JP2003184957A - Damper mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve vibration damping performance as damper mechanism on the whole by suitably absorbing and damping torsional vibration of moderate kinds. <P>SOLUTION: In a clutch disk assembly 1, an input rotating body 2 and an output rotating body 3 are relatively rotably arranged. A first elastic body 9 with low rigidity is compressed in a small range of a torsional angle on the relative rotation. A second elastic body 10 with high rigidity is compressed in a large range of torsional angle on the relative rotation. A first friction producing mechanism 47 produces friction when the first elastic body 9 is compressed. A second friction producing mechanism 48 produces friction when the first elastic body 9 is compressed. A third friction producing mechanism 49 produces friction when the second elastic body 10 is compressed. A friction changing mechanism 53 does not permit the second friction producing mechanism 48 working not less than the predetermined rotational speed, and permits the second friction producing mechanism 48 working not greater than the predetermined rotational speed. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a damper mechanism, and more particularly to a damper mechanism that realizes torsional characteristics including at least two stages of rigidity.

[0002]

2. Description of the Related Art A damper mechanism used in a vehicle clutch disc assembly includes an input rotary member that can be connected to an input flywheel, an output rotary member that is connected to a shaft extending from a transmission, an input rotary member and an output rotary member. And an elastic coupling mechanism that elastically couples and in the rotational direction. The input rotary member is composed of a clutch disc and a pair of input plates fixed to the inner peripheral side thereof. The output rotary member comprises a hub connected to the shaft so as not to rotate relative to the shaft. The hub has a boss that spline-engages with the shaft and a flange that extends radially outward from the boss. The elastic coupling mechanism includes, for example, a plurality of coil springs. Each coil spring is
It is housed in a window hole formed in the flange and is further supported by a window portion formed in the pair of input plates. When the pair of input plates and the hub rotate relative to each other, the coil spring is compressed between both members in the rotational direction. With this damper function, the torsional vibration input to the clutch disc assembly is absorbed and damped.

Further, a friction generating mechanism is provided as a mechanism constituting the damper mechanism for damping vibration together with the elastic coupling mechanism. The friction generating mechanism is composed of a plurality of plates, springs and the like, and has a function of generating friction when the coil spring is compressed and damping torsional vibration. The types of torsional vibration (abnormal noise) are mainly idle noise, running noise, and tip-in noise.
There is a tip out (low frequency vibration).

The abnormal noise during idling is a rattling noise emitted from the transmission when the shift is put in neutral while waiting for a signal and the clutch pedal is released.
This noise is generated when the input gear and the counter gear of the transmission cause a gear rattling phenomenon due to fluctuations in the rotation of the engine. As a damper for that purpose, it is necessary to have a sufficient angle capable of absorbing the rotational fluctuation and a torsional characteristic of low rigidity and low hysteresis torque that softens the impact of rattling noise.

The abnormal noise during running causes a rattling phenomenon between the gear on the driving side and the gear on the driven side of the transmission or the differential due to the fluctuation of the engine rotation, causing the housing to resonate and the sound to be contained in the passenger compartment. It is a thing. As a damper for that purpose, it is necessary to reduce the torsional rigidity to lower the resonance point from the normal range as much as possible, and further to lower the resonance level by giving an appropriate hysteresis torque that is not too high.

In the tip-in / tip-out, when the accelerator pedal is suddenly depressed or suddenly released, the torque transmitted to the tire is transmitted from the tire side to the driving side in reverse and excessive torque is applied to the tire. Occurs,
As a result, the body is transiently swung back and forth. Therefore, it is necessary for the damper to have an infinitely large torsional characteristic, that is, to have a torsional characteristic of high torsional rigidity and high hysteresis torque.

[0007]

Therefore, there is known a clutch disc assembly using springs having different rigidity in order to cope with various vibrations in various running states.
There, a small coil spring is compressed in a region where the twisting angle is small to obtain a low rigidity first stage characteristic, and a large coil spring is compressed in a region where a twisting angle is large to obtain a high rigidity characteristic. It realizes a two-step twisting characteristic. Further, the low friction torque is generated by the first friction generating mechanism in the region where the twisting angle is small, and the high hysteresis torque is generated by the second friction generating mechanism in the region where the twisting angle is large.

However, when a tip-in / tip-out (low-frequency vibration) occurs when the vehicle starts, the torsional vibration cannot be sufficiently damped due to the characteristics of the first stage low hysteresis torque. Therefore, there is a problem that the driving feeling is deteriorated. An object of the present invention is to enhance the vibration damping performance of the damper mechanism as a whole by appropriately absorbing and damping different types of torsional vibrations.

[0009]

According to a first aspect of the present invention, there is provided a damper mechanism for transmitting torque, absorbing and damping torsional vibrations, and comprising a first rotating member and a second rotating member.
The rotary member, the low-rigidity elastic member, the high-rigidity elastic member, the first friction generating mechanism, the second friction generating mechanism, the third friction generating mechanism, and the friction changing mechanism are provided. The second rotating member is arranged so as to be rotatable relative to the first rotating member. The low-rigidity elastic member is compressed in a region having a small twist angle when the first rotating member and the second rotating member rotate relative to each other. The high-rigidity elastic member is compressed in a region having a large twist angle when the first rotating member and the second rotating member rotate relative to each other. The first friction generating mechanism is a mechanism for generating friction when the low-rigidity elastic member is compressed. The second friction generating mechanism is a mechanism for generating friction when the low-rigidity elastic member is compressed.
The third friction generating mechanism is a mechanism for generating friction when the high-rigidity elastic member is compressed. The friction changing mechanism makes the second friction generating mechanism inoperable at a predetermined rotation speed or lower, and makes the second friction generating mechanism operable at a predetermined rotation speed or higher.

In this damper mechanism, when the first rotating member and the second rotating member rotate relative to each other due to torsional vibration, each elastic member is compressed in the rotating direction between them and each friction generating mechanism causes a predetermined friction. To occur. As a result, the torsional vibration is properly absorbed and damped. When the vehicle is in the idling state, the number of revolutions is equal to or lower than the predetermined value, and the second friction generating mechanism is inoperable by the friction changing mechanism.
Therefore, the torsional characteristic 1 in which the low-rigidity elastic member is compressed
In the step region, only the first friction generating mechanism operates and relatively low hysteresis torque is generated. As a result, transmission rattling noise during idling can be effectively suppressed.

When the vehicle is started, the rotational speed is equal to or higher than a predetermined value, and the friction changing mechanism enables the second friction generating mechanism to operate. Therefore, the first friction generating mechanism and the second friction generating mechanism both operate in the first stage region of the torsional characteristic in which the low-rigidity elastic member is compressed, and a relatively high hysteresis torque is generated. Therefore, the tip-in / tip-out at the time of starting can be effectively suppressed.

As described above, the friction changing mechanism is the second
By turning on / off the operation of the friction generating mechanism by changing the rotation speed, the hysteresis torque generated in the first stage of the torsional characteristic in which the low-rigidity elastic member is compressed is changed. As a result, it is possible to generate an appropriate hysteresis torque corresponding to the type of torsional vibration. According to a second aspect of the present invention, in the damper mechanism according to the first aspect, the friction changing mechanism is a lock mechanism that utilizes centrifugal force, and the second friction generating mechanism is unlocked at a predetermined rotation speed or less, and a predetermined rotation speed. In the above, the second friction generating mechanism is locked by the centrifugal force.

In this damper mechanism, since the second friction generating mechanism is turned on and off by using the lock mechanism utilizing centrifugal force, the structure of the friction changing mechanism is simplified. According to a third aspect of the present invention, in the damper mechanism according to the second aspect, the friction changing mechanism includes a lock member arranged so as to function between the rotational directions of the two members that compress the low-rigidity elastic member. The lock member has a friction portion that engages with one of the two members to form a second friction generating mechanism, and a lock portion that can be locked with the other of the two members. Here, “functioning between the rotational directions of the two members” means being in a position where torque is transmitted between the two members in the torque transmission path.

In this damper mechanism, when the engine of the vehicle is in the idling state, the rotation speed is lower than the predetermined value, and the lock portion of the lock member is locked by the other of the two members, so that the friction portion is 2 Does not slide against one of the two members. Therefore, in the first step region of the torsional characteristic where the low-rigidity elastic member is compressed, only the first friction generating mechanism operates and relatively low hysteresis torque is generated. As a result, transmission rattling noise during idling can be effectively suppressed.

When the vehicle is started, the rotational speed is equal to or higher than a predetermined value and the lock portion of the lock member is not locked to the other of the two members, so that the friction portion can slide on one of the two members. . Therefore, in the first stage region of the torsional characteristic in which the low-rigidity elastic member is compressed, both the first friction generating mechanism and the second friction generating mechanism operate and relatively high hysteresis torque is generated. Therefore, the tip-in / tip-tip-out at the time of starting can be effectively suppressed.

According to a fourth aspect of the present invention, in the damper mechanism according to the third aspect, the lock member includes a main body portion having a friction portion, a lever member rotatably supported with respect to the main body portion and having a lock portion, and a lock. And a biasing member that biases the lever member in a direction in which the portion separates from the other. The lever member is rotated by a centrifugal force at a predetermined number of revolutions or more to engage the lock portion with the other.

In this damper mechanism, the structure of the lock member is simple. The damper mechanism according to claim 5 is for transmitting torque and absorbing / damping torsional vibrations, and comprises a first rotating member, a second rotating member, a third rotating member, and a low rotating member. The rigid elastic member, the high-rigidity elastic member, the first friction generating mechanism, the second friction generating mechanism, the third friction generating mechanism, and the friction changing mechanism are provided. Second
The rotating member is arranged so as to be rotatable relative to the first rotating member. The third rotation member is arranged so as to function between the rotation directions of the first rotation member and the second rotation member. The low-rigidity elastic member is arranged so as to function between the rotation directions of the first rotating member and the third rotating member, and is compressed when they rotate relative to each other. The high-rigidity elastic member is arranged so as to function between the rotation directions of the second rotating member and the third rotating member, and is compressed when they rotate relative to each other. The first friction generating mechanism is a mechanism for generating friction when the first rotating member and the third rotating member rotate relative to each other. The second friction generating mechanism is a mechanism for generating friction when the first rotating member and the third rotating member rotate relative to each other. The third friction generating mechanism is a mechanism for generating friction when the second rotating member and the third rotating member rotate relative to each other. The friction changing mechanism makes the second friction generating mechanism inoperable at a predetermined rotation speed or lower, and makes the second friction generating mechanism operable at a predetermined rotation speed or higher.

In this damper mechanism, when the first rotating member and the second rotating member rotate relative to each other due to torsional vibration, each elastic member is compressed in the rotating direction between them and each friction generating mechanism causes a predetermined friction. To occur. As a result, the torsional vibration is properly absorbed and damped. Specifically, in a region where the twist angle is small, the low-rigidity elastic member is compressed between the first rotating member and the third rotating member, and the first friction generating mechanism and the second friction generating mechanism are used.
The friction generating mechanism generates a predetermined friction. In the region where the twisting angle is large, the high-rigidity elastic member is compressed between the third rotating member and the second rotating member, and the third friction generating mechanism generates a predetermined friction.

When the vehicle is in the idling state, the number of revolutions is lower than the predetermined value, and the second friction generating mechanism is inoperable by the friction changing mechanism. Therefore,
In the first stage region of the torsional characteristic in which the low-rigidity elastic member is compressed, only the first friction generating mechanism operates and relatively low hysteresis torque is generated. As a result, transmission rattling noise during idling can be effectively suppressed.

When the vehicle is started, the rotational speed is equal to or higher than the predetermined value, and the friction changing mechanism enables the second friction generating mechanism to operate. Therefore, the first friction generating mechanism and the second friction generating mechanism both operate in the first stage region of the torsional characteristic in which the low-rigidity elastic member is compressed, and a relatively high hysteresis torque is generated. Therefore, the tip-in / tip-out at the time of starting can be effectively suppressed.

As described above, by turning on / off the operation of the second friction generating mechanism by changing the rotational speed, the hysteresis torque generated in the first stage of the torsional characteristic in which the low rigidity elastic member is compressed is changed. is doing. As a result,
It is possible to generate an appropriate hysteresis torque corresponding to the type of torsional vibration. According to a sixth aspect of the present invention, in the damper mechanism according to the fifth aspect, the friction changing mechanism is a lock mechanism that utilizes centrifugal force, and the second friction generating mechanism is unlocked at a predetermined rotation speed or less, and the predetermined rotation speed. In the above, the second friction generating mechanism is locked by the centrifugal force.

In this damper mechanism, since the second friction generating mechanism is turned on and off by using the lock mechanism utilizing the centrifugal force, the structure of the friction changing mechanism is simplified. In the damper mechanism according to a seventh aspect, in the sixth aspect, the friction changing mechanism has a lock member arranged so as to function between the rotation directions of the first rotating member and the third rotating member. The lock member includes a friction portion that forms a second friction generating mechanism between one of the first rotating member and the third rotating member, and a lock portion that can be locked to the other of the first rotating member and the third rotating member. Have

In this damper mechanism, when the engine of the vehicle is in the idling state, the rotation speed is lower than the predetermined value, and the lock portion of the lock member is not locked to the other of the two members, so that the friction portion is 2 Does not slide against one of the two members. Therefore, only the first friction generating mechanism operates in the first stage region of the torsional characteristic in which the low-rigidity elastic member is compressed, and a relatively low hysteresis torque is generated. As a result, transmission rattling noise during idling can be effectively suppressed.

When the vehicle is started, the rotation speed is equal to or higher than the predetermined value, and the lock portion of the lock member is locked to the other of the two members, so that the friction portion can slide on one of the two members. . Therefore, the first friction generating mechanism and the second friction generating mechanism both operate in the first stage region of the torsional characteristic in which the low-rigidity elastic member is compressed, and a relatively high hysteresis torque is generated. Therefore, the tip-in / tip-out at the time of starting can be effectively suppressed.

According to an eighth aspect of the present invention, in the damper mechanism according to the seventh aspect, the lock member includes a main body portion having a friction portion, a lever member rotatably supported with respect to the main body portion and having a lock portion, and a lock member. And a biasing member that biases the lever member in a direction in which the portion separates from the other. The lever member is rotated by a centrifugal force at a predetermined number of revolutions or more to engage the lock portion with the other.

In this damper mechanism, the structure of the lock member is simple.

[0027]

BEST MODE FOR CARRYING OUT THE INVENTION (1) Structure FIG. 1 is a sectional view of a clutch disc assembly 1 as an embodiment of the present invention, and FIG. 2 is a plan view thereof. The clutch disc assembly 1 is a power transmission device used in a clutch device of a vehicle and has a clutch function and a damper function. The clutch function is a function of transmitting and interrupting torque by connecting and disconnecting with a flywheel (not shown). The damper function is a function that absorbs and attenuates torque fluctuations and the like input from the flywheel side by means of springs and the like.

In FIG. 1, O-O is a rotating shaft of the clutch disc assembly 1. An engine and a flywheel (not shown) are arranged on the left side of FIG. 1, and a transmission (not shown) is arranged on the right side of FIG. Further, the arrow R1 side (counterclockwise side in the figure) of FIG. 2 is the drive side (rotational direction positive side) of the clutch disc assembly 1, and the arrow R2 side (clockwise side in the figure) is the opposite side (rotational side). Direction negative side). In the following description, “rotational (circumferential) direction”, “axial direction” and “radial direction” refer to each direction of the clutch disc assembly 1 as a damper mechanism unless otherwise specified. Further, the actual numerical values such as the angles in the circumferential direction used in the following description are used only for explaining the size relationship of each angle,
It does not limit the present invention.

The clutch disc assembly 1 is mainly composed of an input rotary body 2, an output rotary body 3, and an elastic coupling mechanism 4 arranged between the input rotary body 2 and the output rotary body 3. Has been done. The input rotating body 2 is a member to which torque is input from a flywheel (not shown). Input rotating body 2
Is mainly composed of a clutch disc 11, a clutch plate 12, and a retaining plate 13. The clutch disc 11 is a portion that is pressed against and connected to a flywheel (not shown). Clutch disc 1
The reference numeral 1 includes a cushioning plate 15 and a pair of friction facings 16 and 17 fixed on both sides in the axial direction by rivets 18.

The clutch plate 12 and the retaining plate 13 are both disk-shaped and annular members made of sheet metal, and are arranged at a predetermined interval in the axial direction with respect to each other. The clutch plate 12 is arranged on the engine side, and the retaining plate 13 is arranged on the transmission side. The outer peripheral portions of the clutch plate 12 and the retaining plate 13 are firmly fixed by a plurality of stud pins 14. The cushioning plate 15 is also fixed to the clutch plate 12 by the stud pin 14.

The clutch plate 12 and the retaining plate 13 are each formed with a plurality of windows 25 arranged in the circumferential direction. Specifically, each plate has two window portions 25, which are formed to face each other in the radial direction (at positions symmetrical with respect to the central axis OO). The window portion 25 extends long in the circumferential direction, and includes a hole penetrating in the axial direction and a spring support portion 27 formed along the edge of the hole.

The output rotary member 3 will be described. The output rotating body 3 is mainly composed of a hub 7. The hub 7 is a tubular member arranged in the center holes of the clutch plate 12 and the retaining plate 13. The hub 7 has a spline 7 that is spline-engaged with a transmission input shaft (not shown) inserted in the center hole 7a.
b. The hub 7 further has a flange portion 7c extending from the axially intermediate portion of the tubular portion toward the outer peripheral side.

Further, a pair of first sub plates 32 are fixed to the outer periphery of the hub 7. As shown in FIGS. 5 and 6, each of the first sub-plates 32 is an annular and disk-shaped member, and is composed of an annular portion 32a and a window hole portion 32b provided on the outer peripheral edge thereof. . The annular portion 32a is
The straight portion of the inner peripheral edge prevents the hub 7 from rotating, and the flange portion 7c of the hub 7 and the caulking portion 7d on the opposite side thereof prevent the hub 7 from moving in the axial direction. From the above, the pair of first sub-plates 32
Serves as a part of the hub 7, in other words, as an outer peripheral side flange of the hub 7. The window hole 32b is
It is a window frame portion for forming a window hole for accommodating a coil spring assembly 31 (described later).

A hub flange 8 is arranged on the outer peripheral side of the hub 7. The hub flange 8 has a flat plate shape, but is not circular but has a shape that extends relatively long in one radial direction. To put it another way, it is a shape in which both sides of a circular material are cut in parallel. Hub flange 8
A pair of first window holes 8a and a pair of second window holes 8b are formed in the. The pair of first window holes 8a are opposed to each other in the radial direction and are formed in the plate small-diameter portion (both left and right sides in FIG. 2) of the hub flange 8. A coil spring assembly 31 (described later) forming the first elastic portion 9 is arranged in the first window hole 8a. The pair of second window holes 8b are opposed to each other in the radial direction and are formed in the plate large diameter portion of the hub flange 8 (both upper and lower sides in FIG. 2). The second window hole 8b is formed corresponding to the window portion 25 of the plates 12 and 13. Each second window hole 8b is formed over the entire width direction of the large diameter portion of the plate, and the angle in the circumferential direction is about 80 degrees. The pair of first window holes 8
The phase of a and the pair of second window holes 8b are out of phase by 90 degrees.

The elastic connecting mechanism 4 includes the first elastic portion 9 of low rigidity.
And a second elastic portion 10 having high rigidity. The first elastic portion 9 is arranged so as to function between the rotation directions of the hub 7 and the hub flange 8. The second elastic portion 10 is
It functions between the rotational direction of the hub flange 8 and the plates 12 and 13. With the above configuration, the elastic coupling mechanism 4 of the clutch disc assembly 1 includes the first elastic portion 9 as a low torsional rigidity damper and the second elastic portion 9 as a high torsional rigidity damper.
The elastic portions 10 are arranged so as to act in series. More specifically, the hub 7 and the hub flange 8 are elastically connected in the rotational direction by the coil spring assembly 31, and the hub flange 8 and the plates 12, 13 and the like are elastically connected in the rotational direction by the coil spring assembly 34. Has been done. In particular, the coil spring assembly 31 realizes a so-called first step (a low rigidity region for absorbing a minute vibration during idling) in torsional characteristics, and the coil spring assembly 34 has a so-called second step (during acceleration / deceleration). It realizes a high-rigidity region for damping the torsional vibration of.

The first elastic portion 9 is mainly composed of a plurality of (two) coil spring assemblies 31. Each coil spring assembly 31 is composed of a parent coil spring and a spring seat. Each coil spring assembly 31 is arranged in the first window hole 8a of the hub flange 8 and the window hole portion 32a of the pair of first sub plates 32.

On the inner peripheral surface of the hub flange 8, a plurality of tooth portions 8e arranged in the circumferential direction are formed. Further, a plurality of tooth portions 7e arranged in the circumferential direction are formed on the outer peripheral surface of the flange portion 7c of the hub 7. The tooth portion 8e and the tooth portion 7e are arranged with a gap in the circumferential direction, and the first elastic portion 9 and
Constitutes a first stopper mechanism 37 for stopping the compression of 3 at a predetermined angle.

The second elastic portion 10 is mainly composed of a plurality (two) of coil spring assemblies 34. Each coil spring assembly 34 is arranged in the second window hole 8b and the window portion 25. Each coil spring assembly 34
The coil spring 41 is composed of a pair of spring seats 42 and 43 provided at both ends thereof and a float body 44.

In the hub flange 8, both end faces 8f in the rotational direction of the portion where the second window hole 8b is formed are formed in a straight line, and are arranged with a gap in the rotational direction with respect to the stud pin 14. There is. This rotational gap is the operating angle of the entire elastic coupling mechanism 4, and the end surface 8 of the hub flange 8
The f and the stud pin 14 constitute the second stopper mechanism 38 of the second stage of the twisting characteristic.

The friction generating mechanism 39, which constitutes the damper mechanism together with the elastic coupling mechanism 4, will be described. The friction generating mechanism 39 includes a first friction generating mechanism 47, a second friction generating mechanism 48, and a third friction generating mechanism 49. The first friction generating mechanism 47 includes a hub 7 and a hub flange 8. It is a mechanism for generating friction when the first elastic portion 9 is operated by relative rotation. The first friction generating mechanism 47 is arranged axially between the inner peripheral portion (specifically, the tooth portion 8e) of the hub flange 8 and the pair of first sub plates 32. The first friction generating mechanism 47 includes a pair of first friction washers 50, 51.
And a wave spring 52. The first friction washer 50 is arranged between the inner peripheral portion of the hub flange 8 and the first sub plate 32 on the axial transmission side. The first friction washer 51 and the wave spring 52 are arranged between the inner peripheral portion of the hub flange 8 and the first sub plate 32 on the engine side in the axial direction. The first friction washer 51 is in contact with the inner peripheral portion of the hub flange 8. The wave spring 52 is axially compressed between the first friction washer 51 and the first sub-plate 32 on the axial transmission side, and gives elastic force to both sides in the axial direction. As a result of the above, the first friction washer 5
A load in the axial direction is applied to the friction sliding surface formed by 0, 51. In addition, the tooth portion 7e of the hub 7
Since the axial thickness of the first friction washer 50, 51 is smaller than the axial thickness of the tooth portion 8e of the hub flange 8,
Does not contact the tooth portion 7e.

The second friction generating mechanism 48 is a mechanism for generating friction when the hub 7 and the hub flange 8 rotate relative to each other and the first elastic portion 9 operates. Second friction generating mechanism 4
8 is a plate 12 and 13 and a pair of first sub-plates 3
It is arranged in the axial direction with respect to 2. Second friction generating mechanism 4
8 is a lock member 56 and second friction washers 57, 58.
And a cone spring 59. The lock member 56 frictionally engages with the first sub-plate 32, and can lock and unlock the hub flange 8. The lock member 56 has a pair of second sub plates 60. Each second sub plate 60
As shown in FIGS. 7 and 8, is a ring-shaped and disk-shaped member, and is composed of a ring-shaped portion 60a and a pair of protruding portions 60b extending radially outward from the outer peripheral edge thereof. An edge stand portion 60c extending inward in the axial direction (opposite side) is formed on each side edge of each annular portion 60a and an outer peripheral edge of the annular portion 60a. That is, the edging portion is not formed only on the radially outer surface of the protrusion 60b. Inner peripheral edge 6 of the annular portion 60a
0d contacts the outer peripheral surface of the hub 7 and is supported in the radial direction. Further, the annular portion 60a is axially separated from the annular portion 32a of the first sub-plate 32. The pair of first sub-plates 32 are firmly fixed to each other so that they rotate integrally and the axial distance between them is determined (described later). The second friction washer 57 is arranged between the annular portion 32a of the first sub plate 32 and the annular portion 60a of the second sub plate 60 on the engine side in the axial direction. Second friction washer 58 and cone spring 59
Is the first sub-plate 3 on the axial transmission side.
Second annular portion 32a and second annular portion 60 of the second sub-plate 60
It is arranged between a and. The second friction washer 58 is in contact with the first sub plate 32. The cone spring 59 is axially compressed between the second friction washer 58 and the second sub-plate 60 on the axial transmission side, and gives elastic force to both sides in the axial direction. As a result, the axial load is applied to the friction sliding surface formed by the second friction washers 57 and 58. In addition,
The outer peripheral surface of the cone spring 59 is indicated by the edging portion 60c of the second sub-plate 60 on the axial transmission side.

In addition to the pair of second sub-plates 60, the lock member 56 further has a lock mechanism 54 composed of a pin 61, a lock plate 62 and a torsion coil spring 63. The lock mechanism 54 includes a pair of second sub plates 6
It is a mechanism for causing or not causing sliding in the second friction washers 57, 58 by locking or unlocking 0 with respect to the hub flange 8. Pin 61
Fixes the outer peripheral side portions of the pair of second sub plates 60, that is, the respective protrusions 60b. That is, pin 6
The outer peripheral portions of the pair of second sub-plates 60 are fixed by 1.

A lock plate 62 is engaged around the pin 61 so as to be rotatable about the pin center axis P. That is, the lock plate 62 has a supported portion 62a in which a hole through which the pin 61 passes is formed. Supported part 62a
Is a cylindrical portion extending in the axial direction like the pin 61, and a circular flange portion 62b is formed in the axially intermediate portion thereof. The lock plate 62 further includes a first arm 62c extending from the flange portion 62b in the rotation direction R1 side.
And a second arm 62d extending in the rotation direction R2 side. The first arm 62c extends in the circumferential direction longer than the second arm 62d, and has a mass increasing portion 62e at its tip.
Are formed. The second arm 62d is formed with an engagement protrusion 62f that protrudes toward the inner peripheral side. Further, on the outer peripheral edge of the hub flange 8, an engagement recess 8g is formed at a position corresponding to the engagement protrusion 62f. Torsion coil spring 63
Has a coil portion wound around a supported portion 62a of the lock plate 62 in a cylindrical shape, and further has one end fixed to the second sub plate 60 and the other end of the first arm 62c of the lock plate 62. It is in contact with the outer peripheral side. The torsion coil spring 63 applies a biasing force to the lock plate 62 around the pin center axis P on the r1 side, and as a result,
Normally, the lock plate 62 is most rotated around the pin center axis P on the r1 side (counterclockwise side in the drawing), and the engagement protrusion 62f is separated from the engagement recess 8g. In this state, the lock member 56 is separated from the hub flange 8 and is engaged only with the hub 7 via the second friction generating mechanism 48.

When the number of rotations of the engine exceeds a predetermined value, the centrifugal force overcomes the elastic force of the torsion coil spring 63, and the lock plate 62 rotates around the pin center axis P around r2 (clockwise in the figure). As a result, as shown in FIG. 11, the engagement protrusion 62f engages with the engagement recess 8g. In this state, the lock member 56 is engaged with the hub flange 8 so as to rotate integrally, and is further frictionally engaged with the hub 7 via the second friction generating mechanism 48.

As described above, the lock member 56 is
The hub flange 8 is a member that relatively rotates, but is a member that forms a second friction generating mechanism 48 with the hub 7 when locked by the hub flange 8. On the contrary, the lock member 56
Is a member that integrally rotates with the hub flange 8 and forms the second friction generating mechanism 48 with the hub 7. However, when unlocked from the hub flange 8, the second friction generating mechanism 48 becomes inoperable. It may be considered as a member.

The engine speed at which the lock plate 62 switches between the state shown in FIG. 10 and the state shown in FIG. 11 can be set arbitrarily, but the engine speed during idling is not more than the predetermined engine speed. It is necessary that the rotation speed when the vehicle starts is equal to or higher than the predetermined engine rotation speed. As described above, the lock member 56 and the lock engaging portion 54 make the second friction generating mechanism 48 inoperable at a predetermined rotational speed or lower, and enable the second friction generating mechanism 48 at a predetermined rotational speed or higher. The friction changing mechanism 53 is configured.

The third friction generating mechanism 49 includes the hub flange 8
And a mechanism for generating friction when the plates 12 and 13 rotate relative to each other. The third friction generating mechanism 49 includes a plurality of third friction washers 66 and a leaf spring 67. The third friction washers 66 are arc-shaped members arranged on both axial sides of the inner peripheral portion of the hub flange 8.
Two third friction washers 66 are arranged on one side of the inner peripheral portion of the hub flange 8 in the axial direction at positions that face each other in the radial direction. Further, each of the third friction washers is formed with two projecting portions 66a projecting outward in the axial direction. Each of the protrusions 66a is engaged with a hole formed in the plates 12 and 13 such that the protrusions 66a cannot rotate relative to each other and are movable in the axial direction. The leaf spring 67 is a horseshoe-shaped leaf spring, and is provided on the axially outer side surface of the plate 13. Leaf spring 67
Is composed of a connecting portion 67a extending in the circumferential direction and a pair of arms 67b extending inward from both ends thereof. A boundary portion between the connecting portion 67a and the arm 67b is fixed to the plate 13 by a rivet 68. Each arm 67b is in contact with the axial end surface of the protruding portion 66a of the third friction washer 66, and each arm 67b is in contact with the third friction washer 66.
Is urged inward in the axial direction. As a result, the load is always applied to the third friction washer 66 forming the friction surface in the axial direction.

The friction (hysteresis torque) generated in the first friction generating mechanism 47 is minimized by setting the axial load and the friction coefficient, and the friction generated in the second friction generating mechanism 48 and the third friction generating mechanism The friction generated by the friction generating mechanism 49 is almost the same. The hysteresis torque generated by the first friction generating mechanism 47 is equal to the second friction generating mechanism 48.
Alternatively, it is preferably in the range of 1/10 to 1/20 of the hysteresis torque generated by the third friction generating mechanism 49.

(2) Operation Next, the twisting operation of the damper mechanism of the clutch disc assembly 1 will be described. Twisting characteristics When the first-stage plates 12 and 13 are twisted in the rotational direction with respect to the hub 7, the coil spring assembly 31 having the lowest rigidity is used for the hub 7 and the hub flange in the region where the twisting angle is small. It is compressed between 8 and 8 and a low rigidity characteristic is obtained. At this time, only the first friction generating mechanism 47 or the first friction generating mechanism 4
7 and the second friction generating mechanism 48 cause sliding, and a desired hysteresis torque is generated.

Since the rotational speed is relatively low during idling, the lock mechanism 54 is in the off state as shown in FIG. Therefore, the lock member 56 rotates integrally with the hub 7, that is, the second friction generating mechanism 48 does not slide. As a result, only the first friction generating mechanism 47 slides,
As shown in FIG. 12, low hysteresis torque is generated.
Due to the characteristics of low rigidity and low hysteresis torque at this time, the minute torsional vibration during idling is absorbed.

Since the rotational speed is relatively high when the vehicle starts,
As shown in FIG. 11, the lock mechanism 54 is in the on state. Therefore, the lock member 56 rotates integrally with the hub flange 8, and the second friction generating mechanism 48 slides. As a result, the first friction generating mechanism 47 and the second friction generating mechanism 4
8 slides, and high hysteresis torque is generated as shown in FIG.

Twisting characteristic second stage When the members of the first stopper mechanism 37 come into contact with each other, the coil spring assembly 34 is then moved to the hub flange 8 by the coil spring assembly 34.
And the plates 12 and 13 are compressed, and high rigidity characteristics are obtained. At this time, the third friction generating mechanism 49 operates to generate a desired high hysteresis torque.

When a torsional vibration having a large amplitude, such as a longitudinal vibration of a vehicle, is generated, the torsional characteristic repeatedly fluctuates on both positive and negative sides. At this time, the longitudinal vibration of the vehicle is quickly damped due to the characteristics of high rigidity and high hysteresis torque generated in the second stage on both the positive and negative sides. [Other Embodiments] The structure of the clutch disc assembly is not limited to the above-mentioned embodiment.

The damper disc assembly according to the present application can be adopted not only in the clutch disc assembly but also in other power transmission devices. For example, the present invention can be applied to a flywheel assembly that elastically connects two flywheels in the rotation direction and a lockup device of a torque converter.

[0055]

In the damper mechanism according to the present invention, the second friction generating mechanism is inoperable when the friction changing mechanism is below the predetermined rotation speed, and the second friction generating mechanism is operable when the friction changing mechanism is above the predetermined rotation speed. It is possible to properly absorb and damp different types of torsional vibrations and improve the vibration damping performance of the damper mechanism as a whole.

[Brief description of drawings]

FIG. 1 is a schematic vertical sectional view of a clutch disc assembly.

FIG. 2 is a plan view with a part of the clutch disc assembly removed.

FIG. 3 is a partially enlarged view of FIG.

FIG. 4 is a partially enlarged view of FIG.

FIG. 5 is a plan view of a first sub plate.

6 is a sectional view taken along line VI-VI of FIG. 5, which is a vertical sectional view of the first sub-plate.

FIG. 7 is a plan view of a second sub plate.

8 is a cross-sectional view taken along the line VIII-VIII of FIG. 7, and is a plan view of the second sub plate.

FIG. 9 is a mechanical circuit diagram of a damper mechanism of the clutch disc assembly.

FIG. 10 is a partially enlarged view of FIG. 2 and is a plan view showing an unlocked state of the lock mechanism.

FIG. 11 is a plan view corresponding to FIG. 10, showing a locked state of the lock mechanism.

FIG. 12 is a twist characteristic diagram when the lock mechanism is in an unlocked state.

FIG. 13 is a twist characteristic diagram when the lock mechanism is in a locked state.

[Explanation of symbols]

1 Clutch disc assembly 2-input rotary body (second rotary member) 3 Output rotating body (first rotating member) 4 Elastic connection mechanism 7 hub 8 Hub flange (3rd rotating member) 31 Coil spring assembly (low rigidity elastic member) 34 Coil spring assembly (high rigidity elastic member) 47 First friction generating mechanism 48 Second friction generating mechanism 49 Third friction generating mechanism 53 Friction change mechanism 54 Lock mechanism 56 Lock member 60 Second sub-plate (friction part, body part) 61 pin 62 Lock plate (lever member) 62f Engagement convex part (lock part) 63 Torsion coil spring (biasing member)

Claims (8)

[Claims] 1. A damper mechanism for transmitting torque and absorbing / damping torsional vibrations, the first rotating member and a second rotating member arranged so as to be rotatable relative to the first rotating member. A low-rigidity elastic member that is compressed in a region having a small twist angle when the first rotating member and the second rotating member relatively rotate, and the first rotating member and the second rotating member relatively rotate A high-rigidity elastic member that is sometimes compressed in a region having a large twist angle, a first friction generating mechanism that generates friction when the low-rigidity elastic member is compressed, and the low-rigidity elastic member is compressed. A second friction generating mechanism for generating friction when the high rigidity elastic member is compressed, a third friction generating mechanism for generating friction when the high-rigidity elastic member is compressed, and a second friction generating mechanism at a predetermined rotation speed or less. The mechanism is disabled and the specified rotation Damper mechanism and a friction change mechanism which enables operating the second friction generating mechanism in the above. 2. The friction changing mechanism is a lock mechanism utilizing centrifugal force, and unlocks the second friction generating mechanism at a predetermined rotation speed or less, and at a predetermined rotation speed or more, the second friction generating mechanism is unlocked by centrifugal force. Lock the second friction generating mechanism,
The damper mechanism according to claim 1. 3. The friction changing mechanism includes a lock member arranged so as to function between rotation directions of two members that compress the low-rigidity elastic member, and the lock member has a lock member of the two members. Second one engaged with one
The damper mechanism according to claim 2, further comprising a friction portion that constitutes a friction generating mechanism and a lock portion that can be locked to the other of the two members. 4. The lock member includes a main body portion having the friction portion, a lever member rotatably supported with respect to the main body portion and having the lock portion, and a direction in which the lock portion separates from the other. And a biasing member that biases the lever member, wherein the lever member is rotated by a centrifugal force at the predetermined rotation speed or more to engage the lock portion with the other. The damper mechanism according to claim 3. 5. A damper mechanism for transmitting torque and absorbing / damping torsional vibration, the first rotating member and a second rotating member arranged so as to be rotatable relative to the first rotating member. And a third rotating member arranged so as to function between the rotation directions of the first rotating member and the second rotating member, and functions between the rotating directions of the first rotating member and the third rotating member. And a low-rigidity elastic member that is compressed when they rotate relative to each other, and a low-rigidity elastic member that functions to rotate between the second rotation member and the third rotation member, and both rotate relative to each other. A high-rigidity elastic member that is compressed at times, a first friction generating mechanism that generates friction when the first rotating member and the third rotating member rotate relative to each other, the first rotating member and the third rotating member Friction is generated when the members rotate relative to each other. A second friction generating mechanism, a third friction generating mechanism for generating friction when the second rotating member and the third rotating member rotate relative to each other, and the second friction generating mechanism at a predetermined rotation speed or less. And a friction changing mechanism that makes the second friction generating mechanism operable at the predetermined number of revolutions or more. 6. The friction changing mechanism is a lock mechanism utilizing centrifugal force, and unlocks the second friction generating mechanism at a predetermined rotation speed or less, and at a predetermined rotation speed or more, the second friction generating mechanism is unlocked by centrifugal force. Lock the second friction generating mechanism,
The damper mechanism according to claim 5. 7. The friction changing mechanism includes a lock member arranged so as to function between rotation directions of the first rotating member and the third rotating member, and the lock member is the first rotating member. And a friction portion that forms the second friction generating mechanism with one of the third rotating member, and a lock portion that can be locked to the other of the first rotating member and the third rotating member. The damper mechanism according to claim 6. 8. The lock member includes a main body portion having the friction portion, a lever member rotatably supported with respect to the main body portion and having the lock portion, and a direction in which the lock portion separates from the other. And a biasing member that biases the lever member, wherein the lever member is rotated by a centrifugal force at the predetermined rotation speed or more to engage the lock portion with the other. The damper mechanism according to claim 7.