JP2009270669A - Damper mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a damper mechanism capable of improving fuel economy while suppressing vibration during lock-up clutch engagement and effectively damping torque fluctuation. <P>SOLUTION: The damper mechanism 20 is equipped with a clutch piston 11 and a turbine 3 capable of displacing relative rotations, a plurality of damper springs 16 arranged in a channel part 14 of the clutch piston 11, a holder member 25 regulating an approach interval between end washers 24, 24 attached on ends of adjacent damper springs 16, 16, and a plurality of ratchet parts 29 provided on the turbine 3. The ratchet parts 29 are inserted between the end washers 24, 24, and the torque fluctuation is damped by the damper springs 16. At least one of the plurality of ratchet parts 29 is used as an enlarged ratchet 29a of a width size L1 the same or more than the regulated interval L between the end washers 24, 24, and a preload is impressed on the damper springs 16. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a damper mechanism for attenuating sudden torque fluctuations, and more particularly to a damper mechanism suitable for use in a lockup mechanism of a torque converter provided in an automatic transmission for a vehicle.

  The torque converter included in the vehicular automatic transmission can achieve smooth running because power is transmitted via fluid (hydraulic oil), but has a drawback that fuel consumption is deteriorated due to energy loss due to fluid slip. In order to solve this problem, the torque converter is provided with a lock-up clutch (lock-up mechanism). As shown in Patent Document 1, the lockup clutch includes a clutch piston (first transmission member) disposed adjacent to a torque converter cover that rotates with power input from the engine. The clutch piston is rotatably supported on the outer periphery of the boss of the turbine (second transmission member). In the lock-up clutch, when the vehicle speed exceeds a predetermined value, the flow of fluid in the torque converter changes, and the friction surface of the clutch piston is pressed against the torque converter cover. As a result, the clutch is engaged and the engine rotation is mechanically transmitted to the transmission. Therefore, it is possible to eliminate the influence of slippage due to the fluid and to improve the fuel consumption.

Such a lock-up clutch is provided with a damper mechanism for absorbing a rapid torque fluctuation from the engine. The damper mechanism includes an annular channel portion formed on the outer periphery of the clutch piston, and a plurality of damper springs (coil springs) accommodated along the circumferential direction in the channel portion. Opposing end portions of adjacent damper springs (when other members such as end washers are attached to the end portions, the other members) are locked in a state in which the proximity distance is regulated by the holder member. . A claw portion (transmission arm) protruding from the outer surface of the turbine is inserted between the end portions of the damper springs locked by the holder member. As a result, when a rotational speed difference occurs between the turbine and the clutch piston due to fluctuations in the input torque from the engine, the damper spring pressed by the claw portion is compressed and deformed, and the fluctuations in the input torque are attenuated. ing.
JP-A-9-126298

  In the damper mechanism, the claw portion of the turbine is inserted and assembled between the ends of adjacent damper springs. In consideration of the ease of this assembling work, the width dimension of the claw portion (the length in the circumferential direction). The dimension) is formed to be slightly smaller than the regulation interval between the opposite ends of the damper spring. This facilitates assembly of the claw part, but a fine gap is generated between the end of the damper spring and the claw part. However, if there is such a fine gap, the claw portion does not contact the end of the damper spring in the region where the lockup clutch begins to engage (the relative torsion angle between the turbine and the clutch piston is around 0 degrees: the extremely low torque region). Timing occurs. Therefore, there has been a problem that fluctuations in input torque from the engine cannot be effectively attenuated.

  Further, if there is a minute gap between the end of the damper spring and the claw, when the lockup clutch is engaged, the claw that has not been in contact with the end of the damper spring collides. This collision generates surge torque (abrupt torque change), and vibrations due to the surge torque occur. Conventionally, a lock-up clutch has been slid to suppress this vibration. However, when the lock-up clutch is slid, there is a problem that the fuel consumption of the vehicle deteriorates.

  The present invention has been made in view of the above-described points, and an object of the present invention is to improve the fuel efficiency of a vehicle while suppressing the occurrence of vibration when the lockup clutch is engaged and effectively attenuating torque fluctuations. An object of the present invention is to provide a damper mechanism capable of achieving the above.

  In order to solve the above problems, a damper mechanism according to the present invention is provided in a first transmission member (11) and a second transmission member (3) that are installed so as to be relatively displaceable in a rotation direction, and a first transmission member (11). The annular channel portion (14), the plurality of damper springs (16) arranged in the circumferential direction in the channel portion (14), and the adjacent damper springs fixed to the first transmission member (11) side. A regulating member (25) that regulates a proximity interval between the opposing end portions of (16) or between other members (24) attached to the end portion to a predetermined regulating interval (L); and a second transmission member (3 And a plurality of transmission arms (29) provided on the first and second transmission members (29) and inserted between the end portions of the damper springs (16) or between the other members (24). (11) and the second transmission member (3) In the damper mechanism (20) configured to dampen fluctuations in the damper with the damper spring (16), at least one of the plurality of transmission arms (29) has a damper spring ( 16) an enlarged transmission arm (29a) having a dimension equal to or greater than the regulation interval (L) between the end portions of 16) or between the other members (24). In addition, the code | symbol in parenthesis here has shown the code | symbol of the corresponding component of embodiment mentioned later as an example of this invention.

  In the damper mechanism according to the present invention, at least one of the plurality of transmission arms provided on the second transmission member is an enlarged transmission formed at a distance greater than a regulation interval between opposing ends (between other members) of the damper spring. It is as an arm. Since this enlarged transmission arm has a circumferential dimension that is equal to or greater than the regulation interval, the enlarged transmission arm is in contact with the end (other member) of the damper spring and pressed in advance. That is, the preload is applied to the damper spring by the enlarged transmission arm. Therefore, if this damper mechanism is used for a lockup clutch, the timing at which the transmission arm does not come into contact with the end (other member) of the damper spring when the lockup clutch starts to be engaged can be eliminated. The torque fluctuation can be effectively attenuated. Further, when the lock-up clutch is engaged, the collision between the transmission arm and the end of the damper spring (other member) can be prevented, or the impact caused by the collision can be reduced. It is possible to suppress the occurrence of vibrations. This eliminates the need to slide the lock-up clutch, thereby improving fuel efficiency.

  Here, if all of the plurality of transmission arms included in the second transmission member are enlarged transmission arms, all the gaps between the transmission arms and the end of the damper spring (other members) are eliminated, but instead, A gap is generated between the regulating member that regulates the distance between the end portions of the damper spring (between other members) and the end portion (other member) of the damper spring. As a result, when the lockup clutch is engaged, the restricting member and the end of the damper spring (between other members) collide with each other, which causes problems such as generation of vibration. Therefore, in the damper mechanism according to the present invention, in consideration of this point, in addition to the above-mentioned enlarged transmission arm (29a), at least one of the plurality of transmission arms (29) has a circumferential dimension. The normal transmission arm (29b) formed to have a dimension smaller than the regulation interval (L) according to (25) may be used. If such a normal transmission arm is provided, there is no gap between the regulating member and the end of the damper spring (other member) at the place where the normal transmission arm is inserted. Problems such as vibrations do not occur at the same time. This makes it possible to more effectively attenuate torque fluctuations when the lockup clutch is engaged.

  In the damper mechanism, the enlarged transmission arm (29a) is inserted between the end portions of the damper spring (16) or between the other members (24) attached to the end portions (30). , 30) may be rounded. This makes it easy and quick to insert and assemble the enlarged transmission arm between the ends of the damper spring (between other members), so that the assembly efficiency of the damper mechanism can be improved even if the size of the transmission arm is increased. You can maintain the street.

  According to the damper mechanism of the present invention, it is possible to improve the fuel efficiency of the vehicle while suppressing the occurrence of vibration when the lockup clutch is engaged and effectively attenuating torque fluctuations.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a side sectional view of a torque converter for an automobile according to an embodiment of the present invention. FIG. 2 is a side view taken along the line AA of FIG. 1 and is a side view showing a surface on the turbine 3 side in a clutch piston 11 to be described later. FIG. 3 is a side view showing a surface of the turbine 3 on the clutch piston 11 side. The torque converter 1 includes a pump 2, a turbine 3, a stator 4, and a torque converter cover 5 that accommodates them. In the following description, the axial direction indicates the central axis direction of the input shaft 6 described later, and the circumferential direction indicates the circumferential direction along the longitudinal direction of the channel portion 14 provided in the clutch piston 11 described later. .

  The torque converter cover 5 is rotated by driving of an engine (not shown), and is rotatably supported with respect to an input shaft 6 and a transmission case (not shown) of a transmission (not shown). The pump 2 is integrally formed inside the transmission-side side wall 5 a of the torque converter cover 5. The turbine 3 is splined to the input shaft 6. The stator 4 is connected via a one-way clutch 9 to a stator shaft 8 that can rotate relative to the input shaft 6. In this torque converter 1, the pump 2 is rotated by the driving force applied from the engine to the torque converter cover 5, and the rotation of the pump 2 is transmitted to the turbine 3 via the hydraulic oil in the torque converter cover 5, so that the input shaft 6 rotates. It is supposed to be.

  The torque converter 1 is provided with a lock-up clutch 10. The lock-up clutch 10 mechanically connects the torque converter cover 5 and the turbine 3 when the torque converter 1 operates in a coupling range described later, and can rotate and slide on the outer periphery of the boss 3a of the turbine 3. A supported clutch piston (first transmission member) 11 is provided. The clutch piston 11 is movable along the axial direction according to the pressure difference between the hydraulic oil chambers 7 on the left and right sides of the stator 4 and the hydraulic oil chamber 12 between the clutch piston 11 and the torque converter cover 5. .

  The clutch piston 11 includes a web 13 supported by the turbine 3 and an annular channel portion 14 that is connected to the outer peripheral end of the web 13 and has one axial side surface (the surface on the turbine 3 side) opened. The channel portion 14 is formed as a concave portion having a substantially U-shaped cross section, and the outer surface (the surface on the torque converter cover 5 side) of the bottom portion of the channel portion 14 is frictionally engaged with the side surface of the torque converter cover 5. A lining 15 is attached.

  The lockup clutch 10 is provided with a damper mechanism 20. FIG. 4 is a diagram showing a detailed configuration of the damper mechanism 20 as viewed from an arrow corresponding to the B-B portion in FIG. 2. The damper mechanism 20 includes a plurality of sets (three sets in this embodiment) of damper springs (coil springs) 16 disposed in the channel portion 14 of the clutch piston 11. The damper springs 16 are arranged at equal intervals along the circumferential direction in the channel portion 14. Each damper spring 16 of the present embodiment is composed of a single coil spring. In addition to this, for example, a plurality of coil springs having different spring constants are connected in series to be elastic during compression deformation. You may comprise so that force may change. As shown in FIG. 4, a guide sheet 17 for preventing wear due to sliding contact of the damper spring 16 is installed on the inner surface of the channel portion 14. The guide sheet 17 is composed of a thin steel plate having wear resistance.

  A guide plate 21 made of a thick steel plate is installed in the opening of the channel portion 14. The guide plate 21 prevents the damper spring 16 from detaching from the channel portion 14, and is fixed to the web 13 with a rivet 22 (see FIG. 2). The same number of guide plates 21 as the damper springs 16 are installed, and each guide plate 21 covers an intermediate portion in the longitudinal direction of each damper spring 16.

  FIG. 5 is a partially enlarged view showing a portion C of FIG. As shown in FIG. 5, a circular flat plate end washer 24 is attached to the end of the damper spring 16 to cover the end. And between the end washers 24 and 24 which the adjacent damper springs 16 and 16 face each other, a holder member (regulating member) 25 is interposed. The holder member 25 has a shape including a fixing portion 25a fixed to the web 13 of the clutch piston 11 with a rivet 26, and a protruding portion 25b protruding radially outward from the fixing portion 25a. , A portion formed in a width dimension interposed between the opposing end washers 24, 24. A guide groove 28 is formed on the front surface (surface on the turbine 3 side) of the protruding portion 25b. As shown in FIGS. 4 and 5, the guide groove 28 is formed of a concave portion formed in an arc shape along the extension axis of the damper spring 16. Then, both end surfaces of the guide groove 28 in the protruding portion 25b are stopper portions 27 and 27 with which the end washer 24 is brought into contact. By the stopper portions 27, 27, the proximity distance between the opposing end washers 24, 24 is regulated at a predetermined regulation interval.

  On the other hand, as shown in FIG. 3, a claw portion (transmission arm) 29 is provided on a surface (hereinafter referred to as a back surface) 3 b on the clutch piston 11 side of the turbine (second transmission member) 3. A plurality (three in this embodiment) of claw portions 29 are arranged on the outer periphery of the rear surface 3b of the turbine 3 at equal intervals. Each claw portion 29 is a member made of a thin plate-like piece that is substantially rectangular and curved in an arcuate shape centered on the axis of the input shaft 6, and projects from the rear surface 3 b of the turbine 3 toward the clutch piston 11. ing. Each claw portion 29 is inserted into a guide groove 28 of each holder member 25 as shown in FIG. Thereby, each nail | claw part 29 is interposed between the end washers 24 and 24 which oppose. The claw portion 29 is movable along the circumferential direction in the guide groove 28 by relative displacement of the turbine 3 and the clutch piston 11 in the rotational direction.

  FIG. 6 is a schematic diagram for explaining the configuration of the claw portion 29. In the figure, three claw portions 29 installed on the outer periphery of the turbine 3 are displayed side by side, and each member such as the turbine 3, the clutch piston 11 and the holder member 25 is schematically displayed. . In the example shown in the figure, one of the three claw portions 29 provided in the turbine 3 has a circumferential dimension (hereinafter referred to as a width dimension) L1 which is a regulation interval (stopper) between the opposing end washers 24, 24. This is an expansion claw (enlarged transmission arm) 29a formed at an interval L between the portions 27, 27) L or more (L ≦ L1). When the expansion claw 29a is located at the center of the guide groove 28, that is, when the relative twist angle between the turbine 3 and the clutch piston 11 is 0 degree, the abutment claws 29a abut against and press the end washers 24, 24 on both sides. It is in a state. That is, the preload is applied to the damper spring 16 by the expansion claw 29a. On the other hand, the end washers 24, 24 on both sides of the enlarged claw 29 a are in a state having fine gaps P, P with respect to the stopper portions 27, 27 of the holder member 25.

  In addition to the above-described enlarged claws 29a, the remaining two of the three claws 29 provided in the turbine 3 are formed so that the width dimension L2 is less than the regulation interval L of the end washers 24, 24 (L> L2). The normal nail (normal transmission arm) 29b is formed. When the normal claw 29b is located in the center of the guide groove 28, that is, when the relative twist angle between the turbine 3 and the clutch piston 11 is 0 degree, a fine gap Q is formed between the end washers 24, 24 on both sides. , Q. On the other hand, the end washers 24, 24 on both sides of the normal claw 29 b are in contact with the stopper portions 27, 27 of the holder member 25 without a gap.

  Next, the operation of the torque converter 1 having the above configuration will be described. When operating the torque converter 1 in the converter range, the pressures in the hydraulic oil chambers 7 and 12 are adjusted so as to urge the clutch piston 11 toward the turbine 3. Thereby, the clutch piston 11 moves, the lining 15 is separated from the torque converter cover 5, and the lockup clutch 10 is released. Therefore, the motive power given from the engine to the torque converter cover 5 is transmitted to the input shaft 6 hydrodynamically via the hydraulic oil between the pump 2 and the turbine 3.

  On the other hand, when the torque converter 1 is operated in the coupling range, the pressure in the hydraulic oil chambers 7 and 12 is adjusted so as to urge the clutch piston 11 toward the torque converter cover 5, contrary to the above. As a result, the clutch piston 11 moves, the lining 15 is pressed against the torque converter cover 5, and the lockup clutch 10 is engaged. Therefore, engine power is mechanically transmitted from the torque converter cover 5 to the turbine 3 and the input shaft 6 through the clutch piston 11, the damper spring 16, the end washer 24 and the claw portion 29.

  Here, when the input torque from the engine fluctuates when the lock-up clutch 10 is engaged or during power transmission via the clutch piston 11 after the lock-up clutch 10 is engaged, the clutch piston 11 and the turbine 3 A relative rotational displacement occurs between the two. If it does so, the nail | claw part 29 will move in the circumferential direction, will press the damper spring 16, and will compress-deform. Thus, the torque fluctuation can be attenuated by the damper spring 16.

  In the damper mechanism 20 of the present embodiment, the preload is applied to the damper spring 16 by the enlarged claw 29a formed with a width dimension equal to or larger than the regulation interval L between the end washers 24, 24. Therefore, when the torque fluctuation is attenuated by the damper mechanism 20, the timing at which the claw portion 29 does not contact the end washer 24 can be eliminated. Thereby, the input torque from the engine can be transmitted linearly to the input shaft 6 side, and the torque fluctuation can be effectively attenuated. Further, since the enlarged claw 29a is in contact with the end washer 24 in advance, the enlarged claw 29a can be prevented from colliding with the end washer 24 when the lockup clutch 10 is engaged. Alternatively, the impact of the other claw portion 29 colliding with the end washer 24 can be effectively mitigated. Therefore, generation of surge torque and generation of vibration due to the surge torque can be suppressed. This eliminates the need to slide the lock-up clutch as in the prior art, and can improve the fuel efficiency of the vehicle.

  Here, let us consider a case where all the three claw portions 29 installed in the turbine 3 are the enlarged claws 29a. FIG. 7 is a schematic diagram showing the claw portion 29 in that case. If all the claw portions 29 are enlarged claws 29a as shown in the figure, all the gaps between each claw portion 29 and the end washers 24, 24 on both sides thereof are eliminated, but instead, each stopper portion 27 of the holder member 25 is removed. , 27 and the end washers 24, 24. Accordingly, when the lockup clutch 10 is engaged, the stopper portions 27 and 27 and the end washers 24 and 24 collide with each other, so that vibration is generated on the clutch piston 11 side.

  Considering this point, in the damper mechanism 20 of the present embodiment, as shown in FIG. 6, the enlarged claw 29 a is only one of the three claw portions 29, and the remaining two claw portions 29 are The normal claw 29b has a width L2 that is less than the regulation interval L between the end washers 24, 24. Since the gap between the stopper portions 27, 27 and the end washers 24, 24 does not occur at the place where the normal claw 29b is inserted, it is possible to prevent occurrence of vibration when the lock-up clutch 10 is engaged, The fluctuation can be effectively attenuated.

  Further, as shown in FIG. 6, in the damper mechanism 20 of the present embodiment, the enlarged claw 29a is formed in a shape in which the corners 30 and 30 on the distal end side inserted between the opposed end washers 24 and 24 are rounded. Has been. Thereby, since the expansion claw 29a can be smoothly inserted between the end washers 24, 24, the operation of assembling the claw portion 29 can be performed easily and quickly. Therefore, even if the enlarged claw 29a is provided, the assembly efficiency of the damper mechanism 20 can be maintained as usual.

  From the viewpoint of ease of assembly of the claw portion 29, it is desirable that the three claw portions 29 installed in the turbine 3 have only one enlarged claw 29a and the remaining two claw portions 29b are normal claws 29b. However, the number of the enlarged claws 29a or the normal claws 29b shown in the present embodiment is an example, and the number X of the enlarged claws 29a is 1 ≦ X ≦ N, where N is the total number of the claw portions 29 provided in the turbine 3. Any number is acceptable as long as the number satisfies -1. Further, the specific shape and arrangement of the claw portion 29 (enlarged claw 29a, normal claw 29b) are not limited to those shown in the present embodiment.

  When the width dimension L1 of the enlarged claw 29a is set to a dimension (L = L1) equal to the regulation interval L between the end washers 24, 24, the stopper part 27, 27 and the end washers 24, 24 do not have a gap P. Therefore, in such a case, it is possible to omit all the claws 29 as the enlarged claws 29a having the width dimension L and omit the normal claws 29b.

  Further, the number, shape, and arrangement of the damper springs 16 arranged in the channel portion 14 of the clutch piston 11 are not limited to those shown in the present embodiment. In the present embodiment, the case where the end washers 24, 24 are attached to the end portion of the damper spring 16 has been described. However, the end portion of the damper spring 16 and the holder member 25 or the claw portion 29 are in direct contact with each other. In this case, the end washers 24, 24 can be omitted.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Is possible. It should be noted that any shape, structure, or material not directly described in the specification and drawings is within the scope of the technical idea of the present invention as long as the effects and advantages of the present invention are exhibited.

It is a side view of the torque converter for motor vehicles concerning one embodiment of the present invention. It is an AA arrow line view of FIG. 1, and is a side view which shows the surface by the side of the turbine in a clutch piston. It is a side view which shows the surface by the side of the clutch piston in a turbine. It is an arrow view corresponding to the BB part of FIG. 2, and is a figure which shows the detailed structure of a damper mechanism. It is the elements on larger scale which show the C section of FIG. It is a schematic diagram for demonstrating the structure of a nail | claw part. It is a figure for demonstrating the case where all the some nail | claw parts are made into an expansion claw.

Explanation of symbols

1 Torque converter 2 Pump 3 Turbine (second transmission member)
4 Stator 5 Torque Cover 6 Input Shaft 7 Hydraulic Oil Chamber 8 Stator Shaft 10 Lockup Clutch 11 Clutch Piston (First Transmission Member)
12 Hydraulic oil chamber 13 Web 14 Channel portion 15 Lining 16 Damper spring 17 Guide seat 20 Damper mechanism 21 Guide plate 24 End washer (other member)
25 Holder member (regulating member)
27 Stopper part 28 Guide groove 29 Claw part (Transmission arm)
29a Enlargement claw (enlarged transmission arm)
29b Normal nail (normal transmission arm)
30 Corner L Control interval

Claims (3)

A first transmission member and a second transmission member installed so as to be capable of relative displacement in the rotational direction;
An annular channel portion provided in the first transmission member, and a plurality of damper springs arranged in the circumferential direction in the channel portion;
A regulating member that is fixed to the first transmission member side and regulates a proximity interval between adjacent end portions of adjacent damper springs or other members attached to the end portions to a predetermined regulating interval;
A plurality of transmission arms provided on the second transmission member;
With
A damper configured such that each transmission arm is inserted between end portions of each damper spring or between the other members, and torque fluctuation between the first transmission member and the second transmission member is attenuated by the damper spring. In the mechanism,
At least one of the plurality of transmission arms is an enlarged transmission arm having a dimension in the circumferential direction equal to or greater than a regulation interval between end portions of the damper spring by the regulation member or between the other members. A damper mechanism characterized by that. A first transmission member and a second transmission member installed so as to be capable of relative displacement in the rotational direction;
An annular channel portion provided in the first transmission member, and a plurality of damper springs arranged in the circumferential direction in the channel portion;
A regulating member that is fixed to the first transmission member side and regulates a proximity interval between adjacent end portions of adjacent damper springs or other members attached to the end portions to a predetermined regulating interval;
A plurality of transmission arms provided on the second transmission member;
With
A damper configured such that each transmission arm is inserted between end portions of each damper spring or between the other members, and torque fluctuation between the first transmission member and the second transmission member is attenuated by the damper spring. In the mechanism,
At least one of the plurality of transmission arms is an enlarged transmission arm having a dimension in the circumferential direction equal to or greater than a regulation interval between end portions of the damper spring by the regulation member or between the other members. In addition, the damper mechanism is characterized in that at least one of the plurality of transmission arms is a normal transmission arm having a dimension in the circumferential direction smaller than the restriction interval.   The said expansion transmission arm is formed in the shape where the corner | angular part of the front end side inserted between the edge parts of the said damper spring or between said other members has a roundness. Damper mechanism.

Images