JPS648219B2 - - Google Patents
Info
- Publication number
- JPS648219B2 JPS648219B2 JP8937781A JP8937781A JPS648219B2 JP S648219 B2 JPS648219 B2 JP S648219B2 JP 8937781 A JP8937781 A JP 8937781A JP 8937781 A JP8937781 A JP 8937781A JP S648219 B2 JPS648219 B2 JP S648219B2
- Authority
- JP
- Japan
- Prior art keywords
- viscous
- fluid chamber
- rotating body
- torque
- viscous fluid
- 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
Links
- 230000005540 biological transmission Effects 0.000 claims description 57
- 239000012530 fluid Substances 0.000 claims description 41
- 230000002093 peripheral effect Effects 0.000 claims description 8
- 230000000452 restraining effect Effects 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 230000002238 attenuated effect Effects 0.000 description 1
- 229920002545 silicone oil Polymers 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D35/00—Fluid clutches in which the clutching is predominantly obtained by fluid adhesion
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Mechanical Operated Clutches (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Description
【発明の詳細な説明】
本発明は、自動車用動力伝達装置、特に伝動経
路内に摩擦クラツチを介装した形式のものに関す
る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a power transmission device for a motor vehicle, and in particular to one in which a friction clutch is interposed in the transmission path.
一般に上記自動車用動力伝達装置においては、
エンジンに急激な回転変動やトルク変動が生じる
と、それが摩擦クラツチを介して出力軸側に直接
伝えられて車体振動の原因となり、乗心地が害さ
れるばかりでなく、上記変動が摩擦クラツチの耐
用寿命に影響を与えるという問題がある。 Generally, in the above-mentioned automotive power transmission device,
When sudden fluctuations in rotation or torque occur in the engine, these fluctuations are directly transmitted to the output shaft through the friction clutch, causing vibrations in the vehicle body, which not only impairs riding comfort, but also causes the fluctuations to affect the durability of the friction clutch. There is a problem that it affects the lifespan.
本発明は、上記に鑑み提案されたもので、エン
ジンの動力軸と摩擦クラツチ間に介装したフライ
ホイールに粘性継手を内蔵させることにより、上
記問題を解決できるようにし、さらにこの粘性継
手によつて発進や変速に伴う摩擦クラツチ操作に
起因したシヨツクをも有効に緩和できるようにし
た、自動車用動力伝達装置を提供することを目的
とする。 The present invention was proposed in view of the above, and it is possible to solve the above problems by incorporating a viscous joint into the flywheel interposed between the power shaft of the engine and the friction clutch, and furthermore, by incorporating the viscous joint into the flywheel interposed between the power shaft of the engine and the friction clutch. An object of the present invention is to provide a power transmission device for an automobile that can effectively alleviate shocks caused by friction clutch operations associated with starting and shifting.
そしてこの目的を達成するために本発明は、エ
ンジンの動力軸のトルクのトルクを、フライホイ
ール及び摩擦クラツチを順次経て出力軸側に伝達
する自動車用動力伝達装置であつて、前記フライ
ホイールが、前記動力軸と一体的に回転する入力
側回転体と、この入力側回転体と協働して粘性流
体室を画成すべく前記入力側回転体に相対回転自
在に嵌合支持されると共に、前記摩擦クラツチに
一体的に連結される出力側回転体と、前記粘性流
体室内において前記入力側回転体のトルクを粘性
流体の粘性抵抗により前記出力側回転体に伝達す
る粘性継手とより構成され、この粘性継手が、前
記粘性流体室内に位置する第１の粘性摩擦回転面
を有して前記入力側回転体と共に回転する回転板
部と、前記粘性流体室内において前記第１の粘性
摩擦回転面に間隔を存して対面する第２の粘性摩
擦回転面、及び前記動力軸の回転数が高くなるに
つれて前記間隔を縮少するトルク伝達率変更機構
を備える環状のトルク伝達装置とより構成され、
前記出力側回転体が、前記粘性流体室内に前記回
転板部及びトルク伝達装置を装入し得るよう、互
いに着脱可能に結合された二部材より構成され、
その一方の部材の、前記粘性流体室に臨む内周面
に前記トルク伝達装置の外周面がスプライン嵌合
されることを特徴とする。 In order to achieve this object, the present invention provides a power transmission device for an automobile that transmits the torque of the power shaft of an engine to the output shaft side through a flywheel and a friction clutch sequentially, the flywheel comprising: an input-side rotary body that rotates integrally with the power shaft, and is fitted and supported by the input-side rotary body so as to be relatively rotatable so as to cooperate with the input-side rotary body to define a viscous fluid chamber; The friction clutch is composed of an output rotating body integrally connected to the friction clutch, and a viscous joint that transmits the torque of the input rotating body to the output rotating body within the viscous fluid chamber through viscous resistance of the viscous fluid. A viscous joint includes a rotary plate portion having a first viscous friction rotating surface located in the viscous fluid chamber and rotating together with the input side rotating body, and a rotating plate portion having a first viscous friction rotating surface located in the viscous fluid chamber, and a space between the first viscous friction rotating surface and the rotating plate portion located in the viscous fluid chamber. and a second viscous friction rotating surface facing each other with a rotation speed of the power shaft, and an annular torque transmission device including a torque transmission rate changing mechanism that reduces the distance as the rotation speed of the power shaft increases,
The output side rotating body is composed of two members detachably connected to each other so that the rotating plate part and the torque transmission device can be inserted into the viscous fluid chamber,
The outer circumferential surface of the torque transmission device is spline-fitted to the inner circumferential surface of one of the members facing the viscous fluid chamber.
以下、図面により本発明の一実施例について説
明すると、自動車においてエンジンの動力軸１の
トルクは、フライホイールＡ及び摩擦クラツチ２
２を順次経て出力軸２３に伝達され、さらにこの
出力軸２３から、図示しない変速機及び差動装置
を順次経て車輪に伝達されるようになつている。 Hereinafter, one embodiment of the present invention will be described with reference to the drawings.
2 to the output shaft 23, and from the output shaft 23 to the wheels, sequentially passing through a transmission and a differential device (not shown).
フライホイールＡは、入力側回転体３と出力側
回転体７とを有し、入力側回転体３のハブ部４の
内周側部分は例えば固着ボルトのような固着手段
２により動力軸１に固着されているとともに、ハ
ブ部４の外周面上には、出力側回転体７の内周面
が、一対の軸受８，８′及び一対のシール部材９，
９′により回転自在に嵌合支持されている。出力
側回転体７は、ボルトb1を介して相互に結合され
る第１及び第２部材７ａ，７ｂより構成されてお
り、第１部材７ａの内周部には軸受８及びシール
部材９が、また第２部材７ｂの内周部には軸受
８′及びシール部材９′がそれぞれ嵌装される。而
して上記第１，第２部材７ａ，７ｂは、入力側回
転体３と協働して環状の粘性流体室１０を画成し
ており、この粘性流体室１０内で作動する粘性継
手Ｂにより、入力側回転体３のトルクは、粘性流
体室１０内に充満されたシリコン油等の高粘性流
体の粘性抵抗の作用の下で、出力側回転体７に伝
達されるようになつている。 The flywheel A has an input-side rotary body 3 and an output-side rotary body 7, and the inner peripheral side portion of the hub portion 4 of the input-side rotary body 3 is attached to the power shaft 1 by a fixing means 2 such as a fixing bolt. A pair of bearings 8, 8' and a pair of seal members 9,
It is rotatably fitted and supported by 9'. The output side rotating body 7 is composed of first and second members 7a and 7b that are connected to each other via a bolt b1 , and a bearing 8 and a seal member 9 are provided on the inner circumference of the first member 7a. Further, a bearing 8' and a seal member 9' are respectively fitted to the inner peripheral portion of the second member 7b. The first and second members 7a and 7b cooperate with the input rotating body 3 to define an annular viscous fluid chamber 10, and the viscous joint B operates within this viscous fluid chamber 10. Therefore, the torque of the input rotating body 3 is transmitted to the output rotating body 7 under the action of viscous resistance of a high viscosity fluid such as silicone oil filled in the viscous fluid chamber 10. .
ハブ部４の外周面の中央部から半径方向外方に
向けて粘性流体室１０の内部まで突出する環状の
回転板部５の外周部は肉厚部として形成されてお
り、この肉厚部の軸方向に見て前後両面側にはそ
れぞれ粘性摩擦回転面５ａ，５a′が形成されてい
ると共に、前記肉厚部の内周端から外周端にかけ
ては、第２図に示されるように、インボリユート
形状の多数の流体案内路６が貫通している。 The outer circumferential portion of the annular rotating plate portion 5 that protrudes radially outward from the center of the outer circumferential surface of the hub portion 4 into the viscous fluid chamber 10 is formed as a thick portion. As seen in the axial direction, viscous friction rotating surfaces 5a and 5a' are formed on both front and rear surfaces, respectively, and an involute is formed from the inner circumferential end to the outer circumferential end of the thick portion, as shown in FIG. A large number of shaped fluid guide passages 6 pass through it.
粘性流体室１０内に臨んで前記回転板部５を包
囲する前記第２部材７ｂの内周面には、トルク伝
達筒１３の外周面がスプライン嵌合２０されてお
り、このトルク伝達筒１３は、第１，第２部材７
ａ，７ｂの分離時には第２部材７ｂの開放端部を
通して軸方向に抜差することができるようになつ
ている。トルク伝達筒１３の一端縁部には、前記
粘性摩擦回転面５ａと対向する粘性摩擦回転面１
１ａを備えた環状のトルク伝達板１１の外周部が
一体的に接続していると共に、トルク伝達筒１３
の他端縁寄り部分の内周部には、前記粘性摩擦回
転面５a′と対向する粘性摩擦回転面１２ａを備え
てた環状トルク伝達板１２の外周部がスプライン
嵌合１８されている。そして、粘性摩擦回転面５
ａと粘性摩擦回転面１１ａとの間、及び粘性摩擦
回転面５a′と粘性摩擦回転面１２ａとの間には、
それぞれ各粘性摩擦回転面間の間隔が相等しくな
るように弾発する例えば波型皿ばねのような弾発
ばね１９，１９′が介装されている。 The outer peripheral surface of a torque transmission cylinder 13 is spline-fitted 20 to the inner peripheral surface of the second member 7b facing into the viscous fluid chamber 10 and surrounding the rotating plate part 5. , first and second members 7
When separating a and 7b, the second member 7b can be inserted and removed in the axial direction through the open end thereof. At one end edge of the torque transmission cylinder 13, there is a viscous friction rotating surface 1 that faces the viscous friction rotating surface 5a.
The outer periphery of the annular torque transmission plate 11 with the torque transmission cylinder 13 is integrally connected.
The outer circumferential portion of an annular torque transmission plate 12 having a viscous friction rotating surface 12a facing the viscous friction rotating surface 5a' is spline-fitted 18 to the inner circumferential portion of the portion near the other end. Then, the viscous friction rotating surface 5
a and the viscous friction rotating surface 11a, and between the viscous friction rotating surface 5a' and the viscous friction rotating surface 12a,
Resilient springs 19 and 19', such as wave-shaped disc springs, are interposed, which reciprocate so that the intervals between the respective viscous friction rotating surfaces are equal to each other.
トルク伝達板１２の粘性摩擦回転面１２ａとは
反対側の外周部にはトルク伝達率変更機構１５が
配設されている。トルク伝達率変更機構１５は、
トルク伝達板１２上に形成された環状の傾斜面２
５と、トルク伝達筒１３の端縁部に外周部が固定
された抑止部材１４上に形成された環状の傾斜面
２６とを有し、これら一対の傾斜面２５，２６に
より形成された外周側が幅狭で内周側が幅広な空
隙内には、外周側が薄く内周側が厚い弧状のくさ
び部材１６が、円周方向に沿つて複数個配列さ
れ、各くさび部材１６の外周面に亘つて環状の引
張りばね１７が張設されている。そして、各くさ
び部材１６は、トルク伝達板１２上に形成された
環状のストツパ部２４により、それ以上の半径方
向内方への移動を阻止されるようになつている。
而して上記トルク伝達筒１３、トルク伝達板１
２，１１、ばね１９，１９′及びトルク伝達率変
更機構１５は、互いに協働して本発明のトルク伝
達装置Ｔを構成している。 A torque transmission rate changing mechanism 15 is disposed on the outer periphery of the torque transmission plate 12 on the side opposite to the viscous friction rotating surface 12a. The torque transmission rate changing mechanism 15 is
Annular inclined surface 2 formed on the torque transmission plate 12
5 and an annular inclined surface 26 formed on the restraining member 14 whose outer peripheral portion is fixed to the edge of the torque transmission cylinder 13, and the outer peripheral side formed by the pair of inclined surfaces 25 and 26 is A plurality of arc-shaped wedge members 16 having a thin outer circumferential side and a thick inner circumferential side are arranged in the gap having a narrow width and a wide inner circumferential side along the circumferential direction. A tension spring 17 is tensioned. Further, each wedge member 16 is prevented from moving further inward in the radial direction by an annular stopper portion 24 formed on the torque transmission plate 12.
Thus, the torque transmission cylinder 13 and the torque transmission plate 1
2, 11, springs 19, 19', and torque transmission rate changing mechanism 15 cooperate with each other to constitute the torque transmission device T of the present invention.
前記出力側回転体７の第２部材７ｂの外周部に
は、摩擦クラツチ２２の入力部材２２ａが一体的
に連結されており、この入力部材２２ａにクラツ
チ摩擦板２２ｂを介して摩擦連結される出力部材
２２ｃが前記出力軸２３がスプライン嵌合され
る。 An input member 22a of a friction clutch 22 is integrally connected to the outer periphery of the second member 7b of the output side rotating body 7, and an output that is frictionally connected to this input member 22a via a clutch friction plate 22b. The output shaft 23 is spline-fitted to the member 22c.
以上のように構成されているので、エンジンが
運転されて動力軸１が回転すると、この動力軸１
と一体的に入力側回転体３も回転するが、このと
き粘性流体室１０内の粘性流体は粘性案内路６に
沿つて回転板部５の肉厚部の内周端側から外周端
側へと流動することにより粘性流体室１０内には
粘性流体の内部循環が起こり、この内部循環によ
り粘性流体が冷却される。そして、粘性摩擦回転
面５ａと粘性摩擦回転面１１ａとの間、及び粘性
摩擦回転面５a′と粘性摩擦回転面１２ａとの間の
粘性流体の粘性抵抗により、入力側回転体３のト
ルクは、トルク伝達板１１及び１２に伝達され、
更にこれらトルク伝達板１１，１２に伝達された
トルクは、トルク伝達筒１３、第２部材７ｂへと
伝達される。このようにして入力側回転体３から
粘性継手Ｂを介して出力側回転体７に伝達された
トルクは、摩擦クラツチ２２を経て出力軸２３へ
と伝達され、さらにその出力軸２３から図示しな
い変速機及び差動装置を順次経て伝達される。 With the above configuration, when the engine is operated and the power shaft 1 rotates, the power shaft 1
The input-side rotary body 3 also rotates integrally with the viscous fluid chamber 10, but at this time, the viscous fluid in the viscous fluid chamber 10 moves from the inner circumferential end of the thick portion of the rotary plate portion 5 to the outer circumferential end along the viscous guide path 6. This causes internal circulation of the viscous fluid within the viscous fluid chamber 10, and the viscous fluid is cooled by this internal circulation. Due to the viscous resistance of the viscous fluid between the viscous friction rotating surface 5a and the viscous friction rotating surface 11a and between the viscous friction rotating surface 5a' and the viscous friction rotating surface 12a, the torque of the input side rotating body 3 is The torque is transmitted to the torque transmission plates 11 and 12,
Furthermore, the torque transmitted to these torque transmission plates 11 and 12 is transmitted to the torque transmission cylinder 13 and the second member 7b. The torque transmitted from the input side rotating body 3 to the output side rotating body 7 via the viscous joint B in this way is transmitted to the output shaft 23 via the friction clutch 22, and further from the output shaft 23 to a gear shift (not shown). The signal is transmitted sequentially through the motor and differential gear.
エンジンに急激な回転変動やトルク変動が生じ
た場合には、その変動は粘性継手Ｂにより緩和さ
れ減衰されて、出力側回転体７へは滑らかな回転
やトルクの変動として伝達される。そして、出力
側回転体７の回転数が低い間は、各くさび部材１
６が引張ばね１７の作用により半径方向内方に位
置付けられているので、各トルク伝達板１１，１
２はそれぞれ各弾発ばね１９，１９′の弾発作用
により各粘性摩擦回転面５ａ，５a′から比較的大
きく離隔した位置にあつて、粘性流体の粘性抵抗
によるトルク伝達率は比較的小さく抑えられ、ま
た、出力側回転体７の回転数が大きくなるにつれ
て、各くさび部材１６は遠心作用により引張りば
ね１７の引張り力に抗して半径方向外方へ移動
し、それに伴つてトルク伝達板１２及び抑止部材
１４が互いに離隔する方向に押圧移動されること
によつて、各トルク伝達板１１，１２はそれぞれ
各弾発ばね１９，１９′の弾発作用に抗して各粘
性摩擦回転面５ａ，５a′に一層接近し、その結
果、粘性流体の粘性抵抗によるトルク伝達率は大
きくなる。このため、エンジンのトルク変動が特
に問題とされる低回転数域においては、そのトル
クの急激な変動に起因する動力伝達系の内外にお
ける振動の発生に対する防止効果が大きく、また
高回転数域においては高い動力伝達率を確保する
ことができる。 When sudden fluctuations in rotation or torque occur in the engine, the fluctuations are relaxed and attenuated by the viscous joint B, and are transmitted to the output rotating body 7 as smooth rotation and torque fluctuations. Then, while the rotation speed of the output side rotating body 7 is low, each wedge member 1
6 is positioned radially inward by the action of the tension spring 17, so that each torque transmission plate 11,1
2 is located at a relatively large distance from each viscous friction rotating surface 5a, 5a' due to the elastic force of each elastic spring 19, 19', and the torque transmission rate due to viscous resistance of the viscous fluid is kept relatively small. Furthermore, as the rotational speed of the output rotary body 7 increases, each wedge member 16 moves radially outward against the tensile force of the tension spring 17 due to centrifugal action, and accordingly, the torque transmission plate 12 By pressing and moving the restraining members 14 in the direction away from each other, each torque transmission plate 11, 12 resists the elastic force of each elastic spring 19, 19', and moves each viscous friction rotating surface 5a. , 5a', and as a result, the torque transmission rate due to the viscous resistance of the viscous fluid increases. Therefore, in the low rotation speed range where engine torque fluctuations are a particular problem, it is highly effective in preventing vibrations inside and outside the power transmission system caused by sudden torque fluctuations, and in the high rotation speed range. can ensure high power transmission rate.
以上のように本発明の自動車用動力伝達装置
は、エンジンの動力軸のトルクを、フライホイー
ル及び摩擦クラツチを順次経て出力軸側に伝達す
る自動車用動力伝達装置であつて、前記フライホ
イールは、前記動力軸と一体的に回転する入力側
回転体と、この入力側回転体と協働して粘性流体
室を画成すべく前記入力側回転体に相対回転自在
に嵌合支持されると共に、前記摩擦クラツチに一
体的に連結される出力側回転体と、前記粘性流体
室内において前記入力側回転体のトルクを粘性流
体の粘性抵抗により前記出力側回転体に伝達する
粘性継手とより構成され、この粘性継手は、前記
粘性流体室内に位置する第１の粘性摩擦回転面を
有して前記入力側回転体と共に回転する回転板部
と、前記粘性流体室において前記第１の粘性摩擦
回転面に間隔を存して対面する第２の粘性摩擦回
転面、及び前記動力軸の回転数が高くなるにつれ
て前記間隔を縮少するトルク伝達率変更機構を備
える環状のトルク伝達装置とより構成され、前記
出力側回転体は、前記粘性流体室内に前記回転板
部及びトルク伝達装置を装入し得るよう、互いに
着脱可能に結合された二部材より構成され、その
一方の部材の、前記粘性流体室に臨む内周面に前
記トルク伝達装置の外周面がスプライン嵌合され
るので、エンジンに急激な回転変動やトルク変動
が生じても、その変動は上記粘性継手により効果
的に緩衝され、摩擦クラツチや出力軸側には直接
伝達されず、従つて上記変動に起因した摩擦クラ
ツチの寿命低下や車体振動の発生を未然に回避す
ることができる。また特に上記トルク伝達率変更
機構の特設によつて、エンジンのトルク変動が大
きくなる低回転域ではトルク伝達率を低くしてそ
のトルク変動を効果的に吸収することができ、ま
たトルク変動が然程問題とならない高回転域で
は、トルク伝達率を高くして、粘性継手による動
力伝達ロスを少なくすることができる。しかも上
記粘性継手は、自動車の発進や変速に伴う摩擦ク
ラツチ操作に起因したシヨツクをも効果的に緩衝
することができるから、乗心地向上に大いに寄与
し得る。また上記フライホイールは、これに粘性
継手を内蔵し且つ比較的大重量の摩擦クラツチを
一体的に連結したことによつて、大きな重錘を特
別に付設しなくても十分な慣性マスが得られ、し
かもフライホイール自体を粘性継手のケーシング
に兼用できるから、それだけ継手構造が簡単とな
りコストダウンに寄与し得る。さらにフライホイ
ールの出力側回転体を分離可能な前記二部材より
構成し、その一方の部材の、粘性流体室に臨む内
周面に、粘性継手の環状トルク伝達装置の外周面
をスプライン嵌合させるようにしたから、前記ト
ルク伝達率変更機構を備えるなどして構造が比較
的複雑な該トルク伝達装置を、上記出力側回転体
に後付けで簡単に装着できるようになり、装置の
組付性向上に寄与し得る。 As described above, the automotive power transmission device of the present invention is an automotive power transmission device that transmits the torque of the power shaft of the engine to the output shaft side through the flywheel and the friction clutch in sequence, and the flywheel includes: an input-side rotary body that rotates integrally with the power shaft, and is fitted and supported by the input-side rotary body so as to be relatively rotatable so as to cooperate with the input-side rotary body to define a viscous fluid chamber; The friction clutch is composed of an output rotating body integrally connected to the friction clutch, and a viscous joint that transmits the torque of the input rotating body to the output rotating body within the viscous fluid chamber through viscous resistance of the viscous fluid. The viscous joint includes a rotating plate portion having a first viscous friction rotating surface located in the viscous fluid chamber and rotating together with the input side rotating body, and a rotating plate portion having a first viscous friction rotating surface located in the viscous fluid chamber, and a rotating plate portion having a first viscous friction rotating surface located in the viscous fluid chamber. and a second viscous friction rotating surface facing each other, and an annular torque transmission device including a torque transmission rate changing mechanism that reduces the interval as the rotational speed of the power shaft increases, and the output The side rotating body is composed of two members detachably connected to each other so that the rotary plate part and the torque transmission device can be inserted into the viscous fluid chamber, and one of the members faces the viscous fluid chamber. Since the outer circumferential surface of the torque transmission device is spline-fitted to the inner circumferential surface, even if sudden fluctuations in rotation or torque occur in the engine, the fluctuations are effectively damped by the viscous joint, and the friction clutch and output are effectively damped. It is not directly transmitted to the shaft side, and therefore it is possible to avoid a reduction in the life of the friction clutch and occurrence of vehicle body vibration due to the above fluctuations. In particular, by specially providing the above-mentioned torque transmission rate changing mechanism, the torque transmission rate can be lowered in the low rotation range where the engine torque fluctuations are large, and the torque fluctuations can be effectively absorbed. In high rotation ranges where this is not a serious problem, it is possible to increase the torque transmission rate and reduce power transmission loss due to viscous joints. In addition, the viscous joint can effectively dampen the shock caused by the operation of the friction clutch when starting or changing gears of an automobile, and therefore can greatly contribute to improving riding comfort. In addition, the above flywheel has a built-in viscous joint and is integrally connected with a relatively heavy friction clutch, so that sufficient inertial mass can be obtained without the need for a special large weight. Furthermore, since the flywheel itself can be used as the casing of the viscous joint, the joint structure becomes simpler and costs can be reduced. Further, the output rotating body of the flywheel is composed of the two separable members, and the outer circumferential surface of the annular torque transmission device of the viscous joint is spline-fitted to the inner circumferential surface of one of the members facing the viscous fluid chamber. As a result, the torque transmission device, which has a relatively complicated structure and includes the torque transmission rate changing mechanism, can be easily retrofitted to the output rotating body, improving the ease of assembling the device. can contribute to
第１図は本発明の一実施例に従つた動力伝達装
置の要部縦断面図、第２図は第１図の要部正面図
である。
１……動力軸、３……入力側回転体、５ａ，５
a′……第１の粘性摩擦回転面、５……回転板部、
７……出力側回転体、７ａ，７ｂ……第１、第２
部材、１０……粘性流体室、１１ａ，１２ａ……
第２の粘性摩擦回転面、１５……トルク伝達率変
更機構、２０……スプライン嵌合、２２……摩擦
クラツチ、２３……出力軸、Ａ……フライホイー
ル、Ｂ……粘性継手、Ｔ……トルク伝達装置。
FIG. 1 is a vertical cross-sectional view of a main part of a power transmission device according to an embodiment of the present invention, and FIG. 2 is a front view of the main part of FIG. 1. 1...Power shaft, 3...Input side rotating body, 5a, 5
a'...first viscous friction rotating surface, 5...rotating plate part,
7...Output side rotating body, 7a, 7b...first, second
Member, 10... Viscous fluid chamber, 11a, 12a...
Second viscous friction rotating surface, 15... Torque transmission rate changing mechanism, 20... Spline fitting, 22... Friction clutch, 23... Output shaft, A... Flywheel, B... Viscous joint, T... ...Torque transmission device.
Claims (1)
ールＡ及び摩擦クラツチ２２を順次経て出力軸２
３側に伝達する自動車用動力伝達装置であつて、
前記フライホイールＡは、前記動力軸１と一体的
に回転する入力側回転体３と、この入力側回転体
３と協働して粘性流体室１０を画成すべく前記入
力側回転体３に相対回転自在に嵌合支持されると
共に、前記摩擦クラツチ２２に一体的に連結され
る出力側回転体７と、前記粘性流体室１０内にお
いて前記入力側回転体３のトルクを粘性流体の粘
性抵抗により前記出力側回転体７に伝達する粘性
継手Ｂとより構成され、この粘性継手Ｂは、前記
粘性流体室１０内に位置する第１の粘性摩擦回転
面５ａ，５a′を有して前記入力側回転体３と共に
回転する回転板部５と、前記粘性流体室１０内に
おいて前記第１の粘性摩擦回転面５ａ，５a′に間
隔を存して対面する第２の粘性摩擦回転面１１
ａ，１２ａ、及び前記動力軸１の回転数が高くな
るにつれて前記間隔を縮少するトルク伝達率変更
機構１５を備える環状のトルク伝達装置Ｔとより
構成され、前記出力側回転体７は、前記粘性流体
室１０内に前記回転板部５及びトルク伝達装置Ｔ
を装入し得るよう、互いに着脱可能に結合された
二部材７ａ，７ｂより構成され、その一方の部材
７ｂの、前記粘性流体室１０に臨む内周面に前記
トルク伝達装置Ｔの外周面がスプライン嵌合２０
されることを特徴とする、自動車用動力伝達装
置。1 The torque of the power shaft 1 of the engine is transferred to the output shaft 2 through the flywheel A and the friction clutch 22 in sequence.
An automotive power transmission device that transmits power to three sides,
The flywheel A includes an input rotating body 3 that rotates integrally with the power shaft 1, and a rotary body 3 that is opposed to the input rotating body 3 to cooperate with the input rotating body 3 to define a viscous fluid chamber 10. The output side rotating body 7 is rotatably fitted and supported and is integrally connected to the friction clutch 22, and the torque of the input side rotating body 3 is controlled by the viscous resistance of the viscous fluid within the viscous fluid chamber 10. and a viscous joint B that transmits the transmission to the output side rotary body 7, and this viscous joint B has first viscous friction rotation surfaces 5a and 5a' located in the viscous fluid chamber 10 and is connected to the input side. a rotating plate portion 5 that rotates together with the rotating body 3; and a second viscous friction rotating surface 11 that faces the first viscous friction rotating surfaces 5a, 5a' with a gap in the viscous fluid chamber 10.
a, 12a, and an annular torque transmission device T including a torque transmission rate changing mechanism 15 that reduces the interval as the rotational speed of the power shaft 1 increases, and the output side rotating body 7 The rotary plate portion 5 and the torque transmission device T are provided in the viscous fluid chamber 10.
It is composed of two members 7a and 7b that are removably connected to each other so that the torque transmitting device T can be loaded therein, and the outer peripheral surface of the torque transmitting device T is formed on the inner peripheral surface of one of the members 7b facing the viscous fluid chamber 10. Spline fitting 20
An automobile power transmission device characterized by:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8937781A JPS57204348A (en) | 1981-06-10 | 1981-06-10 | Power transmission device equipped with flywheel with built-in viscous coupling |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8937781A JPS57204348A (en) | 1981-06-10 | 1981-06-10 | Power transmission device equipped with flywheel with built-in viscous coupling |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57204348A JPS57204348A (en) | 1982-12-15 |
| JPS648219B2 true JPS648219B2 (en) | 1989-02-13 |
Family
ID=13968988
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8937781A Granted JPS57204348A (en) | 1981-06-10 | 1981-06-10 | Power transmission device equipped with flywheel with built-in viscous coupling |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS57204348A (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60185744U (en) * | 1984-05-21 | 1985-12-09 | トヨタ自動車株式会社 | Torque fluctuation absorption flywheel |
| JPS60188247U (en) * | 1984-05-25 | 1985-12-13 | トヨタ自動車株式会社 | Torque fluctuation absorption flywheel |
| JPH0349304Y2 (en) * | 1985-08-15 | 1991-10-22 | ||
| DE3645392B4 (en) * | 1985-09-07 | 2009-11-26 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Anti-rotation device |
| DE3645346C2 (en) * | 1985-09-07 | 1997-08-21 | Luk Lamellen & Kupplungsbau | Torsional vibration damper for flywheels |
| DE3721708C2 (en) * | 1986-07-05 | 1998-06-04 | Luk Lamellen & Kupplungsbau | Device for damping torsional vibrations |
| DE3740570A1 (en) * | 1986-12-04 | 1988-06-09 | Tochigi Fuji Sangyo Kk | Disc flywheel |
| GB2247512B (en) * | 1990-08-30 | 1995-04-05 | Usui Kokusai Sangyo Kk | Fluid clutch |
| FR2675867A1 (en) * | 1991-04-26 | 1992-10-30 | Guimbretiere Pierre | DEVICE FOR TRANSMISSION WITH A VISCOCOUPLEUR CONTROL, IN PARTICULAR FOR A MOTOR VEHICLE. |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5220224B2 (en) * | 1973-06-22 | 1977-06-02 |
-
1981
- 1981-06-10 JP JP8937781A patent/JPS57204348A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57204348A (en) | 1982-12-15 |
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