JP2000274487A - Damper mechanism and damper disc assembly - Google Patents

Abstract

PROBLEM TO BE SOLVED: To generate proper histersis in a first stage range and a second stage range of twist characteristics caused by microtwist-vibration, in a damper mechanism. SOLUTION: In a clutch disc assembly, a hub flange 6 is relatively rotatably engaged in a given twist angle range with a hub 3. A second spring 7 elastically intercouple the hub 3 and a flange 6 in a rotation direction. Input rotors 2 are arranged in a mutually fixed state on both sides in an axial direction of the hub flange 6 on the outer peripheral side of the hub 3. A second spring 8 elastically intercouples the input rotor 2 and the hub flange 6 in a rotation direction. A second intermediate plate 11B are arranged axially between the input rotor 2 and the hub flange 6. A second intermediate plate 11B constitutes a second small friction mechanism C making friction engagement with the hub flange 6 in a state to secure a given gap in a rotation direction. The second intermediate plate 11B forms a second large friction mechanism D effecting friction engagement with the input rotor 2.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a damper mechanism, and more particularly to a damper mechanism for attenuating torsional vibration in a power transmission system.

[0002]

2. Description of the Related Art A clutch disk assembly used in a vehicle has a clutch function for connecting and disconnecting to a flywheel and a damper function for absorbing and attenuating torsional vibration from the flywheel. . In general, the vibration of the vehicle includes abnormal noise at idle (rattle noise),
There are deceleration rattle, muffled sound) and tip-in / tip-out (low-frequency vibration). The function as a damper of the clutch disk assembly is to remove such abnormal noise and vibration.

[0003] The idling abnormal noise is a noise that is heard from the transmission when the shift is set to neutral and the clutch pedal is released in response to a signal or the like. The cause of the abnormal noise is that the engine torque is low near the engine idling rotation and the torque fluctuation at the time of engine explosion is large. At this time, the input gear and the counter gear of the transmission are gearing.

[0004] Tip-in / tip-out (low-frequency vibration) is a large front-back vibration of the vehicle body that occurs when the accelerator pedal is suddenly depressed or released. When the rigidity of the drive transmission system is low, the torque transmitted to the tire is transmitted from the tire side in reverse, and excessive torque is generated in the tire as a sway, resulting in the longitudinal vibration that transiently shakes the body back and forth transiently Become.

[0005] With respect to abnormal noise during idling, there is a problem in the vicinity of zero torque in the torsional characteristics of the clutch disk assembly, and it is better that the torsional rigidity there is low. On the other hand, it is necessary to make the torsional characteristics of the clutch disk assembly as solid as possible with respect to the longitudinal vibration of tip-in and tip-out. In order to solve the above-mentioned problem, a clutch disk assembly which realizes a two-stage characteristic by using two kinds of springs is provided. Here, since the torsional rigidity and the hysteresis torque in the first stage (low torsional angle region) in the torsional characteristics are suppressed to a low level, there is an effect of preventing abnormal noise during idling. In the second stage (high torsion angle region) in the torsional characteristics, the torsional rigidity and the hysteresis torque are set to be large, so that the longitudinal vibration of the tip-in and tip-out can be sufficiently attenuated.

Further, when a minute vibration caused by, for example, engine combustion fluctuation is input in the second stage of the torsional characteristic, the small friction is reduced by the low hysteresis torque by not operating the second stage large friction mechanism. Damper mechanisms that absorb effectively are also known.

[0007]

In the above-mentioned conventional damper mechanism, a low friction mechanism that generates friction between the first and second stages of the torsional characteristic is common. Therefore, if the first-stage hysteresis torque is set to an appropriate value, the second-stage hysteresis torque becomes too small. When the second-stage hysteresis torque is set to an appropriate value, the first-stage hysteresis torque becomes too large.

An object of the present invention is to provide a small torsional vibration with one
An object of the present invention is to make it possible to set the hysteresis torque generated at the second stage and the hysteresis torque generated at the second stage to appropriate values.

[0009]

According to a first aspect of the present invention, there is provided a damper mechanism including a first rotating member, a second rotating member, an elastic coupling mechanism, and a first friction coupling mechanism. The second rotating member is the first rotating member.
The rotating member is disposed so as to be relatively rotatable. The elastic connecting mechanism is a mechanism for elastically connecting the first rotating member and the second rotating member in the rotation direction. The elastic connection mechanism includes an intermediate member, a first elastic member, and a second elastic member. The first elastic member elastically connects the first rotating member and the intermediate member in the rotation direction. The second elastic member elastically connects the intermediate member and the second rotating member in the rotation direction. The second elastic member has higher rigidity than the first elastic member.

The first friction coupling mechanism is a mechanism disposed between the intermediate member and the second rotating member so as to act in parallel with the second elastic member. The first friction coupling mechanism has a first small friction generating mechanism and a first large friction generating mechanism. The first small friction generating mechanism operates within a predetermined rotation direction angle. The first large friction generating mechanism is arranged to act in series with the first small friction generating mechanism. In the damper mechanism according to the second aspect, in the first aspect, the first frictional connection mechanism has a first intermediate member. The first intermediate member forms a small friction generating mechanism between the intermediate member and one of the second rotating members, and forms a large friction generating mechanism with the other.

In this damper mechanism, when torque is input to the second rotating member, the torque is transmitted to the first rotating member in the order of the second elastic member, the intermediate member, and the first elastic member. For example, when torque fluctuation from an engine is transmitted to the second rotating member, the first elastic member and the second elastic member are compressed between the second rotating member and the first rotating member. In the first range of the torsional characteristic, no slip occurs in the first small friction generating mechanism and the first large friction generating mechanism. As a result, when the small torsional vibration occurs in the first stage range, the characteristic of the low hysteresis torque is obtained. When a small torsional vibration is input in the second stage range, the first small friction generating mechanism operates within a predetermined rotation direction angle to generate a small hysteresis torque. Generates a large hysteresis torque by slipping from the first large friction generating mechanism. Here, the first small friction generating mechanism does not slip in the first stage range, but only slips against the small torsional vibration in the second stage range. As a result, the hysteresis torque for the small torsional vibration in the second stage range becomes larger than the hysteresis torque in the first stage range. Therefore, the hysteresis torque for the small torsional vibration in the second stage range can be sufficiently increased while maintaining the hysteresis torque for the small torsional vibration in the first stage range at an appropriate value.

According to a second aspect of the present invention, in the first aspect, the first friction coupling mechanism has a first intermediate member. The first intermediate member forms the first small friction generating mechanism between the intermediate member and one of the second rotating members, and forms the first large friction generating mechanism between the first intermediate member and the second rotating member. In this damper mechanism, the first intermediate member does not slide on both the intermediate member and the second rotating member in the first stage range, and the intermediate member does not slip against the torsional vibration within a predetermined rotation direction angle in the second stage range. A high hysteresis torque is generated by sliding between the second rotating member and one of the second rotating members, and sliding between the other and the second rotating member with respect to torsional vibration exceeding a predetermined rotation direction angle.

According to a third aspect of the present invention, the damper mechanism according to the second aspect further includes a second friction coupling mechanism. The second friction coupling mechanism is a mechanism arranged between the first rotating member, the intermediate member, and the second rotating member so as to act in parallel with the first elastic member. The second friction coupling mechanism has a second small friction generating mechanism and a second large friction generating mechanism. The second small friction generating mechanism operates within a predetermined rotation direction angle. The second large friction generating mechanism is arranged in series with the second small friction generating mechanism, and
Generates larger friction than the small friction generating mechanism.

In this damper mechanism, the second small friction generating mechanism does not slip in the range of the first stage against the small torsional vibration.
Slip in the step range. By providing the second small friction generating mechanism that slides only in the range of the second stage against the small torsional vibration, the magnitude of the hysteresis torque of both can be changed. In the damper mechanism according to the fourth aspect, in the third aspect, the second friction coupling mechanism has a second intermediate member.
The second intermediate member forms a second small friction generating mechanism between the intermediate member and one of the first rotating members, engages with the other via a predetermined gap in the rotation direction, and engages with the second rotating member. A second large friction generating mechanism is formed therebetween.

According to a fifth aspect of the present invention, there is provided a damper mechanism according to any one of the first to fourth aspects, further comprising a friction coupling mechanism. The friction coupling mechanism frictionally engages the first rotating member and the second rotating member in the rotational direction, and generates less friction than the first large friction coupling mechanism. In this damper mechanism, the friction coupling mechanism always slides when the first rotating member and the second rotating member rotate relative to each other.

According to a sixth aspect of the present invention, there is provided a damper disk assembly comprising: a hub; a hub flange; a first elastic member;
A plate member, a second elastic member, and a first-stage friction plate are provided. The hub is connected to the shaft. The hub flange is rotatably engaged with the hub within a predetermined torsional angle range. The first elastic member elastically connects the hub and the hub flange in the rotation direction. The first and second plate members are fixed to each other on the outer peripheral side of the hub and on both axial sides of the hub flange. The second elastic member is the first elastic member.
And the second plate member and the hub flange are elastically connected in the rotation direction. The second elastic member has higher rigidity than the first elastic member. The second-stage friction plate is disposed axially between the second plate member and the hub flange.
The second-stage friction plate forms a first small friction engagement portion that frictionally engages with one of the second plate member and the hub flange while securing a predetermined gap in the rotational direction, and a first friction engagement portion that frictionally engages the other. A large friction engagement portion is formed.

In this damper disk assembly, when torque is input to the first and second plate members, the torque is transmitted to the hub in the order of the second elastic member, the hub flange, and the first elastic member. When torque vibration is input to the first and second plate members, the first and second plate members and the hub rotate relatively to compress the first elastic member and the second elastic member. In the first range of the torsional characteristic, the first elastic member is compressed to obtain low rigidity characteristics. In the first stage range, the second stage friction plate does not slip with other members. In the second range of the torsional characteristic, the second elastic member is compressed to obtain high rigidity characteristics. When a small torsional vibration is input in the second-stage range, the second-stage friction plate has a first gap formed between the second plate member and one of the hub flanges within a predetermined circumferential angle. Slip at the small friction engagement part. As a result, a hysteresis torque larger than the first stage range is obtained. If the twist is larger than the predetermined circumferential angle, the second-stage friction plate slides on the first frictional engagement portion formed between the second plate member and the other of the hub flanges. Thereby, a high hysteresis torque in the range of the second stage is obtained. In this damper disk assembly, it does not slip in the first-stage range but slips in the second-stage range against the small torsional vibration.
By providing the stage friction plate, it is possible to make the hysteresis torque for the small torsional vibration different between the first stage range and the second stage range.

According to a seventh aspect of the present invention, the damper disk assembly further includes the first-stage friction plate. The first-stage friction plate is disposed axially between the first plate member and the hub flange. The first-stage friction plate is engaged with the hub so as to be relatively rotatable up to a predetermined angle range. The first-stage friction plate forms a second small friction engagement portion by contacting one of the first plate and the hub flange, and forms a second large friction engagement portion by contacting the other.

In this damper disk assembly, the first-stage friction plate does not slide in the first-stage range against a small torsional vibration, but slides in the second-stage range at the second small friction engagement portion. Thus, by providing the first-stage friction plate that slides in the second-stage range without slipping in the first-stage range with respect to minute torsional vibration, the first-stage friction plate with the first-stage range with respect to minute torsional vibration is provided.
Hysteresis torque generated in the step range can be made different.

[0020]

1 is a sectional view of a clutch disk assembly 1 according to one embodiment of the present invention, and FIG. 2 is a plan view thereof. The clutch disk assembly 1 is a power transmission device used for a vehicle clutch device, and has a clutch function and a damper function. The clutch function is a function of transmitting and interrupting torque by connecting and disconnecting to and from a flywheel (not shown). The damper function is a function of absorbing and attenuating torque fluctuations and the like input from the flywheel side due to elasticity of a spring or the like or generation of frictional resistance.

In FIG. 1, OO is a rotation axis of the clutch disk assembly 1, that is, a rotation center line. FIG.
The engine and flywheel (not shown) are located on the left side of the vehicle, and the transmission (not shown) is on the right side of FIG.
Is arranged. Further, the arrow R1 side in FIG. 2 is the rotational direction drive side (positive side) of the clutch disk assembly 1,
From the arrow R2 side to the opposite side (negative side).

The clutch disk assembly 1 is mainly disposed between the input rotary member 2 (the clutch plate 21, the retaining plate 22, and the clutch disk 23), the hub 3, and the input rotary member 2 and the hub 3. And a damper mechanism 4. The damper mechanism 4 includes first and second springs 7, 8 and a plurality of friction mechanisms A to F.

The input rotator 2 is a member to which a torque from a flywheel (not shown) is input. The input rotator 2 mainly includes a clutch plate 21, a retaining plate 22, and a clutch disk 23. Clutch plate 21 and retaining plate 2
Numeral 2 is a disk-shaped or annular member made of sheet metal, and is arranged at a predetermined interval in the axial direction. The clutch plate 21 is arranged on the engine side, and the retaining plate 22 is arranged on the transmission side. The clutch plate 21 and the retaining plate 22 are fixed to each other by a plate-like connecting portion 31 to be described later, so that an axial distance is determined and the clutch plate 21 and the retaining plate 22 rotate integrally.

The clutch disk 23 is a portion pressed against a flywheel (not shown). The clutch disc 23 mainly includes a cushioning plate 24 and first and second friction facings 25.
The cushioning plate 24 includes an annular portion 24a, a plurality of cushioning portions 24b provided on the outer peripheral side of the annular portion 24a and arranged in the rotational direction, and a plurality of connecting portions 24c extending radially inward from the annular portion 24a. . The connecting portions 24c are formed in four places, each of which has a rivet 27.
It is fixed to the clutch plate 21 by (described later). Friction facings 25 are provided on both sides of each cushioning portion 24b of the cushioning plate 24 with rivets 2.
6 fixed.

Four window holes 35 are formed in the outer peripheral portions of the clutch plate 21 and the retaining plate 22 at regular intervals in the rotation direction. Cut-and-raised portions 35a and 35b are formed in each window hole 35 on the inner peripheral side and the outer peripheral side, respectively. The cut-and-raised portions 35a and 35b are for regulating the movement of the second spring 8 described later in the axial and radial directions. The window hole 35 has a second spring 8.
Are formed at both ends in the circumferential direction.

The clutch plate 21 and the retaining plate 22 each have a center hole 37 formed therein. A spline hub as the hub 3 is disposed in the center hole 37. The hub 3 includes a cylindrical boss 52 extending in the axial direction, and a flange 5 extending in the radial direction from the boss 52.
And 4. A spline hole 53 that engages with a shaft (not shown) extending from the transmission side is formed in the inner peripheral portion of the boss 52. Flange 54
Has a plurality of outer peripheral teeth 55 arranged in the rotation direction and a first
A notch 56 for accommodating the spring 7 and the like are formed. The notches 56 are formed at two locations facing each other in the radial direction.

The hub flange 6 is provided on the outer peripheral side of the hub 3, and the clutch plate 21 and the retaining plate 22
And a disc-shaped member disposed between the two. The hub flange 6 is elastically connected to the hub 3 via a first spring 7 in the rotational direction, and is also elastically connected to the input rotary body 2 via a second spring 8 in the rotational direction. As shown in detail in FIG. 7, the inner peripheral edge of the hub flange 6 has a plurality of inner peripheral teeth 59.
Are formed. The inner peripheral teeth 59 are arranged between the aforementioned outer peripheral teeth 55, and are arranged with a predetermined gap in the rotation direction. The outer peripheral teeth 55 and the inner peripheral teeth 59 can contact each other in the rotation direction. That is, the outer peripheral teeth 55 and the inner peripheral teeth 59 form the first stopper 9 for regulating the torsion angle between the hub 3 and the hub flange 6. The stopper here refers to a structure that allows relative rotation of both members up to a predetermined angle, but abuts against each other at a predetermined angle to prohibit further relative rotation. A first gap is provided between the outer teeth 55 and the inner teeth 59 on both sides in the circumferential direction. This first gap allows the hub 3 and the hub flange 6 to rotate relative to each other. The angle of the first gap in the circumferential direction is θ1. When the circumferential angle of the gap on the R2 side as viewed from the outer peripheral teeth 55 is θ1p, and the circumferential angle of the gap on the R1 side is θ1n, the sum of θ1p and θ1n becomes θ1. θ1p and θ
1n are different and θ1p is greater than θ1n.

Further, a notch 67 is formed on the inner peripheral edge of the hub flange 6 so as to correspond to the notch 56 of the flange 54. The first springs 7 are arranged one by one in each of the notches 56 and 67. The first springs 7 are low-rigidity coil springs, and the two first springs 7 act in parallel.
The first spring 7 has a notch 5 through a spring seat 7a.
6, 67 at both ends in the circumferential direction. With the above structure, when the hub 3 and the hub flange 6 rotate relative to each other, the first spring 7 is compressed in the rotation direction within the range of the circumferential angle θ1 of the first gap.

The hub flange 6 is provided at regular intervals in the rotation direction.
Window holes 41 are formed. The window hole 41 has a shape that extends long in the rotation direction. As shown in FIGS. 5 and 6, the edge of the window hole 41 includes a contact portion 44 on both sides in the circumferential direction, an outer peripheral portion 45 on the outer peripheral side, and an inner peripheral portion 46 on the inner peripheral side. . The outer peripheral portion 45 is formed continuously and closes the outer peripheral side of the window hole 41. In addition, the outer peripheral side of the window hole 41 may have a shape in which a part is opened radially outward. A notch 42 is formed in the hub flange 6 between each window hole 41 in the circumferential direction. The notch 42 has a fan shape whose circumferential length increases from the radially inner side to the outer side, and edge surfaces 43 are formed on both sides in the circumferential direction. Note that a notch 64 is formed in the inner peripheral portion 46. Notch 64 is inner peripheral part 4
6, and has a predetermined width in the circumferential direction.

A projection 49 is formed radially outside the portion where each window hole 41 is formed. That is, the protrusion 49
Is a protruding shape extending further radially outward from the outer peripheral edge 48 of the hub flange 6. The protrusion 49 extends long in the rotation direction, and has stop surfaces 51 at both ends in the circumferential direction. The protrusion 49 has a shorter circumferential width than the window hole 41 and is formed substantially at an intermediate position in the circumferential direction. That is, the stopper surface 50 of the projection 49 is disposed further inward in the circumferential direction than the edge surface 43 of the notch 42 with respect to the window hole 41, and further inward in the circumferential direction than the contact portion 44 of the window hole 41. Are located. The protrusions 49 may be formed as long as stopper surfaces are formed at both ends in the circumferential direction, and do not necessarily require an intermediate portion in the circumferential direction. That is, the projections may have a shape provided at two locations in the circumferential direction to form the stopper surfaces on both sides.

The structure of the hub flange 6 described above will be described again using other expressions. The hub flange 6 has an annular portion on the inner peripheral side, and has a plurality of projecting portions 47 projecting radially outward from the annular portion. In this embodiment, four protrusions 47 are formed at equal intervals in the rotation direction.
The protruding portion 47 is formed to be long in the rotation direction, and the above-described window hole 41 is formed therein.

The projecting portion 47 will be described in another expression. The projecting portion 47 is composed of two circumferentially-sided window frames 91 extending in the radial direction, and two radially outer ends of the both-sided window frames 91 in the radial direction. And an outer peripheral side window frame portion 92 connecting the two. The inner side in the circumferential direction of the window frame portion 91 at both ends in the circumferential direction is the contact portion 44, and the outer side in the circumferential direction is the edge surface 43. The radially inner side of the outer peripheral side window frame portion 92 is the outer peripheral portion 45, and the radially outer side is the outer peripheral edge 48. Outer edge 4
The projections 49 are formed on 8. The notch 42 is a space between the window frame portions 91 at both ends in the circumferential direction of the protruding portion 47 adjacent in the rotation direction.

The second spring 8 is an elastic member or spring used for the damper mechanism 4 of the clutch disc assembly 1. Each second spring 8 is constituted by a pair of coil springs arranged concentrically. Each second spring 8 has a first
It is larger than the spring 7 and has a larger spring constant. The second spring 8 is housed in each of the window holes 41 and 35. Second spring 8
Extends long in the rotation direction of the clutch disk assembly 1 and is disposed over the entire window hole 41. The circumferential ends of the second spring 8 are in contact with the contact portion 44 of the window hole 41 and the contact surface 3.
6 is in contact with or close to. The torque of the plates 21 and 22 can be transmitted to the hub flange 6 via the second spring 8. When the plates 21 and 22 and the hub flange 6 rotate relative to each other, the second spring 8 is compressed between the two. Specifically, the second spring 8 is compressed in the rotational direction between the contact surface 36 and the contact portion 44 on the opposite side in the circumferential direction. At this time, the four second springs 8 are acting in parallel.

On the outer peripheral edge of the retaining plate 22,
Plate-like connecting portions 31 are formed at four locations at equal intervals in the rotation direction. The plate-shaped connecting portion 31 connects the clutch plate 21 and the retaining plate 22 to each other, and forms a part of a stopper of the clutch disk assembly 1 as described later. The plate-like connecting portion 31
It is a plate-shaped member integrally formed from the retaining plate 22 and has a predetermined width in the rotation direction. The plate-like connecting portion 31 is provided between the window holes 41 in the circumferential direction,
It is arranged corresponding to. The plate-like connecting portion 31 includes a stopper portion 32 extending in the axial direction from the outer peripheral edge of the retaining plate 22 and a fixing portion 33 extending radially inward from an end of the stopper portion 32. The stopper portion 32 extends from the outer peripheral edge of the retaining plate 22 to the clutch plate 21 side. The fixing portion 33 is bent radially inward from the end of the stopper portion 32. The plate-shaped connecting portion 31 described above is an integral part of the retaining plate 22 and has substantially the same thickness as the retaining plate 22. Therefore, the stopper 3
Reference numeral 2 has a main surface oriented in the radial direction, and has only a width corresponding to the thickness of the retaining plate 22 in the radial direction. The stopper portion 32 has stopper surfaces 50 on both sides in the circumferential direction. The position of the fixing portion 33 in the radial direction is the window hole 4.
1 corresponds to the outer peripheral side portion, and the circumferential position is between the window holes 41 adjacent in the rotational direction. As a result, the fixed part 3
Reference numeral 3 is arranged corresponding to the notch 42 of the hub flange 6. The notch 42 is formed larger than the fixing portion 33, so that when the retaining plate 22 is moved in the axial direction with respect to the clutch plate 21 during assembly, the fixing portion 33 can move through the notch 42. . The fixing portion 33 is in contact with the connection portion 24c of the cushioning plate 24 in parallel with the transmission portion. A hole 33a is formed in the fixing portion 33, and the aforementioned rivet 27 is inserted into the hole 33a. Rivet 27
Connects the fixing portion 33, the clutch plate 21 and the cushioning plate 24 integrally. Further, a caulking hole 34 is formed in the retaining plate 22 at a position corresponding to the fixing portion 33.

Next, the stopper portion 32 of the plate-like connecting portion 31
The second stopper 10 including the protrusions 49 and the protrusions 49 will be described. The second stopper 10 is a mechanism for permitting relative rotation between the hub flange 6 and the input rotary body 2 within the circumferential angle θ2, and restricting the relative rotation of the two members when the torsion angle exceeds the angle θ2. . In a plan view, the plate-shaped connecting portion 31 is located at the circumferential position between the window holes 41 in the circumferential direction,
And between the projections 49 in the circumferential direction. In addition, the plate-like connecting portion 3
The radial position of the stop surface 51 is the hub flange 6.
Is located further radially outward than the outer peripheral edge 48 of the. That is, the radial position of the stopper 32 and the protrusion 49 is substantially the same. Therefore, the stopper portion 32 and the projection 49
Can contact each other when the twist angle between the hub flange 6 and the plates 21 and 22 increases. Stopper part 32
When the stop surface 51 and the stopper surface 50 of the projection 49 are in contact with each other, the stopper portion 32 is located radially outside the protrusion 47 of the hub flange 6, that is, the window hole 41. That is, the stopper portion 32 is
Further, it is possible to further enter the inside in the circumferential direction from the window hole 41.

The advantages of the second stopper 10 described above will be described. Since the stopper portion 32 has a plate shape,
The angle in the circumferential direction can be shortened as compared with the conventional stop pin. Further, the length of the stopper portion 32 in the radial direction is significantly shorter than that of a conventional stop pin. That is, the radial length of the stopper portion 32 is only the same as the thickness of the plates 21 and 22. This means that the substantial radial length of the second stopper 10 is limited to a short portion corresponding to the plate thickness of the plates 21 and 22.

The stopper portion 32 is arranged at the outer peripheral edge portion of the plates 21 and 22, that is, at the outermost peripheral position.
Is further radially outward than the radial position of the outer peripheral edge 48. Since the stopper portion 32 is located at a different position in the radial direction from the window hole 41, the stopper portion 32 and the window hole 41 do not interfere with each other in the rotation direction. As a result, the second
Both the maximum torsion angle of the damper mechanism 4 by the spring 8 and the torsion angle of the second spring 8 can be increased. As a result, a wide angle and low rigidity can be realized in the second stage of the torsion characteristics. As a result, it is possible to reduce a thrust shock when shifting from the first stage to the second stage, and further reduce abnormal noise during traveling. If the stopper is at the same radial position as the window hole,
The torsion angle of the damper mechanism 4 due to the second spring and the circumferential angle of the window hole interfere with each other, and it is not possible to realize a wide angle of the damper mechanism 4 and low rigidity of the spring.

In particular, since the length of the second stopper 10 in the radial direction is significantly shorter than that of the conventional stop pin, even if the second stopper 10 is provided radially outside of the window hole 41, the outer diameter of the plates 21 and 22 can be reduced. The diameter does not become extremely large. Further, the length of the window hole 41 in the radial direction does not become extremely short. A second gap is provided between the projection 49 and the stopper 32. The angle of the second gap in the circumferential direction is θ2. When the circumferential angle of the gap between the protrusion 49 and the R2 side stopper portion 32 is θ2p, and the circumferential angle of the gap between the R1 side stopper portion 32 as viewed from the protrusion 49 is θ2n, θ2 is the sum of θ2p and θ2n.
θ2p is different from θ2n, and θ2p is larger than θ2n.
In order to realize the relationship between θ2p and θ2n described above,
The projection 49 is arranged in the circumferential direction of the stopper 32 so as to be shifted from the center position in the circumferential direction. More specifically,
The circumferential center position of the protruding portion 47 is located on the R1 side from the circumferential center position of the stopper portion 32.

The intermediate plates 11A and 11B are a pair of plate members disposed on the outer peripheral side of the hub 3 between the clutch plate 21 and the hub flange 6, and between the hub flange 6 and the retaining plate 22. is there. The intermediate plates 11A and 11B include a first intermediate plate 11A arranged on the engine side of the hub flange 6 in the axial direction, and a second intermediate plate 11B arranged on the transmission side of the hub flange 6 in the axial direction. Both plates 11
A and 11B are disk-shaped or annular plate members,
A part of the damper mechanism 4 is configured between the input rotating body 2 and the hub 3. A plurality of inner peripheral teeth 66 are formed on the inner peripheral edge of the first intermediate plate 11A. The inner peripheral teeth 66 are disposed so as to overlap the inner peripheral teeth 59 of the hub flange 6 in the axial direction. As shown in detail in FIG. 7, the inner peripheral teeth 66 are wider in the circumferential direction than the inner peripheral teeth 59, and both ends protrude on both sides in the circumferential direction. The inner peripheral teeth 66 are the outer peripheral teeth 55 of the hub 3.
And a third gap in the rotation direction. That is, the hub 3 and the first intermediate plate 11
A is relatively rotatable. In other words, the third stopper 1 that regulates the relative rotation angle between the hub 3 and the first intermediate plate 11A by the outer teeth 55 and the inner teeth 66.
2 are formed. More specifically, as shown in FIG. 7, a third gap is provided between the outer peripheral teeth 55 and the inner peripheral teeth 66. The angle in the circumferential direction of the third gap is defined as θ3. θ
3 is a circumferential angle θ3p of the gap between the outer peripheral teeth 55 and the inner peripheral teeth 66 on the R2 side, and R1 as viewed from the outer peripheral teeth 55.
And the circumferential angle θ3n of the gap between the inner peripheral teeth 66 on the side. θ3p is different from θ3n, and θ3p is θ3n
Greater than. Note that θ3p is smaller than θ1p and θ3n
Is smaller than θ1n. θ3 is, for example, in the range of 8 to 12 degrees.

The second intermediate plate 11B has a plurality of projections 61 extending outward in the radial direction. Each projection 61 is arranged between the window holes 41 of the hub flange 6. A semicircular alignment notch 61a is formed at the tip of the protrusion 61. The notch 61a corresponds to a notch 98 for alignment formed in the hub flange 6 and a hole for alignment formed in the plates 21 and 22.

An engaging claw 68 extending toward the transmission in the axial direction is formed between the protrusions 61 on the outer peripheral edge of the second intermediate plate 11B. The engaging claw 68 extends into a notch 64 formed in the window hole 41 of the hub flange 6. As shown in FIG. 8, a fourth gap is provided between both ends in the circumferential direction of the engaging claw 68 and both ends in the circumferential direction of the notch 64. The magnitude of the circumferential angle of the fourth gap is θ
4 is assumed. In other words, the second intermediate plate 11B is rotatable relative to the hub flange 6 within the circumferential angle θ4 of the fourth gap. That is, the fourth stopper 14 is formed by the engagement claw 68 and the notch 64. θ4 is smaller than θ3. The circumferential angle of the gap between the engaging claw 68 and the end face of the notch 64 on the R1 side is θ4p
And the circumferential angle between the notch 64 and the end face of the notch 64 on the R2 side is θ4n. The sum of θ4p and θ4n is θ4. θ
4 is, for example, about 0.2 to 3 degrees.

Spacers 63 are arranged between the intermediate plates 11A and 11B and the hub flange 6, respectively. The spacer 63 is an annular plate member arranged between the inner peripheral portion of each of the intermediate plates 11A and 11B and the inner peripheral side annular portion of the hub flange 6. Spacer 63
Are fixed to the respective intermediate plates 11A and 11B. Coatings for reducing the coefficient of friction are applied to the surfaces (first and second small friction mechanisms B and C) of the spacer 63 on the side facing and in contact with the hub flange 6.

In this embodiment, the first intermediate plate 11
A and the second intermediate plate 11B are not connected to each other. Therefore, a member such as a pin for fixing the both becomes unnecessary. Further, it is not necessary to form a hole or a notch for the pin to pass through the hub flange 6. Next, each member constituting the friction mechanism will be described. Second
The friction washer 72 is disposed between the inner periphery of the transmission-side intermediate plates 11A and 11B and the inner periphery of the retaining plate 22. The second friction washer 72 is mainly constituted by a main body 74 made of resin.
The friction surface of the main body 74 is in contact with the transmission side surface of the second intermediate plate 11B. An engaging portion 76 extends from the inner peripheral portion of the main body 74 toward the transmission.
The engaging portion 76 is engaged with the retaining plate 22 so as not to rotate relatively, and is locked in the axial direction. A plurality of recesses 77 are formed on the inner peripheral transmission side of the main body 74. A second cone spring 73 is arranged between the main body 74 and the retaining plate 22. The second cone spring 73 is arranged in a compressed state between the main body 74 of the second friction washer 72 and the retaining plate 22. This allows
The friction surface of the second friction washer 72 is the first intermediate plate 1
It is strongly pressed against 1A. The first friction washer 79 is disposed between the flange 54 and the inner peripheral portion of the retaining plate 22. That is, the first friction washer 7
Reference numeral 9 denotes an inner peripheral side of the second friction washer 72 and an outer peripheral side of the boss 52. The first friction washer 79 is made of resin. The first friction washer 79 mainly includes an annular main body 81, and a plurality of protrusions 82 extend radially outward from the annular main body 81. The main body 81 is in contact with the flange 54, and the plurality of protrusions 82 are engaged with the concave portions 77 of the second friction washers 72 so as not to rotate relatively. Thus, the first friction washer 79 can rotate integrally with the retaining plate 22 via the second friction washer 72. A first cone spring 80 is arranged between the first friction washer 79 and the inner peripheral portion of the retaining plate 22. The first cone spring 80 is disposed between the first friction washer 79 and the inner peripheral portion of the retaining plate 22 in a state of being compressed in the axial direction. The biasing force of the first cone spring 80 is designed to be smaller than the biasing force of the second cone spring 73. The first friction washer 79 is made of a material having a lower friction coefficient than the second friction washer 72. Therefore, the friction (hysteresis torque) generated by the first friction washer 79 is significantly smaller than the friction generated by the second friction washer 72.

A third friction washer 85 and a fourth friction washer 86 are arranged between the inner peripheral portion of the clutch plate 21 and the inner peripheral portions of the flange 54 and the first intermediate plate 11A. The third friction washer 85 and the fourth friction washer 86 are resin-made annular members. The third friction washer 85 is non-rotatably engaged with the inner peripheral edge of the clutch plate 21, and its inner peripheral surface is slidably abutted on the outer peripheral surface of the boss 52. That is, the clutch plate 21 is radially positioned on the hub 3 via the third friction washer 85. The third friction washer 85 is in contact with the flange 54 from the engine side in the axial direction. 4th
The friction washer 86 is arranged on the outer peripheral side of the third friction washer 85. The fourth friction washer 86 has an annular main body 87 and a plurality of engaging portions 88 extending from the annular main body 87 toward the engine in the axial direction. The main body 87 has a friction surface that contacts the first intermediate plate 11A. The engaging portion 88 is engaged with a hole formed in the clutch plate 21 so as not to rotate relatively. Further, the engaging portion 88 has a claw portion that comes into contact with the axial side surface of the clutch plate 21 in the engine. The third friction washer 85 and the fourth friction washer 86 are engaged with each other so that they cannot rotate relative to each other. The third
The friction washer 85 and the fourth friction washer 86 are separate members, and the fourth friction washer 86 is made of a material having a higher friction coefficient than the third friction washer 85.

In the friction mechanism described above, a first large friction mechanism A is formed between the fourth friction washer 86 and the first intermediate plate 11A (specifically, the spacer 63A). Second intermediate plate 11B
The second large friction mechanism D is formed between the second large friction mechanism D (specifically, the spacer 63B). Further, the first intermediate plate 11A
The first small friction mechanism B is formed between the hub flange 6 and the hub flange 6, and the second small friction mechanism C is formed between the hub flange 6 and the second intermediate plate 11B. Further, a third small friction mechanism E is formed between the first friction washer 79 and the flange 54, and a fourth small friction mechanism F is formed between the third friction washer 85 and the flange 54.

The urging force of the first cone spring 80 acts on the third and fourth small friction mechanisms E and F, and the repulsion force of the second cone spring 73 generates the first and second large friction mechanisms A and D. And the first and second small friction mechanisms B and C. The magnitude of the hysteresis torque generated in each of the large friction mechanisms A and D is significantly larger than that of each of the small friction mechanisms B, C, E and F. Further, the hysteresis torque generated in the first and second small friction mechanisms B and C is equal to the third and fourth small friction mechanisms E and
It is larger than the hysteresis torque generated in F. [Schematic Description of Damper Mechanism Operation] In this damper mechanism 4, if the hysteresis torque is different between the first-stage AC (operation of the damper for a small torsional vibration) and the second-stage AC by changing the operating part of the hysteresis torque generating section. I'm making it. Further, in the first-stage AC and the second-stage AC, the AC operation angles are made different by providing circumferential gaps for securing the allowable operation angle at different positions. As a result, both the hysteresis torque and the operating angle can be made different between the first stage and the second stage for the small torsional vibration. In this embodiment, the characteristics of a higher hysteresis torque and a smaller torsion angle in the second range than in the first range are realized with respect to the small torsional vibration.

Further, in the damper mechanism 4, the first-stage DC
(Damper operation for large torsional vibration) and DC at the second stage
In the above, the configuration of the hysteresis torque generating section is changed to make the hysteresis torque different. In this way,
The first stage AC and the second stage AC have different hysteresis torques, and the first stage DC and the second stage DC have different hysteresis torques.

In summary, the third stopper 12
The (third gap) and the fourth stopper 14 (fourth gap) differ in the number of actuations of the plurality of friction mechanisms A to F in the first-stage range and the second-stage range with respect to minute torsional vibration. I have. Specifically, at the first-stage AC operation angle, only the third and fourth small friction mechanisms E and F slip, and at the second-stage AC operation angle, the first and second small friction mechanisms B and C additionally slide. I have. As described above, the first and second small friction mechanisms B and C generate less friction than the first large friction mechanism A by sliding in the range of the second stage against the small torsional vibration, and It is a friction mechanism that does not slip in the range. As a result, the magnitude of the hysteresis torque for the small torsional vibration in the first stage range is different from the magnitude of the hysteresis torque for the small torsional vibration in the second stage range. The first large friction mechanism A does not slip when small torsional vibration occurs in the first stage range, and slips when small torsional vibration occurs in the second stage range. As described above, the first and second small friction mechanisms B and C that cause slippage on only one side in the small torsional vibration in the first stage and the small torsional vibration in the second stage are provided. The hysteresis torque in the range of the second stage can be increased while keeping the value of the hysteresis torque of the second stage sufficiently small. With respect to the small torsional vibration in the first stage range, only the third and fourth small friction mechanisms E and F slip and generate less friction than the first large friction mechanism A.

Further, the third stopper 12 (third gap)
The fourth stopper 14 (fourth gap) makes the number of operating the plurality of friction mechanisms A to F different from the first-stage range and the second-stage range with respect to the large torsional vibration. Specifically, at the first-stage DC angle, only the first large friction mechanism A slides, and the second-stage D
At the C angle, the second large friction mechanism D slides in addition thereto. That is, the first large friction mechanism A frictionally engages the hub 3 and the input rotating body 2 in the rotational direction, and slides in the first and second steps in response to a large torsional vibration. This is a friction mechanism that does not slip in the first stage range and the second stage range against vibration. The second large friction mechanism D frictionally engages the hub 3 and the input rotating body 2 in the rotational direction, does not slip in the first and second steps in response to a small torsional vibration, and has a large torsional vibration. This is a friction mechanism that slides in the range of the second stage without sliding in the range of the first stage. As a result, a large hysteresis torque can be generated in the range of the second stage with respect to the large torsional vibration twisting on both the positive and negative sides of the second stage. In this case, a jumping phenomenon can be suppressed by generating a hysteresis torque which is not extremely large. [Detailed Description of Damper Mechanism Operation] FIG. 9 is a mechanical circuit diagram of the damper mechanism 4 of the clutch disk assembly 1. This mechanical circuit diagram illustrates the relationship between the members in a state where the hub 3 is twisted from the neutral position to the R2 side with respect to the input side rotating body 2 (positive side region in the torsion characteristic diagram). This diagram schematically illustrates the relationship between the rotational directions of the members in the damper mechanism 4. Therefore, the members that rotate integrally are represented as the same member. FIG. 9 shows the state of each component when the clutch disk assembly 1 is in the neutral state.

In this specification, "small torsional vibration" refers to fluctuation of torque having a small amplitude, and torque fluctuation due to engine combustion or the like during idling or normal running of the clutch disk assembly 1 is caused. Occurs when brought. The “large torsional vibration” refers to a vibration of a torque having a large amplitude, and refers to a vibration that is twisted at least at an angle larger than the torsional angle caused by the minute torsional vibration. When the large torsional vibration occurs, the damper mechanism 4
Is twisted beyond the first-stage range, twisted over the first-stage range and the second-stage range, or twisted between the second stage on both the positive and negative sides. Furthermore, "the first stage range of torsional characteristics"
"Torsion" refers to a region of a small torsion angle spread over both sides of the torsion angle of zero in the torsion characteristic diagram, and a low-rigidity characteristic is obtained by twisting a low-rigidity spring. The "second stage range of the torsional characteristic" refers to a region of a large torsion angle extending on both the positive and negative sides of the first stage range, and a high rigidity characteristic is obtained by twisting a high rigidity spring. . The “second range of the torsional characteristic” includes a case where the rigidity changes on the way due to the operation of a plurality of springs. That is, “the second range of the torsional characteristic” is “the first range of the torsional characteristic”.
Includes all areas beyond.

As is apparent from FIG. 9, a plurality of members for constituting the damper mechanism 4 are arranged between the input rotary member 2 and the hub 3. The hub flange 6 is disposed between the input rotating body 2 and the hub 3 in the rotation direction. The hub flange 6 is elastically connected to the hub 3 via a first spring 7 in the rotational direction. The hub flange 6 is provided with a second spring 8.
And is elastically connected to the input rotary body in the rotational direction. Thus, the first spring 7 and the second spring 8 are arranged so as to act in series via the hub flange 6 as an intermediate member. A first stopper 9 is formed between the hub flange 6 and the hub 3. First stopper 9
The first spring 7 is compressible in the range of the first-side θ1p on the positive side in FIG. The second between the hub flange 6 and the input rotating body 2
A stopper 10 is formed. Second stopper 10
The second spring 8 is compressible in the range of θ2p in the second stage on the positive side in the above. With the above structure, the first stage in the range of the first stage
The spring 7 is compressed, and the second spring 8 is compressed in the second stage range. Since the rigidity of the entire first spring 7 is set to be much smaller than the rigidity of the entire second spring 8, the second spring 8 is hardly compressed in the first stage range.

The first intermediate plate 11A is arranged between the hub 3 and the hub flange 6. First intermediate plate 1
1A is θ with respect to the hub 3 at the third stopper 12
The first small friction mechanism B frictionally engages the hub flange 6 with the hub flange 6 within the three ranges.
Further, the first intermediate plate 11A is frictionally engaged with the input rotary member 2 by the first large friction mechanism A. That is, the first small friction mechanism B and the second large friction mechanism A constitute a second friction coupling mechanism. The first small friction mechanism A operates only within the circumferential torsion angle θ3. The first large friction mechanism A is arranged in series with the first small friction mechanism A, so that it acts only at a torsion angle θ3 or more and generates friction larger than the first small friction mechanism A. With the above structure, the first intermediate plate 11A does not slip on the friction mechanisms A and B until the hub 3 comes into contact, and after the hub 3 comes into contact, the first intermediate plate 11A thereafter comes into contact.
Slip on B. When only the hub flange 6 rotates relative to the first intermediate plate 11A, slippage occurs only in the first small friction mechanism B. When both the input rotating body 2 and the hub flange 6 rotate relative to the first intermediate plate 11A, friction occurs. Slip occurs in the mechanisms A and B.

The second intermediate plate 11B is rotatable relative to the hub flange 6 at the fourth stopper 14 within θ4, and is frictionally engaged by the second small friction mechanism C. Further, the second intermediate plate 11B is frictionally engaged with the input rotary body 2 by the second large friction mechanism D. In other words, the second small friction mechanism C and the second large friction mechanism D constitute a first friction coupling mechanism. The second small friction mechanism C operates within the circumferential angle θ4. The second large friction mechanism D is arranged to act in series with the second small friction mechanism C, and acts at a circumferential angle θ4 or more. With the above structure, the second intermediate plate 11B is connected to the hub flange 6
When it is relatively rotating, it always slides with the second small friction mechanism C, and when it is not relatively rotated, it always slides with the second small friction mechanism C. The second intermediate plate 11 </ b> B slides with the second large friction mechanism D when rotating relative to the input rotator 2.

Since the third and fourth small friction mechanisms E and F are formed between the input rotary body 2 and the hub 3, they always slide when the input rotary body 2 and the hub 3 rotate relative to each other. I have. Next, the operation of the damper mechanism 4 in the clutch disk assembly 1 will be described in detail with reference to the mechanical circuit diagrams of FIGS. FIG. 10 is a torsional characteristic diagram based on the following operation. The following description is an operation when the input rotator 2 is fixed to another member and the hub 3 is twisted to the R2 side. That is, as shown in FIG. 10, the operation in the positive region of the torsional characteristic diagram is described.

FIG. 11 corresponds to 0 degrees in FIG. In FIG. 11, the first intermediate plate 11A and the second intermediate plate 11B are located at the most twisted positions toward the R1 side. From the state of FIG. 11, the hub 3 is twisted to the R2 side. At this time, the first
The spring 7 is compressed, and the hub 3 and the hub flange 6 rotate relative to each other. At this time, since slippage occurs only in the third and fourth small friction mechanisms E and F, characteristics of low rigidity and low hysteresis torque are obtained. When the torsion angle becomes θ3, contact occurs at the third stopper 12 as shown in FIG. 12, and thereafter, the first intermediate plate 11A rotates integrally with the hub 3. For this reason,
In addition to the sliding in the third and fourth small friction mechanisms E and F, the sliding occurs in the first large friction mechanism A and the first small friction mechanism B. Therefore, a relatively large hysteresis torque is obtained at both ends of the first stage range. When the torsion angle further increases and the torsion angle becomes the angle a (= θ1p), contact occurs at the first stopper 9 as shown in FIG. Thereafter, the first spring 7 is not compressed, and only the second spring 8 is compressed. When the torsion angle reaches the angle b (= θ1p + θ2p), the relative rotation between the input rotating body 2 and the hub 3 stops.

In the initial stage of the second range, slippage occurs between the first large friction mechanism A and the second small friction mechanism C, and a relatively large hysteresis torque is obtained. When the torsion angle increases by θ4 from the angle a, contact occurs at the fourth stopper 14 as shown in FIG. Thereafter, slippage occurs between the first large friction mechanism A and the second large friction mechanism D, and the largest hysteresis torque is obtained. The high hysteresis torque in the second stage range is larger than the high hysteresis torque generated at both ends of the first stage range. Thereby, the damping of vibration is improved with a large hysteresis torque against low-frequency vibration. Also, by increasing the hysteresis torque, the peak value of the resonance point is reduced, which has the effect of lowering the peaks of the gear rattle and muffled sound during running.

When the hub 3 returns to the R1 side from the state shown in FIG. 14, the first small friction mechanism B and the second small friction mechanism C slip at first. When the angle returning to the R1 side becomes θ4, FIG.
The fourth stopper 14 contacts as shown in FIG.
Slip occurs between the small friction mechanism B and the second large friction mechanism D. R
When the angle returning to the first side becomes θ3, contact occurs at the third stopper 12 as shown in FIG. 16, and thereafter, the first large friction mechanism A and the second large friction mechanism D slide. When the angle becomes equal to or less than the angle a, the second spring 7 extends, and the first large friction mechanism A and the first small friction mechanism B slip. This means that in the operation of returning from the second stage range to the first stage range, the first large friction mechanism A and the first small friction mechanism B operate over the entire first stage range, and a relatively large hysteresis torque is generated. . In other words, for a vibration having a large torsion angle, the entire first stage range becomes a region of high hysteresis torque. For this reason, the damping characteristic with respect to the vehicle longitudinal vibration can be improved.

FIGS. 17 to 20 are diagrams showing actual torsional characteristics with respect to various torsional vibrations. FIG. 17 shows a twisted state between the positive first stage range and the negative second stage range. Hysteresis torque H1 is generated in the first stage range,
It can be seen that a larger hysteresis torque H2 is generated in the second range than in the first range. FIG. 18 shows a state in which the wire is twisted between the positive second end and the negative second end. Here, in the range of the first stage, the first large friction mechanism A
And the first small friction mechanism B slide on the entire first stage, and a relatively large hysteresis torque H1 is obtained. It can be seen that a larger hysteresis torque H2 is generated in the second stage range than in the first stage range. As a result, good vibration damping characteristics can be obtained with respect to large torsional vibrations such as shocks and hiccups twisting between the positive and negative second ranges.

FIG. 19 shows the characteristics when a small torsional vibration during idling at the neutral position is input. In the mechanical circuit diagram, when the hub 3 is in the neutral state in FIG.
And the hub flange 6 are repeatedly twisted within θ3. Here, in the range of the first stage, the third and fourth
Only the small friction mechanisms E and F slip and the low hysteresis torque H
3 has occurred.

FIG. 20 shows a state in which, when a small torsional vibration during idling at the neutral position is input, the amplitude of the small torsional vibration is large and acts up to the second stage range. Here, a region of high hysteresis torque in which the first large friction mechanism A and the first small friction mechanism B slide at both ends of the first-stage range is obtained, so that the one-side jumping phenomenon does not easily occur. Since the high hysteresis torque in the first stage range is smaller than the high hysteresis torque in the second stage range, a jumping phenomenon is less likely to occur. The jumping phenomenon means that even when the steady rattle noise falls to a certain extent, it falls within the range of the first stage due to a change in drag torque due to a change in transmission oil temperature or an increase in engine speed fluctuation due to an electric load. This is a phenomenon in which the fluctuation of the rotating speed hits the second-stage wall and largely rebounds, and hits and rebounds on the opposite wall, so that the rattle sound level is greatly deteriorated. When the hysteresis torque in the first range and the hysteresis torque in the second stage for the large torsional vibration are the same (1
In the case where the second-stage hysteresis torque is not smaller than the second-stage hysteresis torque), an extremely large high-hysteresis torque region as shown by the broken line in FIG. 20 is generated, which is counterproductive in suppressing the jumping phenomenon. .

FIG. 21 shows the characteristics when twisting is performed between the first stage on the negative side and the second stage on the positive side. When a small torsional vibration is input in both the positive and negative directions in the second stage range, the second small friction mechanism B and the third small friction mechanism C slide within the range of θ4. In the mechanical circuit diagram, this corresponds to a state in which the input rotating body 2 repeats a twisting operation within θ4 with respect to the hub flange 6 and the hub 3 in the state of FIG. These small friction mechanisms B and C do not slip against minute torsional vibration in the first stage range. As a result, the hysteresis torque H4 generated for the small torsional vibration in the second stage range is 1
It is larger than the hysteresis torque H3 (FIG. 19) generated in response to the small torsional vibration in the step range. Therefore,
Vibration damping can be effectively performed with respect to minute torsional vibration during normal running. In the structure of the present embodiment, the hub 3 is connected to the first and second intermediate plates 1 during normal running.
The wear of each part is reduced without being hit by 1A and 11B. [Other Embodiments] The damper mechanism according to the present invention can be applied to other than the clutch disk assembly. For example, 2
And a damper mechanism for elastically connecting two flywheels in the rotation direction.

[0062]

In the damper mechanism according to the present invention, the hysteresis torque for the small torsional vibration in the second stage range is larger than the hysteresis torque in the first stage range. Therefore, the hysteresis torque for the small torsional vibration in the second stage range can be sufficiently increased while maintaining the hysteresis torque for the small torsional vibration in the first stage range at an appropriate value.

[Brief description of the drawings]

FIG. 1 is a schematic longitudinal sectional view of a clutch disk assembly.

FIG. 2 is a plan view of a clutch disk assembly.

FIG. 3 is a partially enlarged view of FIG. 1;

FIG. 4 is a partially enlarged view of FIG. 1;

FIG. 5 is a plan view for explaining a torsional angle of each part.

FIG. 6 is a plan view for explaining a torsional angle of each part.

FIG. 7 is a plan view for explaining a torsional angle of each part.

FIG. 8 is a partial plan view for explaining engagement between a claw of a plate and a hub flange.

FIG. 9 is a mechanical circuit diagram of a damper mechanism.

FIG. 10 is a torsional characteristic diagram of a damper mechanism.

FIG. 11 is a mechanical circuit diagram of a damper mechanism.

FIG. 12 is a mechanical circuit diagram of a damper mechanism.

FIG. 13 is a mechanical circuit diagram of a damper mechanism.

FIG. 14 is a mechanical circuit diagram of a damper mechanism.

FIG. 15 is a mechanical circuit diagram of a damper mechanism.

FIG. 16 is a mechanical circuit diagram of a damper mechanism.

FIG. 17 is a torsional characteristic diagram for various torsional vibrations.

FIG. 18 is a torsional characteristic diagram for various torsional vibrations.

FIG. 19 is a torsional characteristic diagram for various torsional vibrations.

FIG. 20 is a torsional characteristic diagram for various torsional vibrations.

FIG. 21 is a torsional characteristic diagram for various torsional vibrations.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Clutch disk assembly 2 Input rotating body (2nd rotating member) 3 Hub (1st rotating member) 6 Hub flange (intermediate member) 7 1st spring (1st elastic member) 8 2nd spring (2nd elastic member) 9 1st stopper 10 2nd stopper 12 3rd stopper 14 4th stopper 11A 1st intermediate plate (2nd intermediate member, 1st friction plate) 11B 2nd intermediate plate (1st intermediate member, 2nd friction plate) 21 Clutch plate (plate member) 22 Retaining plate (plate member) A First large friction mechanism (second large friction generating mechanism, second large friction engagement portion) B First small friction mechanism (second small friction generating mechanism) , Second small friction engagement portion) C second small friction mechanism (first small friction generation mechanism, first small friction engagement portion) D second large friction mechanism (first large friction generation mechanism, first large friction mechanism) Kosugakarigo unit) E third small friction mechanism (frictional coupling mechanism) F fourth small friction mechanism (frictional coupling mechanism)

Claims (7)

[Claims] A first rotating member, a second rotating member disposed so as to be relatively rotatable with respect to the first rotating member, and a resilient connection of the first rotating member and the second rotating member in a rotating direction. An intermediate member, a first elastic member that elastically connects the first rotating member and the intermediate member in the rotational direction, and a rotational member that connects the intermediate member and the second rotating member in the rotational direction. An elastic connection mechanism including an elastic connection and a second elastic member having higher rigidity than the first elastic member; and an intermediary member between the intermediate member and the second rotating member acting in parallel with the second elastic member. The mechanism arranged in the
A first small friction generating mechanism (C) operating within a predetermined rotation direction angle (θ4), and a first large friction generating mechanism (D) arranged to operate in series with the first small friction generating mechanism. And a first friction coupling mechanism. 2. The first frictional connection mechanism includes a first intermediate member (1).
1B), wherein the first intermediate member forms the first small friction generating mechanism (C) between the intermediate member and one of the second rotating members, and the first intermediate member forms the first small friction generating mechanism (C) with the other. The damper mechanism according to claim 1, forming a large friction generating mechanism (D). 3. A mechanism arranged between said first rotating member and said intermediate member and said second rotating member so as to act in parallel with said first elastic member. ), And a second large friction generating mechanism (A) which is arranged in series with the second small friction generating mechanism and generates a larger friction than the second small friction generating mechanism. The damper mechanism according to claim 2, further comprising a second friction coupling mechanism having: 4. The second friction coupling mechanism includes a second intermediate member (1).
1A), wherein the second intermediate member forms the second small friction generating mechanism (B) between the intermediate member and one of the first rotating members, and a predetermined gap in the other direction in the rotating direction. 4. The damper mechanism according to claim 3, wherein the second friction member is engaged with the second rotary member to form the second large friction generating mechanism (A). 5. 5. A friction coupling mechanism (E, F) that frictionally engages the first rotating member and the second rotating member in a rotational direction and generates less friction than the first large friction coupling mechanism. The damper mechanism according to claim 1, wherein: 6. A hub connected to a shaft, a hub flange rotatably engaged with the hub within a predetermined twist angle range, and a hub elastically connected to the hub in a rotational direction. First and second plate members (21, 22) fixedly arranged on both sides of the hub flange in the axial direction on the outer peripheral side of the hub; and the first and second plate members. And the hub flange are elastically connected in the rotational direction, a second elastic member having a higher rigidity than the first elastic member, and a second elastic member disposed between the second plate member and the hub flange in the axial direction. A first small friction engagement portion (C) that frictionally engages the two plate members and one of the hub flanges while securing a predetermined gap in the rotational direction, and a first large friction engagement that frictionally engages the other. Second stage flick forming part (D) Damper disk assembly has Yonpureto and (11B), the. 7. A hub is disposed axially between the first plate member and the hub flange, engages with the hub so as to be relatively rotatable within a predetermined angle range, and contacts one of the first plate and the hub flange. The second small friction engagement portion (B)
And a first-stage friction plate (11) that contacts the other to form the second large friction engagement portion (A).
The damper disk assembly according to claim 6, further comprising A).