Damping device

Abstract

The present application provides a damping device which does not impair the driving performance and is capable of suppressing damage to each part even when a large-amplitude torsional vibration is input in the positive-side torsional region. The damping device is provided with a large hysteresis mechanism (50) which generates a large hysteresis torque and a hysteresis suppression mechanism (60). In the positive-side torsional region, the hysteresis suppression mechanism (60) stops the operation of the large hysteresis mechanism from the neutral position to a first torsional angle and causes the large hysteresis mechanism to operate from the first torsional angle to the maximum torsional angle when operating from the neutral position toward the maximum torsional angle, and stops the operation of the large hysteresis mechanism from the maximum torsional angle to a second torsional angle smaller than the first torsional angle and causes the large hysteresis mechanism to operate from the second torsional angle to the neutral position when operating from the maximum torsional angle toward the neutral position.

Description

Technical Field

[0001] This invention relates to a vibration damping device for vehicles. Background Technology

[0002] As a vibration damping device for hybrid vehicles, the vibration damping device shown in Patent Document 1 has been proposed. This vibration damping device is disposed between the engine and the drive unit with a built-in electric motor, and has a small hysteresis mechanism and a large hysteresis mechanism.

[0003] Furthermore, a small hysteresis torque is always generated in the torsional angle region on the positive side from which torque is transmitted from the engine side. Therefore, for example, a large hysteresis torque does not switch during engine idling, and the small amplitude torsional vibrations during idling can be efficiently attenuated by the small hysteresis torque.

[0004] Patent Document 1: Japanese Patent Application Publication No. 2014-70713

[0005] In hybrid vehicles that combine an engine and an electric motor, the engine starts by increasing the speed of the drive unit via the electric motor. During engine startup, torque fluctuates significantly, and the input-side and output-side rotating bodies twist within the range of their maximum torsional angles on the positive and negative sides.

[0006] In this situation, in the damping device of Patent Document 1, since only a small hysteresis torque is always generated in the torsional angle region on the positive side, the limiting mechanism operates frequently, and the impact increases. Therefore, the limiting mechanism is easily damaged. In addition, depending on the degree of the small hysteresis torque, driving performance may be impaired.

[0007] Furthermore, if the input-side rotating body and the output-side rotating body twist between the torsion region on the positive side and the torsion region on the negative side, which sandwich the neutral position, the direction of relative rotation of the two rotating bodies will change. At this time, the abutting parts of the two rotating bodies (e.g., the end face of the torsion spring and the window portion of the two rotating bodies) switch between the positive and negative sides. In such a case, when only a small hysteresis torque is generated in the torsion region on the positive side, as shown in Patent Document 1, the impact on the abutting parts increases. Summary of the Invention

[0008] The technical problem of the present invention is that it can suppress damage to various parts without impairing driving performance, and even when large-amplitude torsional vibrations are input into the torsional region on the front side.

[0009] (1) The vibration damping device of the present invention is a device mounted on a vehicle, which transmits torque from a drive source to the output side. The vibration damping device includes an input-side rotating body, an output-side rotating body, a damping section, a first friction mechanism, and a friction control mechanism. The output-side rotating body is capable of rotating relative to the input-side rotating body. The damping section elastically connects the input-side rotating body and the output-side rotating body in the rotational direction. The first friction mechanism generates a first hysteresis torque when the input-side rotating body and the output-side rotating body rotate relative to each other. The friction control mechanism controls the operation of the first friction mechanism.

[0010] In addition, in the torsional region on the positive side where torque is transmitted from the drive source, the friction control mechanism causes the first friction mechanism to operate as follows.

[0011] • When moving from the neutral position where the input-side rotating body and the output-side rotating body do not rotate relative to each other toward the maximum torsion angle, the operation of the first friction mechanism is stopped from the neutral position to the first torsion angle, and the operation of the first friction mechanism is started from the first torsion angle to the maximum torsion angle.

[0012] • When moving from the maximum torsion angle toward the neutral position, the operation of the first friction mechanism is stopped from the maximum torsion angle to the second torsion angle, which is smaller than the first torsion angle, and the operation of the first friction mechanism is resumed from the second torsion angle to the neutral position.

[0013] In this device, in the torsional region on the positive side, the first friction mechanism stops operating from the neutral position up to the first torsional angle. That is, since no first hysteresis torque is generated in this angular region, driving performance is improved. On the other hand, in the region beyond the first torsional angle, the first friction mechanism operates, generating the first hysteresis torque. Therefore, for vibrations with large amplitudes, the vibration is suppressed by the first hysteresis torque, preventing the movement limiting mechanism from operating. Furthermore, even if the movement limiting mechanism operates, impacts within the movement limiting mechanism can be suppressed.

[0014] Furthermore, as the input-side and output-side rotating bodies twist from the maximum twist angle toward the neutral position, the first friction mechanism operates from the second twist angle to the neutral position. That is, a first hysteresis torque is generated in this angular region. Therefore, when the two rotating bodies twist from the positive side to the negative side, frictional resistance is generated near the neutral position. Thus, the impact of the contact parts of each component when the twisting region switches from the positive side to the negative side can be suppressed.

[0015] (2) Preferably, the non-operational angle range from the neutral position to the first torsion angle is the same as the non-operational angle range from the maximum torsion angle to the second torsion angle. In this case, the structure becomes simpler compared to the case where the two non-operational angle ranges are different.

[0016] (3) Preferably, the non-operation angle range is wider than the operation angle range from the first torsion angle to the maximum torsion angle and the operation angle range from the second torsion angle to the neutral position. Here, in the torsion region on the positive side, since the area where the first hysteresis torque is not generated is wider, the driving performance is further improved.

[0017] (4) Preferably, within the range of torque variation transmitted from the drive source that corresponds to the non-operation angle range, the friction control mechanism stops the operation of the first friction mechanism throughout the entire angle range from the neutral position to the maximum torsion angle.

[0018] (5) Preferably, it further comprises a second friction mechanism that generates a second hysteresis torque smaller than the first hysteresis torque over the entire angular range of relative rotation between the input-side rotating body and the output-side rotating body.

[0019] Here, in the entire torsional region on both the positive and negative sides of the two rotating bodies, the smaller second hysteresis torque is generated, thus effectively damping vibrations with small amplitudes.

[0020] (6) Preferably, in the torsional region on the negative side from which torque is transmitted from the output side, the friction control mechanism causes the first friction mechanism to operate as follows.

[0021] • When moving from the neutral position toward the maximum torsion angle, the operation of the first friction mechanism is stopped from the neutral position to the third torsion angle, and the operation of the first friction mechanism is resumed from the third torsion angle to the maximum torsion angle.

[0022] • When moving from the maximum torsion angle toward the neutral position, the operation of the first friction mechanism is stopped from the maximum torsion angle to the fourth torsion angle, which is larger than the third torsion angle, and the operation of the first friction mechanism is resumed from the fourth torsion angle to the neutral position.

[0023] In this device, in the torsion region on the negative side, when torturing from the neutral position toward the maximum torsion angle, if the torsion angle exceeds the third torsion angle, a first hysteresis torque is generated. Additionally, when torturing from the maximum torsion angle toward the neutral position, a first hysteresis torque is generated from a fourth torsion angle (larger than the third torsion angle region) back to the neutral position.

[0024] That is, in the torsional region on the negative side, the region where the first hysteresis torque is generated overlaps when torturing from the neutral position toward the maximum torsional angle and when torturing toward the opposite side. Therefore, generating the first hysteresis torque in a wide angular region can effectively attenuate vibrations with large amplitudes input from the output side.

[0025] (7) Preferably, the driving source is an engine, and an electric motor is provided on the output side for starting the engine and driving the vehicle.

[0026] (8) Preferably, the input-side rotating body has a first plate and a second plate, which are axially spaced apart by a predetermined interval and arranged opposite to each other, and are fixed in such a way that they cannot move axially or rotate relative to each other. Additionally, the output-side rotating body has a flange, which is configured to be sandwiched between the first plate and the second plate. Furthermore, a first friction mechanism is disposed between at least one of the first plate and the second plate and the flange axially.

[0027] (9) Preferably, the first friction mechanism has a friction plate and a force-applying component. The friction plate rotates together with the output-side rotating body within a specified angle range and is able to make frictional contact with the input-side rotating body. The force-applying component makes the friction plate make pressure contact with the input-side rotating body.

[0028] (10) Preferably, the friction control mechanism has a notch and an abutment portion. The notch is formed on one of the output-side rotating body and the friction plate in a circumferential direction within a predetermined angle range. The abutment portion is disposed within the notch on the other of the output-side rotating body and the friction plate, separated by a predetermined gap. Furthermore, the friction plate is capable of rotating relative to the output-side rotating body within the range of the gap.

[0029] (11) Other aspects of the present invention relate to a vibration damping device mounted on a vehicle, which transmits torque from a drive source to the output side. The vibration damping device includes an input-side rotating body, an output-side rotating body, a damping section, and a friction mechanism. The output-side rotating body is rotatable relative to the input-side rotating body. The damping section elastically connects the input-side rotating body and the output-side rotating body in the rotational direction. The friction mechanism generates a hysteresis torque when the input-side rotating body and the output-side rotating body rotate relative to each other.

[0030] Furthermore, the friction mechanism includes a small friction mechanism and a large friction mechanism. The small friction mechanism generates a small hysteresis torque, while the large friction mechanism generates a large hysteresis torque that is greater than the small hysteresis torque. In the torsional region on the positive side where torque is transmitted from the drive source, the small friction mechanism generates a small hysteresis torque within a first angular range when it moves from a neutral position (where the input-side rotating body and the output-side rotating body do not rotate relative to each other) toward a first torsional angle. In the torsional region on the positive side, the large friction mechanism generates a large hysteresis torque that is greater than the small hysteresis torque within a second angular range (narrower than the first angular range) when it moves from the first torsional angle toward the maximum torsional angle.

[0031] (12) Preferably, in the torsional region on the negative side where torque is transmitted from the output side, the small friction mechanism generates a small hysteresis torque within a third angle range when operating from the neutral position toward the third torsional angle. Furthermore, in the torsional region on the negative side where torque is transmitted from the output side, the large friction mechanism generates a large hysteresis torque greater than the small hysteresis torque within a fourth angle range that is wider than the third angle range when operating from the third torsional angle toward the maximum torsional angle.

[0032] Invention Effects

[0033] In the present invention as described above, driving performance is not impaired, and damage to various parts can be suppressed even when large-amplitude torsional vibrations are input into the torsional region on the front side. Attached Figure Description

[0034] Figure 1 This is a block diagram of a vehicle equipped with a vibration damping device according to an embodiment of the present invention.

[0035] Figure 2 This is a cross-sectional view of the vibration damping device.

[0036] Figure 3 This is the front view of the vibration damping device.

[0037] Figure 4 This is the front view of the splined hub.

[0038] Figure 5 yes Figure 2 A magnified view of a portion of the image.

[0039] Figure 6 This is the main view of the first intermediate component.

[0040] Figure 7 This is a line graph showing the torsional characteristics of the vibration damping device.

[0041] Figure 8 This is the main view of the second intermediate component.

[0042] Figure 9 yes Figure 3 A magnified view of a portion of the image.

[0043] Figure 10 (a) to (i) are schematic diagrams used to illustrate the operation of the vibration damping device.

[0044] Explanation of reference numerals in the attached figures

[0045] 1… Vibration damping device; 2… Engine; 3… Electric motor; 12… Clutch plate (first plate, input-side rotating body); 13… Holding plate (second plate, input-side rotating body); 20… Splined hub (output-side rotating body); 22… Flange; 24… Cutout; 30… Torsion spring (vibration damping part); 40… Small hysteresis mechanism (second friction mechanism); 41… First intermediate component; 41b… Disc part; 41c… Abutting part; 50… Large hysteresis mechanism (first friction mechanism); 51… Second intermediate component; 51a… Disc part; 52… Second conical spring; 60… Hysteresis suppression mechanism (friction control mechanism). Detailed Implementation

[0046] Vehicle block diagram

[0047] Figure 1 This is a block diagram of a vehicle equipped with a vibration damping device according to an embodiment of the present invention. Additionally, Figure 2 and Figure 3 These are cross-sectional and front views of the vibration damping device. The vibration damping device 1 is positioned between the engine 2, which serves as the drive source, and the power transmission device 4, which includes an electric motor 3. Torque from the engine 2 is transmitted to the power transmission device 4 via the vibration damping device 1, and then further to the wheels. Figure 2 OO is the rotation axis of vibration damping device 1.

[0048] Vibration damping device 1

[0049] The vibration damping device 1 includes an input-side rotating body 10, a splined hub 20 (an example of an output-side rotating body), multiple torsion springs 30 (an example of a damping unit), a small hysteresis mechanism 40 (an example of a second friction mechanism), a large hysteresis mechanism 50 (an example of a first friction mechanism), and a hysteresis suppression mechanism 60 (an example of a friction control mechanism).

[0050] Input side rotating body 10

[0051] The input-side rotating body 10 has a drive plate 11, a clutch plate 12, and a retaining plate 13. Hereinafter, these drive plates 11, clutch plates 12, and retaining plates 13 will sometimes be collectively referred to as "input-side plate 10".

[0052] The drive plate 11 is formed in a disc shape and also in an annular shape, with its outer periphery fixed to a component on the engine side (not shown). Four fixing portions 11a are formed on the inner periphery of the drive plate 11. Each fixing portion 11a extends radially inward from the inner periphery of the drive plate 11 and has a predetermined width in the circumferential direction. Furthermore, this fixing portion 11a is fixed to the clutch plate 12 and the retaining plate 13 (details will be described later).

[0053] The clutch plate 12 and the retaining plate 13 are formed in a disc shape and an annular shape, and are arranged opposite to each other in the axial direction. Four connecting portions 12a and 13a, which are stamped close to each other, are formed on the outer periphery of the clutch plate 12 and the retaining plate 13. These connecting portions 12a and 13a are formed at positions corresponding to the fixing portion 11a of the drive plate 11, and their circumferential width is greater than the width of the fixing portion 11a. Thus, the fixing portion 11a of the drive plate 11 is clamped between the clutch plate 12 and the retaining plate 13 by the connecting portions 12a and 13a, and they are fixed by rivets 14. Therefore, the clutch plate 12 and the retaining plate 13 cannot move relative to each other in the axial direction, and also cannot rotate relative to each other.

[0054] The clutch plate 12 and the retaining plate 13 each have four windows 12b and 13b in opposite positions. Each window 12b and 13b is composed of a hole that extends through in the axial direction and a raised portion that stands outward in the axial direction at its edge. In addition, four engaging holes 13c are formed on the inner periphery of the retaining plate 13.

[0055] A first bushing 15 is disposed on the inner periphery of the retaining plate 13, on the side of the clutch plate 12. The first bushing 15 is an annular resin component, and four axially protruding engagement protrusions 15a are provided on the side of the retaining plate 13. The engagement protrusions 15a engage with engagement holes 13c of the retaining plate 13, and the first bushing 15 rotates together with the retaining plate 13.

[0056] Splined hub 20

[0057] The splined hub 20 has a cylindrical hub 21 and a flange 22 extending radially outward from its outer circumference. The hub 21 is inserted into the center hole of the clutch plate 12 and the retaining plate 13. A spline hole 21a for spline connection of a power transmission device shaft (not shown) is formed in the center of the hub 21. The flange 22 is disposed axially between the clutch plate 12 and the retaining plate 13. The flange 22 has four window holes 22b at positions corresponding to the window portions 12b and 13b of the clutch plate 12 and the retaining plate 13.

[0058] like Figure 3 as well as Figure 4 As shown, four limiting claws 23 protruding radially outward are formed on the outer periphery of the flange 22. Each limiting claw 23 is located at the center in the width direction of each window 22b, and further positioned between the two fixing portions 11a of the drive plate 11 in the rotational direction. Thus, if the splined hub 20 rotates relative to the input side plate 10 by a predetermined angle, the limiting claws 23 abut against the connecting portions 12a and 13a of the clutch plate 12 and the retaining plate 13, thereby stopping the relative rotation between the input side plate 10 and the splined hub 20. That is, the connecting portions 12a and 13a and the limiting claws 23 constitute a limiting mechanism that restricts the relative rotation between the input side plate 10 and the splined hub 20 within a predetermined range.

[0059] Additionally, a cutout 24 with a predetermined width in the circumferential direction is formed on the inner periphery of the window opening 22b. The cutout 24 is configured to be further inward than the torsion spring 30 housed in the window opening 22b, and has a shape that expands from the radially inward side to the outer side.

[0060] Torsion spring 30

[0061] The torsion spring 30 is housed in the window opening 22b of the splined hub 20 and supported by the window portions 12b and 13b of the clutch plate 12 and the retaining plate 13. Each torsion spring 30 is housed in the window portions 12b and 13b and the window opening 22b in a free, uncompressed state without gaps. That is, both ends of each torsion spring 30 abut against the wall surfaces of the window portions 12b and 13b and the window opening 22b.

[0062] Small delay institutions 40

[0063] The small hysteresis mechanism 40 generates a relatively small hysteresis torque (an example of a second hysteresis torque) across the entire torsional angle region during the relative rotation of the input side plate 10 and the splined hub 20. For example... Figure 5 As shown in the enlarged view, the small hysteresis mechanism 40 has a first intermediate component 41, a second bushing 42, and a first conical spring 43.

[0064] like Figure 5 as well as Figure 6 As shown, the first intermediate component 41 is a disc-shaped component, having a cylindrical portion 41a, a disc portion 41b, four abutting portions 41c, and four engaging protrusions 41d. The cylindrical portion 41a is disposed on the outer peripheral surface of the hub 21 of the splined hub 20. Specifically, the inner peripheral surface of the cylindrical portion 41a is disposed on the outer peripheral surface of the hub 21 on the side of the clutch plate 12. The disc portion 41b is formed to extend radially at one end of the cylindrical portion 41a. The disc portion 41b is disposed between the inner peripheral portion of the clutch plate 12 and the flange 22 of the splined hub 20 in the axial direction. Each abutting portion 41c is formed to protrude toward the retaining plate 13 on the outer peripheral portion of the disc portion 41b. Each abutting portion 41c has the same shape and, when viewed from the front, presents a triangular shape with its inner peripheral side as the vertex. The four abutting portions 41c are arranged at equal intervals in the circumferential direction. Each engaging protrusion 41d is formed at the center of the abutment portion 41c to further protrude toward the retaining plate 13.

[0065] The second bushing 42 is disposed on the outer peripheral surface of the hub 21 of the splined hub 20 on the retaining plate 13 side. A disc-shaped friction portion 42a is provided at one end of the second bushing 42. The friction portion 42a is formed to extend radially from one end of the second bushing 42. The side of the friction portion 42a abuts against the flange 22 of the splined hub 20.

[0066] The first conical spring 43 is disposed between the end of the second bushing 42 on the other side and the axial portion of the inner periphery of the retaining plate 13. Through the first conical spring 43, the friction portion 42a of the second bushing 42 is in pressure contact with the flange 22 of the spline hub 20.

[0067] In the structure described above, the side of the disk portion 41b of the first intermediate component 41 comes into frictional contact with the side of the flange 22, generating a hysteresis torque. Additionally, the friction portion 42a of the second bushing 42 comes into frictional contact with the side of the flange 22, generating a hysteresis torque. A small hysteresis torque is achieved through these hysteresis torques.

[0068] Large delay mechanism 50

[0069] like Figure 7 As shown, the large hysteresis mechanism 50 generates a large hysteresis torque (an example of the first hysteresis torque) that is larger than the small hysteresis torque in the following torsional region.

[0070] (1) In the torsion region on the positive side, when the operation is performed from the neutral position (0°) where the input side plate 10 and the spline hub 20 are not rotated relative to each other towards the maximum torsion angle (25°), the torsion region from the first torsion angle (15°) to the maximum torsion angle.

[0071] (2) In the torsion zone on the positive side, when moving from the maximum torsion angle toward the neutral position, the torsion zone from the second torsion angle (10°) smaller than the first torsion angle (15°) to the neutral position.

[0072] (3) In the torsion zone on the negative side, when moving from the neutral position toward the maximum torsion angle (25°), the torsion zone from the third torsion angle (4°) to the maximum torsion angle.

[0073] (4) In the torsion zone on the negative side, when moving from the maximum torsion angle toward the neutral position, the torsion zone from the fourth torsion angle (21°), which is larger than the third torsion angle (4°), to the neutral position.

[0074] It should be noted that the "positive torsion region" refers to the region where the input side plate 10 and splined hub 20 twist when torque is transmitted from the engine. Conversely, the "negative torsion region" refers to the region where the input side plate 10 and splined hub 20 twist in the opposite direction to the positive side when torque is transmitted from the output side.

[0075] The large hysteresis mechanism 50 has a second intermediate component 51 and a second conical spring 52.

[0076] like Figure 5 as well as Figure 8As shown, the second intermediate component 51 has an annular disc portion 51a and four support portions 51b protruding radially outward from the disc portion 51a. The disc portion 51a is mounted on the abutment portion 41c of the first intermediate component 41. More specifically, the disc portion 51a is mounted on the front end face of the abutment portion 41c, and the engaging protrusion 41d at the front end of the abutment portion 41c is inserted into the four holes 51c formed in the disc portion 51a. That is, the second intermediate component 51 operates integrally with the first intermediate component 41. Therefore, the first intermediate component 41 and the second intermediate component will sometimes be referred to below as "intermediate components 41, 51". In addition, a torsion spring 30 is housed between the four support portions 51b in the circumferential direction. Here, the two ends of the torsion spring 30 abut against the support portions 51b.

[0077] The second conical spring 52 is disposed axially between the first bushing 15 and the inner periphery of the retaining plate 13. The second conical spring 52 causes the first bushing 15 to pressurize against the second intermediate member 51, and causes the clutch plate 12 to pressurize against the disc portion 41b of the first intermediate member 41 via the retaining plate 13.

[0078] In the structure described above, the side of the disc portion 51a of the second intermediate component 51 frictionally contacts the side of the first bushing 15, generating a hysteresis torque. Additionally, the side of the clutch plate 12 frictionally contacts the side of the disc portion 41b of the first intermediate component 41, generating a hysteresis torque. Here, the frictional force (hysteresis torque) generated between the disc portion 41b of the first intermediate component 41 and the clutch plate 12 is configured to be greater than the frictional force (a portion of the small hysteresis torque) generated between the disc portion 41b and the flange 22. With the above-described hysteresis torque, a large hysteresis torque, greater than the small hysteresis torque, can be obtained.

[0079] Hysteresis suppression mechanism 60

[0080] The hysteresis suppression mechanism 60 stops the operation of the large hysteresis mechanism 50 in the following torsional region.

[0081] (1) In the torsion zone on the positive side, when moving from the neutral position (0°) toward the maximum torsion angle (25°), the torsion zone from the neutral position to the first torsion angle (15°).

[0082] (2) In the torsion zone on the positive side, when moving from the maximum torsion angle toward the neutral position, the torsion zone from the maximum torsion angle to the second torsion angle (10°).

[0083] (3) In the torsion zone on the negative side, when moving from the neutral position toward the maximum torsion angle (25°), the torsion zone from the neutral position to the third torsion angle (4°).

[0084] (4) In the torsion zone on the negative side, when moving from the maximum torsion angle toward the neutral position, the torsion zone from the maximum torsion angle to the fourth torsion angle (21°).

[0085] The hysteresis suppression mechanism 60 is formed by the gap between the abutment portion 41c of the first intermediate component 41 and the circumferential direction of the cutout 24 of the spline hub 20. That is, as Figure 9 As shown, in the neutral position, on the positive side, a gap of angle θ1 is formed between the abutment portion 41c and the end face of the cut 24, and on the negative side, a gap of angle θ2 is formed between the abutment portion 41c and the end face of the cut 24.

[0086] When the splined hub 20 rotates relative to the input side plate 10, the large hysteresis mechanism 50 does not operate until the gaps between angles θ1 and θ2 become "0". That is, the second intermediate component 51 does not rotate relative to the first bushing 15, and the clutch plate 12 does not rotate relative to the first intermediate component 41 until the abutment portion 41c of the first intermediate component 41 abuts against the end face of the cutout 24 of the splined hub 20. As a result, no large hysteresis torque is generated.

[0087] action

[0088] The torque from the engine is transmitted via the damping device 1 to the power transmission device 4, which includes the electric motor 3, and then to the wheels. In the damping device 1, the torque input from the engine is transmitted from the input side plate 10 via the torsion spring 30 to the splined hub 20 and output to the shaft of the power transmission device 4, which is splinedly engaged with the splined hub 20.

[0089] During torque transmission, the input side plate 10 rotates relative to the splined hub 20, and the torsion spring 30 is repeatedly compressed. Simultaneously, a small hysteresis torque and a large hysteresis torque are generated via the small hysteresis mechanism 40 and the large hysteresis mechanism 50 (details will be described later). As a result, torsional vibrations are absorbed and attenuated in the damping device 1.

[0090] In addition, if the torsional angle between the input side plate 10 and the spline hub 20 increases, the limiting claw 23 of the spline hub 20 will soon collide with the connecting parts 12a and 13a of the clutch plate 12 and the retaining plate 13, causing the relative rotation of the two parts to stop.

[0091] Characteristics in the positive and lateral torsional regions

[0092] In the positive torsional region when receiving torque from the engine, the splined hub 20 is relative to the input side plate 10 towards the R1 side (refer to...). Figure 3 Relative rotation. See below for reference. Figure 10 Schematic diagram and Figure 7 The torsional characteristic line graph illustrates the torsional characteristics.

[0093] Torsion from the neutral position toward the maximum torsional angle

[0094] like Figure 7 as well as Figure 10 As shown in (a), (b), and (f), in the angular range θ1 from the neutral position (0°) to the first torsion angle (15°), only the small hysteresis mechanism 40 operates, producing only a small hysteresis. Specifically, before the end face of the cut 24 of the spline hub 20 abuts against the abutment portion 41c of the first intermediate member 41, the spline hub 20 rotates relative to the clutch plate 12 and the retaining plate 13, as well as relative to the intermediate members 41 and 51. Furthermore, the clutch plate 12 and the retaining plate 13 do not rotate relative to the intermediate members 41 and 51. Thus, the disc portion 41b of the first intermediate member 41 frictionally contacts the flange 22, and the second bushing 42 also frictionally contacts the flange 22. This results in a small hysteresis torque.

[0095] like Figure 7 as well as Figure 10 As shown in (b), (c), and (g), if the torsion angle reaches the first torsion angle (15°), the end face of the cut 24 of the spline hub 20 abuts against the abutment portion 41c of the first intermediate member 41. Therefore, in the region from the first torsion angle (15°) to the maximum torsion angle (25°), the intermediate members 41 and 51 rotate together with the spline hub 20. That is, the spline hub 20 and the intermediate members 41 and 51 rotate relative to the clutch plate 12 and the retaining plate 13. Here, the large hysteresis mechanism 50 operates together with the small hysteresis mechanism 40. In the large hysteresis mechanism 50, the disc portion 51a of the second intermediate member 51 frictionally contacts the first bushing 15, and the clutch plate 12 frictionally contacts the disc portion 41b of the first intermediate member 41. Thus, a large hysteresis torque larger than the small hysteresis torque can be obtained.

[0096] Torsion from the maximum torsion angle toward the neutral position

[0097] like Figure 7 as well as Figure 10 As shown in (c), (d), and (h), only a small hysteresis occurs in the region of θ1, from the maximum torsion angle (25°) to the second torsion angle (10°). Specifically, since the end face of the cut 24 of the spline hub 20 separates from the abutment portion 41c of the first intermediate component 41, the spline hub 20 rotates relative to the clutch plate 12 and the retaining plate 13, as well as relative to the intermediate components 41 and 51, while the intermediate components 41 and 51 do not rotate. Thus, a small hysteresis torque is obtained.

[0098] like Figure 7 as well as Figure 10As shown in (d), (e), and (i), if the torsion angle reaches the second torsion angle (10°), the end face of the compressed torsion spring 30 abuts against the support portion 51b of the second intermediate component 51. Therefore, in the region from the second torsion angle (10°) to the neutral position, the intermediate components 41 and 51 rotate together with the splined hub 20. That is, the splined hub 20 and the intermediate components 41 and 51 rotate relative to the clutch plate 12 and the retaining plate 13. As a result, a large hysteresis torque can be obtained.

[0099] Regarding the damping device 1 with the torsional characteristics described above, in the torsional region on the positive side, only a small hysteresis torque is always obtained within the range of angle θ1 (15°), regardless of the region. That is, the large hysteresis mechanism 50 does not operate when the torque variation does not exceed the range equivalent to the torsional angle θ1 (non-operational angle range). Moreover, the small hysteresis angle range θ1 is wider than the angle range (10°) that generates the large hysteresis torque. Therefore, it is possible to effectively suppress vibrations with small amplitudes during normal driving and improve driving performance. In addition, a large hysteresis torque is obtained near the maximum torsional angle and near the neutral position. Therefore, for vibrations with large amplitudes, it is possible to effectively suppress vibrations when the engine is started by the electric motor, when the engine is stopped, or when such vibrations are input from the output side. In addition, it is possible to suppress impacts on the movement limiting mechanisms 12a, 13a, and 23. Furthermore, when the torsion spring 30 is twisted between the positive and negative regions while in a neutral position, the contact between the end face of the torsion spring 30 and the contact portion between each disc 12, 13, and 22 is switched. In this case, due to the generation of a large hysteresis torque, the impact generated by the switching of the contact portion can be suppressed.

[0100] Characteristics in the negative torsional region

[0101] Regarding the characteristics in the negative torsional region, the only difference is the angle in the characteristics of the positive torsional region, while the basic operation is the same. That is, in the negative torsional region, a small hysteresis torque can be obtained in the region from the neutral position to the third torsional angle (4°) and from the maximum torsional angle (25°) to the fourth torsional angle (21°). In addition, a large hysteresis torque can be obtained from the third torsional angle (4°) to the maximum torsional angle (25°) and from the fourth torsional angle (21°) to the neutral position.

[0102] This situation is the opposite of the torsional region on the positive side; the angle range (17°) that produces large hysteresis torque is wider than the angle range θ2 (4°) that produces small hysteresis. Therefore, large-amplitude vibrations from the output side, such as those from the wheels, can be effectively suppressed. Furthermore, vibrations from the excitation source on the output side and resonance caused by the motor with its large inertia can be kept outside the commonly used speed range. Therefore, under normal driving conditions, excessive torque transmission to the input side can be suppressed. This protects the entire drive system and allows for the miniaturization of components. Resonance caused by excitation from the output side can be suppressed.

[0103] Other implementation methods

[0104] This invention is not limited to the embodiments described above, and various modifications or variations can be made without departing from the scope of this invention.

[0105] (a) In the foregoing embodiments, the first intermediate component 41 and the second intermediate component 51 are composed of separate components, but they can also be composed of a single component.

[0106] (b) In the foregoing embodiments, the first intermediate component 41 is provided with an abutment portion 41c and a cutout 24 is formed on the flange 22. However, a cutout may also be provided on the first intermediate component and an abutment portion that inserts into the cutout of the first intermediate component may be provided on the flange.

[0107] (c) In the foregoing embodiments, the first intermediate component is made to directly rub against the clutch plate, but it is also possible to fix the friction component to the first intermediate component so that the friction component rubs against the clutch plate.

[0108] (d) The degree of each hysteresis torque obtained by the small hysteresis mechanism and the range of angles that generate each hysteresis torque are merely illustrative.

Claims

1. A vibration damping device for a vehicle, transmitting torque from a drive source to the output side, the vibration damping device comprising: Input side rotation body; The output-side rotating body is capable of rotating relative to the input-side rotating body. The vibration damping section elastically connects the input-side rotating body and the output-side rotating body in the rotational direction; The first friction mechanism generates a first hysteresis torque when the input-side rotating body and the output-side rotating body rotate relative to each other. as well as The friction control mechanism controls the action of the first friction mechanism. In the torsional region on the positive side from which torque is transmitted, When the friction control mechanism moves from a neutral position where the input-side rotating body and the output-side rotating body do not rotate relative to each other toward the maximum torsion angle, the friction control mechanism stops the operation of the first friction mechanism during a first non-operation angle range from the neutral position to the first torsion angle, and operates the first friction mechanism during a first operation angle range from the first torsion angle to the maximum torsion angle. When moving from the maximum torsion angle towards the neutral position, the friction control mechanism stops the operation of the first friction mechanism during a second non-operation angle range from the maximum torsion angle to a second torsion angle smaller than the first torsion angle, and operates the first friction mechanism during a second operation angle range from the second torsion angle to the neutral position. The first non-operational angle range and the second non-operational angle range are the same angle range. The first non-action angle range and the second non-action angle range are wider than the first action angle range and the second action angle range. The first friction mechanism has: A friction plate, rotating together with the output-side rotating body within a specified angle range and capable of frictional contact with the input-side rotating body; and The force-applying component causes the friction plate to come into pressure contact with the input-side rotating body. The friction control mechanism has: The cut is formed on one of the output-side rotating body and the friction plate along the circumferential direction within a specified angle range; as well as The abutting portion is disposed within the cutout, spaced apart by a predetermined gap from the other of the output-side rotating body and the friction plate. When viewed from the front, the abutting portion has a triangular shape with its inner circumferential side as the vertex. The friction plate is capable of rotating relative to the output-side rotating body within the range of the gap. In the neutral position, a gap of the first torsion angle is formed between the abutment portion on the positive side and the end face of the cut, and a gap of the second torsion angle is formed between the abutment portion on the negative side and the end face of the cut.

2. The vibration damping device according to claim 1, wherein, The vibration damping device also includes a second friction mechanism, which generates a second hysteresis torque smaller than the first hysteresis torque over the entire angular range of relative rotation between the input-side rotating body and the output-side rotating body.

3. The vibration damping device according to claim 1 or 2, wherein, In the torsional region on the negative side where torque is transmitted from the output side, When moving from the neutral position toward the maximum torsion angle, the friction control mechanism stops the operation of the first friction mechanism from the neutral position to the third torsion angle, and activates the first friction mechanism from the third torsion angle to the maximum torsion angle. When moving from the maximum torsion angle toward the neutral position, the friction control mechanism stops the operation of the first friction mechanism from the maximum torsion angle to a fourth torsion angle larger than the third torsion angle, and moves the first friction mechanism from the fourth torsion angle to the neutral position.

4. The vibration damping device according to claim 1 or 2, wherein, The drive source is an engine, and an electric motor is provided on the output side for starting the engine and driving the vehicle.

5. The vibration damping device according to claim 1 or 2, wherein, The input-side rotating body has a first plate and a second plate, which are axially spaced apart by a predetermined interval and arranged opposite each other, and are fixed in a manner that prevents them from moving axially or rotating relative to each other. The output-side rotator has a flange, which is configured to be clamped between the first plate and the second plate. The first friction mechanism is disposed between at least one of the first plate and the second plate and the flange in the axial direction.

6. A vibration damping device for a vehicle, transmitting torque from a drive source to the output side, the vibration damping device comprising: Input side rotation body; The output-side rotating body is capable of rotating relative to the input-side rotating body. The vibration damping section elastically connects the input-side rotating body and the output-side rotating body in the rotational direction; as well as The friction mechanism generates a hysteresis torque when the input-side rotating body and the output-side rotating body rotate relative to each other. The friction mechanism comprises a small friction mechanism and a large friction mechanism. The small friction mechanism generates a small hysteresis torque, while the large friction mechanism generates a large hysteresis torque that is greater than the small hysteresis torque. In the torsional region on the positive side where torque is transmitted from the drive source, the small friction mechanism generates a small hysteresis torque within a first angular range when it moves from a neutral position (where the input-side rotating body and the output-side rotating body do not rotate relative to each other) toward a first torsional angle. In the torsional region on the positive side, the large friction mechanism generates a large hysteresis torque that is larger than the small hysteresis torque within a second angle range that is narrower than the first angle range when it operates from the first torsional angle toward the maximum torsional angle. The large friction mechanism has the following characteristics: A friction plate, rotating together with the output-side rotating body within a specified angle range and capable of frictional contact with the input-side rotating body; and The force-applying component causes the friction plate to come into pressure contact with the input-side rotating body. The friction control mechanism has the following features: The cut is formed on one of the output-side rotating body and the friction plate along the circumferential direction within a specified angle range; as well as The abutting portion is disposed within the cutout, spaced apart by a predetermined gap from the other of the output-side rotating body and the friction plate. When viewed from the front, the abutting portion has a triangular shape with its inner circumferential side as the vertex. The friction plate is capable of rotating relative to the output-side rotating body within the range of the gap. In the neutral position, a gap of the first torsion angle is formed between the abutment portion on the positive side and the end face of the cut, and a gap of the second torsion angle is formed between the abutment portion on the negative side and the end face of the cut.

7. The vibration damping device according to claim 6, wherein, In the torsional region on the negative side where torque is transmitted from the output side, the small friction mechanism generates a small hysteresis torque within the third angle range when it moves from the neutral position toward the third torsional angle. In the torsional region on the negative side where torque is transmitted from the output side, the large friction mechanism generates a large hysteresis torque that is larger than the small hysteresis torque in a fourth angle range that is wider than the third angle range when it operates from the third torsional angle toward the maximum torsional angle.

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