JP2007198507A - Clutch cover assembly - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a clutch cover assembly with a wear compensation mechanism to be normally operated. <P>SOLUTION: The clutch cover assembly 1 is provided for pressing a friction member 53 of a clutch disc assembly 52 to a flywheel 51 of an engine or for releasing it, and comprises a clutch cover 2, a pressure plate 3, a diaphragm spring 4 having an annular elastic portion 4a, the first wear compensation mechanism 9, and a rivet 85. The rivet 85 is provided on the clutch cover 2 for locking the annular elastic portion 4a in the axial direction during releasing the friction member 53 from being pressed thereagainst. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a clutch cover assembly, and more particularly to pressing and releasing a friction member of a clutch disassembly against a flywheel of an engine.

  The clutch cover assembly is generally mounted on an engine flywheel and used to transmit the driving force of the engine to the transmission side. Such a clutch cover assembly mainly includes a clutch cover fixed to the flywheel, a pressure plate for sandwiching the friction member of the clutch disk assembly between the flywheel, and the pressure plate on the flywheel side. It is comprised from the diaphragm spring for pressing. The diaphragm spring includes an annular elastic portion and a plurality of lever portions extending radially inward from the inner peripheral edge of the annular elastic portion. The diaphragm spring has a function of pressing the pressure plate and a lever function for releasing the pressure on the pressure plate.

  The pressing load characteristic of the clutch cover assembly will be described. The pressing load characteristic represents a use area as a pressing load in the load characteristic of the diaphragm spring. For example, as shown in FIG. 11, in the pressing load characteristic 20, the effective use area (wear allowance) of the clutch cover assembly is an area where a constant pressing load can be obtained (from the new set line 25 to the wear limit of the friction member). To the wear line 26).

  Next, the release load characteristics of the clutch cover assembly will be described. The release load characteristic represents the relationship between the operation amount (lever stroke amount) of the release lever and the load (release load) acting on the tip of the release lever. For example, as shown in FIG. 14, the release load characteristic 60 has a first portion 61 that increases linearly from zero lever operation amount and a second portion 62 that gradually decreases. The load balance point 63 has a peak at both contact points. The first portion 61 represents the lever rigidity of the diaphragm spring, and the second portion 62 corresponds to a change in the pressing load characteristic from the set line to the right side in the figure.

  As shown in FIG. 11, the pressing load characteristic 20 increases at a constant rate as the displacement amount of the diaphragm spring increases from zero. However, after the deflection amount exceeds a certain point (peak point), the pressing load characteristic 20 gradually increases. It decreases gradually, and when it exceeds a certain amount of deflection, it gradually increases. For this reason, in the effective use area | region, it is the peak part 21 (part which becomes convex upward), and the pressing load becomes large as wear of a friction member becomes large (as a set line moves to the left side of a figure). . That is, when the friction member wears, the release load increases and the clutch pedal depression force also increases.

Therefore, conventionally, a wear compensation mechanism is used to maintain the set line constant in the pressing load characteristic by returning the posture of the diaphragm spring to the initial state when the friction member is worn (for example, Patent Document 1). See). The wear compensation mechanism mainly includes a fulcrum ring disposed between the clutch cover and the diaphragm spring, an urging mechanism for urging the fulcrum ring in a direction away from the pressure plate, and the fulcrum ring being separated from the pressure plate. And a regulation mechanism that allows the fulcrum ring to move in the axial direction from the pressure plate when the friction facing is worn.
Japanese Patent Laid-Open No. 10-227317

  In the wear compensation mechanism described above, the amount of movement of the pressure plate is limited to a certain amount based on the position of the pressure plate when the clutch is engaged. This is because the amount of wear of the friction member is detected as a gap formed between the fulcrum ring provided on the pressure plate and the diaphragm spring at the time of clutch release. Therefore, in order to accurately detect the wear amount of the friction member and to properly operate the wear compensation mechanism, the position of the diaphragm spring at the time of clutch release is required to be constant. For this reason, in a clutch cover assembly mounted on an AMT (Automatic Manual Transmission), in order to operate the wear compensation mechanism normally, for example, a position detection sensor is installed in the release device, and the release device is set to a predetermined state at the time of clutch release. It is moved to the stop position.

  However, in the case of MT (Manual Transmission) in which no sensor is installed, when the clutch plate is engaged, if the stop position of the pressure plate changes with wear of the friction member, the stop position of the diaphragm spring also changes accordingly. For this reason, for example, when the release stroke is constant, the stop position of the diaphragm spring at the time of clutch release changes with wear of the friction member. As a result, the wear amount of the friction member cannot be accurately detected, and the wear compensation mechanism does not operate normally.

  As described above, in the clutch cover assembly including the wear compensation mechanism, it is difficult to operate the wear compensation mechanism normally.

  An object of the present invention is to provide a clutch cover assembly in which a wear compensation mechanism operates normally even in a vehicle in which a position detection sensor of a release device is not installed.

  A clutch cover assembly as a first invention is a clutch cover assembly for pressing and releasing a friction member of a clutch disc assembly against a flywheel of an engine, the clutch cover being fixed to the flywheel, A diaphragm having a pressure plate connected to the clutch cover so as not to rotate relative to the flywheel and sandwiching a friction member between the flywheel and an annular elastic portion supported by the clutch cover and biasing the pressure plate toward the flywheel. A spring and a wear compensation mechanism for maintaining the posture of the diaphragm spring against wear of the friction member, mounted on the opposite side of the pressing surface of the pressure plate so as to contact the annular elastic portion, and provided in the clutch cover, During the operation of releasing the pressing of the friction member, And a restriction member for locking the direction.

  In the clutch cover assembly, the annular elastic portion is locked in the axial direction by the limiting member during the operation of releasing the pressing of the friction member, that is, during the clutch release operation. For this reason, the position of the annular elastic portion at the time of clutch release becomes constant, and the amount of wear can be accurately detected by the gap formed between the wear compensation mechanism and the annular elastic portion. As a result, the wear compensation mechanism can be operated normally in this clutch cover assembly.

  According to a second aspect of the present invention, the clutch cover assembly further includes a release device for moving the inner peripheral portion of the diaphragm spring in the axial direction to release the urging force to the pressure plate. From the axial position of the release device when the clutch is engaged when the wear amount of the friction member reaches the minimum value at which the wear compensation mechanism operates reliably, when the annular elastic portion is locked by the limiting member at the time of clutch release The release stroke of the release device is longer than the distance to the axial position of the release device.

  In this case, at the time of clutch release, the annular elastic portion is locked to the limiting member, and the position of the annular elastic portion becomes constant. As a result, the wear compensation mechanism can be operated normally.

  Here, “when the wear amount of the friction member reaches the minimum value at which the wear compensation mechanism operates reliably” means that the wear compensation mechanism overcomes the friction force acting on the contact portion with the diaphragm spring and other movable portions. Means the minimum amount of wear that can be activated.

  Thereby, a wear compensation mechanism can be operated reliably.

  According to a third aspect of the present invention, in the clutch cover assembly according to the first aspect, the limiting member is disposed at a position facing the portion of the annular elastic portion that contacts the pressure plate.

  According to a fourth aspect of the present invention, in the clutch cover assembly according to the first aspect, the limiting member is fixed to the clutch cover and protrudes from the clutch cover toward the axial direction engine.

  According to a fifth aspect of the present invention, in the clutch cover assembly according to the first aspect, the limiting member is integrally formed with the clutch cover and protrudes from the clutch cover toward the axial engine side.

  In the present invention, since the clutch cover assembly includes the limiting member, the wear amount can be accurately detected, and the wear compensation mechanism operates normally even in a vehicle in which the position detection sensor of the release device is not installed. A clutch cover assembly can be provided.

(1) Overall Structure of Clutch Cover Assembly The push type diaphragm spring type clutch cover assembly 1 shown in FIGS. 1 to 4 presses the friction member 53 of the clutch disc assembly 52 against the flywheel 51 of the engine. This is a device for disengaging the clutch by connecting or releasing the clutch. The friction member 53 includes a friction facing 53a and a cushioning plate 53b, and has a cushioning function that can be deflected within a predetermined range in the axial direction.

  The OO line shown in FIG. 1 is the rotation axis of the flywheel 51 and the clutch cover assembly 1. Hereinafter, the left side of the figure is referred to as the axial engine side, and the right side of the figure is referred to as the axial transmission side. The arrow R1 direction shown in FIG. 2 is the rotational direction of the clutch device, and the arrow R2 direction is the opposite direction. 1, 3, and 4 are in a state where the clutch is engaged at the initial stage where the friction member 53 of the clutch disk assembly 52 is not worn.

  The clutch cover assembly 1 is a device for transmitting or shutting off the torque of the flywheel 51 to the clutch disk assembly 52, and mainly includes a clutch cover 2, a pressure plate 3, and a diaphragm spring 4. Yes.

  The clutch cover 2 is a substantially dish-shaped plate member, and an outer peripheral portion thereof is fixed to the flywheel 51 by bolts, for example. The clutch cover 2 includes an annular clutch cover main body 2a, a disk-shaped portion 2d that is formed on the outer peripheral side of the clutch cover main body 2a and faces the outer peripheral portion of the flywheel 51 with a gap in the axial direction, and a clutch cover And four flat portions 2b formed on the inner peripheral side of the main body 2a. The flat portion 2b is a flat portion extending radially inward from the inner peripheral portion of the clutch cover main body 2a, and a low release load characteristic realizing mechanism 10 described later is mounted on the flat portion 2b. A plurality of rivets 85 are attached to the clutch cover body 2a (described later).

  The pressure plate 3 is an annular member disposed between the friction facings 53 a of the clutch disk assembly 52 and the clutch cover 2 on the inner peripheral side of the clutch cover 2. On the pressure plate 3, an annular and flat pressing surface 3 a is formed on the side facing the flywheel 51. A second axial surface 3 b facing the clutch cover 2 is formed on the second axial direction side of the pressure plate 3. Between the pressing surface 3a and the flywheel 51, the friction member 53 of the clutch disk assembly 52 is disposed. The pressure plate 3 is connected to the clutch cover 2 by a plurality of strap plates 7 so as to be movable in the axial direction but not relatively rotatable. Specifically, the R2 side end of each strap plate 7 is fixed to the outer peripheral portion of the pressure plate 3 by a bolt 56, and the R1 side end is fixed to the clutch cover 2 by a rivet (not shown). By this connection, the pressure plate 3 rotates together with the clutch cover 2 to the R1 side. Further, the strap plate 7 bends in the axial direction in the clutch engaged state, and applies an urging force to the pressure plate 3 toward the axial transmission side.

  The diaphragm spring 4 is a disk-shaped member disposed between the pressure plate 3 and the clutch cover 2, and includes an annular elastic portion 4a and a plurality of lever portions extending radially inward from the inner peripheral portion of the annular elastic portion 4a. 4b. An inner peripheral portion of the annular elastic portion 4 a is in contact with a second adjuster string 92 (described later) of the first wear compensation mechanism 9. The outer peripheral portion of the annular elastic portion 4 a is supported by the clutch cover 2 via the wire ring 5. In this state, the annular elastic portion 4a biases the pressure plate 3 toward the flywheel 51 via a first wear compensation mechanism 9 (described later). A slit is formed between the lever portions 4b of the diaphragm spring 4, and an oval hole 4c is formed in the outer peripheral portion of the slit. A push-type release device 8 is engaged with the tip of the lever portion 4 b of the diaphragm spring 4. The release device 8 is a device for moving the tip of the lever portion 4b of the diaphragm spring 4 in the axial direction to release the urging force to the pressure plate 3, and includes a release bearing and the like.

(2) First Wear Compensation Mechanism Next, the first wear compensation mechanism 9 will be described with reference to FIGS. 5 is a schematic plan view of the first wear compensation mechanism 9, FIG. 6 is a schematic side view of the first wear compensation mechanism 9, FIG. 7 is a schematic plan view of the first adjuster string 91 and the second adjuster string 92, and FIG. FIG. 9 is a schematic side view of the first adjuster string 91 and the second adjuster string 92 (a schematic side view as seen from the inner and outer peripheral sides). FIG. 9 is a schematic sectional view of the first adjuster string 91 and the second adjuster string 92. 7 is a cross-sectional view taken along line AA and BB), and FIG. 10 is an explanatory view of the operation of the first wear compensation mechanism 9.

  The first wear compensation mechanism 9 returns the posture of the diaphragm spring 4 to the initial state after the friction facing 53a of the clutch disk assembly 52 is worn, that is, the pressing load from the diaphragm spring 4 to the pressure plate 3 is kept constant. Mechanism.

  As shown in FIGS. 3 to 5, the first wear compensation mechanism 9 is disposed between the pressure plate 3 and the diaphragm spring 4 and mainly serves as a first member disposed on the friction member 53 side. The first adjuster string 91, the second adjuster string 92 as the second member disposed on the clutch cover 2 side of the first adjuster string 91, and the first adjuster string 91 and the second adjuster string 92 are elastic in the rotation direction. And a plurality of return springs 90 as adjustment elastic members that are connected to each other.

  The first adjuster string 91 and the second adjuster string 92 are members for transmitting the urging force of the diaphragm spring 4 to the pressure plate 3 and maintaining the posture of the diaphragm spring 4 at the time of clutch engagement. Specifically, as shown in FIGS. 3 to 8, the first adjuster string 91 and the second adjuster string 92 are annular members that are fitted on the outer peripheral side of the protruding portion 3 c of the pressure plate 3 so as to be relatively rotatable. When the clutch is engaged, the clutch is held between the pressure plate 3 and the annular elastic portion 4a of the diaphragm spring 4.

  As shown in FIGS. 7 to 9, the first adjuster string 91 is a sheet metal member integrally formed from a single plate, and the cross section in the plane including the rotation axis OO is the clutch cover 2 side (friction). It has a substantially U-shape that is open on the side opposite to the member 53. The first adjuster string 91 is formed so as to extend in the axial direction from an annular first contact portion 93 that contacts the pressure plate 3 in the axial direction, and from an inner peripheral portion and an outer peripheral portion of the first contact portion 93. It is mainly composed of a pair of first sliding portions 94a and 94b, and a plurality of first projecting portions 95 projecting from the first contact portion 93 to the inner peripheral side and slidable with the projecting portions 3c of the pressure plate 3. Yes.

  As shown in FIGS. 6 and 8, the first sliding portions 94a and 94b have a plurality of first sliding surfaces inclined toward the R2 direction (right direction in FIG. 8) on the clutch cover 2 side. 94c, 94d and a plurality of first contact surfaces 94e, 94f are formed between the first sliding surfaces 94c, 94d so as to incline toward the R1 direction (left direction in FIG. 8). . The first sliding portions 94a and 94b are inclined more gently than the first contact surfaces 94e and 94f. As shown in FIGS. 4 and 9, an annular first annular protrusion 93 a that protrudes toward the friction member 53 and can contact the pressure plate 3 is formed on the friction member 53 side of the first contact portion 93. Yes.

  The second adjust string 92 has the same shape as the first adjust string 91 in the present embodiment. As shown in FIGS. 7 to 9, the second adjuster string 92 is a sheet metal member integrally formed from a single plate, and a cross section in a plane including the rotation axis OO opens to the friction member 53 side. It has a substantially U shape. As shown in FIG. 7, the second adjuster string 92 mainly includes a second contact portion 96, second sliding portions 97 a and 97 b, and a second projecting portion 98. Second sliding surfaces 97c and 97d and second contact surfaces 97e and 97f are formed on the portions 97a and 97b. The second contact portion 96 is formed with a second annular projecting portion 96 a that can contact the annular elastic portion 4 a of the diaphragm spring 4.

  As shown in FIGS. 7-9, the 1st projection part 95 is a nail | claw-shaped part extended from the inner peripheral part of the 1st contact part 93, and is radial inner side rather than the 1st sliding parts 94a and 94b. It protrudes. As shown in FIG. 4, the first protrusion 95 extends to the axial clutch cover 2 side (the side opposite to the friction member 53). 7-9, the 2nd protrusion part 98 is a nail | claw-shaped part extended from the inner peripheral part of the 2nd contact part 96, and is located inside radial direction rather than the 2nd sliding parts 97a and 97b. It protrudes. As shown in FIG. 4, the second protrusion 98 extends toward the axial friction member 53. The first protrusion 95 and the second protrusion 98 have substantially the same radial position, and can be contacted in the rotational direction in a state where the first adjuster string 91 and the second adjuster string 92 are combined.

  The first adjuster string 91 and the second adjuster string 92 described above are combined so that the first sliding surfaces 94c, 94d and the second sliding surfaces 97c, 97d are in contact with each other. When the first adjuster string 91 and the second adjuster string 92 are rotated relative to each other in the combined state, the tapered first slide surfaces 94c and 94d and the second slide surfaces 97c and 97d slide, and the first adjuster 91 The ring 91 and the second adjuster string 92 move relative to each other in the axial direction. When the first abutment surfaces 94e and 94f and the second abutment surfaces 97e and 97f abut in the rotation direction, or when the first protrusion 95 and the second protrusion 98 abut in the rotation direction, the first adjuster string 91 and The relative rotation of the second adjuster string 92 stops.

  The combined first adjuster string 91 and second adjuster string 92 are substantially circular in cross section, and the two return springs 90 can be elastically deformed in the space formed by the first adjuster string 91 and the second adjuster string 92. Is arranged. The return spring 90 is, for example, a tension spring, and its end portions 93 a and 93 b are hooked on the first adjuster string 91 and the second adjuster string 92. In other words, the first adjuster string 91 and the second adjuster string 92 rotate relative to each other by the pulling force of the return spring 90. Here, the return spring 90 is arranged so that the second adjuster string 92 rotates relative to the first adjuster string 91 in the R1 direction (the left direction in FIG. 6).

  Here, the operation of the first wear compensation mechanism 9 will be described with reference to FIG. 10A to 10C are side views of the first wear compensation mechanism 9 in each state. As shown in FIG. 10A, in the initial state in which the clutch cover assembly 1 is assembled, the return spring 90 is moved so that the first contact surfaces 94e, 94f and the second contact surfaces 97e, 97f contact each other. Is being pulled. At this time, the axial dimension of the first wear compensation mechanism 9 is minimized.

  When the first adjuster string 91 and the second adjuster string 92 are rotated relative to each other by the pulling force of the return spring 90, the first sliding surfaces 94c, 94 and the second sliding surfaces 97c, 97d slide, and the first sliding surface 94c, 94 and the second sliding surfaces 97c, 97d move relative to each other in the axial direction (vertical direction in FIG. 10) (FIG. 10B). As the relative rotation proceeds, the total axial dimension of the first adjuster string 91 and the second adjuster string 92 gradually increases.

  When the relative rotation of the first adjuster string 91 and the second adjuster string 92 proceeds and the first protrusion 95 and the second protrusion 98 abut in the rotation direction, the relative rotation stops (FIG. 10C). At this time, the axial dimension of the first wear compensation mechanism 9 is maximized.

  With the above operation, even if the friction facing 53a of the friction member 53 is worn and the axial position of the pressure plate 3 changes when the clutch is engaged, the posture of the diaphragm spring 4 can be kept constant.

(3) Low Release Load Characteristic Realization Mechanism The low release load characteristic realization mechanism 10 will be described with reference to FIGS. 2 and 3. The low release load characteristic realizing mechanism 10 is a release assisting mechanism for realizing a low release load by the cushioning function in the friction member 53 even when the friction member 53 is worn. First, the reduction in the release load by the cushioning function in the friction member will be described with reference to FIG. When there is no cushioning function, the release load characteristic 60 changes linearly up to the peak, that is, the load balance point 63, and gradually decreases and increases gradually. Further, the pressure plate breakage 65 is zero up to the load balance point 63. When the friction member has a cushion function, the pressure plate moves quickly at the time of release, and the pressure plate breakage amount 65 increases faster than when there is no cushioning plate. Further, the peak at the load balance point 63 in FIG. 14 is significantly reduced, and a low release load characteristic is realized. The above result is obtained because the position of the pressure plate moves in the negative gradient direction (right direction) in the pressing load characteristic of FIG. 6 during the release operation. Therefore, if the position of the set line changes due to wear of the friction member, the pressure plate may move in a flat portion or a positive gradient portion during the release operation. However, in the embodiment of the present invention, the first wear compensation mechanism 9 does not change the set line. Further, even when the initial setting of the set line is set to a flat part or a positive slope part according to the design purpose, in the embodiment of the present invention, the function of the low release load characteristic realizing mechanism 10 causes the negative load slope to be forcibly released. Therefore, it is possible to realize a low release load in combination with the effect of the clutch disk cushioning function.

  The clutch cover assembly 1 includes two low release load characteristic realizing mechanisms 10. As shown in FIG. 2, the low release load characteristic realizing mechanism 10 includes two of the four flat portions 2 b formed on the clutch cover 2. It is installed in the place. As shown in FIG. 4, the low release load characteristic realizing mechanism 10 includes a support bolt 31 as a support member extending from the second axial surface 3 b of the pressure plate 3 to the axial transmission side, and a screw at the end of the support bolt 31. A substantially cap-shaped holder 32, a first support member 33 inserted into the outer periphery of the holder 32, a snap ring 38a inserted into the holder 32, and the first support member 33 and the snap ring 38a. An intermediate member 38b disposed on the first support member 33, an annular second support member 35 fitted in the first support member 33, a second adjustment spring 39 inserted on the outer peripheral side of the support bolt 31, and a friction member 53 of the holder 32. The guide plate 34 arranged on the side and the first core as an elastic member whose inner peripheral edge is supported by the first support member 33 and the second support member 35. Mainly from the spring 36 and the second cone spring 37, and the spacer 46, the holder ring 48 and the stopper 41 which are fixed to the flat portion 2b and accommodate the first cone spring 36 and the second cone spring 37 between the flat portion 2b. It is configured.

  As shown in FIG. 4, the support bolt 31 has a body portion 31 a that passes through the oval hole 4 c of the diaphragm spring 4 in the axial direction, and a screw portion 31 b that has a screw formed in a spiral shape on the surface. is doing. A second adjustment spring 39 is wound around the outer periphery of the body portion 31a (described later). The threaded portion 31 b is disposed in a hole 4 c formed in the diaphragm spring 4.

  The holder 32 is a member for receiving a load from the first cone spring 36 and the second cone spring 37 in the axial direction opposite to the friction member 53 side, and has a cylindrical holder body 32a extending in the axial direction, and a holder body 32a. An annular flange portion 32b extending from the end on the axial direction engine side to the outer peripheral side, and a head portion 32c formed so as to close the end on the axial transmission side of the holder body 32a.

  The holder main body 32 a has a screw 32 d that is screwed into the screw portion 31 b on the inner peripheral surface, and is screwed with the screw portion 31 b of the support bolt 31. The flange portion 32b is a portion that receives torque from the second adjustment spring 39, and is integrally formed with the holder main body 32a. A plurality of holes 32e penetrating in the axial direction are formed in the flange portion 32b, and the first engagement end 39a of the second adjustment spring 39 passes through the hole 32e.

  The first support member 33 is a cylindrical member disposed on the outer peripheral side of the holder 32. A snap ring 38a is fitted on the outer peripheral surface of the end portion of the holder 32 on the axial transmission side, and an intermediate member 38b is sandwiched between the end portion of the first support member 33 and the snap ring 38a. Further, a radial gap is secured between the inner peripheral surface of the first support member 33 and the outer peripheral surface of the holder 32. In other words, the first support member 33 is held by the holder 32 so as not to move in the axial direction and to be relatively rotatable with a slight gap. The second support member 35 is an annular member fixed to the outer peripheral surface of the axial transmission side portion of the first support member 33 by welding or caulking.

  As described above, the holder 32, the first support member 33, and the second support member 35 constitute a single assembly that moves integrally in the axial direction.

  The second adjustment spring 39 is a torsion coil spring and is disposed between the clutch cover 2 and the pressure plate 3 in the axial direction, more specifically, on the axial engine side (the friction member 53 side) of the holder 32. Between the axial direction of the 2nd adjustment spring 39 and the holder 32, the guide plate 34 which is a circular plate member is arrange | positioned. The second adjustment spring 39 is wound around the outer periphery of the body 31 a of the support bolt 31, and the first engagement end 39 a of the second adjustment spring 39 passes through the hole 34 a of the guide plate 34 and the hole of the holder 32. 32e. The second engagement end 39 b of the second adjustment spring 39 is fitted in the hole 31 c of the support bolt 31, and the second adjustment spring 39 is attached to the support bolt 31. That is, in the state where the second adjustment spring 39 is wound up, the second adjustment spring 39 applies a substantially constant load to the holder 32 on one side in the rotational direction. In this case, the direction in which the load is applied from the second adjustment spring 39 is a direction in which the holder 32 moves toward the axial transmission side along the screw portion 31b.

  As described above, the torque applied from the second adjustment spring 39 allows the holder 32, the first support member 33, and the second support member 35 to be relatively rotated and relatively moved in the axial direction with respect to the support bolt 31. .

  In addition, with the configuration described above, the first cone spring 36 and the second cone spring 37 are held so as to be elastically deformable in the axial direction. As shown in FIG. 4, the first cone spring 36 and the second cone spring 37 are members for generating a load that opposes the urging force of the diaphragm spring 4. Specifically, the inner peripheral edge of the first cone spring 36 is supported by the second support member 35 toward the axial engine side, and the outer peripheral edge is supported by the spacer 46 described later toward the axial transmission side. That is, the first cone spring 36 is held so as to be elastically deformable between the second support member 35 and the spacer 46 in the axial direction. The second cone spring 37 is disposed between the first cone spring 36 and the flat portion 2b, and the inner peripheral edge thereof is supported on the annular projection 33a of the first support member 33 toward the axial transmission side. The outer peripheral edge is supported by the first cone spring 36 toward the axial engine side. That is, the second cone spring 37 is held so as to be elastically deformable between the first support member 33 and the first cone spring 36 in the axial direction.

  Here, the spacer 46, the holder ring 48, and the stopper 41 will be described in detail with reference to FIGS. 15A is a plan view of the spacer 46, FIG. 15B is a plan view of the holder ring 48, and FIGS. 16A and 16B are a sectional view and a plan view of the stopper 41. FIG.

  The spacer 46 is an annular plate member that secures a space S1 (see FIG. 4) for the first cone spring 36 and the second cone spring 37 to be elastically deformed in the axial direction, as shown in FIG. A hole 46a is provided. The inner diameter of the spacer 46 is smaller than the outer diameter of the first cone spring 36, and the outer peripheral edge of the first cone spring 36 is supported by the spacer 46 toward the axial transmission side. An inner peripheral portion of the first cone spring 36 and a second cone spring 37 are arranged on the inner peripheral side of the spacer 46 (inside the hole 46a).

  The holder ring 48 is an annular member for positioning the first cone spring 36 in the radial direction, and is arranged on the axial transmission side of the spacer 46 as shown in FIG. As shown in FIG. 15B, it has almost the same shape as the spacer 46. The holder ring 48 has a hole 48 a having a larger inner diameter than the hole 46 a of the spacer 46. The inner diameter of the holder ring 48 is larger than the outer diameter of the second cone spring 37, and the first cone spring 36 is disposed on the inner peripheral side of the holder ring 48 (inside the hole 48a) via a radial gap. .

  The stopper 41 is an annular member for restricting the amount of movement of the pressure plate 3 toward the axial transmission side, and has an annular locking portion 41a as shown in FIGS. As shown in FIG. 4, the inner diameter of the locking portion 41 a is set smaller than the outer diameter of the intermediate member 38 b described above, and the locking portion 41 a and the intermediate member 38 b can abut in the axial direction. Further, when the clutch is engaged (the state shown in FIG. 4), a gap 42 is formed between the locking portion 41a and the intermediate member 38b in the axial direction. As a result, when the clutch is released and the pressure plate 3 moves to the axial transmission side, the locking portion 41a and the intermediate member 38b come into contact with each other, and the amount of movement of the pressure plate 3 is limited. The spacer 46 is fixed to the flat portion 2 b of the clutch cover 2 by a bolt 49 together with the holder ring 48 and the stopper 41.

  As described above, the first cone spring 36 and the second cone spring 37 can be elastically deformed in the axial direction in the space formed by the spacer 46, the holder ring 48, and the stopper 41 (particularly, the inner space S1 of the spacer 46). It becomes.

  Also, with the configuration described above, the first cone spring 36 can apply a load to the axial transmission side with respect to the structure including the holder 32 and the like, and the second cone spring 37 and the like. It is possible to apply a load to the axial engine side to the structure made of The first and second cone springs 36 and 37 do not apply a load to the holder 32 or the like when the clutch is engaged, but apply a load to the holder 32 or the like on the axial transmission side during the clutch release operation to release the release load. Reduce. That is, the load of the first cone spring 36 is larger than the load of the second cone spring 37.

  Here, the operation of the low release load characteristic realizing mechanism 10 will be described. As shown in FIG. 12, the characteristic 43 of the first cone spring 36 generates a load toward the positive side (axial transmission side), and the characteristic 44 of the second cone spring 37 is negative (shaft). A load is generated toward the direction engine side). The characteristic 43 of the first cone spring 36 has a large difference between the valley and the peak and has a large gradient, and the characteristic 44 of the second cone spring 37 has a small difference between the valley and the peak and has a small gradient. In the composite characteristic 45, the valley portion is disposed at the clutch engagement position, and the load there is zero. The valley load of the composite characteristic 45 is preferably designed to be zero or less. When moving from zero load to the maximum release position, the load gradually increases to the positive side. Looking at the set load characteristic of FIG. 13, when the release operation is performed even when the set line is set to the peak position of the load characteristic, the set line is set to the large displacement side by the cushion function in the friction member 53 as shown by the line 47. Shift to. In other words, a negative gradient is always ensured in the pressing characteristics, and therefore a low release load is reliably realized by the cushion function.

  In the clutch engaged state, the force (torque) for rotating the holder 32 by the second adjustment spring 39 and the frictional force of the thread surface due to the combined load (axial load) of the first and second cone springs 36 and 37 are balanced. Therefore, in this state, the axial load applied to the support bolt 31 is slightly larger than zero. When the friction member 53 is worn, the support bolt 31, the holder 32, etc. move to the axial direction engine side. Then, the deformation of the cone springs 36 and 37 advances, the load of these members decreases, and the load balance is lost. At that time, the second adjustment spring 39 rotates the holder 32 and moves it to the axial direction engine side. Then, the combined load in the axial direction by the cone springs 36 and 37 increases, and the frictional force of the thread surface increases in direct proportion thereto. Therefore, it becomes impossible to rotate the holder 32 by the torque of the second adjustment spring 39. Therefore, the axial movement of the holder 32 stops. Thus, even if the friction member 53 is worn, the postures of the cone springs 36 and 37 in the low release load characteristic realizing mechanism 10 are restored to the original state. That is, the second release compensation mechanism is realized in the low release load characteristic realizing mechanism 10, and as a result, the postures of the cone springs 36 and 37 are maintained even if the friction member 53 is worn, and the low release load characteristic realizing mechanism 10. The load is kept constant.

  As shown in FIG. 4, a gap 42 is secured between the intermediate member 38 b and the stopper 41 in the clutch engaged state. More specifically, a gap corresponding to the cutting margin of the pressure plate 3 is secured between the locking portion 41a of the stopper 41 and the intermediate member 38b. In the release operation, the pressure plate 3, the support bolt 31, the holder 32, and the like move to the axial transmission side, so that the inner peripheral portion of the first cone spring 36 is pulled up to the axial transmission side. Eventually, when the intermediate member 38b fixed to the holder 32 comes into contact with the engaging portion 41a of the stopper 41, the axial movement of the pressure plate 3, the holder 32, etc. stops. In this way, the stopper 41 and the holder 32 form a stopper mechanism 55 that limits the amount of movement of the pressure plate. Thus, since the low release load characteristic realization mechanism 10 has the function of the stopper mechanism 55 of the first wear compensation mechanism 9, the configuration is simplified and the number of parts is reduced. Further, in the release state, an axial load is applied from the support bolt 31 to the holder 32 in the low release load characteristic realizing mechanism 10, but since a large load is generated in the axial direction by screwing, the first load is generated. Over-adjustment in the wear compensation mechanism 9 is unlikely to occur.

  Further, even when the friction member 53 is worn, as described above, the postures of the first and second cone springs 36 and 37 in the low release load characteristic realizing mechanism 10 are restored to the original state. That is, even if the friction member 53 is worn, the size of the gap 42 in the stopper mechanism 55 is kept constant.

(4) Rivet 85 In order for the first wear compensation mechanism 9 to operate normally, the wear compensation operation requires that the position of the annular elastic portion 4a of the diaphragm spring 4 at the time of clutch release be constant. The That is, the contents described above are based on the premise that absolute stroke management is performed in the clutch cover assembly 1. Here, the absolute stroke management means that the stop position of the release device 8 at the time of clutch release is fixed regardless of the wear amount of the friction member. This absolute stroke management is performed, for example, by providing a position detection sensor in a clutch cover assembly mounted on an AMT or the like.

  However, in MT (Manual Transmission), since a position detection sensor is not normally provided, relative stroke management is performed. Here, the relative stroke management means that the reference point of the release stroke amount at the time of clutch release changes due to wear of the friction member, and the release device 8 is always moved in the axial direction by a fixed stroke from the changed reference point. Say. In this case, as the friction member wears, the stop position of the release device 8 at the time of clutch release changes, and the position of the annular elastic portion 4a of the diaphragm spring 4 also changes. For this reason, the position of the annular elastic portion 4a is not constant, and the amount of wear cannot be accurately detected. As a result, the first wear compensation mechanism 9 may not operate normally.

  Therefore, the clutch cover assembly 1 further includes a plurality of rivets 85 as limiting members in order to normally operate the first wear compensation mechanism 9. Here, the rivet 85 will be described in detail. FIG. 17 shows a partially enlarged view of FIG.

  As shown in FIG. 17, the rivet 85 is fixed to the clutch cover main body 2a of the clutch cover 2, and the engaging portion 86 protrudes toward the axial engine side of the clutch cover main body 2a. The rivet 85 is disposed so as to face a portion of the outer peripheral portion of the annular elastic portion 4 a of the diaphragm spring 4 that contacts the first adjuster string 91 of the first wear compensation mechanism 9. As shown in FIG. 2, in the present embodiment, eight rivets 85 are equally arranged in the circumferential direction.

  The clutch cover assembly 1 is also characterized by the release stroke setting of the release device 8. FIG. 18 shows a conceptual diagram of the operation of the first wear compensation mechanism.

  In FIG. 18, a characteristic 70 indicates a release load characteristic in an initial state in which the friction member is not worn, a characteristic 71 indicates a release load characteristic in a wear state of the friction member 53, a vertical axis indicates a release load, and a horizontal axis indicates a release device. 8 axial positions are shown. The straight lines 74 and 76 indicate the operation of the diaphragm spring corresponding to the release load characteristics 70 and 71. In this case, the vertical axis indicates the axial movement amount [mm] of the diaphragm spring. Further, the straight lines 75 and 77 indicate the operation of the pressure plate corresponding to the release load characteristics 70 and 71. In this case, the vertical axis indicates the axial movement amount [mm] of the pressure plate. The axial movement amount of the diaphragm spring means the axial movement amount of a portion where the diaphragm spring urges the pressure plate (the contact point between the annular elastic portion 4a and the second adjuster string 92). .

  As shown in FIG. 18, in the initial state, the position of the release device 8 at the time of clutch engagement is a connection position 72, and the position of the release device 8 at the time of clutch release is a release position 78. In the case of conventional relative stroke management, the stroke is set to the distance S2 from the connection position 72 to the release position 78. On the other hand, in the worn state, the position of the release device 8 at the time of clutch engagement is a connection position 73. In this case, the position of the release device 8 at the time of clutch release is a release position 79 moved from the connection position 73 by a stroke S2. . This is because the position of the pressure plate 3 and the diaphragm spring 4 (more specifically, the position of the contact point between the first wear compensation mechanism 9 and the annular elastic portion 4a) is also changed from the connecting position 72a to the connecting position with the wear of the friction member 53. This is to move to 73a.

  As described above, in the conventional relative stroke management, the axial positions of the release device 8, the pressure plate 3, and the diaphragm spring 4 change between the initial state and the worn state.

  In this case, the position of the annular elastic portion 4 a of the diaphragm spring 4 changes to wear, and no gap is formed between the annular elastic portion 4 a and the first wear compensation mechanism 9. From the above, it can be seen that the wear amount cannot be detected even though the friction member is worn, and that the first wear compensation mechanism 9 does not operate normally in the conventional relative stroke management.

  Therefore, in the clutch cover assembly 1 according to the present invention, in addition to the provision of the rivet 85, the release stroke is set longer than the conventional one. Specifically, as shown in FIG. 18, the stroke S3 is set to be larger than the total length S4 of the conventional stroke S2 and the lever height change amount α. That is, the overstroke is performed by the stroke S ′ as compared with the conventional stroke, and the following relational expression (1) is established in the clutch cover assembly 1.

S3 = S2 + S ′> S2 + α = S4 (1)
Here, the amount of change in lever height means the amount of displacement in the axial position of the tip of the lever portion 4b of the diaphragm spring 4 (the amount of displacement in the axial position of the release device 8), and the amount of change in lever height. α is a frictional force acting on a contact portion between the second adjuster string 92 and the annular elastic portion 4a and other movable parts (for example, a sliding surface between the first adjuster string 91 and the second adjuster string 92). It means the minimum lever height change that can overcome the first wear compensation mechanism 9 by overcoming it. By satisfying this relational expression (1), even if the friction member 53 is worn and the reference position of the release stroke moves to the coupling position 73, the engagement corresponding to the release position 78 of the conventional initial state at the time of clutch release. When reaching the position 81, the annular elastic portion 4 a is locked to the locking portion 86 of the rivet 85. At this time, since the release device 8 is in an overstroke state by the stroke S ′, the lever portion 4 b of the diaphragm spring 4 is elastically deformed between the wire ring 5 and the release device 8 in the axial direction. In other words, at the time of clutch release, the annular elastic portion 4a is pressed against the engaging portion 86 of the rivet 85 toward the axial transmission side.

  With the above configuration, the stop position of the annular elastic portion 4a at the time of clutch release can be kept constant at the locking position 81 shown in FIG.

  Further, during the clutch release, the movement amount of the annular elastic portion 4a is limited by L2 by the rivet 85. On the other hand, the pressure plate 3 is moved in the axial direction by the movement amount L1 corresponding to the gap 42 by the stopper 41. Therefore, a gap L3 is formed between the annular elastic portion 4a and the first wear compensation mechanism 9 in the axial direction. The gap L3 is a value corresponding to the wear amount of the friction member 53, and therefore, the wear amount can be detected as the gap L3. Then, the first wear compensation mechanism 9 operates so as to close the gap L3, and the annular elastic portion 4a and the second adjuster string 92 come into contact with each other in the clutch release state, thereby completing the wear compensation operation.

  As described above, the wear amount can be accurately detected as the gap L3 by setting the release stroke longer than the conventional one and making the position of the annular elastic portion 4a at the time of clutch release constant by the rivet 85. Thereby, in this clutch cover assembly 1, the 1st wear compensation mechanism 9 can be operated normally.

  When the first wear compensation mechanism 9 operates as described above, in FIG. 18, the positions of the contact points of the first wear compensation mechanism 9 and the annular elastic portion 4a at the time of clutch engagement return to the same coupling position 72a as in the initial state. . The wear compensation operation described above is repeated each time the amount of displacement of the axial position of the lever portion 4b due to wear of the friction member 53 reaches the lever height change amount α.

(5) Clutch connection / release operation In this clutch cover assembly 1, when the release device 8 (not shown) pulls out the tip of the lever portion 4b of the diaphragm spring 4 to the transmission side, the annular elastic portion of the diaphragm spring 4 with the wire ring 5 as a fulcrum. The inner peripheral part of 4a is pulled up to the axial transmission side. Thereby, the annular elastic portion 4a does not press the pressure plate 3, the pressure plate 3 is pulled away from the friction member 53 by the strap plate 7, and finally the friction member 53 is separated from the flywheel 51 (clutch release state).

  The annular elastic portion 4a applies a pressing load to the pressure plate 3 while the release device 8 (not shown) does not apply a load to the tip of the lever portion 4b of the diaphragm spring 4. As a result, the friction member 53 of the clutch disk assembly 52 is pressed against the flywheel 51, and torque is transmitted to the clutch disk assembly 52 (clutch engagement state).

  When the friction facing 53a is worn in this state, the pressure plate 3 moves toward the flywheel 51 in the engaged state. Therefore, in the low release load characteristic realizing mechanism 10, the support bolt 31, the holder 32, etc. also move to the axial direction engine side. As a result, the cone springs 36 and 37 are elastically deformed, and the gap 42 between them and the locking portion 41a of the stopper 41 is increased. However, since the balance between the cone spring load and the axial force of the holder 32 generated by the torque of the adjusting spring is lost, the holder 32 is rotated by the torque of the second adjusting spring 39. As a result, the holder 32 moves to the transmission side in the axial direction, the postures of the cone springs 36 and 37 return to their original positions, and the gap 42 also returns to its original state to maintain a constant value. At the same time, in this state, the pressure plate 3 is displaced toward the flywheel 51 by the wear amount of the friction member 53, and as a result, the tip height of the diaphragm spring 4 is also changed. In the present invention, the release amount is defined by the position of the inner diameter end (tip of the lever portion 4b) of the diaphragm spring 4 at the maximum release, specifically, the distance from the flywheel 51 or the specification of the clutch housing (not shown). It is determined by the distance from the part. Therefore, when the diaphragm spring 4 is released, as a result, the amount of release increases before the friction member 53 is worn, and the annular elastic portion 4a of the diaphragm spring 4 that is in contact with the second adjuster string 92 of the first wear compensation mechanism 9 is also provided. Move extra. However, as shown in FIG. 19, the movement amount L1 of the pressure plate 3 is kept constant by the gap 42. As a result, the second adjuster string 92 of the first wear compensation mechanism 9 and the annular elastic portion 4a of the diaphragm spring 4 are used. A gap L3 is generated between the axial directions. Then, the first adjuster string 91 and the second adjuster string 92 of the first wear compensation mechanism 9 are relatively rotated by the pulling force of the first abutting portion 93 and relatively moved in the axial direction so as to fill the gap L3. . As a result, in a state where the second adjuster string 92 abuts against the annular elastic portion 4a of the diaphragm spring 4 and the pulling force of the return spring 90 and the frictional force of the abutment portion are balanced, the first adjuster string 91 and the second adjuster string 92 The relative rotation of 92 stops and the operation of the first wear compensation mechanism 9 is completed.

(6) Another Embodiment As another embodiment of the rivet 85, a restricting member described below can be considered. FIG. 19 is a schematic longitudinal sectional view of a clutch cover assembly 101 according to another embodiment of the present invention. As shown in FIG. 19, in this case, the clutch cover 102 has a protrusion 185 disposed so as to face the annular elastic portion 4a. The protruding portion 185 is integrally formed with the clutch cover 102 by pressing or the like.

  Thereby, the same effect as the above-mentioned embodiment can be acquired.

(7) Other Embodiments The above embodiment is merely an example of the present invention, and various modifications can be made without departing from the spirit of the present invention. For example, the above embodiment is a push type clutch cover assembly, but the present invention can also be applied to a pull type clutch cover assembly. In this case, since the wire ring 5 supports the outer peripheral portion of the annular elastic portion 4a, the rivet 85 and the protruding portion 185 are disposed so as to face the inner peripheral portion of the annular elastic portion 4a.

  The rivet 85 may be a bolt screwed into the clutch cover 2 or a member fixed to the clutch cover 2 by welding.

The longitudinal cross-sectional schematic of the clutch cover assembly which concerns on 1st Embodiment of this invention. The top view of the clutch cover assembly which concerns on 1st Embodiment of this invention. The longitudinal cross-sectional schematic of the clutch cover assembly which concerns on 1st Embodiment of this invention (AA cross section of FIG. 2). The longitudinal cross-sectional schematic of the clutch cover assembly which concerns on 1st Embodiment of this invention. FIG. 3 is a schematic plan view of the first wear compensation mechanism 9. FIG. 6 is a schematic side view of the first wear compensation mechanism 9. FIG. 5 is a schematic plan view of a first adjuster string 91 and a second adjuster string 92. FIG. 6 is a schematic side view of the first adjuster string 91 and the second adjuster string 92 (a schematic side view as seen from the inner periphery and the outer periphery). Sectional schematic of the 1st adjuster string 91 and the 2nd adjuster string 92 (the AA cross section and BB cross section of FIG. 7). FIG. 6 is an operation explanatory view of the first wear compensation mechanism 9. The figure for demonstrating the pressing load characteristic. The figure for demonstrating the synthetic | combination characteristic of a low release load characteristic implementation | achievement mechanism. The figure for demonstrating the negative gradient characteristic obtained when a cushioning function is exhibited in a set load characteristic. The figure for demonstrating a release load characteristic. The top view of the spacer 46 and the holder ring 48. FIG. Sectional drawing and the top view of the stopper 41. FIG. The elements on larger scale of FIG. The characteristic figure of the release load characteristic for explaining operation | movement of a 1st wear compensation mechanism, and the cutting amount of a pressure plate. The longitudinal cross-sectional schematic of the clutch cover assembly 101 as another embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Clutch cover assembly 2 Clutch cover 2b Flat part 3 Pressure plate 4 Diaphragm spring 9 1st wear compensation mechanism 90 Return spring 91 1st adjust ring 92 2nd adjust ring 10 Low release load characteristic realization mechanism 13 Support bolt 36 1st cone Spring 37 Second cone spring 41 Stopper 46 Spacer 48 Holder ring 51 Flywheel 52 Clutch disc assembly 53 Friction member 85 Rivet (restriction member)
185 Protrusion (restriction member)

Claims (5)

A clutch cover assembly for pressing and releasing a friction member of a clutch disk assembly against a flywheel of an engine,
A clutch cover fixed to the flywheel;
A pressure plate connected to the clutch cover so as not to rotate relative to the clutch cover and sandwiching the friction member with the flywheel;
A diaphragm spring having an annular elastic portion supported by the clutch cover and biasing the pressure plate toward the flywheel;
A wear compensation mechanism mounted on the opposite side of the pressure plate against the pressure surface so as to be able to come into contact with the annular elastic portion, and for maintaining the posture of the diaphragm spring against wear of the friction member;
A limiting member provided on the clutch cover and locking the annular elastic portion in an axial direction during an operation of releasing the pressing of the friction member;
A clutch cover assembly comprising: A release device for moving the inner peripheral portion of the diaphragm spring in the axial direction to release the urging force to the pressure plate;
When the amount of wear of the friction member reaches the minimum value at which the wear compensation mechanism reliably operates, the annular elastic portion is locked by the restriction member during clutch release from the axial position of the release device when the clutch is engaged. The release stroke of the release device is longer than the distance to the axial position of the release device when
The clutch cover assembly according to claim 1. The restricting member is disposed at a position facing a portion of the annular elastic portion that contacts the pressure plate.
The clutch cover assembly according to claim 1. The limiting member is fixed to the clutch cover and protrudes from the clutch cover toward the axial engine side.
The clutch cover assembly according to claim 1. The limiting member is integrally formed with the clutch cover and protrudes from the clutch cover to the axial engine side.
The clutch cover assembly according to claim 1.

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