JP2006242303A - Multiple disc clutch device and clutch disc assembly body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve operation property and silence property of a multiple disc clutch device reinforced for high load and simplify a structure of a part around a friction plate mounting part. <P>SOLUTION: A friction connection part 40 has a ring member 44 connected with an outer peripheral side of a damper mechanism 30, a plurality of first friction plates 41 arranged on an outer peripheral side of the ring member 44 and engaged with the ring member 44 so as to prevent their relative rotation and move relatively in the axial direction, and a second friction plate 42 arranged between the plurality of first friction plates and engaged with a clutch cover assembly body 5 so as to prevent its relative rotation and move relatively in the axial direction. At least one of the plurality of first friction plates is constituted by a carbon composite material. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a multi-plate clutch device and a clutch disk assembly, and more particularly to a multi-plate clutch device and a clutch disk assembly reinforced for high loads.

  In general, multi-plate clutch devices used in racing automobiles and the like are designed with an emphasis on high load use and durability. This type of multi-plate clutch device includes a clutch disk assembly disposed close to a flywheel on the engine side, and a clutch having a pressure plate fixed to the flywheel and pressing the clutch disk assembly against the flywheel. And a cover assembly. The clutch disc assembly further includes an annular friction coupling portion on the outer peripheral side, and the friction coupling portion includes a plurality of first friction plates and a second friction plate disposed between the plurality of first friction plates. have. When the first and second friction plates are sandwiched between the flywheel and the pressure plate, torque is directly transmitted to the transmission input shaft via the clutch disk assembly (see, for example, Patent Document 1).

  The torque transmission capacity of the clutch device is determined by the biasing force to the pressure plate, the diameter of the friction plate (effective radius of the clutch), the material of the friction plate (friction coefficient), and the number of friction surfaces. For example, increasing the urging force and the friction coefficient or increasing the number of friction surfaces increases the frictional resistance and the torque transmission capacity. Further, the torque transmission capacity is increased by increasing the effective radius of the clutch. However, since there are structural limitations on the urging force, the effective radius of the clutch, and the number of friction surfaces, there is a limit in increasing the torque transmission capacity with these factors. On the other hand, the friction coefficient can be increased by changing the material of the friction plate, and the effect of improving operability and durability can be expected by making the material lighter and heat resistant. Various friction plates have been developed.

As a material of a friction plate of a multi-plate clutch device such as a race car, for example, a composite material (carbon composite material) containing carbon as a main component is known. A friction plate made of a carbon composite material may be generally referred to as a carbon friction plate. First, the carbon composite material has a larger coefficient of friction than a conventional friction material (for example, a friction material containing metal fibers). For this reason, when a carbon composite material having a high friction coefficient is employed, the frictional resistance generated on the friction surface is increased, and the torque transmission capacity is also increased as compared with the conventional friction material. Secondly, carbon composite materials are lighter than conventional friction materials, and the inertial force generated by rotational movement is reduced, making it easier to synchronize the rotation speed during shift changes and operability during shift changes. Will improve. Furthermore, since the carbon composite material has higher heat resistance and less deformation than conventional friction materials, durability is also improved. As described above, by using the carbon composite material as the friction material, the multi-plate clutch device for racing can be used under a high load and durability is improved.
JP 2003-90355 A

  In such a multi-plate clutch device for a racing car, emphasis is placed on strengthening for high loads, but operability and quietness at the time of clutch engagement and release are not considered. For example, when the friction coefficient of the friction plate is high, torque is transmitted suddenly when the clutch is engaged, so that the pedal stroke width in the half-clutch state is extremely narrow or the life of the transmission is shortened. Further, since the engine rotational fluctuation is directly transmitted to the transmission and the differential, so-called rattling noise is generated.

  The rattling noise may also be generated from the clutch disk assembly. Specifically, the clutch disk assembly has a first cylindrical portion fixed to the flywheel and a second cylindrical portion disposed on the inner peripheral side of the first cylindrical portion, and is coupled to the shaft. It comprises a hub flange, and a drive plate and a driven plate as friction plates that engage with the first cylindrical portion and the second cylindrical portion, respectively. In this clutch disk assembly, a friction plate and an output side member are coupled by meshing of gears, and the friction plate is movable in the axial direction (see, for example, Patent Document 1). Since this friction plate and the output side member are coupled by meshing of the gears, rattling noise is also generated in this portion due to engine rotation fluctuation. Further, the clutch disk assembly having such a structure requires a mechanism for restricting the axial movement of the friction plate, and the structure around the friction plate mounting portion is complicated.

  As described above, the race multi-plate clutch device has drawbacks in operability and quietness (vibration absorption). However, these disadvantages do not cause a problem as a multi-plate clutch device for racing. This is because a race driver who operates a multi-plate clutch device for racing has a higher level of operation technology than a general driver, and there is little need to reduce noise such as rattling noise on a race track. In addition, the complexity of the structure is not particularly problematic as long as it can handle high loads for racing.

  On the other hand, as a clutch device for a passenger car, there are many voices that desire a high-load clutch device such as a multi-plate clutch device for racing. The clutch device of high load specification can cope with a high output engine because of its large torque transmission capacity, and can exhibit higher performance than a conventional passenger car clutch device in various situations. Moreover, since the high load specification clutch device is highly durable, the parts replacement cycle becomes longer, and the maintenance cost can be reduced. Further, if the complicated structure is simplified, the cost of the clutch device can be reduced, and it can be easily adopted not only for racing but also for passenger cars.

  As described above, the multi-plate clutch device reinforced for high loads has great merit for mounting on passenger cars, and therefore, it is required to improve operability, quietness, and vibration absorption for passenger cars. Yes. There is also a demand for simplifying the structure around the attachment portion of the friction plate.

An object of the present invention is to improve the operability and quietness of a multi-plate clutch device reinforced for high loads.
Another object of the present invention is to simplify the structure around the friction plate mounting portion.

  The multi-plate clutch device according to claim 1 is for transmitting and shutting off the power from the input rotating body on the engine side to the output rotating body, and is connected to the output rotating body and arranged close to the input rotating body. And a clutch cover assembly that is connected to the input rotator and has a pressure plate for pressing the clutch disk assembly against the input rotator. The clutch disk assembly includes a hub connected to the output rotating body, a friction connecting portion disposed on the outer peripheral side of the hub, and sandwiched between the input rotating body and the pressure plate, and the hub and the friction connecting portion. And a damper mechanism that is elastically connected in the rotation direction. The friction coupling portion includes a ring member coupled to the outer peripheral side of the damper mechanism and a plurality of first members that are disposed on the outer peripheral side of the ring member and engaged with the ring member so as to be relatively non-rotatable and relatively movable in the axial direction. One friction plate and a second friction plate disposed between the plurality of friction plates and engaged with the clutch cover assembly so as not to rotate relative to the clutch cover and to move relative to each other in the axial direction. The clutch cover assembly includes a first biasing member for biasing the pressure plate, and an elastic reaction smaller than a pressing load on the first friction plate necessary for power transmission between the input rotating body and the output rotating body. A second urging member having force. At least one of the plurality of first friction plates is made of a carbon composite material.

  In this apparatus, since the clutch disc assembly includes a damper mechanism, even when a carbon composite material having a high friction coefficient is used as the first friction plate, noise such as impact and rattling noise when the clutch is engaged is absorbed. be able to. Therefore, in this multi-plate clutch device, operability and quietness can be improved while strengthening for high loads.

  Further, when the multi-plate clutch device is used particularly for racing, in order to increase the temperature of the friction member such as the first friction plate and increase the coefficient of friction, for example, a half-clutch state may be maintained. However, this increases the temperature of not only the friction member but also the peripheral members due to frictional heat. Since the peripheral member thermally expands in the axial direction due to the temperature rise, the urging force of the first urging member relatively increases. As a result, a phenomenon occurs in which the clutch torque suddenly rises even though the depression amount of the clutch pedal is kept constant. As a result, when the clutch torque exceeds the brake restraint and the vehicle starts against the driver's will or the vehicle does not start due to the brake, excessive load is applied to the first and second friction plates and abnormal wear occurs. The problem of equality occurs.

  In this device, since the second urging member having an elastic reaction force smaller than the pressing load on the first friction plate necessary for power transmission is provided, the peripheral member is pivoted by frictional heat in the half-clutch state. Even if it thermally expands in the direction, the second urging member can absorb deformation due to the thermal expansion. Thus, in this device, even if the half clutch is held, the clutch torque does not rise suddenly, preventing the vehicle from starting against the will of the driver, and abnormal wear such as the first and second friction plates. Can be suppressed.

According to a second aspect of the present invention, in the multi-plate clutch device according to the first aspect, the second urging member is disposed between the first urging member and the pressure plate.
In this device, since the second urging member is disposed between the first urging member and the pressure plate, for example, even when the pressure plate is thermally expanded in the axial direction due to frictional heat in a half-clutch state, The second biasing member can absorb deformation due to thermal expansion. Thus, in this device, even if the half clutch is held, the clutch torque does not rise suddenly, preventing the vehicle from starting against the will of the driver, and abnormal wear such as the first and second friction plates. Can be suppressed.

  A multi-plate clutch device according to a third aspect of the present invention is the multi-plate clutch device according to the first or second aspect, wherein at least one of the input rotating body, the pressure plate, and the second friction plate is made of an iron-based material as a main component. Yes.

  In this device, since at least one of the members frictionally engaging with the first friction plate is made of an iron-based material, the carbon composite material and the iron-based steel material are frictionally engaged. As described above, the friction coefficient between the carbon composite material and the iron-based steel material varies depending on the temperature. Specifically, when the carbon composite material and the iron-based steel material are slid, the friction coefficient increases as the friction surface temperature increases, and the friction coefficient decreases as the friction surface temperature decreases. Thereby, in this apparatus, various clutch characteristics can be obtained. In addition, this apparatus can obtain a larger coefficient of friction than conventional friction materials, and therefore can cope with high loads.

  According to a fourth aspect of the present invention, the multi-plate clutch device according to any one of the first to third aspects further includes a release device that engages with the first urging member and elastically deforms the first urging member in the axial direction. Yes. The release device releases the urging force of the first urging member against the pressure plate by moving toward the axial input rotator.

  This device releases the biasing force, that is, releases the clutch connection when the release device moves to the axial direction input rotator side. As a result, this device can be employed in a so-called push-type multi-plate clutch device.

  According to a fifth aspect of the present invention, the multi-plate clutch device according to any one of the first to third aspects further includes a release device that engages with the first urging member and elastically deforms the first urging member in the axial direction. Yes. The release device moves to the side opposite to the axial direction input rotator side to release the urging force of the first urging member against the pressure plate.

  This device releases the urging force, that is, releases the clutch connection when the release device moves to the side opposite to the axial direction input rotator side. As a result, this device can be employed in a so-called pull-type multi-plate clutch device.

  A multi-plate clutch device according to a sixth aspect of the present invention is the multi-plate clutch device according to any one of the first to fifth aspects, wherein the hub protrudes radially outward over the entire circumference and a part of the flange portion is cut out. It has a plurality of accommodating parts. The damper mechanism is disposed so as to be rotatable relative to the flange portion with the plurality of elastic members housed in the housing portion and the flange portion sandwiched in the axial direction, and a window hole portion is provided at a position corresponding to the elastic member. And a pair of connecting plates. An annular friction member for receiving an axial load acting between the two members is provided between at least one of the connection plates and the flange portion.

  In this apparatus, since the damper mechanism has the above-described structure, it is possible to obtain damper mechanisms having various torsional rigidity by changing the rigidity, quantity, and arrangement of the elastic members. Therefore, even when a carbon composite material is employed as the friction material, it is possible to absorb impact and noise, and the operability and quietness can be improved more reliably.

  In addition, since this apparatus has a friction member between the connecting plate and the flange portion, even if an axial load acts between the two members, the axial gap between the two members can be kept constant. It is possible to prevent the two members from contacting each other. In addition, since the friction member is provided, a hysteresis torque is generated between the two members when the connecting plate and the flange portion are relatively rotated, so that the torsional vibration can be absorbed more effectively.

  A multi-plate clutch device according to a seventh aspect of the present invention is the multi-plate clutch device according to the sixth aspect of the present invention, wherein an annular third plate for applying an axial urging force between the two members is provided between at least one of the connection plates and the flange portion. It has a biasing member.

  In this device, since the third urging member is provided between the connecting plate and the flange portion, the relative positions in the axial direction of both members are stabilized. Moreover, in this apparatus, since the flange part can be urged | biased with respect to a friction member to an axial direction, the relative position of the axial direction between both members is stabilized more. Further, since the third urging member is provided, the hysteresis torque can be reliably generated by the friction member, and the hysteresis torque can be adjusted by setting the urging force of the third urging member.

According to an eighth aspect of the present invention, in the multi-plate clutch device according to the seventh aspect, the third urging member is constituted by a disc spring that is elastically deformable in the axial direction.
In this device, since the third urging member is constituted by a disc spring, a desired urging force can be ensured while shortening the axial gap dimension.

According to a ninth aspect of the present invention, in the multi-plate clutch device according to the seventh aspect, the third urging member is constituted by a wave spring that is elastically deformable in the axial direction.
In this device, since the third urging member is constituted by a disc spring, a desired urging force can be ensured while shortening the axial gap dimension.

  A clutch disk assembly according to claim 10 is for transmitting and shutting off power from an engine-side flywheel to an input shaft of a transmission, comprising a carbon composite friction plate, a clutch disk body, And fixtures. The carbon composite friction plate is pressed against the flywheel. The clutch disk main body has a disc-shaped input portion connected to the outer periphery of the friction plate and an output portion connected to the input shaft of the transmission. The plurality of fixtures directly connect the outer peripheral portion of the disc-shaped input portion and the inner peripheral portion of the friction plate. The friction plate has a notch into which the fixture is inserted. The fixture is composed of a first fixture and a second fixture. The first fixture has a body portion that is inserted into the notch of the friction plate. The second fixture is formed at a shaft portion penetrating the first fixture in the axial direction, a collar portion formed at one end portion of the shaft portion and engaged with the friction plate in the axial direction, and at the other end portion of the shaft portion. It has a disk-shaped input part and a fixing part engaged in the axial direction.

  In this device, engine-side power is transmitted to the transmission via a carbon composite friction plate and a clutch disc body. At this time, since the friction plate made of carbon composite and the disc-shaped input portion of the clutch disc body are directly connected by the fixture, the mechanism for restricting the axial movement of the friction plate is simplified, and the friction plate The structure around the mounting part is simplified. Further, since the connection by the meshing of the gears is not used, the rattling noise in the connecting portion between the friction plate and the clutch disk main body in the conventional apparatus is eliminated.

  Moreover, in this apparatus, since the 1st fixing tool has a trunk | drum, the connection relationship of a friction plate and a clutch disc main body can be adjusted by controlling the length of a trunk | drum. That is, by making the length of the body portion of the first fixture equal to the thickness of the friction plate, the friction plate and the clutch disc main body are completely fixed so that they cannot move with each other, and the length of the body portion is reduced. By making it longer than the thickness of the friction plate, the fixation of both is fixed with a degree of freedom in the axial direction. In addition, since the body portion of the first fixing tool is inserted into the notch of the friction plate, the relative rotation of the friction plate with respect to the disk-shaped input portion is restricted by the shaft portion, the flange portion, and the fixing portion of the second fixing tool. can do. Furthermore, since the 2nd fixing | fixed part has a collar part and a fixing | fixed part, the relative movement of the axial direction of a disk shaped input part and a friction plate can be controlled.

  The clutch disk assembly according to claim 11 is for transmitting and shutting off the power from the flywheel on the engine side to the input shaft of the transmission, comprising a carbon composite friction plate, a clutch disk body, And fixtures. The carbon composite friction plate is pressed against the flywheel. The clutch disk main body has a disc-shaped input portion connected to the outer periphery of the friction plate and an output portion connected to the input shaft of the transmission. The plurality of fixtures directly connect the outer peripheral portion of the disc-shaped input portion and the inner peripheral portion of the friction plate. Two friction plates are arranged in the axial direction so as to sandwich the outer peripheral portion of the disc-shaped input portion, and have a notch into which the fixture is inserted. The fixture is composed of a first fixture and a second fixture. The first fixture has a body portion that is inserted into the notch of the friction plate. The second fixture includes a shaft portion that penetrates the first fixture and the disc-shaped input portion in the axial direction, a flange portion that is formed at one end portion of the shaft portion and engages with one friction plate in the axial direction, And a fixing portion that is formed at the other end of the portion and engages with the other friction plate in the axial direction.

  In this device, engine-side power is transmitted to the transmission via a carbon composite friction plate and a clutch disc body. At this time, since the friction plate made of carbon composite and the disc-shaped input portion of the clutch disc body are directly connected by the fixture, the mechanism for restricting the axial movement of the friction plate is simplified, and the friction plate The structure around the mounting part is simplified. Further, since the connection by the meshing of the gears is not used, the rattling noise in the connecting portion between the friction plate and the clutch disk main body in the conventional apparatus is eliminated.

  Moreover, in this apparatus, since the 1st fixing tool has a trunk | drum, the coupling relationship of two friction plates and a clutch disc main body can be adjusted by controlling the length of a trunk | drum. That is, by making the length of the body portion of the first fixture equal to the thickness of the friction plate, the friction plate and the clutch disc main body are completely fixed so that they cannot move with each other, and the length of the body portion is reduced. By making it longer than the thickness of the friction plate, the fixation of both is fixed with a degree of freedom in the axial direction. Moreover, since the trunk | drum of the 1st fixing tool is inserted in the notch of a friction plate, relative rotation of the friction plate with respect to a disk-shaped input part can be controlled with a shaft part, a collar part, and a fixing part. Furthermore, since the 2nd fixing tool has a shaft part, a collar part, and a fixing part, the relative movement of the axial direction of a disk-shaped input part and two friction plates can be controlled.

According to a twelfth aspect of the present invention, in the clutch disk assembly according to the tenth or eleventh aspect, the second fixing tool is a rivet and the fixing portion is fixed by caulking.
In this case, since the second fixture is a rivet, the first and second fixtures can be easily attached.

  The clutch disk assembly according to claim 13 is for transmitting and shutting off the power from the flywheel on the engine side to the input shaft of the transmission, comprising a carbon composite friction plate, a clutch disk body, And fixtures. The carbon composite friction plate is pressed against the flywheel. The clutch disk main body has a disc-shaped input portion connected to the outer periphery of the friction plate and an output portion connected to the input shaft of the transmission. The plurality of fixtures directly connect the outer peripheral portion of the disc-shaped input portion and the inner peripheral portion of the friction plate. The friction plate has a notch into which the fixture is inserted. The fixture is composed of a first fixture and a second fixture. The first fixing member is inserted into the notch of the friction plate, has a thickness corresponding to the thickness of the friction plate, and a part of the end surface abuts on the side surface of the disk-shaped input portion, and the disk-shaped input portion. And a fixed portion to be fixed. The second fixture has a flange portion that engages the friction plate in the axial direction, and a connecting portion that connects the flange portion and the first fixture.

  In this device, engine-side power is transmitted to the transmission via a carbon composite friction plate and a clutch disc body. At this time, since the friction plate made of carbon composite and the disc-shaped input portion of the clutch disc body are directly connected by the fixture, the mechanism for restricting the axial movement of the friction plate is simplified, and the friction plate The structure around the mounting part is simplified. Further, since the connection by the meshing of the gears is not used, the rattling noise in the connecting portion between the friction plate and the clutch disk main body in the conventional apparatus is eliminated.

  Moreover, in this apparatus, since the 1st fixing tool has a trunk | drum, the connection relationship of a friction plate and a clutch disc main body can be adjusted by controlling the length of a trunk | drum. That is, by making the length of the body portion of the first fixture equal to the thickness of the friction plate, the friction plate and the clutch disc main body are completely fixed so that they cannot move with each other, and the length of the body portion is reduced. By making it longer than the thickness of the friction plate, the fixation of both is fixed with a degree of freedom in the axial direction. Moreover, since the trunk | drum of the 1st fixing tool is inserted in the notch of a friction plate, relative rotation of the friction plate with respect to a disk-shaped input part can be controlled with a shaft part, a collar part, and a fixing part. Further, since the first fixing device has the fixing portion and the second fixing device has the collar portion and the connecting portion, the relative movement in the axial direction between the disc-shaped input portion and the friction plate can be restricted. .

  The clutch disk assembly according to claim 14 is for transmitting and shutting off the power from the flywheel on the engine side to the input shaft of the transmission, comprising a carbon composite friction plate, a clutch disk body, And fixtures. The carbon composite friction plate is pressed against the flywheel. The clutch disk main body has a disc-shaped input portion connected to the outer periphery of the friction plate and an output portion connected to the input shaft of the transmission. The plurality of fixtures directly connect the outer peripheral portion of the disc-shaped input portion and the inner peripheral portion of the friction plate. The friction plate has a notch into which the fixture is inserted. The fixture is composed of a first fixture and a second fixture. The first fixture has a body portion that is inserted into the notch of the friction plate. The second fixture includes a flange portion that engages the friction plate in the axial direction, a coupling portion that penetrates the first fixture in the axial direction and connects the collar portion and the first fixture, and a collar portion of the coupling portion. And a fixing portion that is formed at an end opposite to the first fixing tool and connects the disc-shaped input portion.

  In this device, engine-side power is transmitted to the transmission via a carbon composite friction plate and a clutch disc body. At this time, since the friction plate made of carbon composite and the disc-shaped input portion of the clutch disc body are directly connected by the fixture, the mechanism for restricting the axial movement of the friction plate is simplified, and the friction plate The structure around the mounting part is simplified. Further, since the connection by the meshing of the gears is not used, the rattling noise in the connecting portion between the friction plate and the clutch disk main body in the conventional apparatus is eliminated.

  Moreover, in this apparatus, since the 1st fixing tool has a trunk | drum, the connection relationship of a friction plate and a clutch disc main body can be adjusted by controlling the length of a trunk | drum. That is, by making the length of the body portion of the first fixture equal to the thickness of the friction plate, the friction plate and the clutch disc main body are completely fixed so that they cannot move with each other, and the length of the body portion is reduced. By making it longer than the thickness of the friction plate, the fixation of both is fixed with a degree of freedom in the axial direction. Moreover, since the trunk | drum of a 1st fixing tool is inserted in the notch of a friction plate, the relative rotation of the friction plate with respect to a disk shaped input part can be controlled with a collar part, a connection part, and a fixing | fixed part. Further, the first and second fixtures can regulate the relative movement in the axial direction between the disc-shaped input portion and the friction plate.

  A clutch disk assembly according to a fifteenth aspect of the present invention is the clutch disk assembly according to any one of the tenth to fourteenth aspects, further comprising an annular member arranged so that the fixing member is sandwiched between the friction plate and at least one of the flange portion and the fixing portion. Have.

  In this device, since the fixture has an annular member, even if the outer diameter of the collar portion is smaller than the circumferential width of the notch, the friction plate in the axial direction relative to the disc-shaped input portion. The movement can be reliably regulated.

According to a sixteenth aspect of the present invention, in the clutch disk assembly of the fifteenth aspect, the outer diameter of the annular member is larger than the circumferential width of the notch of the friction plate.
In this device, since the outer diameter of the annular member is larger than the circumferential width of the notch, the axial movement of the friction plate relative to the disk-shaped input portion can be more reliably regulated.

  A clutch disk assembly according to a seventeenth aspect of the present invention is the clutch disk assembly according to any one of the tenth to sixteenth aspects, further including an annular coupling member for coupling a plurality of fixtures. The connecting member is disposed so as to be sandwiched between the friction plate and the flange portion.

  In this apparatus, since the fixture is connected by the connecting member, the relative positions of the plurality of fixtures are stabilized. Further, since the connecting member is sandwiched between the friction plate and the flange portion, the relative movement in the axial direction of the friction plate with respect to the disc-shaped input portion can be reliably restricted.

In the multi-plate clutch device according to the present invention, the operability and quietness of the multi-plate clutch device reinforced for high loads can be improved.
In the clutch disk assembly according to the present invention, the structure around the friction plate mounting portion can be simplified.

An embodiment of the present invention will be described with reference to the drawings.
A. First Embodiment 1. FIG . Structure of Multi-plate Clutch Device FIG. 1 is a longitudinal sectional view of a multi-plate clutch device as one embodiment of the present invention, and FIG. 2 is a transverse sectional view of a clutch disk assembly. In this embodiment, a pull-type dry multi-plate clutch device will be described. The multi-plate clutch device 1 is for transmitting and shutting off power from a flywheel 3 (input rotator) connected to an engine crankshaft 2 to a transmission input shaft 4 (output rotator). And the transmission input shaft 4. In FIG. 1, OO indicates the rotation axis of the flywheel 3, the transmission input shaft 4, and the multi-plate clutch device 1.

  The multi-plate clutch device 1 is mainly composed of a clutch cover assembly 5 and a clutch disk assembly 6. The clutch cover assembly 5 includes a cover member 11, a clutch cover 10, a diaphragm spring 12, and a pressure plate 7. The cover member 11 is a member for connecting the flywheel 3 and the clutch cover 10, and a plurality of cover members 11 are arranged on the outer peripheral side of the flywheel 3. The cover member 11 has a bolt part 11a and is attached to the flywheel 3 by a nut 11b. The cover member 11 is engaged with a notch portion 42a of the second friction plate 42 described later. The clutch cover 10 is an annular member, and is attached to the cover member 11 with bolts 11c. That is, the flywheel 3 and the clutch cover 10 are fixed via the cover member 11 so as not to be relatively rotatable.

  The diaphragm spring 12 is for urging the pressure plate 7 in the axial direction, and has an elastic annular portion 12a and a lever portion 12b. The elastic annular portion 12a is an outer peripheral portion of the diaphragm spring 12, and is a portion that contacts the pressure plate 7 in the axial direction. The lever part 12b is a plurality of tongue-like parts extending radially inward from the elastic annular part 12a, and the tip part is connected to a release device (not shown). The diaphragm spring 12 can be elastically deformed in the axial direction by movement of the release device in the axial direction.

  The pressure plate 7 is an annular member disposed between the flywheel 3 and the clutch cover assembly 5 for pressing a friction coupling portion 40 of the clutch disk assembly 6 described later to the flywheel 3 side. is there. An annular cushioning plate 80 is disposed between the pressure plate 7 and the diaphragm spring 12. Specifically, the cushioning plate 80 is a disc spring that can be elastically deformed in the axial direction, for example, and has a protruding portion 81 on the diaphragm spring 12 side. Further, the cushioning plate 80 is in contact with the inner peripheral side protruding portion 7c and the outer peripheral side protruding portion 7b of the pressure plate 7, and can be attached to and detached from the outer peripheral side protruding portion 7b by elastic deformation in the axial direction of the diaphragm spring 12. Yes. The elastic reaction force of the cushioning plate 80 is set to be smaller than the pressing load of the pressure plate 7. Therefore, for example, even when the pressure plate 7 is thermally expanded in the axial direction by frictional heat in the half-clutch state, the cushioning plate 80 can absorb the deformation due to the thermal expansion. As a result, even if the half clutch is held, the clutch torque does not rise suddenly, and it is possible to prevent the vehicle from starting against the will of the driver and to suppress abnormal wear of the friction plate and the like. The pressure plate 7 is movable in the axial direction by the urging force of the diaphragm spring 12 via the cushioning plate 80 described above.

  The clutch disk assembly 6 is for frictional engagement with the flywheel 3 to transmit and release power, and is disposed between the flywheel 3 and the pressure plate 7. Hereinafter, the structure of the clutch disk assembly 6 will be described in detail.

2. Structure of Clutch Disc Assembly The clutch disc assembly 6 is used in a clutch device of an automobile, in particular, a multi-plate clutch device 1 of an automobile that requires a high transmission torque compared to the clutch size. The damper mechanism 30 and the friction coupling part 40 are configured. In the present embodiment, a friction plate and a ring member, which will be described later, are connected in a gear form. Below, the structure of each part is demonstrated in detail.

(1) Spline Hub The spline hub 20 is for fixing the clutch disc assembly 6 to the transmission input shaft 4, and includes a boss portion 21 and a flange portion 22. The boss portion 21 is a cylindrical member having a spline hole 21 a on the inner peripheral surface, and is engaged with the spline portion 4 a of the transmission input shaft 4 so as not to be relatively rotatable and relatively movable in the axial direction. The flange portion 22 is a substantially disk-shaped member that protrudes outward in the radial direction over the entire outer periphery of the boss portion 21. The flange portion 22 is formed with a plurality of accommodating portions 22a for accommodating torsion springs 32 described later. Moreover, the flange part 22 has the 2nd engaging part 22b which protruded to radial direction outward in the position corresponding to the accommodating part 22a.

(2) Damper mechanism The damper mechanism 30 is for absorbing shocks and vibrations transmitted from the friction coupling portion 40, and includes a torsion spring 32, a clutch plate 35 and a retaining plate 36 (a pair of coupling plates), A friction washer 33 and a wave spring 34 are included. The torsion spring 32 is for absorbing vibration in the rotational direction between the flange portion 22 and the clutch plate 35 and the retaining plate 36, and is accommodated in the accommodating portion 22 a of the flange portion 22 so as to be expandable and contractable in the rotational direction. Yes. In the present embodiment, six torsion springs 32 are arranged in the rotational direction.

  The clutch plate 35 and the retaining plate 36 are a pair of annular members, and are disposed so as to be rotatable relative to the spline hub 20 with the flange portion 22 sandwiched in the axial direction. The clutch plate 35 and the retaining plate 36 are provided with window hole portions 35a and 36a formed by notches at positions corresponding to the torsion springs 32, respectively. The rotation direction ends of the accommodating portion 22a and the window hole portions 35a and 36a are engaged with the end portion of the torsion spring 32 in the rotation direction. Therefore, when the spline hub 20, the clutch plate 35, and the retaining plate 36 rotate relative to each other, the torsion spring 32 is compressed in the rotational direction. The friction washer 33 and the wave spring 34 are for stabilizing the sliding resistance (hysteresis torque) generated when the flange portion 22, the clutch plate 35, and the retaining plate 36 come into contact with each other. And annular members respectively disposed between the retaining plate 36 and the retaining plate 36.

  In general, the absorption performance of the damper mechanism is determined by the elastic coefficient, stroke, number, and radial position of the torsion spring. For example, when the elastic coefficient of the torsion spring is increased, the torsional rigidity of the damper mechanism is also increased, so that it is possible to absorb an impact when the clutch is engaged, but it is not possible to effectively absorb a small torsional vibration. Further, when the elastic coefficient of the torsion spring is lowered, the torsional rigidity of the damper mechanism is also lowered, so that small torsional vibrations such as engine rotation fluctuations can be effectively absorbed, but the shock at the time of clutch engagement cannot be absorbed. Therefore, it is preferable that the damper mechanism has a low torsional rigidity and a high torsional rigidity so as to absorb an impact and a wide torsional vibration when the clutch is engaged.

  In particular, when a carbon composite material is used as the friction material as in this embodiment, the friction coefficient is large and the impact at the time of clutch engagement is larger than before, so the damper mechanism has low torsional rigidity and high torsional rigidity. It is effective. Therefore, the damper mechanism 30 of this embodiment has two levels of torsional rigidity.

  Specifically, like the torsion spring 32, six accommodating portions 22 a of the flange portion 22 are provided. Among them, the three accommodating portions 22a are slightly longer in the rotational direction, and a gap is provided between the rotational direction end of the accommodating portion 22a and the end portion of the torsion spring 32. By doing so, when the friction coupling portion 40 and the spline hub 20 rotate relative to each other, first, the three torsion springs 32 start to be compressed, and when the predetermined relative rotation is reached, the remaining three torsion springs 32 are also compressed. start. Thereby, the damper mechanism 30 can easily obtain two-stage torsional rigidity with three and six torsion springs 32.

(3) Friction connecting portion The friction connecting portion 40 is for frictional engagement with the flywheel 3 and the pressure plate 7, and includes a ring member 44, a stop pin 45 (fixing member), a first friction plate 41, And a second friction plate 42.

1) Ring member The ring member 44 is for connecting the damper mechanism 30 and the first friction plate 41. The ring member 44 is an annular member disposed on the outer peripheral side of the damper mechanism 30, more specifically, on the outer peripheral side of the flange portion 22, and a part of the ring member 44 is sandwiched between the clutch plate 35 and the retaining plate 36. And is fixed by a stop pin 45.

  The ring member 44 is a member for fixing a later-described friction plate and the damper mechanism 30 so as not to be relatively rotatable. The ring member 44 includes a first engagement portion 44a, external teeth 44b, and a protrusion 44c. The first engaging portion 44 a is a plurality of protrusions protruding radially inward from the inner peripheral side of the ring member 44. The first engaging portion 44a is disposed between the second engaging portions 22b of the flange portion 22, and a gap is provided in the rotational direction between the first engaging portion 44a and the second engaging portion 22b. Is provided. The position of the first engaging portion 44 a corresponds to the position of the stop pin 45.

  The external teeth 44b are a plurality of protrusions that protrude outward in the radial direction formed over the entire outer periphery of the ring member 44, and are portions to which a first friction plate described later is engaged. The protruding portion 44 c is a portion that protrudes further outward in the radial direction from the plurality of external teeth 44 b, and is disposed between the pair of first friction plates 41.

2) Stop pin FIG. 3 shows a cross-sectional view of the stop pin 45. The stop pin 45 adopts a rivet format and includes a body portion 45a, a head portion 45b, and a stepped portion 45c. The body portion 45a is a portion that penetrates the clutch plate 35, the retaining plate 36, and the ring member 44 in the axial direction, and has a cylindrical shape. The head 45b is a part for fastening the clutch plate 35 and the retaining plate 36 to the ring member 44 side. The head 45b is provided at both ends of the body 45a and has a larger outer diameter than the body 45a. The stepped portion 45c is a portion that penetrates the hole 35b of the clutch plate 35, and is provided between the trunk portion 45a and one head portion 45b. The stepped portion 45c has a larger outer diameter than the body 45a and a smaller outer diameter than the head 45b.

  A normal rivet is inserted into a hole of a member in a state where one head is not formed, and a head portion is formed by caulking a body portion protruding to the side opposite to the insertion side to connect the members. At that time, the caulking side of the body portion is deformed by the acting force and the outer diameter is increased, so that the outer peripheral surface of the rivet contacts the inner peripheral surface of the hole. However, since the stop pin 45 is provided with a stepped portion 45c, the outer peripheral surface of the stop pin 45 and the inner peripheral surface of the hole 35b are also provided on the side opposite to the side to be caulked by increasing the accuracy of the stepped portion 45c. Since the gap between the two is reduced, the fastening strength is improved. Therefore, the strength of the damper mechanism 30 is increased, and the damper mechanism 30 can be used for high loads.

  The same effect can be obtained with the stop pin 55 in which the shape of the stepped portion 45c of the stop pin 45 is changed. FIG. 4 shows a cross-sectional view of the stop pin 55. In the stop pin 55, the stepped portion 45c of the stop pin 45 is a tapered portion 55c whose outer diameter gradually increases from the trunk side toward the head side. Thereby, like the above-mentioned stop pin 45, fastening strength improves by raising the precision of the taper part 55c. Therefore, since the strength of the damper mechanism 30 is increased, the damper mechanism 30 can be used for high loads.

3) Friction plate The first friction plate 41 is for frictional engagement with the flywheel 3, the pressure plate 7, and the second friction plate 42 as shown in FIG. An annular member. In the present embodiment, two first friction plates 41 arranged in the axial direction are described. The first friction plate 41 has internal teeth 41a that are a plurality of protrusions formed over the entire inner circumference. The inner teeth 41a are engaged with the outer teeth 44b of the ring member 44, and the first friction plate 41 and the ring member 44 are relatively non-rotatable and relatively movable in the axial direction by the inner teeth 41a and the outer teeth 44b. It has become.

  The second friction plate 42 is for engaging with the first friction plate 41 and is an annular member disposed between the pair of first friction plates 41. In the present embodiment, since there are two first friction plates 41, there is one second friction plate 42. The second friction plate 42 has a plurality of notches 42a formed over the entire outer periphery. Since the notch 42a is engaged with the cover member 11 of the clutch cover assembly 5, the second friction plate 42 and the clutch cover assembly 5 are engaged with each other so as not to be relatively rotatable and relatively movable in the axial direction. ing.

  In addition, since the notch part 7a engaged with the cover member 11 is formed also in the outer peripheral side of the pressure plate 7, the pressure plate 7 and the clutch cover assembly 5 cannot be relatively rotated, and can be relatively moved in the axial direction. Is engaged.

  Here, the material of each part in this embodiment is demonstrated. The first and second friction plates 41 and 42, the flywheel 3, and the pressure plate 7 are made of a carbon composite material. The friction coefficient of the carbon composite material is larger than that of the conventional friction material, and there is a tendency that the friction coefficient varies greatly depending on the temperature between different materials. On the other hand, the coefficient of friction between the carbon composite materials is stable with little fluctuation due to temperature. Therefore, by making all the materials engaged with friction into carbon composite materials, a stable high coefficient of friction can be obtained, and the multi-plate clutch device 1 can be reliably strengthened for high loads.

3. Operation Next, the operation of the multi-plate clutch device 1 will be described. When the clutch is engaged, the release device moves to the axial flywheel 3 side by the driver's clutch pedal operation, and the elastic annular portion 12a of the diaphragm spring 12 biases the pressure plate 7 to the axial flywheel 3 side. If it does so, the pressure plate 7 will be pressed to the frictional connection part 40 side, and the 1st and 2nd friction plates 41 and 42 will be pinched between the rotating pressure plate 7 and the flywheel 3, and friction resistance will be in each contact surface. Will occur. Thereby, the torque input to the flywheel 3 is transmitted to the first friction plate 41, the ring member 44, the clutch plate 35, and the retaining plate 36.

  When the clutch plate 35 and the retaining plate 36 are rotated by the input torque, they are rotated relative to the stopped spline hub 20. As described above, since the three accommodating portions 22a of the flange portion 22 are long in the rotational direction, first, the three torsion springs 32 rotate between the accommodating portion 22a and the window hole portions 35a and 36a. Compressed between direction ends. Thus, the multi-plate clutch device 1 can absorb small torsional vibrations when the clutch is engaged.

  Further, when the clutch plate 35 and the retaining plate 36 and the spline hub 20 further rotate relative to each other, the remaining three torsion springs 32 are compressed between the rotation direction ends of the accommodating portion 22a and the window hole portions 35a and 36a. The As a result, a total of six torsion springs 32 are compressed, so that the multi-plate clutch device 1 can absorb an impact and a large torsional vibration when the clutch is engaged.

When the clutch plate 35 and the retaining plate 36 and the spline hub 20 further rotate relative to each other, the first engagement portion 44a of the ring member 44 and the second engagement portion 22b of the flange portion 22 come into contact with each other, and the engine torque is transmitted to the transmission. It is transmitted directly to the input shaft 4 and the clutch engagement operation of the multi-plate clutch device 1 is completed. The clutch releasing operation is performed by moving the release device to the axial transmission side by pedal operation.

  In this way, the damper mechanism 30 has two stages of torsional rigidity to effectively absorb the shock and vibration when the clutch is engaged, so that the high friction coefficient carbon is difficult to operate when the clutch is engaged. Also in the multi-plate clutch device 1 employing the composite material, the operation becomes easy and the operability is improved.

  Also, if engine rotation fluctuations occur during constant speed travel after clutch engagement, the rotation fluctuations are not transmitted directly to the transmission or differential due to the expansion and contraction of the torsion spring 32, thus suppressing the occurrence of rattling noise from the gear portion. And quietness is improved.

Moreover, although the above embodiment was described by the pull type, as shown in FIG. 5, a push type may be sufficient.
B. Second Embodiment In the above-described embodiment, the quietness of the multi-plate clutch device 1 is improved by the damper mechanism 30. However, the following embodiment can further suppress the occurrence of rattling noise. .

1. Clutch Disk Assembly FIGS. 6 and 7 show a clutch disk assembly 106 in which this embodiment is adopted. The clutch disk assembly 106 is used in the multi-plate clutch device 1 and is a device for transmitting torque from a flywheel (not shown) on the engine side to a transmission input shaft (not shown). In FIGS. 6 and 7, OO is the rotation axis of the clutch disk assembly 106.

  As shown in FIGS. 6 and 7, the clutch disk assembly 106 has a feature in a connecting portion between the first friction plate 141 and the ring member 144. Specifically, the first friction plate 141 of the clutch disk assembly 106 is directly connected to the ring member 144 by the fixture 160 in a state where relative rotation and relative movement in the axial direction are restricted.

  FIG. 8 shows a structural diagram around the fixture 160. As shown in FIG. 8, a plurality of notches 105 are formed on the inner periphery of the first friction plate 141 at predetermined equal intervals in the circumferential direction. As shown in FIG. 8, the notch 105 is formed with a predetermined depth and a predetermined width from the inner peripheral edge toward the outer peripheral side, and the pair of side surfaces 105 a and 105 b are formed on the radiation P. They are parallel to each other. The ring member 144 is formed with a disk-shaped outer peripheral fixing portion 144a over the entire periphery. And the two 1st friction plates 141 are arrange | positioned so that the outer peripheral fixing | fixed part 144a may be inserted | pinched by the inner peripheral part. A second friction plate 142 is arranged on the outer peripheral side of the outer peripheral fixing portion 144a.

2. Fixing tool The fixing tool 160 includes a first fixing tool 161, a second fixing tool 162, and a washer 163. The first fixing device 161 is disposed as a pair on both sides in the axial direction of the outer peripheral fixing portion 144 a, and has a generally cylindrical body portion 167 inserted into the notch 105 of the first friction plate 141. The second fixture 162 is a rivet and includes a shaft portion 164, a collar portion 165, and a fixing portion 166. The shaft portion 164 is a portion that penetrates the first fixing device 161 and the outer peripheral fixing portion 144a in the axial direction. The collar portion 165 is formed at one end of the shaft portion 164. The fixed portion 166 is formed at the other end portion of the shaft portion 164. The collar portion 165 and the fixing portion 166 are formed to have a larger diameter than the shaft portion 164, and a washer 163 having a larger diameter is sandwiched between the collar portion 165, the fixing portion 166, and the body portion 167, respectively. It is. Since the fixing part 166 corresponds to the caulking side of the rivet, the body part 167 and the washer 163 are fixed to the outer peripheral fixing part 144a by finally caulking the fixing part 166. Thus, the first friction plate 141 is connected to the damper mechanism 30 via the ring member 144.

  Here, the dimensional relationship of each member will be described. The width of the body 167 of the first fixture 161 (the length between the pair of flat surfaces 167a and 167b) is set narrower than the circumferential width of the notch 105 of the first friction plate 141. And is inserted into the notch 105 with a predetermined gap. The flat surfaces 167a and 167b are configured by surfaces parallel to each other. As a result, the notch 105 and the body portion 167 of the first fixture 161 are not in point contact but in surface contact, so that the surface pressure is reduced and wear of the first friction plate 141 can be suppressed. In addition, since a gap is secured between the flat surfaces 167a and 167b and the side surfaces 105a and 105b, the dimensions of the first fixture 161 and the notch 105 arranged in plurality are managed, manufactured, and assembled. Can be easily.

  The length of the body portion 167 is set to be longer than the thickness of the first friction plate 141, and the first friction plate 141 is fixed to the ring member 144 with a degree of freedom in the axial direction. In this case, the first friction plate 141 is made of carbon composite, the fixture 160 and the clutch plate 135 are each made of an iron-based material, and the thermal expansion coefficient differs from each other so that the influence of the thermal expansion cannot be ignored. It is effective in such cases. Further, since the first friction plate 141 is connected to the ring member 144 with a degree of freedom in the axial direction, the frictional engagement between the first and second friction plates 141 and 142 is released when the clutch is released. It becomes easy to cancel the match.

  Further, the thickness of the outer peripheral fixing portion 144a is set to be smaller than the thickness of the second friction plate 142. Therefore, when the two first friction plates 141 are sandwiched between the flywheel (not shown) and the pressure plate (not shown) when the clutch is engaged, the outer peripheral fixing portion 144a has the first friction. The frictional engagement between the plate 141 and the second friction plate 142 is not hindered.

  The collar portion 165 and the fixing portion 166 are formed to have the same size as the body portion 167 or smaller diameter than the body portion 167. A washer 163 having a larger diameter than both the portions 165 and 166 is provided between the flange portion 165 and the fixed portion 166 and the first friction plate 141. Further, the outer diameter of the washer 163 is set to be larger than the circumferential width of the notch 105. Accordingly, the relative movement in the axial direction of the first friction plate 141 is reliably restricted without setting the outer diameters of the collar portion 165 and the fixing portion 166 to be large.

  In the embodiment described above, since the first friction plate 141 is directly connected by the fixture 160, the mechanism for regulating the axial movement of the first friction plate 141 is simplified, and the first friction plate The structure around the mounting portion 141 is simplified. Further, since the connection by the meshing of the gears is not used, the rattling noise at the connecting portion between the first friction plate 141 and the ring member 144 in the conventional device is further reduced.

C. Third Embodiment The second embodiment described above describes the multi-plate clutch device 1 in which the friction plate is composed of a pair of the first friction plate 141 and the second friction plate 142, as shown below. The present invention can also be applied to a single plate type clutch device.

9 and 10 show a clutch disk assembly 206 in which this embodiment is adopted. 9 and 10, OO is the rotation axis of the clutch disk assembly 206.
The clutch disk assembly 206 is mainly composed of a friction plate 241 made of carbon composite pressed against the flywheel on the engine side, a damper mechanism 230 to which the friction plate 241 is fixed, a friction plate 241 and a damper mechanism 230. And a fixture 260 for connecting the two. Since the structure other than the periphery of the fixture 260 is the same as that of the above-described embodiment, detailed description thereof is omitted.

  The fixture 260 is configured by rivets. Specifically, the fixture 260 is inserted into the notch 205 of the friction plate 241 and the hole 235a of the clutch plate 235, and directly connects the friction plate 241 to the outer periphery of the clutch plate 235.

  11 and 12 show the fixture 260 after assembly, and FIG. 12 shows the fixture 260 before assembly (before crimping). As shown in these drawings, the fixture 260 has a collar portion 265, a body portion 267, and a fixing portion 266.

  The collar portion 265 has a larger diameter than the other portions, and the surface on the body portion 267 side is in contact with the side surface of the friction plate 241. The flange portion 265 protrudes to the flywheel side from the friction surface of the friction plate 241, but is arranged to be located further to the inner peripheral side than the inner peripheral end of the flywheel.

  The body portion 267 is formed by forming a pair of opposed flat surfaces 267 a and 267 b in a part of a portion formed continuously with the same diameter as the collar portion 265, and is formed in the notch 205 of the friction plate 241. Inserted. The width of the body 267 (the length between the pair of flat surfaces 267a and 267b) is set to be narrower than the width of the notch 205 of the friction plate 241, and a predetermined gap is formed in the notch 205. Has been inserted. In addition, unlike the case of the second embodiment, the length of the body portion 267 may be set substantially equal to the thickness of the friction plate 241 or may be set longer than the thickness of the friction plate 241. good. When the length of the body portion 267 is set substantially equal to the thickness of the friction plate 241, the friction plate 241 is completely fixed so as not to move with respect to the clutch plate 235, and is longer than the thickness of the friction plate 241. When set, the fixation of both is fixed with freedom in the axial direction. In this case, the friction plate 241 is made of carbon composite, the fixture 260 and the clutch plate 235 are each made of an iron-based material, and the coefficients of thermal expansion are different from each other. It is effective when you cannot.

  The fixing portion 266 is formed with a smaller diameter than the body portion 267 and is inserted into the hole 235a of the clutch plate 235. Then, by crimping the end portion of the fixing portion 266, the friction plate 241 and the clutch plate 235 are fixed to each other, and the movement of the friction plate 241 in the axial direction is restricted.

D. Fourth Embodiment In the third embodiment described above, the fixture 260 is constituted by rivets, but the following embodiments may be used.

  FIG. 14 is a structural diagram around the fixture 360 of the present embodiment. The fixture 360 includes a first fixture 361 and a second fixture 362. FIG. 15 shows a detailed view of the first fixture 361. The first fixture 361 has a generally cylindrical body 367 that is inserted into the notch 305 of the friction plate 341. Flat surfaces 365 a and 365 b corresponding to the side surfaces 305 a and 305 b of the notch 305 are formed on the body portion 367. As shown in FIG. 14, the first fixture 361 is fixed to the clutch plate 335 by the second fixture 362. The second fixture 362 is a rivet and includes a shaft portion 364 penetrating the first fixture 361, a collar portion 365 formed at both ends of the shaft portion 364, and a fixing portion 366.

  The collar portion 365 has an outer diameter larger than the circumferential width of the notch 305, and the surface on the body portion 367 side is in contact with the side surface of the friction plate 341. The fixed portion 366 is formed to have a smaller diameter than the body portion 367 and is inserted into the hole 335 a of the clutch plate 335. The first fixture 361 is fixed to the clutch plate 335 by caulking the end of the fixing portion 366. The length of the body portion 367 can be set according to the thickness of the friction plate 341 as in the third embodiment. Therefore, the length of the body portion 367 is adjusted so that the friction plate 341 is axially attached to the clutch plate 335. It becomes possible to connect relatively movable or impossible. With the fixture 360 described above, the same effect as that of the third embodiment can be obtained.

In addition, as shown in FIG. 16, a washer 363 may be sandwiched between the flange portion 365 and the friction plate 341. Thereby, the diameter of the collar part 365 can be made smaller.
Furthermore, as shown in FIG. 17, a connecting member 370 may be provided instead of providing the washer 363. Specifically, the connecting member 370 is an annular member, and is for connecting a plurality of fixtures 360 arranged in the circumferential direction. The connecting member 370 has a connecting hole 371 at a position corresponding to the fixture 360, and the shaft portion 364 of the second fixture 362 passes therethrough. The connecting member 370 is sandwiched between the body portion 367 and the collar portion 365. As a result, the relative positions of the plurality of fixtures 360 are stabilized, and the relative movement in the axial direction of the friction plate 341 with respect to the clutch plate 335 can be reliably regulated without providing a washer having a large outer diameter.

E. Fifth Embodiment In the above-described fourth embodiment, the second fixture 362 is constituted by rivets, but the following embodiments may be used.

  FIG. 18 shows a fixture 460 of this embodiment. The fixture 460 includes a first fixture 461, a second fixture 462, and a washer 463. FIG. 19 shows a detailed view of the first fixture 461. The first fixing tool 461 has a rivet configuration in part, and a generally cylindrical body 467 inserted into the notch 405 of the friction plate 441 and a fixing formed at one end of the body 467. Part 466. Flat surfaces 467 a and 467 b corresponding to the side surfaces 405 a and 405 b of the notch 405 are formed on the body portion 467. The fixed portion 466 is formed to have a smaller diameter than the body portion 467 and is inserted into the hole 435 a of the clutch plate 435. A fixing portion 466 shown in FIG. 19 shows a state before caulking. By caulking the end portion of the fixing portion 466, the body portion 467 is fixed to the clutch plate 435 as shown in FIG.

  The second fixture 462 is a so-called screw, and has a collar portion 465 and a connecting portion 468. The collar portion 465 has a diameter approximately the same as that of the trunk portion 467, and a hole 465a for screwing the second fixing tool 462 into the first fixing tool with a tool is formed. In the present embodiment, the hole 465a is a hexagonal hole. The connecting portion 468 is a portion that connects the first fixture 461 and the flange portion 465, and is screwed into the screw hole 465 e of the body portion 467. An annular washer 463 is sandwiched between the body portion 467 and the collar portion 465. The outer diameter of the washer 463 is set larger than the circumferential width of the notch 405. With the fixture 460 described above, the same effect as in the third and fourth embodiments can be obtained.

  Further, as shown in FIG. 20, instead of providing the washer 463, a connecting member 470 may be provided in the same manner as in the fourth embodiment. As a result, the relative positions of the plurality of fixtures 460 are stabilized, and the relative movement in the axial direction of the friction plate 441 with respect to the clutch plate 435 can be reliably regulated without providing a washer with a large outer diameter.

F. Sixth Embodiment In the fifth embodiment described above, the first fixture 461 is described as a rivet, but the following embodiment may also be used.

  FIG. 21 shows a fixture 560 of this embodiment. The fixture 560 includes a first fixture 561, a second fixture 562, and a washer 563. FIG. 22 shows a detailed view of the first fixture 561. The first fixture 561 has a generally cylindrical body 567 inserted into the notch 505 of the friction plate 541. Flat surfaces 567 a and 567 b corresponding to the side surfaces 505 a and 505 b of the notch 505 are formed in the body portion 567.

  The second fixing tool 562 is a so-called screw, and has a collar portion 565, a connecting portion 568, and a fixing portion 566. The collar portion 565 has a diameter similar to that of the trunk portion 567, and a hole 565a for screwing the second fixing tool 562 is formed. In the present embodiment, the hole 565a is a hexagonal hole. Both the connecting portion 568 and the fixing portion 566 are formed with screws on the outer peripheral side. The connecting portion 568 connects the first fixing member 561 and the collar portion 565, and is screwed into the screw hole 567 e of the body portion 567. The fixing portion 566 is a portion for fixing the clutch plate 535 and the body portion 567, and is screwed into the hole 535a of the clutch plate 535. An annular washer 563 is sandwiched between the body portion 567 and the collar portion 565. The outer diameter of the washer 563 is set larger than the circumferential width of the notch 505. With the fixture 560 described above, the same effects as those of the third to fifth embodiments can be obtained.

  As shown in FIG. 23, instead of providing the washer 563, a connecting member 570 may be provided in the same manner as in the fourth and fifth embodiments. This stabilizes the relative positions of the plurality of fixtures 560 and reliably restricts the relative movement of the friction plate 541 in the axial direction with respect to the clutch plate 535 without providing a washer having a large outer diameter.

G. Other Embodiments Type of Multi-plate Clutch Device Although the foregoing embodiment has been described as a dry clutch device, the present invention is not limited to this.

2. Damper Mechanism In the above-described embodiment, the torsional rigidity of the damper mechanism is described as two stages. However, one stage specification and multistage torsional rigidity may be provided, and the present invention is not limited to this embodiment. Further, in order to provide two stages of torsional rigidity, the lengths of the accommodating portions 22a of the flange portion 22 are set to two types in the rotational direction, but the rotational lengths of the window hole portions 35a and 36a of the clutch plate 35 and the retaining plate 36 are set. Similar effects can be obtained by using two types.

3. Friction material In the first embodiment described above, the material of the flywheel 3, the pressure plate 7, and the second friction plate 42 is described as a carbon composite material, but a steel material or the like may be employed. As described above, the coefficient of friction between the carbon composite material and other materials (for example, steel material) varies depending on the temperature. The coefficient of friction increases with increasing temperature and decreases with decreasing temperature. Therefore, when traveling in the city as a passenger car, the temperature is not so high, so the friction coefficient is comparable to that of a conventional friction material. However, when friction is intentionally generated by increasing the engine speed in the half-clutch state, the temperature increases due to frictional heat generated on the friction surface, and the friction coefficient increases. As a result, since the torque transmission capacity becomes larger than when the temperature is low, high load and high durability can be realized as in the case of the race multi-plate clutch device. Further, when the engine torque becomes excessive and the friction surface slips, the friction coefficient increases and the torque transmission capacity also increases, so that the friction surface does not slip and torque transmission is restored.

4). Shape of First Fixing Tool In the above-described embodiments (fourth and sixth embodiments), the body portions 367 and 567 of the first fixing tools 361 and 561 have a substantially cylindrical shape, and the outer peripheral surface of the cylindrical member. Are flattened to form flat surfaces 367a, 367b, 567a, 567b. However, as shown in FIG. 24, the shape of the first fixtures 391 and 591 manufactured from square bars may be used.

The longitudinal cross-sectional view of the multi-plate clutch apparatus of 1st Embodiment. The cross-sectional view of a clutch disk assembly. Sectional drawing of the stop pin 45. FIG. Sectional drawing of the stop pin 55. FIG. The longitudinal cross-sectional view of the multi-plate clutch apparatus in the case of a push type. The longitudinal cross-sectional view of the clutch disk assembly of 2nd Embodiment. FIG. 3 is a partial front view of the clutch disk assembly. FIG. The longitudinal cross-sectional view of the clutch disk assembly of 3rd Embodiment. FIG. 3 is a partial front view of the clutch disk assembly. The figure which shows the coupling | bond part of a friction plate and a clutch plate. The perspective view of the rivet after crimping. The perspective view of the rivet single body before crimping. The structure figure of the fixing tool 360 periphery of 4th Embodiment. FIG. 4 is a detailed view of the first fixture 361. FIG. 10 is a structural diagram around a fixture 360 as a modification of the fourth embodiment. FIG. 10 is a structural diagram around a fixture 360 as a modification of the fourth embodiment. The structure figure of the fixing tool 460 periphery of 5th Embodiment. FIG. 4 is a detailed view of a first fixture 461. FIG. 10 is a structural diagram around a fixture 460 as a modification of the fifth embodiment. The structure figure around the fixing tool 560 of 6th Embodiment. The detail drawing of the 1st fixing tool 561. FIG. FIG. 10 is a structural diagram around a fixture 560 as a modification of the seventh embodiment. The modification of a 1st fixing tool.

Explanation of symbols

1 Multi-plate clutch device 3 Flywheel (input rotating body)
4 Transmission input shaft (output rotating body)
5 Clutch cover assembly 6 Clutch disc assembly 7 Diaphragm spring (first urging member)
20 spline hub 22 flange portion 22a accommodating portion 22b second engaging portion 30 damper mechanism 31a window hole portion 31b hole 32 torsion spring 33 friction washer (friction member)
34 Wave spring (third biasing member)
40 Friction connecting portion 41, 141 First friction plate 241, 341, 441, 541 Friction plate 42, 142 Second friction plate 44 Ring member 44a First engagement portion 44c Protruding portion 45, 55 Stop pin 80 cushioning plate (second (Biasing member)
160, 260, 360, 460, 560 Fixing device 161, 361, 461, 561 First fixing device 162, 362, 462, 562 Second fixing device 165, 265, 365, 465, 565 Collar portion 166, 266, 366, 366, 566 fixing part 167, 267, 367, 367, 567 trunk part 468, 568 connecting part 370, 470, 570 connecting member

Claims (17)

A multi-plate clutch device for transmitting and interrupting power from an input rotating body on the engine side to an output rotating body,
A clutch disk assembly coupled to the output rotator and disposed proximate to the input rotator;
A clutch cover assembly coupled to the input rotator and having a pressure plate for pressing the clutch disc assembly against the input rotator,
The clutch disk assembly includes a hub coupled to the output rotator, a friction coupling part disposed on the outer peripheral side of the hub and sandwiched between the input rotator and the pressure plate, and the hub And a damper mechanism for elastically connecting the friction connecting portion in the rotational direction,
The friction coupling portion is disposed on the outer circumferential side of the ring member and the ring member coupled to the outer circumferential side of the damper mechanism, and is engaged with the ring member so as not to be relatively rotatable and relatively movable in the axial direction. A plurality of first friction plates, and a second friction plate disposed between the plurality of first friction plates and engaged with the clutch cover assembly so as not to rotate relative to each other and to be relatively movable in the axial direction. And
The clutch cover assembly includes a first biasing member for biasing the pressure plate, and a pressing load on the first friction plate necessary for power transmission between the input rotating body and the output rotating body. A second biasing member having a smaller elastic reaction force,
At least one of the plurality of first friction plates is made of a carbon composite material.
Multi-plate clutch device. The second biasing member is disposed between the first biasing member and the pressure plate.
The multi-plate clutch device according to claim 1. At least one of the input rotator, the pressure plate, and the second friction plate is composed of an iron-based material as a main component.
The multi-plate clutch device according to claim 1 or 2. A release device that engages with the first biasing member and elastically deforms the first biasing member in the axial direction;
The release device moves to the input rotator side in the axial direction to release the urging force of the first urging member against the pressure plate.
The multi-plate clutch device according to any one of claims 1 to 3. A release device that engages with the first biasing member and elastically deforms the first biasing member in the axial direction;
The release device moves to the side opposite to the input rotating body side in the axial direction, thereby releasing the urging force of the first urging member on the pressure plate.
The multi-plate clutch device according to any one of claims 1 to 3. The hub has a flange portion protruding outward in the radial direction over the entire circumference, and a plurality of accommodating portions formed by cutting out a part of the flange portion,
The damper mechanism is disposed so as to be relatively rotatable with respect to the flange portion in a state where the flange portion is sandwiched in the axial direction with the plurality of elastic members housed in the housing portion, and at a position corresponding to the elastic member. A pair of connecting plates provided with window holes,
Between at least one of the connection plate and the flange portion, there is an annular friction member for receiving an axial load acting between the two members.
The multi-plate clutch device according to any one of claims 1 to 5. Between the at least one of the connection plate and the flange portion, an annular third biasing member for applying an axial biasing force between the two members is provided.
The multi-plate clutch device according to claim 6. The third biasing member is constituted by a disc spring that is elastically deformable in the axial direction.
The multi-plate clutch device according to claim 7. The third urging member is constituted by a wave spring that is elastically deformable in the axial direction.
The multi-plate clutch device according to claim 7. A clutch disk assembly for transmitting and shutting off power from an engine-side flywheel to an input shaft of a transmission,
A carbon friction plate pressed against the flywheel;
A clutch disk main body having a disk-like input portion connected to the outer periphery of the inner peripheral portion of the friction plate, and an output portion connected to the input shaft of the transmission;
A plurality of fixtures that directly connect the outer peripheral portion of the disc-shaped input portion and the inner peripheral portion of the friction plate;
The friction plate has a notch into which the fixture is inserted;
The fixture is formed at a first fixture having a body portion inserted into a notch of the friction plate, a shaft portion passing through the first fixture in the axial direction, and one end portion of the shaft portion. A flange portion that engages with the friction plate in the axial direction, and a second fixing tool that is formed at the other end portion of the shaft portion and includes the disk-shaped input portion and a fixing portion that engages in the axial direction. , Clutch disc assembly. A clutch disk assembly for transmitting and shutting off power from an engine-side flywheel to an input shaft of a transmission,
A carbon friction plate pressed against the flywheel;
A clutch disk main body having a disk-like input portion connected to the outer periphery of the inner peripheral portion of the friction plate, and an output portion connected to the input shaft of the transmission;
A plurality of fixtures that directly connect the outer peripheral portion of the disc-shaped input portion and the inner peripheral portion of the friction plate;
Two friction plates are arranged in the axial direction so as to sandwich the outer peripheral portion of the disc-shaped input portion, and have a notch into which the fixture is inserted.
The fixture includes a first fixture having a body portion to be inserted into a notch of the friction plate, a shaft portion penetrating in the axial direction through the first fixture and the disk-shaped input portion, and the shaft portion. A second portion having a flange portion formed at one end portion and axially engaged with one of the friction plates, and a fixing portion formed at the other end portion of the shaft portion and engaged with the other friction plate in the axial direction. A clutch disk assembly comprising a fixture.   The clutch disk assembly according to claim 10 or 11, wherein the second fixing tool is a rivet, and the fixing portion is fixed by caulking. A clutch disk assembly for transmitting and shutting off power from an engine-side flywheel to an input shaft of a transmission,
A carbon friction plate pressed against the flywheel;
A clutch disk main body having a disk-like input portion connected to the outer periphery of the inner peripheral portion of the friction plate, and an output portion connected to the input shaft of the transmission;
A plurality of fixtures that directly connect the outer peripheral portion of the disc-shaped input portion and the inner peripheral portion of the friction plate;
The friction plate has a notch into which the fixture is inserted;
The fixing member is inserted into a notch of the friction plate, has a thickness corresponding to the thickness of the friction plate, a part of an end surface of which is in contact with a side surface of the disk-shaped input portion, and the disk A first fixing device having a fixing portion fixed to the input portion, a flange portion that engages the friction plate in the axial direction, and a connecting portion that connects the flange portion and the first fixing device. A clutch disk assembly comprising a second fixture. A clutch disk assembly for transmitting and shutting off power from an engine-side flywheel to an input shaft of a transmission,
A carbon friction plate pressed against the flywheel;
A clutch disk main body having a disk-like input portion connected to the outer periphery of the inner peripheral portion of the friction plate, and an output portion connected to the input shaft of the transmission;
A plurality of fixtures that directly connect the outer peripheral portion of the disc-shaped input portion and the inner peripheral portion of the friction plate;
The friction plate has a notch into which the fixture is inserted;
The fixture includes a first fixture having a body portion inserted into a notch of the friction plate;
A flange portion that engages with the friction plate in the axial direction, a connecting portion that passes through the first fixing member in the axial direction and connects the flange portion and the first fixing member, and a flange portion of the connecting portion; A clutch disk assembly comprising a second fixing member formed at an end on the opposite side and having a fixing portion connecting the first fixing member and the disc-shaped input portion. The fixing device further includes an annular member arranged to be sandwiched between the friction plate and at least one of the collar portion and the fixing portion.
The clutch disk assembly according to any one of claims 10 to 14. The annular member has an outer diameter larger than the circumferential width of the notch of the friction plate,
The clutch disk assembly according to claim 15. An annular connecting member for connecting the plurality of fixtures;
The connecting member is disposed so as to be sandwiched between the friction plate and the flange portion.
The clutch disk assembly according to any one of claims 10 to 16.

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