Patent Description:
Conventionally, a flywheel device that includes an elastic member that transmits a torque between a primary flange (input element) and a boss portion (output element), and a rotary inertia mass damper having a ring gear fixed to the boss portion, a pinion gear supported by the primary flange such that the pinion gear is rotatable, and a sun gear that meshes with the pinion gear is known (for example, see Patent Document <NUM>). In this flywheel device, the sun gear functions as a mass body that rotates in accordance with a relative rotation of the primary flange and the boss portion to apply an inertial torque to the boss portion. Further, it is known that a rotary inertia mass damper including a planetary gear mechanism has a function of distributing a moment of inertia of a mass body to an input side rotation element and an output side rotation element (for example, see Non-patent Documents <NUM> and <NUM>). According to Non-patent Documents <NUM> and <NUM>, for example, in a rotary inertia mass damper in which a ring gear functions as a mass body, a moment of inertia can be adjusted so that a moment of inertia of one of input side and output side rotation elements becomes larger than the total value of a moment of inertia of the ring gear and the pinion gear serving as inertial elements, and so that a moment of inertia of the other one of the input side and output side rotation elements is decreased. <CIT> and <CIT> disclose a damper device with a rotary inertia mass damper including a planetary gear mechanism. <CIT> discloses a powertrain unit with an engine and a power transmission device that transmits drive force of the engine to a drive wheel as well as a rotating electric machine coupled to the engine and a transmission shaft.

By the way, when an output element of a damper device including a rotary inertia mass damper as described above is coupled to an input shaft of a transmission, depending on a coupling manner of the damper device and the transmission, there are cases in which a resonance (shaft resonance) of the input shaft of the transmission, etc. is generated in a relatively low rotation range (low frequency range). When the shaft resonance of the transmission occurs in the low rotation range in this way, if it is possible to suppress the shaft resonance from becoming apparent by the damper device including the rotary inertia mass damper, the design of the transmission does not need to be changed, which is advantageous in terms of cost. However, in Patent Document <NUM> and Non-patent Documents <NUM> and <NUM> described above, the shaft resonance of the transmission coupled to the damper device is not considered at all.

Therefore, the main object of the invention of the present disclosure is to satisfactorily suppress the shaft resonance of a transmission from becoming apparent, with the damper device including the rotary inertia mass damper.

The damper device of the present disclosure includes: an input element to which a torque from an engine is transmitted; an output element; an elastic body that transmits a torque between the input element and the output element; and a rotary inertia mass damper having a mass body that rotates in accordance with a relative rotation of the input element and the output element, in which the output element is coupled to a rotor of an electric motor, the rotor of the electric motor is coupled to an input shaft of a transmission, the rotary inertia mass damper includes a planetary gear mechanism having a sun gear, a ring gear, a plurality of pinion gears, and a carrier that supports the plurality of pinion gears, the carrier is a part of the input element, one of the sun gear and the ring gear is a part of the output element, and the other of the sun gear and the ring gear functions as the mass body. The present invention is set out in the appended claim set.

In the damper device of the present disclosure, the output element is coupled to the rotor of the electric motor, and the input shaft of the transmission is coupled to rotor of the electric motor. When the electric motor is disposed between the damper device and the transmission in this way, in addition to the moment of inertia of the output element, the moment of inertia of the rotor is applied to the moment of inertia of the input shaft of the transmission and thus, the natural frequency of the input shaft of the transmission that rotates integrally with the output element and the rotor, that is, the frequency of the shaft resonance, becomes smaller. Based on this, the damper device of the present disclosure is configured such that a part of the input element functions as a carrier of the planetary gear mechanism (rotary inertia mass damper), and a part of the output element functions as the one of the sun gear and the ring gear. Thus, due to a characteristic of the rotary inertia mass damper including the planetary gear mechanism, while the moment of inertia larger than the total value of the moment of inertia of the plurality of pinion gears and the other of the sun gear and the ring gear serving as the mass body is applied to the carrier, that is, the input element, the moment of inertia of the one of the sun gear and the ring gear, that is, the output element can be decreased. As a result, it is possible to suppress an increase in the moment of inertia (total value) of the input shaft of the transmission that rotates integrally with the output element and the rotor of the electric motor, that is, it is possible to suppress a decrease in the frequency of shaft resonance. Further, in the damper device of the present disclosure, it is possible to transmit, from the rotary inertia mass damper to the output element, the vibration (inertial torque) having an opposite phase of the vibration transmitted from the elastic body to the output element, and the torque fluctuation resulting from the shaft resonance can be decreased with the vibration transmitted from the rotary inertia mass damper to the output element. Thus, with the damper device of the present disclosure, it is possible to satisfactorily suppress the shaft resonance of the transmission from being generated in a relatively low rotation range and becoming apparent.

Next, embodiments for carrying out the invention of the present disclosure will be described with reference to the drawings.

<FIG> is a schematic configuration diagram showing a power transmission device <NUM> including a damper device <NUM> according to the first embodiment of the present disclosure. The power transmission device <NUM> shown in <FIG> is mounted on a vehicle V including an engine (internal combustion engine) EG that generates power by explosive combustion of a mixture of air and hydrocarbon fuel such as gasoline, light oil, and LPG. The power transmission device <NUM> can transmit power from the engine EG to a drive shaft DS. As shown in <FIG>, in addition to the damper device <NUM> coupled to a crankshaft CS of the engine EG, the power transmission device <NUM> includes a motor generator MG, a transmission TM, a clutch K0 disposed between the damper device <NUM> and the motor generator MG, a clutch K2 disposed between the motor generator MG and the transmission TM, and a differential gear DF coupled to the transmission TM and the drive shaft DS.

The motor generator MG is a three-phase synchronous generator motor coupled to a battery (not shown) via an inverter (not shown). The motor generator MG includes a stator S, and a rotor R that is coupled to the damper device <NUM> via the clutch K0 and that is coupled to the transmission TM via the clutch K2. The motor generator MG can be driven by electric power from a battery to output a drive torque to the transmission TM, and can also output a regenerative braking torque to the transmission TM during braking of the vehicle V. Electric power generated by the motor generator MG with the output of a regenerative braking torque is used for charging the battery and driving an auxiliary machine (not shown).

The transmission TM is, for example, a <NUM>-speed to <NUM>-speed stepped transmission, and includes an input shaft (input member) IS that is coupled to the rotor R of the motor generator MG via the clutch K2, an intermediate shaft not shown that is coupled to the input shaft IS, an output shaft (output member) OS that is coupled to the differential gear DF via a gear mechanism not shown or that is directly coupled to the differential gear DF, at least one planetary gear mechanism for changing a power transmission path from the input shaft IS to the output shaft OS into a plurality of paths, a plurality of clutches and brakes (all not shown), and the like. However, the transmission TM may be, for example, a belt-type continuously variable transmission (CVT), a dual clutch transmission, or the like.

The clutch K0 is, for example, a multi-plate type hydraulic clutch, and couples a transmission shaft TS, which is coupled to the damper device <NUM>, and the rotor R of the motor generator MG, and also releases the coupling of the transmission shaft TS and the rotor R. The clutch K2 is, for example, a multi-plate type hydraulic clutch that couples the rotor R of the motor generator MG and the input shaft IS of the transmission TM and that releases the coupling of the rotor R and the input shaft IS. However, the clutches K0 and K2 may be a single plate type hydraulic clutch, or may be a dry type clutch such as a dog clutch or an electromagnetic clutch.

In the power transmission device <NUM> of the present embodiment, the clutch K0 is released and the clutch K2 is engaged when the vehicle V starts. As a result, in a state in which the engine EG is stopped, a drive torque from the motor generator MG driven by electric power from the battery can be output to the drive shaft DS via the transmission TM, the differential gear DF, etc. so as to start the vehicle V. After the vehicle V is started, the engine EG is cranked and started by a starter motor (not shown) in accordance with the satisfaction of an engine starting condition. Further, when an engagement condition of the clutch K0 is satisfied, the clutch K0 is gradually engaged by slip control. As a result, a drive torque can be output from the engine EG to the drive shaft DS via the damper device <NUM>, the transmission TM, the differential gear DF, and the like. In the power transmission device <NUM>, in a state in which the clutch K2 is released and the clutch K0 is engaged, the battery can be charged by electric power from the motor generator MG that is driven by the engine EG to generate electricity.

The damper device <NUM> is configured as a dry damper, and as shown in <FIG> and <FIG>, includes a drive plate (input element) <NUM>, an intermediate member (intermediate element) <NUM>, and a driven member (output element) <NUM>, as rotation elements. Further, the damper device <NUM> includes, as torque transmission elements (torque transmission elastic bodies), a plurality of (for example, three in the present embodiment) first springs (input side elastic bodies) SP1 that transmits a torque between the drive member <NUM> and the intermediate member <NUM>, a plurality of (for example, three in the present embodiment) second springs (output side elastic bodies) SP2 that acts in series on each corresponding first spring SP1 to transmit a torque between the intermediate member <NUM> and a driven member <NUM>, and a plurality of (for example, three in the present embodiment) springs (second elastic bodies) SPx that can act in parallel and transmit a torque between the drive member <NUM> and the driven member <NUM>.

In the following description, unless otherwise specified, an "axial direction" basically indicates an extending direction of a central axis (axial center) of the damper device <NUM>. Unless otherwise specified, a "radial direction" is basically indicates the radial direction of the damper device <NUM> and a rotation element of the damper device <NUM> and the like, that is, the linear extending direction that extends from the central axis of the damper device <NUM> in a direction (radial direction) orthogonal to the central axis. Further, unless otherwise specified, a "circumferential direction" basically indicates a circumferential direction of the damper device <NUM> and the rotation element of the damper device <NUM>, that is, a direction along a rotating direction of the rotation element.

As shown in <FIG>, the plurality of first springs SP1, the intermediate member <NUM>, and the plurality of second springs SP2 configure a first torque transmission path TP1 that transmits a torque between the drive member <NUM> and the driven member <NUM>. In the present embodiment, coil springs having the same specifications (spring constants) as each other are adopted as the first and second springs SP1, SP2 of the first torque transmission path TP1. Further, the plurality of springs SPx configure a second torque transmission path TP2 for transmitting a torque between the drive member <NUM> and the driven member <NUM>. As illustrated, the second torque transmission path TP2 is provided in parallel with the first torque transmission path TP1. The plurality of springs SPx of the second torque transmission path TP2 acts in parallel with the first and second springs SP1, SP2 of the first torque transmission path TP1, after an input torque to the drive member <NUM> reaches a predetermined torque (first threshold) T1 that is smaller than a torque T2 (second threshold) corresponding to a maximum torsion angle θmax of the damper device <NUM> and a torsion angle of the drive member <NUM> with respect to the driven member <NUM> becomes a predetermined angle θref or more. In this way, the damper device <NUM> has a two-step (two-stage) damping characteristic.

In the present embodiment, as the first and second springs SP1, SP2 and the springs SPx, a linear type coil spring made of a metal material spirally wound so as to have an axial center extending straight when no load is applied is adopted. As a result, the first and second springs SP1, SP2 and the springs SPx can be expanded and contracted more appropriately along the axial center, compared to the case in which an arc coil spring is used. As a result, it is possible to decrease the difference between a torque transmitted from the second spring SP2 or the like to the driven member <NUM> when the relative displacement between the drive member <NUM> (input element) and the driven member <NUM> (output element) increases, and a torque transmitted from the second spring SP2 or the like to the driven member <NUM> when the relative displacement between the drive member <NUM> and the driven member <NUM> decreases, that is, the hysteresis. However, an arc coil spring may be adopted as at least one of the first and second springs SP1, SP2 and the springs SPx.

As shown in <FIG>, the drive member <NUM> of the damper device <NUM> includes a front cover <NUM> fixed to the crankshaft CS of the engine EG and a rear cover <NUM> integrated with the front cover <NUM>. The front cover <NUM> is an annular member including an annular side wall portion and a short outer tubular portion extending in the axial direction from an outer periphery of the side wall portion. A plurality of bolt holes are provided on an inner peripheral portion of the front cover <NUM> (side wall portion), and the front cover <NUM> is fixed to the crankshaft CS via a plurality of bolts each inserted through a corresponding bolt hole and screwed to the crankshaft CS. Further, the front cover <NUM> includes a plurality of (for example, three in the present embodiment) torque transmitting and receiving portions (elastic body contact portions) 3c. The plurality of torque transmitting and receiving portions 3c protrude from an outer peripheral side region of the front cover <NUM> in the same direction (axial direction) as the outer tubular portion at intervals (at equal intervals) in the circumferential direction. Further, an external gear <NUM> that meshes with a pinion gear (not shown) attached to a rotation shaft of the starter motor described above is fixed to an outer peripheral portion of the front cover <NUM>.

The rear cover <NUM> is an annular member including an annular side wall portion and a short outer tubular portion extending in the axial direction from an outer periphery of the side wall portion, and has an inner radius larger than an inner radius of the front cover <NUM> (side wall portion). The outer tubular portion of the rear cover <NUM> is joined to the outer tubular portion of the front cover <NUM> by welding and thus, the front cover <NUM> and the rear cover <NUM> are integrated so that the side wall portions face each other at an interval. Further, the rear cover <NUM> includes a plurality of (for example, three in the present embodiment) torque transmitting and receiving portions (elastic body contact portions) 21c. The plurality of torque transmitting and receiving portions 21c protrudes from an outer peripheral side region of the rear cover <NUM> in the same direction (axial direction) as the outer tubular portion at intervals (at equal intervals) in the circumferential direction, and each face the corresponding torque transmitting and receiving portion 3c of the front cover <NUM> at an interval in the axial direction.

Further, a plurality of (for example, three in the present embodiment) spring holding recess portions 21x is formed on an inner surface of a corner portion on the outer peripheral side of the rear cover <NUM> at intervals in the circumferential direction. Each spring holding recess portion 21x has a peripheral length corresponding to a natural length of the spring SPx, and holds the spring SPx from both sides as shown in <FIG>. Further, a plurality of (for example, three in the present embodiment) spring supporting members <NUM> is fixed to the rear cover <NUM> by welding so as to be positioned radially inward of each corresponding spring holding recess portion 21x.

As shown in <FIG> and <FIG>, the intermediate member <NUM> is an annular member disposed in the outer peripheral side region inside the front cover <NUM> and the rear cover <NUM>. The intermediate member <NUM> has a plurality of (for example, three in the present embodiment) spring housing windows 12w and a plurality of (for example, three in the present embodiment) torque transmitting and receiving portions (elastic body contact portions) 12c that are each extended in an arc shape and that are disposed at intervals (at equal intervals) in the circumferential direction. One torque transmitting and receiving portion 12c is provided between the spring housing windows 12w adjacent to each other along the circumferential direction.

The driven member <NUM> includes a damper hub <NUM> to which the transmission shaft TS described above is fixed, and a driven plate <NUM> integrated with the damper hub <NUM>. The damper hub <NUM> is an annular member including an inner tubular portion to which the transmission shaft TS is spline-fitted (fixed) and an annular plate portion extending radially outward from the inner tubular portion. The outer peripheral side region of the plate portion of the damper hub <NUM> is disposed inside the front cover <NUM> and the rear cover <NUM>, and an outer peripheral surface of the damper hub <NUM> is formed so as to rotatably support an inner peripheral surface of the intermediate member <NUM> (see <FIG>). The driven plate <NUM> is an annular member having an inner radius smaller than an outer radius of the damper hub <NUM> and an outer radius larger than an outer radius of the damper hub <NUM>. The driven plate <NUM> is disposed so as to be offset in the axial direction from the plate portion of the damper hub <NUM> toward the rear cover <NUM> side, and is fixed to the outer peripheral portion of the damper hub <NUM> (plate portion) via a plurality of rivets.

As shown in <FIG> and <FIG>, the driven plate <NUM> includes a plurality of (for example, three in the present embodiment) torque transmitting and receiving portions (elastic body contact portions) 25c and a plurality of (for example, three in the present embodiment) spring contact portions 25x. The plurality of torque transmitting and receiving portions 25c are formed so as to protrude radially outward from an inner peripheral portion of the driven plate <NUM> at intervals (at equal intervals) in the circumferential direction. As shown in <FIG>, each torque transmitting and receiving portions 25c is offset in the axial direction from the inner peripheral portion of the driven plate <NUM> so that the torque transmitting and receiving portion 25c is positioned between the torque transmitting and receiving portions 3c of the front cover <NUM> and the torque transmitting and receiving portions 21c of the rear cover <NUM>. The plurality of spring contact portions 25x is disposed so as to be arranged at intervals (at equal intervals) in the circumferential direction, and is each positioned on one side of the corresponding spring holding recess portion 21x of the rear cover <NUM> in the circumferential direction. Further, a plurality of internal teeth 25tr is formed on an inner periphery of the driven plate <NUM>. As illustrated, the plurality of internal teeth 25tr may be formed on the entire inner circumference of the driven plate <NUM>, and a plurality of internal teeth 25tr may be formed at set positions at intervals (at equal intervals) in the circumferential direction on the inner circumference of the driven plate <NUM>.

In each spring housing window 12w of the intermediate member <NUM>, one first spring SP1 and one second spring SP2 are each disposed so as to form a pair (act in series) with each other. As shown in <FIG>, spring seats <NUM>, <NUM> are attached to the first and second springs SP1, SP2 prior to disposition into the spring housing window 12w. The spring seat <NUM> is formed so as to be fitted to one end of the corresponding first or second springs SP1, SP2 and so as to cover a region on an outer radial side of an outer peripheral surface of the first or second springs SP1, SP2. Further, the spring seat <NUM> is fitted to the other end of the corresponding first or second springs SP1, SP2. The first and second springs SP1, SP2 to which the spring seats <NUM>, <NUM> are mounted are disposed in the spring housing window 12w so that the spring seat <NUM> is in sliding contact with the inner wall surface of the intermediate member <NUM> forming the corresponding spring housing window 12w.

In a mounted state of the damper device <NUM>, each of the torque transmitting and receiving portions 3c, 21c of the front cover <NUM> and the rear cover <NUM> configuring the drive member <NUM> is in contact with the spring seat <NUM> that is attached to the first and second springs SP1, SP2, which are disposed in the spring housing windows 12w different from each other and which do not form a pair (do not act in series), between the first and second springs SP1, SP2. Further, in the mounted state of the damper device <NUM>, each torque transmitting and receiving portion 12c of the intermediate member <NUM> is in contact with an end portion of the spring seat <NUM> that is attached to the first and second springs SP1, SP2, which are disposed in a common spring housing window 12w and which form a pair with each other, between the first and second springs SP1, SP2. Further, in the mounted state of the damper device <NUM>, each torque transmitting and receiving portion 25c of the driven plate <NUM> configuring the driven member <NUM> is in contact with the spring seat <NUM> that is attached to the first and second springs SP1, SP2, which are disposed in spring housing windows 12w different from each other and which do not form a pair (do not act in series), between the first and second springs SP1, SP2.

Thus, as shown in <FIG>, the first and second springs SP1, SP2 are alternately arranged in the circumferential direction of the damper device <NUM>, and the first and second springs SP1, SP2 that form a pair with each other are coupled in series via the torque transmitting and receiving portion 12c of the intermediate member <NUM>, between the drive member <NUM> and the driven member <NUM>. Therefore, in the damper device <NUM>, rigidity of the elastic body that transmits a torque between the drive member <NUM> and the driven member <NUM>, that is, a combined spring constant of the first and second springs SP1, SP2 can be made smaller. In the present embodiment, the first and second springs SP1, SP2, which are each plural, are arranged on the same circumference, and the distance between the axial center of the damper device <NUM> and the axial center of each first spring SP1 and the distance between the axial center of the damper device <NUM>, etc. and the axial center of each second spring SP2 are the same, as shown in <FIG>.

Further, the spring SPx is disposed in each spring holding recess portion 21x of the rear cover <NUM> of the drive member <NUM>, and each spring SPx is supported from the inner radial side by the corresponding spring supporting member <NUM>. As a result, the plurality of springs SPx is disposed outside the first and second springs SP1, SP2 in the radial direction of the damper device <NUM>. In the mounted state of the damper device <NUM>, one end portion of each spring SPx is in contact with a spring contact portion formed on one side of the corresponding spring holding recess portion 21x, and the other end portion of each spring SPx is in contact with a spring contact portion formed on the other side of the corresponding spring holding recess portion 21x, while being separated from the corresponding spring contact portion 25x of the driven plate <NUM> in the circumferential direction. Then, the other end portion of each spring SPx becomes in contact with the corresponding spring contact portion 25x of the driven plate <NUM> when an input torque (driving torque) to the drive member <NUM> or a torque (driven torque) applied from a vehicle shaft side to the driven member <NUM> reaches the torque T1 described above and a torsion angle of the drive member <NUM> with respect to the driven member <NUM> becomes equal to or more than the predetermined angle θref.

Further, the damper device <NUM> includes a stopper <NUM> that restricts a relative rotation between the drive member <NUM> and the driven member <NUM>. When the input torque to the drive member <NUM> reaches the above-described torque T2 corresponding to the maximum torsion angle θmax of the damper device <NUM>, the stopper <NUM> restricts a relative rotation between the drive member <NUM> and a driven plate <NUM>, and all deflections of the first and second springs SP1, SP2 and the springs SPx are restricted accordingly.

Further, as shown in <FIG>, the damper device <NUM> has a rotary inertia mass damper <NUM> that is provided in parallel with both the first torque transmission path TP1 including the plurality of first springs SP1, the intermediate member <NUM>, and the plurality of second springs SP2, and the second torque transmission path TP2 including the plurality of springs SPx. As illustrated, the rotary inertia mass damper <NUM> includes a single pinion type planetary gear mechanism PG (see <FIG>) disposed between the drive member <NUM> that is the input element of the damper device <NUM> and the driven member <NUM> that is the output element of the damper device <NUM>. In the present embodiment, the planetary gear mechanism PG is configured of: a sun gear <NUM> that includes a plurality of external teeth 22t and that functions as a mass body (inertia mass body) of the rotary inertia mass damper <NUM>; a plurality of (for example, six in the present embodiment) pinion gears <NUM> having a plurality of gear teeth 23t that each mesh with the external teeth 22t of the sun gear <NUM>; the rear cover <NUM> of the drive member <NUM> that rotatably supports the plurality of pinion gears <NUM> and that functions as a carrier; and the driven plate <NUM> that includes the plurality of internal teeth 25tr, which mesh with the gear teeth 23t of the plurality of pinion gears <NUM>, and that functions as a ring gear.

As shown in <FIG> and <FIG>, the sun gear <NUM> includes a gear member <NUM>, a spacer <NUM> and an annular member <NUM> that are integrated via a plurality of rivets. The gear member <NUM> is an annular member including the plurality of external teeth 22t, and the plurality of external teeth 22t are offset in the axial direction with respect to an inner peripheral portion of the gear member <NUM> so as to be close to the damper hub <NUM> and be positioned radially inward of the driven plate <NUM> (internal teeth 25tr) serving as a ring gear. The spacer <NUM> is an annular member having an outer radius smaller than an inner radius of the rear cover <NUM> and an inner radius substantially the same as an inner radius of the gear member <NUM>. The gear member <NUM> and the spacer <NUM> are rotatably supported by the outer peripheral surface of the inner tubular portion of the damper hub <NUM> via a washer <NUM> made of resin. As shown in <FIG>, a plurality of work holes used when coupling the front cover <NUM> to the crankshaft CS with bolts is formed in the gear member <NUM>, the spacer <NUM>, and the damper hub <NUM>.

The annular member <NUM> has an inner radius smaller than the inner radius of the rear cover <NUM> and an outer radius larger than the inner radius of the rear cover <NUM>. The annular member <NUM> is disposed on an outer side of the rear cover <NUM> in the axial direction of the damper device <NUM> (left side in <FIG>), and is coupled to the gear member <NUM> and the spacer <NUM> via a plurality of rivets on an inner radial side of an inner periphery of the rear cover <NUM>. As shown in <FIG>, a plurality of work holes used when coupling the gear member <NUM>, the spacer <NUM>, and the annular member <NUM> with a plurality of rivets is formed in the damper hub <NUM>. Further, as shown in <FIG>, the annular member <NUM> overlaps with a part of the rear cover <NUM> when viewed from the axial direction (left side in <FIG>). By forming the sun gear <NUM> with such a gear member <NUM>, a spacer <NUM>, and an annular member <NUM>, the moment of inertia of the sun gear <NUM> serving as a mass body can be further increased. However, the spacer <NUM> may be omitted, and a part corresponding to the spacer <NUM> may be formed on either the gear member <NUM> or the annular member <NUM>.

The rear cover <NUM> serving as a carrier supports, in cantilever, one end (base end) of a plurality of pinion shafts <NUM> on an inner radial side of the plurality of torque transmitting and receiving portions 21c at intervals (at equal intervals) in the circumferential direction. That is, the base end (left end in <FIG>) of each pinion shaft <NUM> is fixed to the inner peripheral portion of the rear cover <NUM> by press fitting, for example. Further, the other end (right end in <FIG>) of each pinion shaft <NUM> protrudes inward of the front cover <NUM> and the rear cover <NUM> so as not be in contact with the damper hub <NUM>, and supports the corresponding pinion gear <NUM> via a washer 24w made of resin so that the corresponding pinion gear <NUM> is rotatable. That is, the rear cover <NUM> supports the plurality of pinion shafts <NUM> with a part, to which an average torque is not transmitted, on an inner radial side of the plurality of torque transmitting and receiving portions 21c Further, the first and second springs SP1, SP2, the driven plate <NUM> serving as a ring gear, and the plurality of pinion gears <NUM> are surrounded by the drive member <NUM>, that is, the front cover <NUM> and the rear cover <NUM> joined to each other.

Further, an annular grease holding member <NUM> is disposed around each pinion gear <NUM>. The grease holding member <NUM> is formed so as to cover a meshing portion between each pinion gear <NUM> (gear teeth 23t) and the driven plate <NUM> (internal teeth 25tr) serving as a ring gear from an outer radial side, and the grease holding member <NUM> is fixed to the driven plate <NUM> and the damper hub <NUM> by the above-mentioned plurality of rivets. As a result, the grease applied between the plurality of gear teeth 23t and the plurality of internal teeth 25tr and between each pinion gear <NUM> and a washer 23w, etc. can be suppressed from flowing out to the outer radial side due to centrifugal force, and wear of the plurality of gear teeth 23t, the plurality of internal teeth 25tr, the pinion gear <NUM>, the washer 24w, and the like can be suppressed. Further, in the dry damper device <NUM>, a resin sheet or the like is disposed between two members that rotate relative to each other.

Subsequently, the operation of the above-described damper device <NUM> will be described.

As described above, when the clutch K0 is engaged in accordance with the satisfaction of the engagement condition of the clutch K0, a drive torque from the engine EG is transmitted to the drive member <NUM>, that is, the front cover <NUM> and the rear cover <NUM>. A torque (average torque) transmitted from the engine EG to the drive member <NUM> is transmitted to the driven member <NUM> via the first torque transmission path TP1 including the plurality of first springs SP1, the intermediate member <NUM>, and the plurality of second springs SP2, until the input torque reaches the torque T1 described above. Then, a torque transmitted to the driven member <NUM> is transmitted to the drive shaft DS via the transmission shaft TS, the clutch K0, the rotor R of the motor generator MG, the clutch K2, the transmission TM, the differential gear DF, and the like.

Further, when the drive member <NUM> rotates (twists) with respect to the driven member <NUM>, the first and second springs SP1, SP2 and the like are deflected, and the sun gear <NUM> serving as the mass body rotates (swings) in accordance with a relative rotation of the drive member <NUM> and the driven member <NUM>. When the drive member <NUM> rotates (swings) with respect to the driven member <NUM> in this way, a rotation speed of the rear cover <NUM> serving as a carrier, which is an input element of the planetary gear mechanism PG, becomes higher than a rotation speed of the driven plate <NUM> serving as a ring gear. Thus, at this time, the sun gear <NUM> is accelerated by the action of the planetary gear mechanism PG, and rotates at a rotation speed higher than that of the rear cover <NUM>, that is, the drive member <NUM>. As a result, an inertial torque is applied from the sun gear <NUM>, which is the mass body of the rotary inertia mass damper <NUM>, to the driven plate <NUM>, that is, the driven member <NUM>, which is the output element of the damper device <NUM>, via the pinion gear <NUM> and vibration of the driven member <NUM> can be dampened. The rotary inertia mass damper <NUM> mainly transmits an inertial torque between the drive member <NUM> and the driven member <NUM>, and does not transmit an average torque.

More specifically, when the first and second springs SP1, SP2 and the rotary inertia mass damper <NUM> act in parallel, a torque (average torque) transmitted from the plurality of second springs SP2 (first torque transmission path TP1) to the driven member <NUM> depends on (is proportional to) a displacement (a deflection amount, that is, a torsion angle) of the second spring SP2 between the intermediate member <NUM> and the driven member <NUM>. In contrast, a torque (inertial torque) transmitted from the rotary inertia mass damper <NUM> to the driven member <NUM> depends on (is proportional to) the difference in angular acceleration between the drive member <NUM> and the driven member <NUM>, that is, a two-time differential value of the displacement of the first and second springs SP1, SP2 between the drive member <NUM> and the driven member <NUM>. As a result, assuming that an input torque transmitted to the drive member <NUM> of the damper device <NUM> vibrates periodically, a phase of the vibration transmitted from the drive member <NUM> to the driven member <NUM> via the plurality of second springs SP2 and a phase of the vibration transmitted from the drive member <NUM> to the driven member <NUM> via the rotary inertia mass damper <NUM> are deviated by <NUM>°. As a result, in the damper device <NUM>, it is possible to satisfactorily dampen the vibration of the driven member <NUM> by having one of the vibration transmitted from the plurality of second springs SP2 to the driven member <NUM> and the vibration transmitted from the rotary inertia mass damper <NUM> to the driven member <NUM> cancel out at least a part of the other one.

Further, in the damper device <NUM> including the intermediate member <NUM>, two natural frequencies (resonance frequencies) are set for a state in which deflection of the first and second springs SP1, SP2 is allowed and the springs SPx are not deflected. That is, in the first torque transmission path TP1, when deflection of the first and second springs SP1, SP2 is allowed, the springs SPx are not deflected, and a rotation speed Ne of the engine EG (a rotation speed of the drive member <NUM>) is extremely low, for example, resonance (first resonance) occurs due to the drive member <NUM> and the driven member <NUM> vibrating in opposite phases to each other.

Further, the natural frequency f<NUM> of the intermediate member <NUM> in a single-degree-of-freedom system is expressed as f<NUM> = <NUM> / 2π · √ ((k<NUM> + k<NUM>) / J<NUM>) (wherein, "J<NUM>" is a moment of inertia of the intermediate member <NUM>, "k<NUM>" is a combined spring constant of the plurality of first springs SP1 acting in parallel between the drive member <NUM> and the intermediate member <NUM>, and "k<NUM>" is a combined spring constant of the plurality of second springs SP2 acting in parallel between the intermediate member <NUM> and the driven member <NUM>). Since the moment of inertia J<NUM> becomes relatively large by forming the intermediate member <NUM> in an annular shape, the natural frequency f<NUM> of the intermediate member <NUM> becomes relatively small. As a result, in the first torque transmission path TP1, at a stage in which the rotation speed Ne of the engine EG is increased to be higher than a rotation speed corresponding to the frequency of the first resonance to a certain extent when deflection of the first and second springs SP1, SP2 is allowed and the springs SPx are not deflected, a resonance (second resonance) of the intermediate member <NUM> resulting from the intermediate member <NUM> vibrating at a phase opposite to that of both the drive member <NUM> and the driven member <NUM> is generated.

However, an amplitude of the vibrations transmitted from the first torque transmission path TP1 (second springs SP2) to the driven member <NUM> changes from being decreased to being increased before the rotation speed Ne of the engine EG reaches the rotation speed corresponding to the relatively small natural frequency f<NUM> of the intermediate member <NUM>. In contrast, an amplitude of the vibration transmitted from the rotary inertia mass damper <NUM> to the driven member <NUM> is gradually increased as the rotation speed Ne of the engine EG is increased. Thus, in the damper device <NUM>, due to two peaks, that is, the first and second resonances being generated in a torque transmitted via the first torque transmission path TP1 as a result of the presence of the intermediate member <NUM>, a total of two anti-resonance points at which the vibration amplitude of the driven member <NUM> becomes theoretically zero can be set. Therefore, in the damper device <NUM>, the
vibration of the driven member <NUM> can be dampened extremely satisfactorily, by making the amplitude of the vibration in the first torque transmission path TP1 and the amplitude of the vibration in the rotary inertia mass damper <NUM> that is the opposite phase thereof as close as possible, at the two points corresponding to the first and second resonances generated in the first torque transmission path TP1.

Here, the driven member <NUM> of the damper device <NUM>, that is, the damper hub <NUM> and the driven plate <NUM> are coupled to the rotor R of the motor generator MG via the transmission shaft TS and the clutch K0, and the rotor R is coupled to the input shaft IS of the transmission TM via the clutch K2. When the motor generator MG is disposed between the damper device <NUM> and the transmission TM and the engine EG, the damper device <NUM>, the motor generator MG and the transmission TM are coupled in this order, the moment of inertia of the rotor R of the motor generator MG and the moment of inertia of the components of the clutches K0, K2 and the like are added to the moment of inertia of the input shaft IS of the transmission TM, in addition to the moment of inertia of the driven member <NUM> and an intermediate shaft not shown, and the like.

Therefore, when the natural frequency of the input shaft IS of the transmission TM that rotates integrally with the driven member <NUM> and the rotor R, etc. becomes small and the damper device <NUM> is not provided with the rotary inertia mass damper <NUM>, as shown by a broken line in <FIG>, a shaft resonance, which is a resonance of the input shaft IS of the transmission TM and the like, is generated from a medium speed range to a high speed range (for example, around <NUM>,<NUM> to <NUM>,<NUM> rpm) in a operation rotation speed range (a range from zero to an upper limit rotation speed) of the engine EG, and the damper device <NUM> cannot sufficiently dampen the torque fluctuation TFluc resulting from the shaft resonance. Further, the frequency of such a shaft resonance largely depends on the rigidity of the input shaft IS and the moment of inertia (inertia) of the rotor R of the motor generator MG coupled to the input shaft IS. Therefore, even if the rigidity of the first and second springs SP1, SP2 of the damper device <NUM> is lowered (the spring constant is reduced) or a further spring is added to the damper device <NUM>, it is difficult to sufficiently change the frequency so that the shaft resonance does not become apparent.

Based on this, as described above, the damper device <NUM> is configured so that the rear cover <NUM> that is a part of the drive member <NUM> functions as a carrier of the planetary gear mechanism PG (rotary inertia mass damper <NUM>) and the driven plate <NUM> that is a part of the driven member <NUM> functions as a ring gear of the planetary gear mechanism PG. As a result, due to a characteristic of the rotary inertia mass damper <NUM> including the planetary gear mechanism PG, while the moment of inertia larger than the total value of the moment of inertia of the plurality of pinion gears <NUM> and the sun gear <NUM> serving as the mass body is applied to the rear cover <NUM> serving as a carrier, that is, the drive member <NUM>, the moment of inertia of the driven plate <NUM> serving as the ring gear, that is, the driven member <NUM> can be decreased.

More specifically, in a case in which the moment of inertia of the sun gear <NUM> including the gear member <NUM>, the spacer <NUM> and the annular member <NUM> is set as "Js", the total value of the moment of inertia of the plurality of pinion gears <NUM> is set as "Jp", and a gear ratio of the planetary gear mechanism PG (the number of teeth of the sun gear <NUM> (external teeth 22t) divided by the number of teeth of the internal teeth 25tr) is set as "λ", a moment of inertia Ji distributed to the drive member <NUM> by the planetary gear mechanism PG and the moment of inertia Jo distributed to the driven member <NUM> by the planetary gear mechanism PG is expressed by the following equations (<NUM>) and (<NUM>). In the present embodiment, the moment of inertia Js of the sun gear <NUM> is sufficiently larger than the total value Jp of the moment of inertia of the plurality of pinion gears <NUM>, and the moment of inertia Ji distributed to the drive member <NUM> becomes a positive value larger than the total value (Js + Jp) of the moment of inertia of the sun gear <NUM> and the plurality of pinion gears <NUM>. Further, the moment of inertia Jo distributed to the driven member <NUM> is Jo = Js + Jp - Ji, which is a negative value. That is, the moment of inertia Js of the sun gear <NUM> serving as the mass body of the rotary inertia mass damper <NUM>, etc., the moment of inertia Jp of the plurality of pinion gears <NUM>, and the gear ratio λ of the planetary gear mechanism PG are set such that the moment of inertia Jo distributed to the driven member <NUM> by the planetary gear mechanism PG becomes a negative value. Further, the moment of inertia Js, the moment of inertia Jp, and the gear ratio λ are preferably set so as to satisfy Jo + Jm ≥ <NUM> when the moment of inertia of the rotor R of the motor generator MG is "Jm".

As a result, it is possible to suppress an increase in the moment of inertia (total value) of the input shaft IS of the transmission TM that rotates integrally with the driven member <NUM> and the rotor R of the motor generator MG, and thereby a decrease in the frequency of the shaft resonance can be suppressed. Further, in the damper device <NUM>, the vibration (inertial torque) having a opposite phase of the vibration transmitted from the second springs SP2 to the driven member <NUM> can be transmitted from the rotary inertia mass damper <NUM> to the driven member <NUM>, and as shown by a solid line in <FIG>, the torque fluctuation TFluc due to the shaft resonance can be decreased by the vibration transmitted from the rotary inertia mass damper <NUM> to the driven member <NUM>. Further, the level of the shaft resonance decreases as the frequency, that is, the rotation speed of the input shaft IS increases. Thus, with the damper device <NUM>, it is possible to satisfactorily suppress the shaft resonance of the transmission TM from being generated in a relatively low rotation range and becoming apparent.

In a damper device (not shown) configured such that a part of the drive member <NUM> functions as a ring gear and a part of the driven member <NUM> functions as a carrier, and the sun gear <NUM> functions as a mass body, the moment of inertia distributed to the drive member <NUM> by the planetary gear mechanism PG is represented by the above equation (<NUM>), and the moment of inertia distributed to the driven member <NUM> by the planetary gear mechanism PG is represented by the above equation (<NUM>). Thus, in such a damper device, it is difficult to suppress an increase in the moment of inertia (total value) of the input shaft IS of the transmission TM, that is, a decrease in the frequency of the shaft resonance. Further, according to the research by the present inventors, it has been found that when the carrier of the planetary gear mechanism PG functions as a mass body, the moment of inertia of each pinion gear must be made very large in order to set the anti-resonance point, which causes an increase in size and weight of the damper device.

Further, in the damper device <NUM>, the driven plate <NUM> that is a part of the driven member <NUM> functions as a ring gear, the sun gear <NUM> functions as a mass body, and the first and second springs SP1, SP2 are disposed radially outward of the plurality of pinion gears <NUM>. This makes it possible to reduce the rigidity of the first and second springs SP1, SP2 (the combined springs of the first and second springs SP1, SP2) and further improve the vibration damping performance of the damper device <NUM>.

Further, the sun gear <NUM> includes the gear member <NUM> that has the external teeth 22t that mesh with the gear teeth 23t of the plurality of pinion gears <NUM>, and the annular member <NUM> that is disposed on the outer side in the axial direction of the rear cover <NUM>, which is formed in an annular shape, and that is coupled to the gear member <NUM> via the spacer <NUM>, on the inner radial side of the rear cover <NUM>. As a result, the moment of inertia Js of the sun gear <NUM> serving as a mass body can be made larger, the vibration damping performance of the rotary inertia mass damper <NUM> can be improved, and the moment of inertia (total value) of the input shaft IS of the transmission TM can be increased, that is, a decrease in the frequency of the shaft resonance can be satisfactorily suppressed.

Further, the rear cover <NUM> serving as a carrier includes the torque transmitting and receiving portion 25c for transmitting and receiving torque to and from the second springs SP2, and supports the plurality of pinion shafts <NUM> each inserted through the pinion gears <NUM>, on the inner radial side of the torque transmitting and receiving portion 25c. As a result, the plurality of pinion shafts <NUM> can be supported by the part to which an average torque of the rear cover <NUM> serving as a carrier is not transmitted, and the deformation of the pinion shafts <NUM> can be suppressed to satisfactorily maintain the performance of the rotary inertia mass damper <NUM>.

Then, in the damper device <NUM>, the other end portion of each spring SPx comes in contact with the corresponding spring contact portion 25x of the driven plate <NUM> when an input torque and the like becomes equal to or more than the torque T1 described above and the torsion angle of the drive member <NUM> with respect to the driven member <NUM> becomes equal to or more than the predetermined angle θref. As a result, a torque (average torque) transmitted to the drive member <NUM> is transmitted to the driven member <NUM> via the first torque transmission path TP1 and the second torque transmission path TP2 including the plurality of springs SPx, until an input torque and the like reaches the torque T2 described above and a relative rotation of the drive member <NUM> and the driven member <NUM> is restricted by the stopper <NUM>. As a result, the rigidity of the damper device <NUM> can be increased in accordance with the increase in the relative torsion angle of the drive member <NUM> and the driven member <NUM>, and the first and second springs SP1, SP2 and the springs SPx acting in parallel can transmit a large torque and receive an impact torque, and the like. Further, by disposing the springs SPx in the spring holding recess portions 21x formed on the inner surface of the corner portion on the outer peripheral side of the rear cover <NUM>, it is possible to suppress an increase in the axial length of the damper device <NUM>.

However, in the damper device <NUM>, as shown in <FIG>, the plurality of springs SPx may be disposed so as to be adjacent to the plurality of pinion gears <NUM> in the circumferential direction on an inner side of the first and second springs SP1, SP2 in the radial direction of the damper device <NUM>. As a result, the damper device <NUM> can be made compact. Further, in the damper device <NUM>, as shown in <FIG>, the first torque transmission path TP1 may be configured by a plurality of (for example, six) springs SP that can act in parallel with each other between the drive member <NUM> and the driven member <NUM> so as to transmit a torque.

<FIG> is a schematic configuration diagram showing a damper device 10B according to a second embodiment of the present disclosure. Among elements related to the damper device 10B, the same elements as those of the damper device <NUM> and the like described above are designated by the same reference numerals, and redundant description will be omitted.

In the damper device 10B shown in <FIG> and <FIG>, external teeth 25ts that mesh with the gear teeth 23t of the plurality of pinion gears <NUM> are formed on an outer periphery of a driven plate 25B included in a driven member 15B, and the driven plate 25B functions as a sun gear of a planetary gear mechanism PG'. Further, in the damper device 10B, a ring gear <NUM> of the planetary gear mechanism PG' including internal teeth 27t that mesh with the gear teeth 23t of the plurality of pinion gears <NUM> functions as a mass body of a rotary inertia mass damper 20B. Further, in the damper device 10B, as shown in <FIG>, the first and second springs SP1, SP2 are disposed on an inner side of the plurality of pinion gears <NUM> in the radial direction.

In such a damper device 10B, regardless of the size of the moment of inertia of the ring gear <NUM> serving as the mass body, while the moment of inertia larger than the total value of the moment of inertia of the plurality of pinion gears <NUM> and the ring gear <NUM> is applied to the rear cover <NUM> serving as a carrier, that is, the drive member <NUM>, the moment of inertia of the driven plate 25B serving as a sun gear, that is, the driven member 15B can be decreased. More specifically, in a case in which the moment of inertia of the ring gear <NUM> is set as "Jr", the total value of the moment of inertia of the plurality of pinion gears <NUM> is set as "Jp", and a gear ratio of the planetary gear mechanism PG' (the number of teeth of the external teeth 25ts divided by the number of teeth of the ring gear <NUM>) is set as "λ", the moment of inertia Ji distributed to the drive member <NUM> by the planetary gear mechanism PG' and the moment of inertia Jo distributed to the driven member 15B by the planetary gear mechanism PG' is expressed by the following equations (<NUM>) and (<NUM>). As can be seen from the equations (<NUM>) and (<NUM>), the moment of inertia Ji distributed to the drive member <NUM> is always a positive value larger than the total value (Jr + Jp) of the moment of inertia of the ring gear <NUM> and the moment of inertia of the plurality of pinion gears <NUM>. Further, the moment of inertia Jo distributed to the driven member <NUM> is Jo = Jr + Jp - Ji, and is always a negative value.

As a result, also with the damper device 10B, it is possible to suppress an increase in the moment of inertia (total value) of the input shaft IS of the transmission TM that rotates integrally with the driven member 15B and the rotor R of the motor generator MG, that is, it is possible to suppress a decrease in the frequency of the shaft resonance. Further, also in the damper device 10B, the vibration (inertial torque) having a opposite phase of the vibration transmitted from the second springs SP2 to the driven member 15B can be transmitted from the rotary inertia mass damper 20B to the driven member 15B, the torque fluctuation TFluc due to the shaft resonance can be decreased by the vibration transmitted from the rotary inertia mass damper 20B to the driven member 15B. Thus, also with the damper device 10B, it is possible to satisfactorily suppress the shaft resonance of the transmission TM from being generated in a relatively low rotation range and becoming apparent.

In a damper device (not shown) configured such that a part of the drive member <NUM> functions as a sun gear and a part of the driven member 15B functions as a carrier, and the ring gear <NUM> functions as a mass body, the moment of inertia distributed to the drive member <NUM> by the planetary gear mechanism PG' is represented by the above equation (<NUM>), and the moment of inertia distributed to the driven member 15B by the planetary gear mechanism PG' is represented by the above equation (<NUM>). Thus, in such a damper device, it is difficult to suppress an increase in the moment of inertia (total value) of the input shaft IS of the transmission TM, that is, a decrease in the frequency of the shaft resonance.

Further, in the damper device 10B, as shown in <FIG>, short columnar elastic bodies (second elastic bodies) EB made of rubber or resin and having the same functions as the springs SPx are disposed inside at least one of the first and second springs SP1, SP2 coaxially therewith. However, in the damper device 10B, as shown in <FIG>, the plurality of springs SPx may be disposed so as to be adjacent to the plurality of pinion gears <NUM> in the circumferential direction on the outer side of the first and second springs SP1, SP2 in the radial direction of the damper device 10B. Further, as shown in <FIG>, the plurality of springs SPx may be disposed on the inner side of the first and second springs SP1, SP2 in the radial direction of the damper device 10B. Further, as shown in <FIG>, the first torque transmission path TP1 of the damper device 10B may be configured by a plurality of (for example, six) springs SP that can act in parallel with each other between the drive member <NUM> and the driven member 15B so as to transmit a torque.

As described above, a damper device of the present disclosure is a damper device (<NUM>, 10B) including: an input element (<NUM>) to which a torque from an engine (EG) is transmitted; an output element (<NUM>, 15B); an elastic body (SP1, SP2, SP) that transmits a torque between the input element(<NUM>) and the output element (<NUM>, 15B); and rotary inertia mass damper (<NUM>, 20B) having a mass body (<NUM>, <NUM>) that rotates in accordance with a relative rotation of the input element (<NUM>) and the output element (<NUM>, 15B), in which the output element (<NUM>, 15B) is coupled to a rotor (R) of an electric motor (MG), the rotor (R) of the electric motor (MG) is coupled to an input shaft (IS) of a transmission (TM), the rotary inertia mass damper (<NUM>, 20B) includes a planetary gear mechanism (PG, PG') having a sun gear (<NUM>, 25B), a ring gear (<NUM>, <NUM>), a plurality of pinion gears (<NUM>), and a carrier (<NUM>) that supports the plurality of pinion gears (<NUM>), the carrier (<NUM>) is a part of the input element (<NUM>), and one (<NUM>, 25B) of the sun gear and the ring gear is a part of the output element (<NUM>, 15B), and the other (<NUM>, <NUM>) of the sun gear and the ring gear functions as the mass body.

In the damper device of the present disclosure, the output element is coupled to the rotor of the electric motor, and the input shaft of the transmission is coupled to rotor of the electric motor. When the electric motor is disposed between the damper device and the transmission in this way, the moment of inertia of the rotor, in addition to the moment of inertia of the output element, is applied to the moment of inertia of the input shaft of the transmission and thus, the natural frequency of the input shaft of the transmission that rotates integrally with the output element and the rotor, that is, the frequency of the shaft resonance, becomes smaller. Based on this, the damper device of the present disclosure is configured such that a part of the input element functions as a carrier of the planetary gear mechanism (rotary inertia mass damper), and a part of the output element functions as one of the sun gear and the ring gear. Thus, due to a characteristic of the rotary inertia mass damper including the planetary gear mechanism, while the moment of inertia larger than the total value of the moment of inertia of the plurality of pinion gears and the other of the sun gear and the ring gear serving as the mass body is applied to the carrier, that is, the input element, the moment of inertia of the one of the sun gear and the ring gear, that is, the output element can be decreased. As a result, it is possible to suppress an increase in the moment of inertia (total value) of the input shaft of the transmission that rotates integrally with the output element and the rotor of the electric motor, that is, it is possible to suppress a decrease in the frequency of shaft resonance. Further, in the damper device of the present disclosure, it is possible to transmit, from the rotary inertia mass damper to the output element, the vibration (inertial torque) having an opposite phase of the vibration transmitted from the elastic body to the output element, and the torque fluctuation resulting from the shaft resonance can be decreased with the vibration transmitted from the rotary inertia mass damper to the output element. Thus, with the damper device of the present disclosure, it is possible to satisfactorily suppress the shaft resonance of the transmission from being generated in a relatively low rotation range and becoming apparent.

Further, the ring gear (<NUM>) may be a part of the output element (<NUM>), the sun gear (<NUM>) may function as the mass body, and the elastic body (SP1, SP2, SP) may be disposed on an outer side of the plurality of pinion gears (<NUM>) in a radial direction of the damper device (<NUM>). This makes it possible to reduce the rigidity of the elastic body and further improve the vibration damping performance of the damper device.

Further, the input element (<NUM>) including the carrier (<NUM>) may be formed so as to surround the elastic body (SP1, SP2, SP), the ring gear (<NUM>), and the plurality of pinion gears (<NUM>).

The carrier (<NUM>) may be formed in an annular shape, and the sun gear (<NUM>) may include a gear member (<NUM>) having external teeth (22t) that mesh with gear teeth (23t) of the plurality of pinion gears (<NUM>), and an annular member (<NUM>) that is disposed on an outer side of the carrier (<NUM>) in an axial direction of the damper device (<NUM>) and that is coupled to the gear member (<NUM>) on an inner side of the carrier (<NUM>) in a radial direction of the damper device (<NUM>). As a result, the moment of inertia of the sun gear serving as a mass body can be made larger, the vibration damping performance of the rotary inertia mass damper can be improved, and the moment of inertia (total value) of the input shaft of the transmission can be increased, that is, a decrease in the frequency of the shaft resonance can be satisfactorily suppressed.

Further, the carrier (<NUM>) may include a torque transmitting and receiving portion (21c) that transmits and receives a torque to and from the corresponding elastic body (SP1, SP2, SP), and support one end of a plurality of pinion shafts (<NUM>) each inserted through the pinion gear (<NUM>) on an inner side of the torque transmitting and receiving portion (21c) in the radial direction of the damper device (<NUM>). As a result, the plurality of pinion shafts can be supported by the part to which an average torque of the carrier is not transmitted, and the deformation of the pinion shafts can be suppressed to satisfactorily maintain the performance of the rotary inertia mass damper.

Further, the sun gear (25B) may be a part of the output element (15B), the ring gear (<NUM>) may function as the mass body, and the elastic body (SP1, SP2, SP) may be disposed on an inner side of the plurality of pinion gears (<NUM>) in a radial direction of the damper device (10B). Thus, regardless of the size of the moment of inertia of the ring gear serving as the mass body, while the moment of inertia larger than the total value of the moment of inertia of the plurality of pinion gears and the ring gear is applied to the carrier, that is, the input element, the moment of inertia of the sun gear, that is, the output element can be decreased.

The damper device (<NUM>, 10B) may include an intermediate element (<NUM>), and the elastic body may include an input side elastic body (SP1) that transmits a torque between the input element (<NUM>) and the intermediate element (<NUM>), and an output side elastic body (SP2) that transmits a torque between the intermediate element (<NUM>) and the output element (<NUM>, 15B). As a result, since it is possible to set two anti-resonance points in which the vibration transmitted from the output side elastic body to the output element and the vibration transmitted from the rotary inertia mass damper to the output element theoretically cancel each other out, the vibration damping performance of the damper device can be improved furthermore.

Further, the damper device (<NUM>, 10B) may include a second elastic body (SPx) that acts in parallel with the elastic body (SP1, SP2, SP) when a torque transmitted between the input element (<NUM>) and the output element (<NUM>, 15B) is equal to or more than a predetermined value (T1). Thus, the rigidity of the damper device can be increased in accordance with the increase of a torque transmitted between the input element and the output element, and the elastic body and the second elastic body acting parallel can transmit a large torque and receive an impact torque, and the like.

The second elastic body (SPx) may be disposed on an outer side of the elastic body (SP1, SP2, SP) in a radial direction of the damper device (<NUM>, 10B).

Further, the second elastic body (SPx) may be disposed on an inner side of the elastic body (SP1, SP2, SP) in a radial direction of the damper device (<NUM>, 10B).

The second elastic body (SPx) may be disposed so as to at least partially overlap with the elastic body (SP1, SP2, SP) when viewed in a radial direction of the damper device (<NUM>, 10B).

Further, the elastic body (SP1, SP2, SP) may be a coil spring, and the second elastic body (EB) may be disposed inside the elastic body (SP1, SP2, SP) coaxially with the elastic body (SP1, SP2, SP).

The second elastic body (SPx) may be disposed so as to be adjacent to the plurality of pinion gears (<NUM>) in a circumferential direction.

Further, the damper device (<NUM>, 10B) may be a dry damper.

A clutch (K0, K2) may be disposed between the damper device (<NUM>, 10B) and the electric motor (MG), and between the electric motor (MG) and the transmission (TM).

Further, a moment of inertia of the mass body (<NUM>, <NUM>), a moment of inertia of the plurality of pinion gears (<NUM>), and a gear ratio (λ) of the planetary gear mechanism (PG, PG') may be set such that a moment of inertia distributed to the output element (<NUM>, 15B) by the planetary gear mechanism (PG, PG') is a negative value.

Further, it goes without saying that the invention of the present disclosure is not limited to the embodiments described above, and various modifications can be made within the scope of the present disclosure. The scope of the present disclosure is determined by the appended claims. Furthermore, the form for carrying out the invention described above is merely one specific form of the invention described in the SUMMARY OF THE INVENTION, and does not limit the elements of the invention described in the SUMMARY OF THE INVENTION.

Claim 1:
A damper device (<NUM>, 10B) comprising:
an input element (<NUM>) to which a torque from an engine (EG) is transmitted;
an output element (<NUM>, 15B);
an elastic body (SP1, SP2, SP) that transmits a torque between the input element (<NUM>) and the output element (<NUM>, 15B); and
a rotary inertia mass damper (<NUM>, 20B) having a mass body that rotates in accordance with a relative rotation of the input element (<NUM>) and the output element (<NUM>, 15B), wherein
the output element (<NUM>, 15B) is configured to be coupled to a rotor (R) of an electric motor generator (MG),
the rotor (R) of the electric motor generator (MG) is coupled to an input shaft (IS) of a transmission (TM),
the rotary inertia mass damper includes a planetary gear mechanism (PG, PG') having a sun gear (<NUM>, 25B), a ring gear (<NUM>, <NUM>), a plurality of pinion gears (<NUM>), and a carrier (<NUM>) that supports the plurality of pinion gears (<NUM>), and
the carrier (<NUM>) is a part of the input element (<NUM>), one of the sun gear (25B) and the ring gear (<NUM>) is a part of the output element (<NUM>, 15B), and the other of the sun gear (<NUM>) and the ring gear (<NUM>) functions as the mass body,
characterized in that
a moment of inertia larger than a total value of a moment of inertia of the plurality of pinion gears and the mass body is applied to the input element (<NUM>), and a moment of inertia of the output element (<NUM>, 15B) is a negative value.