７・・・カム（ｉ６＋）
、２８・・・カム（１６２）、３０・・・ピストン、３
４・・・シリンダ、３５・・・シリンダ孔、３６・・・
オリフィス、４１．４２・・・１次、２次ばね、FIG. 1 is a longitudinal sectional plan view showing an embodiment of a transmission equipped with a torsional vibration absorbing device according to the present invention, FIG. 2 is an enlarged longitudinal sectional view of the torsional vibration absorbing device, and FIG. Tl1
The line cross-sectional view, Figure 4, shows the second part of the torsional vibration absorbing device.
FIG. 3 is a partially broken end view of the cam plate. DESCRIPTION OF SYMBOLS 1... Transmission that constitutes a power transmission system, 2... Input shaft, 3... Engine crankshaft, 5... Output shaft, 7...
... Differential device, 16. ．． 162...1st. Second cam plate, 17... Inner cylinder, 18... Outer cylinder, 21... Drive friction plate, 22... Driven friction plate, 27... Cam (i6+)
, 28... cam (162), 30... piston, 3
4...Cylinder, 35...Cylinder hole, 36...
Orifice, 41.42...primary, secondary spring,

Claims (1)

【特許請求の範囲】[Claims] エンジンと車輪との間を結ぶ動力伝達系に油圧式トルク
ダンパと、伝達トルクの増大に応じて減衰力を増大させ
る可変容量型の摩擦式トルクダンパとを直列に介装した
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 vehicle characterized in that a hydraulic torque damper and a variable capacity friction torque damper that increase damping force in accordance with an increase in transmitted torque are installed in series in a power transmission system connecting an engine and wheels. Power transmission system torsional vibration absorption device.