JPH09126275A - Flywheel device with damper mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase torque transmitting capacity of means for frictionally engaging the upstream side with the down stream side of a damper mechanism of a flywheel with a damper mechanism and to improve the function of an inertia mass body as a flywheel. SOLUTION: A damper mechanism 112 comprises a spring location (driving member) 116 for transmitting input torque and an inner plate (inertia mass body) 22 which are connected to each other in a direction of rotation via a first damper spring (elastic member) 118. Friction surfaces 122a, 124a, 124b on which a plurality of members are put into contact with each other are made as friction engaging means for frictionally engaging the spring location 116 with the inner plate 122 and the frictional engaging force is increased by increasing the friction area (or the number of frictionally engaged points) and thus torque transmitting capacity is increased.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a flywheel device with a damper mechanism.

[0002]

2. Description of the Related Art Conventionally, for example, in Japanese Unexamined Patent Publication No. 5-209667, a flywheel device with a damper mechanism is disclosed in which an inertial mass body in the damper mechanism functions as a flywheel. FIG. 12 shows a vertical sectional view thereof. This device includes a pump 4 integrated with a front cover 2 and a turbine 6 arranged to face the pump 4.
, A stator 8 arranged between the turbine 6 and the pump 4, a lockup clutch 10 and a damper mechanism 12 arranged between the inner surface of the front cover 2 and the turbine 6.
And The inner peripheral side of the lockup clutch 10 is connected to the hub 14, and torque is transmitted to the output shaft (not shown) via the hub 14.

The damper mechanism 12 includes a drive member 16 and
It is mainly composed of a driven member 20 which holds the damper spring (elastic member) 18 at the same time as sandwiching the drive member 16. The driven member 20 includes a main member (inertial mass body) 22 having a relatively large inertial mass, and a cover member 24 attached to one side surface thereof. The main member 22 and the cover member 24 are connected by a rivet 23, and both are integrated in both the axial direction and the rotation direction. Further, the driving member 16 engages with the front cover 2 at the peripheral edge portion and rotates integrally with the front cover 2.

When the lockup clutch 10 is off,
The oil liquid is supplied from the portion A in the figure as indicated by the arrow, the hydraulic pressure between the lockup clutch 10 and the main member 22 increases, and the lockup clutch 10 separates from the main member 22 of the damper mechanism 12. At this time, since the main member 22 receives the pressure in the left direction in the figure, the main member 22 is pressed against the drive member 16 side, and the friction engagement means 26 provided in this portion of the main member 22 causes the main member 22 and the drive member 16 to separate. Integral in the direction of rotation.

Therefore, since the main member 22 acting as an inertial mass body is connected to the engine (not shown) via the front cover 2 without the damper spring 18, the function as a flywheel is improved. To do.

When the lock-up clutch 10 is on, oil liquid is supplied from the portion B in the figure in the direction of the arrow to move the lock-up clutch 10 to the main member 22 side of the damper mechanism 12. At this time, in the figure, the pressure on the C side of the main member 22 is higher than that on the D side, the main member 22 moves to the lockup clutch 10 side, and the friction material 28 attached to the lockup clutch 10 faces this. It is pressed against the side surface of the main member 22 and is engaged and integrated.

Therefore, torque is transmitted from the drive member 16 rotating integrally with the front cover 2 to the lockup clutch 10 via the damper spring 18 and the driven member 20 holding the damper spring 18.

[0008]

However, as described above, since the friction engaging means is conventionally provided only at one place as shown in FIG. 12, for example, the friction engaging means is not provided. There has been a problem that the torque transmission capacity of the engagement means becomes insufficient and the inertial mass body cannot be effectively used as a flywheel.

To simply increase the torque transmission capacity,
To increase the effective friction area in the friction engagement means,
Means such as increasing the effective radius of the friction surface and increasing the pressure of the oil liquid can be considered.

However, the method (1) causes a new problem that the device becomes large in size, and the method (2) causes new problems such as increase in pump capacity and enhancement of sealing performance.

The present invention has been made to solve the above-mentioned conventional problems, and increases the torque transmission capacity without causing new problems such as size increase, and allows the inertial mass body to effectively function as a flywheel. An object of the present invention is to provide a flywheel device with a damper mechanism that can be used.

[0012]

SUMMARY OF THE INVENTION According to the present invention, a damper mechanism in which a drive member for transmitting an input torque and an inertial mass body are connected in a rotating direction via an elastic member, and the drive member and the inertial mass body are frictionally coupled. In a flywheel device with a damper mechanism having frictional engagement means that can be engaged, the object is solved by providing a plurality of the frictional engagement means.

That is, according to the present invention, since a plurality of friction engagement means for frictionally engaging the drive member transmitting the input torque and the inertial mass body are provided, the friction engagement portion is increased, and The torque transmission capacity is increased, and the inertial mass body can effectively function as a flywheel. In addition, in that case, new problems such as enlargement of the apparatus and increase of hydraulic pressure do not occur.

The concept of "providing a plurality of friction engagement means" includes a case where friction engagement surfaces are formed at a plurality of locations between the same member, and a plurality of friction engagement surfaces between a plurality of members. Both cases of forming are included.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION In a preferred embodiment of the present invention, the elastic member and the first holding member and the second holding member for holding the elastic member are coupled so as to be relatively movable in the axial direction, The engagement means is configured to be frictionally engaged between a plurality of members of the drive member and the first and second holding bodies. As a result, the torque transmission capacity can be increased, that is, the function of the inertial mass body as a flywheel can be improved by simply changing the structure.

A more specific example of the embodiment of the present invention will be described below in detail with reference to the drawings.

FIG. 1 shows a hydraulic clutch device including a flywheel device with a damper mechanism according to a first embodiment of the present invention.

In this hydraulic clutch device, a housing 105 is formed by a front cover 102 and an outer shell 103 integrated with the front cover 102 by welding.
It has a clutch 110 and a damper mechanism 112 inside thereof. The damper mechanism 112 is arranged between the clutch 110 and the front cover 102, and the damper mechanism 112 has a spring location (driving member) 116.
And an inner plate (first holding body as an inertial mass body) 122 that holds the first damper spring (elastic member) 118 at the same time as sandwiching the spring location 116 and a spring holding cover (second holding body).
And 124.

The inner plate 122 and the spring holding cover 124 are annular plate-shaped members, both of which are integrated in the rotational direction, but in the axial direction (left-right direction in the drawing) X.
It is possible to move to. 2 is a cross-sectional view showing the upper half of the inner plate, and FIG. 3 is a front view showing a quarter of the inner plate as seen from the direction III in FIG. 4 is a sectional view of the upper half of the spring holding cover 124,
FIG. 5 is a front view showing a 1/4 part thereof as seen from the direction V in FIG. The recess 122 'of the inner plate 122 shown in FIG. 3 and the projection 124' of the spring holding cover 124 shown in FIG.
In addition, the inner plate 122 and the spring holding cover 12
After combining 4 and 4, as shown in FIG. 6 which is an enlarged view of a portion indicated by reference symbol R in FIG. 1, the lip portion of the inner plate 122 is caulked to form a stopper 125 to prevent the stopper from coming off.

Returning to FIG. 1, the distance d2 between the surface 126 of the inner plate 122 and the front cover 102 is equal to the surface 124b of the spring holding cover 124 and the front cover 1.
It is set to be larger than the distance d1 from 02.

According to the conventional technical idea, as is clear from comparison with FIG. 12, the inner plate 122 and the spring holding cover 124 are fixed by welding at the portion indicated by the symbol Q in FIG. Therefore, only one surface of the inner plate 122 and the front cover 102 is engaged with the front cover 102 to transmit torque.

On the other hand, in this embodiment, the surface 124b of the spring holding cover 124 is engaged with the front cover 102 as the first friction surface, and the surface 124a of the spring holding cover 124 and the surface 122a of the inner plate 122 are respectively formed. As the second and third friction surfaces, the spring locations 116 are engaged from both sides. That is, 3 between the members of the front cover 102 and the spring holding cover 124, between the members of the spring holding cover 124 and the spring location 116, and between the members of the spring location 116 and the inner plate 112.
The friction engagement means is formed between the three members, and the three surfaces are used as friction surfaces. As a result, the torque capacity can be significantly increased.

The spring location 116 engages with the outer shell 103 at the outer peripheral portion thereof, is slightly movable in the axial direction X with respect to the front cover 102, and is integrally rotated in the rotational direction to make the same rotation.

The spring location 116 also pushes the first damper spring 118 in the rotational direction, so that the inner plate 122 and the spring holding cover 124 holding the first damper spring 118 also rotate in the same direction.

The clutch 110 is releasably connected to the inner plate 122 so that the torque transmitted from the engine side through the front cover 102 is output shaft (the input shaft of the automatic transmission) 130 side. To or disconnect (disconnect).

This clutch 110 has a piston chamber 13
2, piston 134, pair of pressure plates 13
6a, 136b, and the pair of pressure plates 1
It is mainly composed of a disk 138 arranged between 36a and 136b.

The piston 134 is moved in the axial direction X by the differential pressure (p1-p0) between the hydraulic pressure p1 introduced into the piston chamber 132 (on one side thereof) and the hydraulic pressure p0 introduced into the space 140 (on the other side). It is slidable. Since movement of the pair of pressure plates 136a and 136b in the axial direction X is restricted by the stop ring 142, one side of the pressure plates 136a and 136b is pressed by the piston 134, so that the disc 138 arranged therebetween is strongly sandwiched. Further, when the pressing of the piston 134 is stopped, the disc 138
Depart from.

Pressure plates 136a and 136
Each of b is movable in the axial direction X, but in the rotational direction, the peripheral portion in the radial direction is engaged with and fixed to the inner plate 122, and rotates together with the inner plate 122. The disc 138 has a friction plate 128a,
128b is provided, and the pressure plate 13
By sandwiching the disc 138 and separating it from the disc 138 by 6a and 136b, connection and disconnection of power from the engine side is realized.

The disc 138 of the clutch 110 has a second
The second damper spring 144 is connected to the damper spring 144, and the second damper spring 144 includes the spring holding covers 146 a and 146.
b, connected to the output shaft 130 via the hub 114.

On the other hand, a piston chamber 150 into which the hydraulic pressure p1 is introduced is formed between the front cover 102 and the inner plate 122, and the inner plate 122 is movable along the output shaft 130.

An oil passage 152 is connected to the space 140, and the oil passage 15 is connected to the piston chambers 132 and 150.
4 are connected.

Next, the operation of the first embodiment will be described.

First, the case where the clutch 110 is in the released state will be described.

When the clutch 110 is released, the oil liquid is supplied from the oil passage 152 and the high hydraulic pressure p0 is supplied to the space 140.
Is generated. Further, a hydraulic pressure p1 close to zero (extremely weak) is generated in the piston chambers 132 and 150.

As a result, the piston 13 of the clutch 110 is
Since a hydraulic pressure difference p0-p1 is generated on both sides in the axial direction X of 4, the piston 134 moves to the right in the drawing, and the pressure plates 136a and 136b separate from the disc 138. As a result, the clutch 110 is released.

On the other hand, due to the hydraulic pressure difference (p0> p1) generated on the left side of the piston 134 and the right side of the inner plate 122 in FIG. 1, as shown in FIG. When the diameter is Do, F = (π / 4) × Do ² × (p
Under the force of 0-p1), the piston 134 and the inner plate 122 move integrally to the right in the figure. The inner plate 122 pushes the spring location 116 rightward in the figure via the friction surface 122a, and the spring location 116 pushes the spring holding cover 124 toward the front cover 102 side. That is, the front cover 102 and the inner plate (inertia mass body) are controlled by the hydraulic pressures p0 and p1 for releasing the clutch 110.
122 and three friction surfaces (122a, 124a, 124
It will be integrated via b).

Next, the case where the clutch 110 is in the engaged state will be described.

When engaging the clutch 110, a high hydraulic pressure p is applied to the piston chambers 132 and 150 via the oil passage 154.
1 is supplied. At this time, the hydraulic pressure p0 supplied to the space 140 is set to a hydraulic pressure close to zero. Piston chamber 13
By setting the hydraulic pressure p1 supplied to the hydraulic pressures 2 and 150 to be higher than the hydraulic pressure p0 on the side of the space 140, the clutch 110
A hydraulic pressure difference p1−p0 is generated on both sides of the piston 134. The inner plate 122 and the stop ring 142 are integrated, and the axial distance between the two 122, 142 is unchanged. Therefore, this hydraulic pressure difference p1-p0
When the piston 134 moves to the left in the figure, the pressure plates 136a and 136b receive the reaction force of the stop ring 142 and strongly clamp the disc 138. As a result, the clutch 110 is engaged.

Further, in FIG. 1, the inner plate 122 is
A high hydraulic pressure p1 is applied to the right side of the piston 13
A low hydraulic pressure p0 is applied to the left side of No. 4. Therefore, the inner plate 122 and the piston 134 as a whole move to the left in the drawing. As a result, the (friction) surface 124b
Is separated from the front cover 102, and the force in the right direction is released, the coupling force between the (friction) surfaces 124a and 122a and the spring location 116 is lost, and the inner plate 122 is (friction) surfaces 122a and 124a, 12
It becomes possible to solve the unification through 4b. On the other hand, since the first damper spring 118 sticks to the outer diameter side by centrifugal force or the like, the inner plate 122,
The spring holding cover 124 is the stopper 12 shown in FIG.
It moves to the position where 5 hits and is fixed.

Therefore, the front cover 102 and the inner plate 122 are connected to each other via the first damper spring 118, and the torque fluctuation on the engine side can be absorbed well.

As described above, according to the present embodiment, the number of friction surfaces is increased and the positions thereof are set near the outer diameter side, so that the torque transmission capacity is greatly increased and the inner plate ( The inertial mass body 122 can effectively function as a flywheel. Therefore, quietness at the time of idling is improved. Also, the piston chamber 15
Since the torque transmission capacity can be ensured even if the diameter D of 0 is reduced, the bearings B1 and B2 are made easier and can be downsized.

Next, a second embodiment of the present invention will be described.

FIG. 7 shows a torque converter having a flywheel device with a damper mechanism according to the second embodiment.

In FIG. 7, the torque converter 201
Is a pump 2 that rotates integrally with the front cover 202.
04, and a turbine 206 that is rotated (via fluid) by the rotation of pump 204. Further, a stator 208 is arranged on the inner peripheral side portion between the pump 204 and the turbine 206. The turbine 206 is integrally rotatably connected to the hub 214, and the power is transmitted to the hub 2.
Output shaft (not shown) via 14 (input shaft of automatic transmission)
It is transmitted to.

The inner surface of the front cover 202 and the turbine 2
A lockup clutch 210 and a damper mechanism 212 are provided between the lockup clutch 210 and the damper 06. Lockup clutch 21
0 engages with the hub 214 on the inner peripheral side and is integrated in the rotation direction, but is slidable in the axial direction (left and right direction in the drawing) X.

The structure of the outer peripheral portion of the damper mechanism 212 is similar to that of the first embodiment. That is, the damper mechanism 212 includes the lockup piston 210 of the lockup clutch 210.
The damper mechanism 212 is disposed between a and the front cover 202. The damper mechanism 212 sandwiches the spring location (driving member) 216 and the spring location 216, and at the same time, the first damper spring (elastic member) 21.
Inner plate holding 8 (first as inertial mass body
(Maintenance body 222) and a spring retention cover (second retention body) 224.

A friction material 22 is formed on the surface of the lockup piston 210a facing the inner plate 222 in the peripheral portion.
8 is affixed, and when it contacts the inner plate 222, the clutch is engaged.

The inner plate 222 and the spring holding cover 224 hold the second damper spring 260 on the inner peripheral side of the first damper spring 218, and the rivet 223 is provided between the first damper spring 218 and the second damper spring 260. Are combined. This join
As shown in an enlarged manner in FIG. 8, a gap d3 is provided between the inner plate 222 and the spring holding cover 224 instead of fixing the spring holding cover 22.
4 is movable in the axial direction X.

Further, the spring location 216 engages with the outer shell 203 and is movable in the axial direction X, but the rotational direction is fixed. As already described with reference to FIG. 12, conventionally, the friction engagement means is the inner plate 222 (22).
Was only one of the friction surfaces 226 (26). However, in this embodiment, as shown in the enlarged view of FIG. 9, the inner plate 222, the spring locations 216,
The spring holding cover 224 is movable in the axial direction X, and the friction surface 226 and the friction surfaces 224a and 224 of the spring holding cover 224 are provided.
Each of the b's is adapted to contact the spring location 216 and the front cover 202. That is, three friction engagement means are provided.

Note that, as shown in FIG. 9, the distance L1 between the spring holding cover 224 and the front cover 202.
Is spring location 216 and front cover 2
It is set to be smaller than the distance (play) L2 from 02. Thereby, the friction surface 224a and the spring location 216, and the friction surface 224b and the front cover 2
It is possible to make sure that all of 02 are in contact with each other.

The operation of the second embodiment will be described below.

When releasing the lockup clutch 210, in FIG. 7, the oil liquid is supplied from the portion indicated by the reference symbol G as indicated by the arrow, and the pressure is discharged from the portion indicated by the reference symbol H (opposite to the arrow). As a result, the lockup piston 210
The hydraulic pressure between a and the inner plate 222 increases, and the lockup piston 210a separates from the inner plate 222. Therefore, the lockup clutch 210 is released, and the normal operation of the torque converter 201 causes
Torque is transmitted via the oil liquid.

On the other hand, due to the high hydraulic pressure between the inner plate 222 and the lockup piston 210a, the inner plate 222 is pressed to the left in the figure, the friction surface 226 hits the spring location 216, and the inner plate 2
22, the spring location 216, the first damper spring 218, and the spring holding cover 224 move together to the left. As a result, the friction surfaces 224a and 224b of the spring retaining cover 224 contact the front cover 202 and the spring location 216, respectively. As described above, since the spring holding cover 224 is not fixed to the rivet 223 and is movable in the axial direction X, the friction surfaces 224a and 224b are provided.
The contact is surely made.

In this embodiment, the friction engagement means (the friction surface 2
26, 224a, 224b), the torque transmission capacity is increased and the function of the inertial mass body as a flywheel can be improved.

Next, when the lock-up clutch 210 is engaged, in FIG. 7, the hydraulic pressure is supplied from the portion indicated by the reference numeral H in the direction of the arrow, and the hydraulic pressure is discharged from the portion indicated by the reference numeral G (opposite to the arrow). As a result, the lockup piston 210
The rear side (right side in the figure) of a has a high pressure, and the front side (left side) has a low pressure, and the lockup piston 210a is moved to the damper mechanism 212 side. At this time, since the hydraulic pressure between the inner plate 222 and the lockup piston 210a becomes low, the inner plate 222 moves to the right side (the lockup piston 210a side) in the drawing, and the friction material 218 attached to the lockup piston 210a is removed. It is pressed against the plate 222 to be in the clutch engagement state. However, said friction surfaces 226, 224a, 224
There is no engagement of b, the torque is from the front cover 202,
It is transmitted to the lockup clutch 210 via the spring location 216, the first damper spring 218 and the inner plate 222. Therefore, the damper mechanism 21
2 literally acts as a damper.

The shape of the engaging portion between the spring location 216 and the outer shell 203 and the shape of the rivet 223 is the one described above, which has a simple structure and is easy to manufacture, but is not limited to this. Instead, various other structures are possible.

For example, as for the engaging portion between the spring location 216 and the outer shell 203, as shown in FIG. 10, an elastomer 264 is installed at the end portion of the front cover 202, and the elastomer 264 and the spring location 216 are connected to each other. By setting the distance L2 ′ to satisfy L2>L1> L2 ′, the spring location 216 may be smoothly returned (to the right in the figure) when the friction surface 224b is disengaged.

As for the rivet 223, for example, as shown in FIG. 11, a coil spring 266 is provided to secure a gap so that the friction surfaces 224a and 226 do not engage except when necessary. May be.

[0059]

As described above, according to the present invention,
By using a plurality of friction engagement means, the torque transmission capacity can be increased and the function of the inertial mass body as a flywheel can be improved.

[Brief description of the drawings]

FIG. 1 is a vertical cross-sectional view showing a flywheel device with a damper mechanism according to a first embodiment of the present invention.

FIG. 2 is a cross-sectional view of the upper half showing the shape of the inner plate in the first embodiment.

FIG. 3 is a front view showing a quarter portion seen from the direction III in FIG.

FIG. 4 is a cross-sectional view of the upper half showing the shape of the spring holding cover in the first embodiment.

5 is a front view showing a ¼ portion viewed from the V direction in FIG. 4;

FIG. 6 is an enlarged view of a portion R in FIG.

FIG. 7 is a vertical cross-sectional view showing a flywheel device with a damper mechanism according to a second embodiment of the present invention.

8 is an enlarged view of a rivet 223 portion in FIG.

9 is an enlarged view of the vicinity of the engagement portion between the spring location and the outer shell in FIG. 7.

FIG. 10 is an enlarged cross-sectional view showing another example of the engagement portion between the spring location and the outer shell.

11 is an enlarged cross-sectional view showing another example of the portion of the rivet 223 in FIG.

FIG. 12 is a vertical cross-sectional view showing a conventional flywheel device with a damper mechanism.

[Explanation of symbols]

102, 202 ... Front cover 103, 203 ... Outer shell 110 ... Clutch 112, 212 ... Damper mechanism 116, 216 ... Spring location (driving member) 118, 218 ... First damper spring (elastic member) 122, 222 ... Inner plate ( Inertia mass body, first holding body) 124, 224 ... Spring holding cover (second holding body) 122a, 222a, 124a, 224a, 124b, 224b, 126, 226 ... Friction surface 128, 228 ... Friction material 210 ... Lockup clutch 210a ... Lockup piston

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI technical display location F16H 45/02 8917-3J F16F 15/30 P

Claims (2)

[Claims] 1. A damper mechanism in which a drive member for transmitting an input torque and an inertial mass body are connected in a rotating direction via an elastic member, and a friction engagement for enabling frictional engagement between the drive member and the inertial mass body. A flywheel device with a damper mechanism comprising a plurality of the friction engaging means. 2. The friction member according to claim 1, wherein the elastic member and the first holding member and the second holding member holding the elastic member are coupled to each other so as to be relatively movable in the axial direction. A flywheel device with a damper mechanism, wherein a plurality of members of the drive member and the first and second holding bodies are frictionally engaged with each other.