Damper mechanism

Abstract

A damper mechanism is provided to suppress the enlargement of a prescribed angle in a damper mechanism. A clutch disk assembly 1 has an input rotary member 2, a spline hub 3, a damper section 4, a large friction mechanism 13, a friction suppressing mechanism, and an elastic member 104. The spline hub 3 is arranged to rotate relative to the input rotary member 2. The damper section 4 couples the input rotary member 2 and the spline hub 3 together rotationally. The large friction mechanism 13 can generate friction when the input rotary member 2 and the spline hub rotate relative to each other. The friction suppressing mechanism is a rotational gap thetaACp for preventing the large friction mechanism operating within a prescribed angular range. The elastic member 104 softens the impact between the members that touch against each other at the end of the prescribed angular range.

Description

[0001] 1. Field of the Invention[0002] The present invention relates to a damper mechanism. More specifically, the present invention relates more particularly to a damper mechanism for damping torsional vibrations in a power transmission system.[0003] 2. Background Information[0004] Clutch disk assemblies used in vehicles function as a clutch for engaging and disengaging a flywheel to facilitate the transfer of torque from an engine. Clutch disk assemblies also function as a damper mechanism for absorbing and damping torsional vibrations from the flywheel. In general, vehicle vibrations include idling-related noises such as rattling sounds, traveling-related noises such as rattling associated with acceleration and deceleration and muffled noises, and tip-in / tip-out or low frequency vibrations. The damper function of the clutch disk assembly is provided ideally to eliminate these noises and vibrations.[0005] Idling-related noises are rattling noises that emit from the transmission wh...

AI Technical Summary

Benefits of technology

[0092] In a damper mechanism in accordance with the present invention, the members can strike against each other at the ends of the prescribed angular range due to engine combustion fluctuations because the frictional mechanism does not operate within the prescribed angular range. However, since the elastic members soften the impact between the members that contact each other, wearing of the members is reduced and enlargement of the prescribed angular range is suppressed.[0093] The terms of degree such as "substantially," "about," and "approximately" as used herein mean a reasonable amount of deviation of the modified term such that the end result is not significantly changed. These terms should be construed as including a deviation of at least .+-.5% of the modified term if this deviation would not negate the meaning of the word it modifies.[0094] This application claims priority to Japanese Patent Application No. 2001-67422. The entire disclosure of Japanese Patent Application No. 2001-67422 is hereby incorporated herein by reference.[0095] While only selected embodiments have been chosen to illustrate the present invention, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made herein without departing from the scope of the invention as defined in the appended claims. Furthermore, the foregoing description of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.

Problems solved by technology

For example, while waiting at a traffic light a driver might shift the gear into neutral, causing the transmission to rattle.

If the rigidity of the drive transmission system is low, the torque transmitted to the tires is transmitted back from the tires as torque and a resulting lurching reaction causes excessive torque to be generated at the tires.

As a result, longitudinal vibrations occur that shake the vehicle excessively back and forth.

In the case of idling noises the problem lies in the zero torque region of the torsion characteristic of the clutch disk assembly.

Meanwhile, the second stage or high twisting angle region of the torsion characteristic has a relatively high torsional rigidity and high hysteresis torque.

The damper mechanism is configured to have a low hysteresis torque in the second stage of the torsion characteristic and does not allow a large friction mechanism of the second stage to operate when small vibrations are inputted due to such factors as combustion fluctuations in the engine.

The damper mechanism does not allow the large friction mechanism of the second stage to operate within a prescribed angular range in the second stage of the torsion characteristic.

However, since the frictional resistance is small within the gap, variations in the rotational speed of the engine cause the two members to strike constantly against each other and thus be subjected to physical shock.

Consequently, over a long period of use, the two members wear causing the gap to become larger than the original gap setting.

When the gap in which the large friction mechanism of the second stage is not allowed to operate becomes larger, the ability of the mechanism to absorb noise and vibrations declines.

In such a case, the longitudinal vibrations of the vehicle are immediately damped by the high hysteresis torque of the second stages.

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