WO2012104926A1 - 捩り振動減衰装置 - Google Patents
捩り振動減衰装置 Download PDFInfo
- Publication number
- WO2012104926A1 WO2012104926A1 PCT/JP2011/000640 JP2011000640W WO2012104926A1 WO 2012104926 A1 WO2012104926 A1 WO 2012104926A1 JP 2011000640 W JP2011000640 W JP 2011000640W WO 2012104926 A1 WO2012104926 A1 WO 2012104926A1
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- WO
- WIPO (PCT)
- Prior art keywords
- rotating member
- torsional vibration
- friction
- hub member
- vibration damping
- Prior art date
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Classifications
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- 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
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
- F16D3/12—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted for accumulation of energy to absorb shocks or vibration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/129—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon characterised by friction-damping means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
- F16F15/123—Wound springs
- F16F15/1232—Wound springs characterised by the spring mounting
- F16F15/12326—End-caps for springs
- F16F15/12333—End-caps for springs having internal abutment means
Definitions
- the present invention relates to a torsional vibration damping device, and in particular, is interposed between an internal combustion engine of a vehicle and a drive system so that rotational torque is transmitted between a first rotating member and a second rotating member.
- the present invention relates to a torsional vibration damping device in which a first rotating member and a second rotating member are connected to each other via an elastic member so as to be relatively rotatable.
- a drive source such as an internal combustion engine or an electric motor and a wheel or the like are connected via a drive system having a transmission or the like, and power is transmitted from the drive source to the wheel via the drive system.
- a humming noise or a jagged noise is generated by a torsional vibration using a rotational fluctuation due to a torque fluctuation of an internal combustion engine as a vibration source.
- the jagged noise is a jagged noise generated when a pair of idling gears of a transmission gear set collides with a torsional vibration caused by a rotational fluctuation caused by a torque fluctuation of an internal combustion engine.
- the muffled noise is an abnormal noise generated in the vehicle interior due to vibration caused by torsional resonance of the drive system that uses torque fluctuation of the internal combustion engine as an excitation force, and the torsional resonance of the drive system is usually in a steady region (for example, In the case of an FF vehicle, it exists at a low vehicle speed when the rotational speed of the internal combustion engine is around 2500 rpm).
- a torsional vibration damping device is provided between the internal combustion engine and the drive system, and rotational fluctuations of the internal combustion engine are absorbed by the torsional vibration damping device so as to absorb the torsional vibration of the drive system.
- the first rotating member is composed of a clutch disk made of a friction material and a pair of disk plates fixed to the inner peripheral side of the clutch disk.
- the 2nd rotation member is comprised from the hub member, and this hub member is comprised from the boss
- the coil spring is supported by a plurality of spring housing holes formed in the flange and a spring housing portion formed in the pair of disk plates so as to face the spring housing holes.
- the coil spring When the pair of disk plates and the hub member rotate relative to each other, the coil spring is compressed in the circumferential direction of the input plate between the pair of input plates and the hub member.
- the coil spring absorbs the torsional vibration in the circumferential direction input from the pair of disk plates to the hub member, and suppresses the generation of the jagged noise.
- a hysteresis mechanism composed of a thrust member between the hub member and the pair of disk plates, a hysteresis torque based on the frictional force is generated between the hub member and the pair of disk plates, thereby It suppresses torsional resonance and reduces the indoor noise that becomes noticeable at low vehicle speeds.
- the characteristic of the rotational fluctuation of the internal combustion engine is that the rotational torque of the internal combustion engine is transmitted from the pair of disk plates to the hub member, and the hub member rotates in the positive direction relative to the pair of disk plates.
- torque is transmitted from the hub member to the pair of disk plates and the hub member is decelerated when it rotates relative to the pair of disk plates in the negative direction.
- FIG. 10 is a diagram showing the rotational fluctuation of the internal combustion engine during acceleration and deceleration. As shown in FIG. 10, the rotational fluctuation of the internal combustion engine during acceleration is large in the low speed rotation region of the internal combustion engine, and the rotational fluctuation of the internal combustion engine during deceleration is large in the high speed rotation region of the internal combustion engine.
- the conventional damper mechanism is set to the same hysteresis torque during acceleration and deceleration, when the hysteresis torque is increased, the torsional resonance of the drive system is attenuated in the low rotation region during acceleration. However, the torsional vibration may not be sufficiently damped during deceleration.
- the torsional vibration increases (shown by a broken line in FIG. 11) due to the torsional resonance of the drive system near the resonance point during acceleration. Will occur.
- This torsional resonance device can suppress the torsional resonance by increasing the hysteresis torque when accelerating, and can decrease the hysteresis torque and increase the damping force when decelerating.
- the present invention has been made to solve the conventional problems as described above, and the hysteresis torque on the positive side and the negative side can be made variable with a simple configuration, thereby improving the workability of the manufacturing work.
- An object of the present invention is to provide a torsional vibration damping device capable of preventing the manufacturing cost from increasing.
- a torsional vibration damping device includes a first rotating member, a second rotating member provided so as to be relatively rotatable with respect to the first rotating member, and the first rotating member.
- a torsional vibration damping device comprising: an elastic member that is elastically deformed between the second rotating member; and a hysteresis mechanism that frictionally contacts the first rotating member and the second rotating member.
- the hysteresis mechanism has a friction contact member on the opposing surfaces of the first rotating member and the second rotating member when the second rotating member rotates relative to the positive side with respect to the first rotating member. It is comprised from what has.
- the hysteresis mechanism is in frictional contact with the opposing surfaces of the first rotating member and the second rotating member when the second rotating member rotates relative to the first rotating member in the positive direction. It has a member.
- the positive hysteresis torque can be increased with respect to the negative hysteresis torque. Therefore, when the torsional vibration damping device is interposed between the internal combustion engine and the drive system having the transmission, the torsional resonance occurs at the time of acceleration in which the second rotating member is twisted to the positive side with respect to the first rotating member. It is possible to suppress torsional vibration when passing through a point, and it is possible to suppress the occurrence of a jagged sound or a booming sound.
- the damping force can be increased to attenuate the torsional vibration.
- the positive side (during acceleration) and the negative side (deceleration) are simply configured by adding a friction contact member that makes frictional contact when the second rotary member rotates relative to the positive side with respect to the first rotary member.
- the hysteresis torque of the torsional vibration damping device can be made variable, so that the workability of the torsional vibration damping device can be improved and the manufacturing cost of the torsional vibration damping device can be prevented from increasing.
- the friction contact member may be provided in a range in which the second rotation member rotates relative to the first rotation member by a predetermined angle relative to the first rotation member.
- hysteresis torque is reduced in the rotation region where the rotation fluctuation of the internal combustion engine is small, and the small torsional vibration is sufficiently damped.
- hysteresis torque can be increased in the rotation region of the internal combustion engine where torsional resonance occurs to suppress jarring noise and hovering noise due to torsional resonance.
- the magnitude of the hysteresis torque when the second rotating member rotates relative to the first rotating member relative to the positive side can be freely set according to the torsion angle between the first rotating member and the second rotating member. Therefore, the degree of freedom in setting hysteresis torque can be improved.
- the friction contact member may be provided on a radially opposing surface between the first rotating member and the second rotating member.
- This torsional vibration damping device has a simple configuration in which a friction contact member is simply provided on the radially opposing surfaces of the first rotating member and the second rotating member, and the positive hysteresis torque is made to be greater than the negative hysteresis torque. Can also be increased. For this reason, it can prevent that the structure of a torsional vibration damping device becomes complicated, and can prevent that the manufacturing cost of a torsional vibration damping device increases.
- the friction contact member is provided on the first rotating member, and has a curved surface identical to a rotation locus of a radially outer end of the second rotating member and has a circumference of the first rotating member.
- a guide member extending in a direction, a first friction material provided on the guide member, and provided on the second rotating member so as to be located radially inward of the guide member, And a second friction material that frictionally contacts the first friction material when the second rotation member rotates relative to the positive side with respect to the rotation member.
- This torsional vibration damping device provides positive hysteresis torque on the negative side by a simple configuration in which the first friction member, the second friction member, and the guide member are provided on the first rotation member and the second rotation member.
- the hysteresis torque can be increased.
- the first friction member is provided on the guide member having the same curved surface as the rotation locus of the radially outer end of the second rotating member and extending in the circumferential direction of the first rotating member,
- the first friction member can be reliably brought into frictional contact with the second friction member, and the hysteresis torque on the positive side can be reduced to the negative side. It can be larger than the hysteresis torque.
- the friction contact member may be provided on an axially opposed surface between the first rotating member and the second rotating member.
- This torsional vibration damping device has a simple configuration in which a friction contact member is provided on the axially opposed surfaces of the first rotating member and the second rotating member, so that the hysteresis torque on the positive side is more than the hysteresis torque on the negative side. Can be bigger. For this reason, it can prevent that the structure of a torsional vibration damping device becomes complicated, and can prevent that the manufacturing cost of a torsional vibration damping device increases.
- the friction contact member is provided on the first rotating member, and the first friction member extending a predetermined length along a circumferential direction of the first rotating member and the second rotating member.
- a second friction material that frictionally contacts the first friction material when the second rotation member rotates relative to the first rotation member relative to the first rotation member. It may be.
- This torsional vibration damping device has a simple configuration in which the first friction member and the second friction member are simply provided on the first rotating member and the second rotating member. Can also be increased.
- the hysteresis mechanism is provided extending in a circumferential direction of the first rotating member and the second rotating member, and frictionally contacts the first rotating member and the second rotating member.
- the friction contact member has a hysteresis torque generating member, and the first rotating member is adapted to a hysteresis torque when the second rotating member rotates relative to the negative side with respect to the first rotating member.
- the contact resistance may be set so that the hysteresis torque when the second rotating member is twisted to the positive side is increased.
- the torsional vibration damping device includes a hysteresis torque generating member that extends in the circumferential direction of the first rotating member and the second rotating member and frictionally contacts the first rotating member and the second rotating member. Therefore, when the frictional contact means is not in contact, hysteresis torque of the same magnitude can be generated on the positive side and the negative side.
- the second rotating member With respect to the hysteresis torque when the second rotating member rotates relative to the negative side with respect to the first rotating member, the second rotating member becomes positive with respect to the first rotating member. Since the contact resistance of the friction contact member is set so that the hysteresis torque when twisted is increased, the friction resistance member can be corrected by simply adding the friction contact member to the torsional vibration damping device having the existing hysteresis torque generating member. The hysteresis torque on the side can be made larger than the hysteresis torque on the negative side.
- a rotational torque is transmitted from the internal combustion engine to the first rotating member, and the second rotating member is mounted on the vehicle so as to output the rotational torque to the drive system, and the first rotation is performed when the vehicle is accelerated.
- the second rotating member may be twisted to the positive side with respect to the member, and the second rotating member may be twisted to the negative side with respect to the first rotating member when the vehicle is decelerated.
- the second rotating member is twisted to the positive side with respect to the first rotating member when the vehicle is accelerated, and the second rotating member is negative with respect to the first rotating member when the vehicle is decelerated. Therefore, it is possible to suppress torsional vibration when passing through the torsional resonance point during acceleration, to suppress the generation of jarrural noise and booming noise, and to increase the damping force during deceleration to reduce torsional vibration. It can be sufficiently attenuated.
- the second rotating member includes a hub member having a boss coupled to an input shaft of the drive system and a flange projecting radially outward from the boss, and the first rotating member.
- a hub member having a boss coupled to an input shaft of the drive system and a flange projecting radially outward from the boss, and the first rotating member.
- the friction contact member is configured so that the hub member is opposed to the positive side with respect to the disk plate. You may make it provide in the opposing surface of the said flange and the said disk plate when it rotates.
- This torsional vibration damping device has a simple configuration in which a friction contact member is provided on the opposing surface of the flange and the disk plate when the hub member rotates relative to the disk plate. Since the negative side (deceleration) hysteresis torque can be made variable, the workability of the torsional vibration damping device manufacturing work can be improved and the manufacturing cost of the torsional vibration damping device can be prevented from increasing. be able to.
- the hysteresis torque on the positive side and the negative side can be made variable with a simple configuration, the workability of the manufacturing work can be improved, and the increase in the manufacturing cost can be prevented.
- a torsional vibration damping device that can be provided can be provided.
- FIG. 1 is a diagram illustrating a first embodiment of a torsional vibration damping device according to the present invention, and is a cross-sectional view taken along line AA in FIG. It is a figure which shows 1st Embodiment of the torsional vibration damping device which concerns on this invention, and is a principal part front view of a torsional vibration damping device.
- FIG. 3 is a view showing a first embodiment of the torsional vibration damping device according to the present invention, and is a view taken in the direction of arrows BB in FIG. FIG.
- FIG. 3 is a diagram showing a first embodiment of the torsional vibration damping device according to the present invention, and is a view in the direction of the arrow CC in FIG. 3. It is a figure which shows 1st Embodiment of the torsional vibration damping device which concerns on this invention, and is a figure which shows the whole operation
- FIG. 1 is a diagram illustrating a first embodiment of a torsional vibration damping device according to the present invention, and is a diagram illustrating a relationship between a rotational fluctuation of an internal combustion engine and a rotational speed of the internal combustion engine.
- FIG. 13 is a cross-sectional view taken along the DD direction in FIG. 12. It is a front view of one disk plate.
- (First embodiment) 1 to 11 are views showing a first embodiment of a torsional vibration damping device according to the present invention.
- a torsional vibration damping device 10 is provided with a hub member 11 as a second rotating member, and is provided coaxially with the hub member 11 and is disposed so as to be relatively rotatable with respect to the hub member 11.
- Disk plates 16 and 17 as one rotating member, four coil springs 13 as springs that elastically connect the hub member 11 and the disk plates 16 and 17 in the circumferential direction, and the respective coil springs 13 Spring seats 31 and 32 supported by the hub member 11 are included.
- the hub member 11 includes a boss 14 and a flange 15 projecting radially outward from the boss 14.
- An input shaft 22 of a transmission included in a drive system (not shown) is provided on the inner peripheral portion of the boss 14. Splined.
- a spline 14a is formed on the outer peripheral portion of the boss 14, and a spline 15a is formed on the inner peripheral portion of the flange 15.
- the spline 14a has a predetermined gap in the circumferential direction with respect to the spline 15a. The spline is fitted through.
- a small spring 12 is interposed between the outer peripheral portion of the boss 14 and the inner peripheral portion of the flange 15, and the small spring 12 generates minute torsional vibration generated between the boss 14 and the flange 15. It is designed to absorb. At this time, the boss 14 and the flange 15 are relatively rotated by the gap in the circumferential direction of the splines 14a and 15a.
- the disc plates 16 and 17 are disposed on both sides in the axial direction of the hub member 11, and the disc plates 16 and 17 are connected by rivets 18 on the outer peripheral side in the radial direction.
- the spring accommodating hole 19 is formed by a notch formed by notching the flange 15 radially outward, and the window holes 20 and 21 are openings surrounded by the disk plates 16 and 17.
- the spring seat 31 and the spring seat 32 support the circumferential end surface of the coil spring 13 on the circumferential end portion of the spring accommodating hole 19 of the hub member 11, respectively.
- the circumferential direction is the same direction as the rotation direction of the disk plates 16, 17 and the hub member 11, and the radial direction is the same direction as the radial direction of the disk plates 16, 17 and the hub member 11.
- spring seats 31 and 32 are provided with seat seating portions 31a and 32a in which end windings are formed on the inner peripheral portion and projecting portions 31b and 32b projecting in the circumferential direction from the seat seating portions 31a and 32a.
- the seat seats 31a and 32a are formed with end windings on the inner periphery, and the end turns correspond to one or two turns on both ends of the coil spring 13 in the circumferential direction.
- the end of the coil spring 13 in the circumferential direction is seated.
- the end portion of the coil spring 13 is engaged with the end portion of the coil spring 13 while the end portion of the coil spring 13 is engaged with the end portion of the coil spring 13. Engaging engaging portions are formed, and the coil spring 13 is prevented from rotating by engaging the winding end start and end of the coil spring 13 with the end portions of the spring seats 31 and 32, respectively. Then, the coil spring 13 is attached to the spring seats 31 and 32.
- the circumferential end portions 19a and 19b of the spring accommodating hole 19 are engaged with the rear surfaces of the seat seating portions 31a and 32a of the spring seats 31 and 32, that is, the circumferential end portions 31c and 32c of the spring seats 31 and 32. It comes to match.
- the circumferential ends 19 a and 19 b of the spring accommodation hole 19 are shaped along the circumferential ends 31 c and 32 c of the spring seats 31 and 32.
- the circumferential end portions 19a and 19b are brought into close contact with and engaged with the circumferential end portions 31c and 32c of the spring seats 31 and 32, respectively.
- the spring seats 31 and 32 are biased by the circumferential end portions 19 a and 19 b of the spring accommodating hole 19 in response to the biasing force of the coil spring 13, thereby causing the circumferential end portions of the spring seats 31 and 32.
- 31 c and 32 c are engaged with the circumferential ends 19 a and 19 b of the spring accommodating hole 19 with a strong pressing force, and the spring seats 31 and 32 are attached to the flange 15 of the hub member 11.
- the window holes 20 and 21 are provided with outer support pieces 20a and 21a and window holes extending in the circumferential direction along the radially outer edges of the window holes 20 and 21, respectively.
- 20 and 21 are provided with inner support pieces 20b and 21b that extend in the circumferential direction along the radially inner edges of the disk plate 16, the outer support pieces 20a and 21a and the inner support pieces 20b and 21b.
- 17 protrudes outward in the axial direction from the surface of 17.
- the circumferential ends 20c, 21c, 20d and 21d of the window holes 20 and 21 are positioned inward in the axial direction of the disk plates 16 and 17 with respect to the outer support pieces 20a and 21a and the inner support pieces 20b and 21b.
- the circumferential ends 31c and 32c of the spring seats 31 and 32 are in contact with the circumferential ends 20c, 21c, 20d and 21d of the window holes 20 and 21, respectively.
- the spring seats 31 and 32 are provided at the circumferential ends of the circumferential ends 19 a and 19 b of the spring accommodating hole 19 and the circumferential ends 20 c, 21 c, 20 d and 21 d of the window holes 20 and 21 and the coil spring 13. It will be arranged between the surface.
- outer peripheral portions in the radial direction of the spring seats 31 and 32 are located in the outer peripheral portion in the radial direction with respect to the spring accommodating hole 19, and inward from the inner peripheral portions in the radial direction of the window holes 20 and 21.
- the inner periphery of an annular cushioning plate 23 is connected to the outer periphery of the disk plate 16, and the disk plate 16 and the cushioning plate 23 connect the disk plates 16 and 17. Rivet 18 is used.
- annular friction members 25a and 25b are fixed by rivets 24. These friction members 25a and 25b are a flywheel and a flywheel (not shown) fixed to the crankshaft of the internal combustion engine. It is located between the pressure plates of the clutch cover bolted to.
- the coil spring 13 is compressed when the hub member 11 is twisted to the positive side with respect to the disk plates 16 and 17 and when the hub member 11 is twisted to the negative side with respect to the disk plates 16 and 17. A rotational torque is transmitted between the member 11 and the disk plates 16 and 17.
- the hub member 11 is twisted to the positive side with respect to the disk plates 16 and 17 when the vehicle is accelerating, and the hub member 11 is twisted to the negative side with respect to the disk plates 16 and 17 in the engine. It is during deceleration when braking occurs.
- friction materials 26 a and 26 b as hysteresis torque generating members are interposed between the flange 15 and the disk plates 16 and 17 on the outer peripheral portion of the boss 14.
- the friction members 26a and 26b are provided so as to extend in the circumferential direction, and are supported by the disk plates 16 and 17 by being engaged with the disk plates 16 and 17, respectively.
- the friction members 26a and 26b are in frictional contact with the flange 15 and the disk plate 16 with a predetermined frictional force.
- the friction members 26a and 26b are brought into contact with the hub member 11 and the disk plate 16. Hysteresis torque is generated.
- a guide plate 33 as a guide member is integrally attached to the outer end in the radial direction of the disk plate 16, and this guide plate 33 has the same curved surface as the rotation locus of the outer end in the radial direction of the flange 15.
- the disk plate 16 extends in the circumferential direction.
- a friction material 27 as a first friction material is provided on the inner peripheral portion of the guide plate 33, and the friction material 27 faces the hub member 11.
- a friction material 28 as a second friction material is provided at the radially outer ends of all the flanges 15 positioned radially inward of the guide plate 33, and a hub member is provided with respect to the disk plates 16 and 17.
- the friction materials 27 and 28 are provided on the radially opposing surfaces of the disk plate 16 and the hub member 11 when the disk plates 16 and 17 are twisted to the positive side with respect to the hub member 11. Yes.
- the friction materials 27 and 28 and the guide plate 33 constitute a friction contact member, and the friction materials 27 and 28, the guide plate 33 and the friction materials 26a and 26b constitute a hysteresis mechanism.
- the friction member 27 is configured so that the hub member 11 is at a constant angle with respect to the disk plates 16 and 17 from the state where the hub member 11 is in a neutral position (twisting angle 0 °) to the positive side.
- the guide plate 33 is twisted by about 15 °, the circumferential center portion thereof coincides with the circumferential center portion of the friction material 28 so that the entire circumferential surface contacts the friction material 28. Is provided.
- the friction members 27 and 28 are provided in a range in which the hub member 11 rotates relative to the disk plates 16 and 17 by a certain angle on the positive side.
- the sliding resistance when the friction materials 27 and 28 come into frictional contact that is, the hysteresis torque is obtained via the friction materials 26a and 26b.
- the hysteresis torque is larger when the hub member 11 and the disk plates 16 and 17 are in frictional contact.
- the hysteresis torque when the hub member 11 is twisted to the positive side or the negative side with respect to the disk plates 16 and 17 via the friction members 26a and 26b is the same.
- the hysteresis torque when the hub member 11 is twisted to the negative side with respect to 17 is the hysteresis when the friction members 27 and 28 are in frictional contact with the disk plates 16 and 17 when the hub member 11 is twisted to the positive side. Torque increases.
- the spring seat 31 is separated from the circumferential ends 20d and 21d of the window holes 20 and 21.
- the internal combustion engine generates a hysteresis torque that changes in accordance with the torsion angle between the hub member 11 and the disk plate 16. Can be transmitted between the disk plates 16 and 17 and the hub member 11 to transmit the rotational torque of the internal combustion engine to the input shaft 22 of the transmission.
- the spring seat 32 is separated from the circumferential ends 20c and 21c.
- the disk plates 16 and 17 and the hub member 11 are in contact with each other via the friction materials 26a and 26b.
- the sliding resistance between the disk plates 16 and 17 and the hub member 11 is smaller than when twisted to the positive side, the hysteresis torque of the hub member 11 and the disk plates 16 and 17 is when twisted to the positive side. Smaller than.
- the rotational fluctuation of the internal combustion engine during acceleration is large in the low speed rotation region of the internal combustion engine, and is smaller in the high speed rotation region than in the low speed rotation region. Further, the rotational fluctuation of the internal combustion engine at the time of deceleration is large in the high rotation region of the internal combustion engine. As described above, the torque fluctuation of the internal combustion engine has different characteristics between acceleration and deceleration.
- the hub member 11 when the hub member 11 is twisted to the positive side with respect to the disk plates 16, 17, the radial surfaces of the hub member 11 and the disk plates 16, 17 are opposed to the disk plates 16, 17. Since the friction members 27 and 28 that come into frictional contact when the hub member 11 is twisted by a certain angle are provided, the hysteresis torque when the hub member 11 is twisted by a certain angle to the positive side with respect to the disk plates 16 and 17 is provided. Can be made larger than the hysteresis torque when twisted to the negative side.
- the rotational speed of the internal combustion engine increases, the rotational speed of the internal combustion engine passes through the rotational speed corresponding to the torsional resonance point (for example, around 2500 rpm in the FF vehicle).
- the torsional vibration increases due to the torsional resonance of the drive system near the resonance point, as indicated by a broken line in FIG.
- the hub member 11 is twisted with respect to the disk plates 16 and 17 in the rotational speed region where torsional resonance occurs, the friction members 27 and 28 are brought into frictional contact with each other, thereby causing the hub.
- the hysteresis torque between the member 11 and the disk plates 16 and 17 can be increased. For this reason, it is possible to suppress torsional resonance, to suppress the generation of a booming noise, and to suppress the generation of a jagged noise.
- the friction material 27 according to the present embodiment is provided in the torsion angle region between the hub member 11 and the disk plates 16 and 17 so as to come into contact with the friction material 28 in the rotation region where torsional resonance occurs.
- the friction members 27 and 28 are not provided on the radially facing surfaces of the hub member 11 and the disk plate 16.
- the member 11 and the disk plates 16 and 17 are in frictional contact with each other via the friction materials 26a and 26b.
- the torsional vibration can be attenuated in a high rotation region where the rotational fluctuation of the internal combustion engine is large at the time of deceleration, and the generation of the jagged noise can be suppressed.
- the torsional vibration damping device 10 includes the friction members 27 and 28 and the guide plate 33 that come into frictional contact when the hub member 11 rotates relative to the disk plates 16 and 17 in the positive direction. Since the hysteresis torque on the positive side (during acceleration) and the negative side (during deceleration) can be made variable with a simple configuration only, the workability of the manufacturing work of the torsional vibration damping device 10 can be improved, An increase in the manufacturing cost of the torsional vibration damping device 10 can be prevented.
- the friction contact member is provided on the disk plate 16 and has the same curved surface as the rotation trajectory of the radially outer end of the hub member 11 and extends in the circumferential direction of the disk plates 16 and 17.
- the hysteresis torque on the positive side can be made larger than the hysteresis torque on the negative side by a simple configuration in which the friction members 27 and 28 and the guide plate 33 are simply provided on the hub member 11 and the disk plate 16.
- the friction material 27 is provided on the guide plate 33 having the same curved surface as the rotation trajectory of the radially outer end of the flange 15 and extending in the circumferential direction of the disk plate 16,
- the friction material 28 can be reliably brought into frictional contact with the friction material 27, and the positive-side hysteresis torque can be made larger than the negative-side hysteresis torque.
- the friction members 27 and 28 are provided in a range in which the hub member 11 rotates relative to the disk plates 16 and 17 by a certain angle on the positive side, the twist angle between the disk plates 16 and 17 and the hub member 11 is increased.
- the hysteresis torque can be increased when the rotational speed of the internal combustion engine reaches a torsion angle that becomes a torsional resonance point.
- the hysteresis torque can be reduced to sufficiently attenuate small torsional vibrations in the rotation region where the rotational fluctuation of the internal combustion engine is small, and the hysteresis torque can be increased in the rotation region of the internal combustion engine where torsional resonance occurs to Further, it is possible to suppress the noise caused by torsional resonance.
- the magnitude of the hysteresis torque when the hub member 11 rotates relative to the disk plates 16 and 17 in the positive direction can be freely set according to the twist angle between the disk plates 16 and 17 and the hub member 11. It is possible to improve the degree of freedom in setting the hysteresis torque.
- the disk plate 16 and the hub member 11 are provided so as to extend in the circumferential direction, and include friction members 26a and 26b that frictionally contact the disk plate 16 and the hub member 11. And the hysteresis torque of the same magnitude can be generated on the negative side.
- the friction material 27 is provided in a range in which the hub member 11 rotates relative to the disc plate 16 by a certain angle on the positive side.
- the disc plate 16 is relative to the hub member 11.
- the friction material 27 may be provided in the entire rotating range.
- the friction material 27 may be extended to a region where the twist angle between the disk plates 16 and 17 and the hub member 11 is large.
- the circumferential length of the friction material 27 is such that the friction material 28 always contacts the friction material 27 when the torsion angle between the disk plates 16 and 17 and the hub member 11 is 15 ° or more. The length may be increased. In this case, the hysteresis torque of the disk plates 16 and 17 can be increased when the torsion angle of the hub member 11 is maximum during acceleration.
- (Second Embodiment) 12 to 16 are views showing a second embodiment of the torsional vibration damping device according to the present invention.
- the same members as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted. .
- the disk plate 16 is provided with a friction material 41 as a first friction material.
- the friction material 41 extends a predetermined length along the circumferential direction of the first rotation member. Yes.
- the flange 15 of the hub member 11 is provided with a friction material 42 as a second friction material.
- the friction material 42 opposes the friction material 41 in the axial direction of the hub member 11, and the disk plate When the hub member 11 is rotated relative to the positive side with respect to 16 and 17, the friction member 41 is brought into frictional contact.
- the friction members 41 and 42 are provided on the opposing surfaces in the axial direction of the flange 15 and the disk plate 16 to constitute a friction contact member.
- the friction materials 41 and 42 and the friction materials 26a and 26 constitute a hysteresis mechanism.
- the friction member 41 has a constant angle (the hub member 11 from the state in which the hub member 11 is in a neutral position (twisting angle 0 °) with respect to the disk plates 16 and 17 to the positive side with respect to the disk plates 16 and 17 ( When the guide plate 33 is twisted by about 15 °, for example, the circumferential center portion thereof coincides with the circumferential center portion of the friction material 42 so that the entire circumferential surface contacts the friction material 41. Is provided.
- the friction members 41 and 42 are provided in a range in which the hub member 11 rotates relative to the disk plates 16 and 17 by a certain angle on the positive side.
- the sliding resistance when the friction materials 41, 42 come into frictional contact that is, the hysteresis torque
- the hysteresis torque is larger when the hub member 11 and the disk plates 16 and 17 are in frictional contact.
- the hysteresis torque when the hub member 11 is twisted to the positive side or the negative side with respect to the disk plates 16 and 17 via the friction members 26a and 26b is the same.
- the hysteresis torque when the hub member 11 is twisted to the negative side with respect to 17 is the hysteresis when the friction members 41 and 42 are in frictional contact with the disk plates 16 and 17 when the hub member 11 is twisted to the positive side. Torque increases.
- the coil spring 13 is compressed to generate a hysteresis torque that changes according to the twist angle between the hub member 11 and the disk plate 16.
- the rotational fluctuation of the internal combustion engine can be buffered between the disk plates 16 and 17 and the hub member 11 to transmit the rotational torque of the internal combustion engine to the input shaft 22 of the transmission.
- the hub member 11 When the twist angle between the disk plates 16 and 17 and the hub member 11 increases, the hub member 11 further moves in the R1 direction (negative side) with respect to the disk plates 16 and 17 as the hub member 11 rotates in the R1 direction. Twist.
- the axially opposing surfaces of the hub member 11 and the disk plates 16, 17 when the hub member 11 is twisted to the positive side with respect to the disk plates 16, 17 are opposed to the disk plates 16, 17. Since the friction members 41 and 42 that come into frictional contact when the hub member 11 is twisted by a certain angle are provided, the hysteresis torque when the hub member 11 is twisted by a certain angle to the positive side with respect to the disk plates 16 and 17 is provided. Can be made larger than the hysteresis torque when twisted to the negative side.
- the rotational speed of the internal combustion engine increases, the rotational speed of the internal combustion engine passes through the rotational speed corresponding to the torsional resonance point (for example, around 2500 rpm in the FF vehicle).
- the torsional vibration increases due to the torsional resonance of the drive system near the resonance point, as indicated by a broken line in FIG.
- the hub member 11 is twisted with respect to the disk plates 16 and 17 in the rotational speed region where torsional resonance occurs, the friction members 41 and 42 are brought into frictional contact with each other.
- the hysteresis torque between the member 11 and the disk plates 16 and 17 can be increased. For this reason, it is possible to suppress torsional resonance, to suppress the generation of a booming noise, and to suppress the generation of a jagged noise.
- the friction material 42 according to the present embodiment is provided in the torsion angle region between the hub member 11 and the disk plates 16 and 17 so as to come into contact with the friction material 41 in the rotation region where torsional resonance occurs.
- the friction members 41 and 42 are not provided on the radially facing surfaces of the hub member 11 and the disk plate 16.
- the member 11 and the disk plates 16 and 17 are in frictional contact with each other via the friction materials 26a and 26b.
- the torsional vibration can be attenuated in the high-rotation region where the rotational fluctuation of the internal combustion engine is large, and the generation of the jagged noise can be suppressed.
- the torsional vibration damping device 10 includes the friction members 41 and 42 and the guide plate 33 that come into frictional contact when the hub member 11 rotates relative to the disk plates 16 and 17 in the positive direction. Since the hysteresis torque on the positive side (during acceleration) and the negative side (during deceleration) can be made variable with a simple configuration only, the workability of the manufacturing work of the torsional vibration damping device 10 can be improved, An increase in the manufacturing cost of the torsional vibration damping device 10 can be prevented.
- the friction contact member is provided on the disc plate 16, and the friction material 41 extending a predetermined length along the circumferential direction of the disc plate 16 is opposed to the disc plate 16 in the axial direction.
- the friction member 42 is provided on the opposite surface of the flange 15 and comes into frictional contact with the friction member 41 when the hub member 11 is twisted to the positive side with respect to the disk plate 16.
- the hysteresis torque on the positive side can be made larger than the hysteresis torque on the negative side by a simple configuration in which the friction members 41 and 42 are simply provided on the hub member 11 and the disk plate 16.
- the friction members 41 and 42 are provided in a range in which the hub member 11 rotates relative to the disk plates 16 and 17 by a certain angle on the positive side, the twist angle between the disk plates 16 and 17 and the hub member 11 is increased.
- the hysteresis torque can be increased when the rotational speed of the internal combustion engine reaches a torsion angle that becomes a torsional resonance point.
- the hysteresis torque can be reduced to sufficiently attenuate small torsional vibrations in the rotation region where the rotational fluctuation of the internal combustion engine is small, and the hysteresis torque can be increased in the rotation region of the internal combustion engine where torsional resonance occurs to Further, it is possible to suppress the noise caused by torsional resonance.
- the magnitude of the hysteresis torque when the hub member 11 rotates relative to the disk plates 16 and 17 in the positive direction can be freely set according to the twist angle between the disk plates 16 and 17 and the hub member 11. It is possible to improve the degree of freedom in setting the hysteresis torque.
- the disk plate 16 and the hub member 11 are provided so as to extend in the circumferential direction, and include friction members 26a and 26b that frictionally contact the disk plate 16 and the hub member 11. And the hysteresis torque of the same magnitude can be generated on the negative side.
- the friction member 41 is provided in a range in which the hub member 11 rotates relative to the disc plate 16 by a certain angle on the positive side.
- the disc plate 16 is relative to the hub member 11.
- the friction material 41 may be provided in the entire rotating range.
- the friction material 41 may be extended to a region where the twist angle between the disk plates 16 and 17 and the hub member 11 is large.
- the circumferential length of the friction material 41 is such that the friction material 42 always contacts the friction material 41 when the torsion angle between the disk plates 16 and 17 and the hub member 11 is 15 ° or more. The length may be increased. In this case, the hysteresis torque of the disk plates 16 and 17 can be increased when the torsion angle of the hub member 11 is maximum during acceleration.
- the torsional vibration damping device 10 is applied to the torsional vibration damping device 10.
- the present invention is not limited to this, and any torsional vibration damping device provided in the drive system of the vehicle may be used.
- the present invention is applied to a torsional vibration damping device such as a hybrid damper interposed between an output shaft of an internal combustion engine and a power split mechanism that splits power into an electric motor and a wheel side output shaft. May be.
- the present invention may be applied to a torsional vibration damping device such as a lockup damper interposed between a lockup clutch device of a torque converter and a transmission gear set. Further, a torsional vibration damping device may be provided between the differential case and a ring gear provided on the outer periphery of the differential case.
- a torsional vibration damping device such as a lockup damper interposed between a lockup clutch device of a torque converter and a transmission gear set.
- a torsional vibration damping device may be provided between the differential case and a ring gear provided on the outer periphery of the differential case.
- the boss 14 and the flange 15 are divided in the radial direction, and the small spring 12 is interposed between the boss 14 and the flange 15.
- the flange 15 may be integrated.
- the friction members 26a and 26b constituting a hysteresis mechanism are interposed between the hub member 11 and the disk plates 16 and 17, but the friction members 26a and 26b are eliminated. Also good.
- the torsional vibration damping device can vary the hysteresis torque on the positive side and the negative side with a simple configuration, can improve the workability of the manufacturing work, and can be manufactured at a low cost. Is increased, and is interposed between the internal combustion engine of the vehicle and the drive system, and rotational torque is transmitted between the first rotating member and the second rotating member.
- it is useful as a torsional vibration damping device or the like in which the first rotating member and the second rotating member are connected to each other via an elastic member so as to be relatively rotatable.
- Torsional vibration damping device 11 Hub member (second rotating member) 13 Coil spring (elastic member) 14 Boss 15 Flange 16, 17 Disc plate (first rotating member) 22 Input shaft 26a, 26b Friction material (hysteresis torque generating member, hysteresis mechanism) 27, 41 Friction material (first friction material, friction contact member, hysteresis mechanism) 28, 42 Friction material (second friction material, friction contact member, hysteresis mechanism) 33 Guide plate (guide member, friction contact member, hysteresis mechanism)
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Abstract
Description
(第1の実施の形態)
図1~図11は、本発明に係る捩り振動減衰装置の第1の実施の形態を示す図である。
図1、図2において、捩り振動減衰装置10は、第2の回転部材としてのハブ部材11と、ハブ部材11と同軸に設けられ、ハブ部材11に対して相対回転自在に配設される第1の回転部材としてのディスクプレート16、17と、ハブ部材11とディスクプレート16、17とを円周方向に弾性的に連結するスプリングとしての4個のコイルスプリング13と、それぞれのコイルスプリング13をハブ部材11に支持するスプリングシート31、32とを含んで構成されている。
スプリング収容孔19は、フランジ15を半径方向外方に切欠いて形成された切欠きから構成されており、窓孔20、21は、ディスクプレート16、17によって囲まれる開口である。
捩り振動減衰装置10にコイルスプリング13を収縮させるだけの回転トルクが加わらないときには、ハブ部材11とディスクプレート16、17との相対回転角度が略0となっている。
これに対して、本実施の形態では、捩り共振が発生する回転数領域でディスクプレート16、17に対してハブ部材11が捩れたときに、摩擦材27、28を摩擦接触させることにより、ハブ部材11とディスクプレート16、17とのヒステリシストルクを大きくすることができる。このため、捩り共振を抑制することができ、こもり音が発生するのを抑制することができるとともに、ジャラ音が発生するのを抑制することができる。
図12~図16は、本発明に係る捩り振動減衰装置の第2の実施の形態を示す図であり、第1の実施の形態と同一の部材には同一番号を付して説明を省略する。
また、ハブ部材11のフランジ15には第2の摩擦材としての摩擦材42が設けられており、この摩擦材42は、摩擦材41に対してハブ部材11の軸線方向に対向し、ディスクプレート16、17に対してハブ部材11が正側に相対回転したときに、摩擦材41に摩擦接触するようになっている。
車両の加速時のディスクプレート16、17とハブ部材11との動作を図15に基づいて説明する。なお、図15では、ディスクプレート16を図示していないが、ディスクプレート16は、ディスクプレート17と平行移動するので、ディスクプレート17と同じ動作をする。また、摩擦材42に斜線を付して説明する。
これに対して、本実施の形態では、捩り共振が発生する回転数領域でディスクプレート16、17に対してハブ部材11が捩れたときに、摩擦材41、42を摩擦接触させることにより、ハブ部材11とディスクプレート16、17とのヒステリシストルクを大きくすることができる。このため、捩り共振を抑制することができ、こもり音が発生するのを抑制することができるとともに、ジャラ音が発生するのを抑制することができる。
11 ハブ部材(第2の回転部材)
13 コイルスプリング(弾性部材)
14 ボス
15 フランジ
16、17 ディスクプレート(第1の回転部材)
22 入力軸
26a、26b 摩擦材(ヒステリシストルク発生部材、ヒステリシス機構)
27、41 摩擦材(第1の摩擦材、摩擦接触部材、ヒステリシス機構)
28、42 摩擦材(第2の摩擦材、摩擦接触部材、ヒステリシス機構)
33 ガイドプレート(ガイド部材、摩擦接触部材、ヒステリシス機構)
Claims (9)
- 第1の回転部材と、前記第1の回転部材に対して相対回転自在に設けられた第2の回転部材と、前記第1の回転部材と前記第2の回転部材との間に設けられ、前記第1の回転部材に対して前記第2の回転部材が正側および負側に相対回転したときに前記第1の回転部材および前記第2の回転部材との間で弾性変形される弾性部材と、前記第1の回転部材と前記第2の回転部材とを摩擦接触させるヒステリシス機構とを備えた捩り振動減衰装置であって、
前記ヒステリシス機構は、前記第1の回転部材に対して前記第2の回転部材が正側に相対回転したときの前記第1の回転部材および前記第2の回転部材の対向面に摩擦接触部材を有することを特徴とする捩り振動減衰装置。 - 前記摩擦接触部材が、前記第1の回転部材に対して前記第2の回転部材が正側に一定の角度だけ相対回転する範囲に設けられることを特徴とする請求項1に記載の捩り振動減衰装置。
- 前記摩擦接触部材が、前記第1の回転部材と前記第2の回転部材との半径方向の対向面に設けられることを特徴とする請求項1または請求項2に記載の捩り振動減衰装置。
- 前記摩擦接触部材が、前記第1の回転部材に設けられ、前記第2の回転部材の半径方向外端の回転軌跡と同一の曲面を有して前記第1の回転部材の円周方向に延在するガイド部材と、前記ガイド部材に設けられた第1の摩擦材と、
前記ガイド部材の半径方向内方に位置するようにして前記第2の回転部材に設けられ、前記第1の回転部材に対して前記第2の回転部材が正側に相対回転した場合に前記第1の摩擦材に摩擦接触する第2の摩擦材とを含んで構成されることを特徴とする請求項3に記載の捩り振動減衰装置。 - 前記摩擦接触部材が、前記第1の回転部材と前記第2の回転部材との軸線方向の対向面に設けられることを特徴とする請求項1または請求項2に記載の捩り振動減衰装置。
- 前記摩擦接触部材は、前記第1の回転部材に設けられ、前記第1の回転部材の円周方向に沿って所定長延在する第1の摩擦材と、前記第2の回転部材に設けられ、前記第1の回転部材に対して前記第2の回転部材が正側に相対回転した場合に前記第1の摩擦材に摩擦接触する第2の摩擦材とを含んで構成されることを特徴とする請求項5に記載の捩り振動減衰装置。
- 前記ヒステリシス機構は、前記第1の回転部材および前記第2の回転部材の円周方向に延在して設けられ、前記第1の回転部材および前記第2の回転部材を摩擦接触させるヒステリシストルク発生部材を有し、
前記摩擦接触部材は、前記第1の回転部材に対して前記第2の回転部材が正側に相対回転したときのヒステリシストルクに対して、前記第1の回転部材が前記第2の回転部材に対して正側に捩れたときのヒステリシストルクが大きくなるように接触抵抗が設定されることを特徴とする請求項1ないし請求項6のいずれか1の請求項に記載の捩り振動減衰装置。 - 前記第1の回転部材に内燃機関から回転トルクが伝達され、第2の回転部材が駆動系に回転トルクを出力するように車両に搭載され、
前記車両の加速時に前記第1の回転部材に対して前記第2の回転部材が正側に捩れ、前記車両の減速時に前記第1の回転部材に対して前記第2の回転部材が負側に捩れることを特徴とする請求項1ないし請求項7のいずれか1の請求項に記載の捩り振動減衰装置。 - 前記第2の回転部材が、前記駆動系の入力軸に連結されたボスおよび前記ボスから半径方向外方に突出するフランジを有するハブ部材を含んで構成され、
前記第1の回転部材が、前記ハブ部材の軸線方向両側に設けられ、前記内燃機関から動力が伝達されるディスクプレートを含んで構成され、
前記摩擦接触部材は、前記ハブ部材が前記ディスクプレートに対して正側に相対回転したときの前記フランジと前記ディスクプレートの対向面に設けられることを特徴とする請求項1ないし請求項8のいずれか1の請求項に記載の捩り振動吸収装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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US13/981,429 US9091304B2 (en) | 2011-02-04 | 2011-02-04 | Torsional vibration attenuation apparatus |
JP2012555570A JP5472490B2 (ja) | 2011-02-04 | 2011-02-04 | 捩り振動減衰装置 |
PCT/JP2011/000640 WO2012104926A1 (ja) | 2011-02-04 | 2011-02-04 | 捩り振動減衰装置 |
CN201180066611.0A CN103339407B (zh) | 2011-02-04 | 2011-02-04 | 扭转振动衰减装置 |
EP11857840.0A EP2672141A4 (en) | 2011-02-04 | 2011-02-04 | DEVICE FOR CONTROLLING TORSION VIBRATIONS |
Applications Claiming Priority (1)
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PCT/JP2011/000640 WO2012104926A1 (ja) | 2011-02-04 | 2011-02-04 | 捩り振動減衰装置 |
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WO2012104926A1 true WO2012104926A1 (ja) | 2012-08-09 |
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PCT/JP2011/000640 WO2012104926A1 (ja) | 2011-02-04 | 2011-02-04 | 捩り振動減衰装置 |
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US (1) | US9091304B2 (ja) |
EP (1) | EP2672141A4 (ja) |
JP (1) | JP5472490B2 (ja) |
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WO2014108951A1 (ja) * | 2013-01-11 | 2014-07-17 | トヨタ自動車株式会社 | 捩り振動低減装置 |
US20160033002A1 (en) * | 2013-04-25 | 2016-02-04 | Aisin Seiki Kabushiki Kaisha | Damper apparatus |
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JP5656949B2 (ja) * | 2012-10-01 | 2015-01-21 | トヨタ自動車株式会社 | 車両のダンパ装置 |
JP6471486B2 (ja) * | 2014-12-16 | 2019-02-20 | アイシン精機株式会社 | ダンパ装置 |
WO2017063648A1 (de) * | 2015-10-12 | 2017-04-20 | Schaeffler Technologies AG & Co. KG | Drehschwingungsdämpfer |
JP6822113B2 (ja) * | 2016-12-13 | 2021-01-27 | アイシン精機株式会社 | ダンパ装置 |
CN108953414B (zh) * | 2017-05-18 | 2021-11-16 | 舍弗勒技术股份两合公司 | 离合器从动盘及离合器 |
CN107401563B (zh) * | 2017-08-07 | 2023-06-06 | 珠海格力节能环保制冷技术研究中心有限公司 | 摩擦片组件及制动器 |
JP7458697B2 (ja) * | 2018-07-17 | 2024-04-01 | 株式会社エクセディ | 動力伝達システム、及び減衰機構 |
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2011
- 2011-02-04 WO PCT/JP2011/000640 patent/WO2012104926A1/ja active Application Filing
- 2011-02-04 EP EP11857840.0A patent/EP2672141A4/en not_active Withdrawn
- 2011-02-04 JP JP2012555570A patent/JP5472490B2/ja not_active Expired - Fee Related
- 2011-02-04 CN CN201180066611.0A patent/CN103339407B/zh not_active Expired - Fee Related
- 2011-02-04 US US13/981,429 patent/US9091304B2/en not_active Expired - Fee Related
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JP2000130513A (ja) * | 1998-10-28 | 2000-05-12 | Automotive Prod Plc | ねじり振動減衰装置 |
JP2002106640A (ja) * | 2000-09-29 | 2002-04-10 | Exedy Corp | ダンパー機構 |
JP2010053922A (ja) * | 2008-08-27 | 2010-03-11 | Aisin Seiki Co Ltd | ダンパ装置 |
Non-Patent Citations (1)
Title |
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See also references of EP2672141A4 * |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2014108951A1 (ja) * | 2013-01-11 | 2014-07-17 | トヨタ自動車株式会社 | 捩り振動低減装置 |
US20160033002A1 (en) * | 2013-04-25 | 2016-02-04 | Aisin Seiki Kabushiki Kaisha | Damper apparatus |
US9739340B2 (en) * | 2013-04-25 | 2017-08-22 | Aisin Seiki Kabushiki Kaisha | Damper apparatus |
Also Published As
Publication number | Publication date |
---|---|
US9091304B2 (en) | 2015-07-28 |
JP5472490B2 (ja) | 2014-04-16 |
CN103339407B (zh) | 2015-04-01 |
JPWO2012104926A1 (ja) | 2014-07-03 |
EP2672141A1 (en) | 2013-12-11 |
US20130310184A1 (en) | 2013-11-21 |
EP2672141A4 (en) | 2014-12-17 |
CN103339407A (zh) | 2013-10-02 |
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