JP2010138979A - Drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive device capable of improving the vibration absorbing properties while suppressing the enlargement in the drive device equipped with a hydraulic transmission. <P>SOLUTION: The drive device 300 includes the hydraulic transmission 1-1 having a front cover 10 to which a driving force of a drive source is transmitted and transmitting a driving force transmitted to the front cover to an output shaft 50 via a working fluid, and an input member 100 facing the front cover in the axial direction and transmitting the driving force of the drive source to the front cover. An elastic body 15 is so arranged along the circumferential direction of the front cover as to come into contact with each of the front cover and the input member in the circumferential direction. The driving force is transmitted from the input member to the front cover via the elastic body. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a drive device, and in particular, has a front cover to which a drive force of a drive source is transmitted, a fluid transmission device that transmits the drive force transmitted to the front cover to an output shaft via a working fluid, and a shaft The present invention relates to a drive device that includes an input member that opposes a front cover in a direction and transmits a driving force of a drive source to the front cover.

  As a fluid transmission device with a lock-up clutch disclosed in Patent Document 1, a fluid transmission device that transmits a driving force transmitted from a driving source to a front cover to an output shaft via a working fluid is known.

Japanese Patent Laid-Open No. 7-190167

  Improvement of vibration absorption performance in a drive device including a fluid transmission device is desired. By improving the vibration absorption performance of the drive device, for example, it is possible to reduce the noise generated in the vehicle, or to enlarge the lockup region when the fluid transmission device includes a lockup clutch. Further, in improving the vibration absorption performance, it is desired that the drive device can be prevented from being enlarged, particularly in the axial direction.

  The present invention has been made in view of the above, and has a front cover to which a driving force of a driving source is transmitted, and a fluid that transmits the driving force transmitted to the front cover to an output shaft via a working fluid. In a drive device that includes a transmission device and an input member that opposes the front cover in the axial direction and transmits the driving force of the drive source to the front cover, it is possible to improve vibration absorption performance while suppressing an increase in size. The object is to provide a drive device.

  The drive device of the present invention has a front cover to which a drive force of a drive source is transmitted, a fluid transmission device that transmits the drive force transmitted to the front cover to an output shaft via a working fluid, and an axial direction A driving device that includes an input member that faces the front cover and transmits a driving force of the driving source to the front cover, and is arranged along a circumferential direction of the front cover, and the front cover And an elastic body that can contact each of the input members in the circumferential direction, and a driving force is transmitted from the input member to the front cover via the elastic body.

  In the drive device of the present invention, the fluid transmission device is disposed between a lockup clutch that directly transmits the driving force transmitted to the front cover to the output shaft, and the front cover and the lockup clutch. A damper means having a second elastic body and connecting the front cover and the lockup clutch via the second elastic body, or disposed between the lockup clutch and the output shaft. It has a third elastic body, and includes at least one of second damper means for transmitting a driving force between the lockup clutch and the output shaft via the third elastic body. And

  In the drive device of the present invention, the drive source is an internal combustion engine, the output shaft transmits the driving force transmitted from the front cover to the automatic transmission, and the frequency at which the elastic body resonates. Is characterized in that when the range of the automatic transmission is a travel range, the frequency is lower than the frequency corresponding to the rotational speed range of the internal combustion engine to which the lockup clutch is engaged.

  In the drive device of the present invention, the drive source is an internal combustion engine, the output shaft transmits the driving force transmitted from the front cover to the automatic transmission, and the frequency at which the elastic body resonates. Is a frequency higher than the frequency corresponding to the idling speed of the internal combustion engine when the range of the automatic transmission is a non-traveling range.

  The drive device according to the present invention includes an elastic body that is disposed along the circumferential direction of the front cover of the fluid transmission device and that can contact each of the front cover and the input member in the circumferential direction, and is input via the elastic body. A driving force is transmitted from the member to the front cover. In the conventional drive device, it is possible to arrange the elastic body using a space provided with fastening means (for example, a set bolt and a nut portion) for fastening the input member and the front cover. The vibration absorption performance can be improved while suppressing the increase in size.

  Hereinafter, an embodiment of a drive device of the present invention will be described in detail with reference to the drawings.

[First Embodiment]
The first embodiment will be described with reference to FIGS. 1 to 9. The present embodiment has a front cover to which a driving force of a driving source is transmitted, a fluid transmission device that transmits the driving force transmitted to the front cover to an output shaft via a working fluid, and a front cover in the axial direction. The present invention relates to a drive device that includes an input member that is opposed and that transmits a driving force of a drive source to a front cover.

  FIG. 12 is a diagram illustrating an example of a schematic configuration of a conventional drive device, and FIG. 2 is a diagram illustrating a schematic configuration of the drive device of the present embodiment. As shown in FIG. 12, in the conventional driving device 200, the damper means 240 having an elastic body such as a spring is disposed inside the fluid transmission device 210, for example, on the output shaft 250 side from the lockup clutch 230. .

  On the other hand, as shown in FIG. 2, in the drive device 300 of the present embodiment, the front cover 10 as an outer shell member of the fluid transmission device 1-1 and the input that transmits the driving force of the engine to the front cover 10. Between the drive plate 100 as a member, an input portion damper spring 15 as an elastic body is provided. A driving force is transmitted from the drive plate 100 to the front cover 10 via the input portion damper spring 15. Thereby, the mass of the fluid transmission device 1-1 can be used as the mass of the vibration absorbing spring, and a large booming noise reduction effect can be obtained. Further, as will be described later, the input portion damper spring 15 is held by the drive plate 100 and is provided so as to be able to contact the front cover 10 and the drive plate 100 in the circumferential direction. Therefore, in the conventional drive device, the elastic body is arranged using the space provided with the fastening means (for example, the set bolt and the nut portion) for fastening the drive plate 100 as the input member and the front cover 10. Therefore, an increase in the size of the drive device can be suppressed.

  FIG. 1 is a cross-sectional view of a main part of the drive device according to the present embodiment. The outline of the fluid transmission device is schematically constituted by rotating FIG. 1 in the circumferential direction about the XX axis as a central axis. As shown in FIG. 1, the fluid transmission device 1-1 according to the present embodiment includes a front cover 10, a fluid transmission mechanism 20, a lockup clutch 30, a damper mechanism 40, and an output shaft 50. Yes.

  The front cover 10 transmits a driving force of an engine (not shown) that is a driving source. The front cover 10 includes a main body part 11, a flange part 12, and a rear side plate 13. The main body 11 has a disc shape. The flange portion 12 is formed so as to protrude from the radially outer end portion of the main body portion 11 toward the output shaft. The front cover 10 is rotatably supported by the engine output shaft 110 via a bearing 111.

  In the drive device 300 of the present embodiment, the front cover 10 is connected to the engine output shaft 110 of the engine via the input unit damper mechanism 60. The input part damper mechanism 60 includes a rear side plate 13, a front side plate 14, an input part damper spring 15, and a drive plate 100.

  The rear side plate 13 has an annular shape, and is fixed to the radially outer end of the front cover 10 by welding or the like. 3 is a plan view of the front cover 10 in a state where the rear side plate 13 is fixed, and FIG. 4 is a cross-sectional view of the front cover 10 in a state where the rear side plate 13 is fixed. FIG.

  As shown in FIGS. 3 and 4, the rear side plate 13 is formed with a bolt hole 13a and a holding portion 13b. As shown in FIG. 3, a plurality of bolt holes 13a and holding portions 13b are formed in the circumferential direction with respect to the rear side plate 13, and the bolt holes 13a and holding portions 13b are alternately arranged. . As shown in FIG. 4, the bolt hole 13 a penetrates the rear side plate 13 in the axial direction. The holding portion 13b is formed on the engine side of the rear side plate 13, and is recessed toward the output shaft side. The cross-sectional shape of the holding portion 13b is an arc shape, and a part of the input portion damper spring 15 is accommodated in the holding portion 13b as shown in FIG. Both end portions in the circumferential direction of the holding portion 13 b can contact with both end portions of the input portion damper spring 15.

  5 is a plan view of the drive plate 100, and FIG. 6 is a view taken along the line BB of FIG.

  As shown in FIGS. 5 and 6, a ring slide portion 100 a and a holding portion 100 b are formed in the vicinity of the radially outer end portion of the drive plate 100. As shown in FIG. 5, a plurality of ring slide portions 100a and holding portions 100b are formed in the circumferential direction with respect to the drive plate 100, and the ring slide portions 100a and the holding portions 100b are alternately arranged. ing. As shown in FIG. 6, the ring slide part 100a and the holding part 100b penetrate the drive plate 100 in the axial direction.

  The ring slide part 100a is a slit formed in an arc shape, and slides a spacer ring 17 described later with respect to the drive plate 100 in the circumferential direction. The holding portion 100b is a slit formed in an arc shape, and holds the input portion damper spring 15 respectively. Both end portions in the circumferential direction of the holding portion 100 b can contact both end portions of the input portion damper spring 15.

  FIG. 7 is a plan view of the front side plate 14, and FIG. 8 is a cross-sectional view taken along the line CC of FIG. 7 and shows a cross section of the front side plate 14.

  As shown in FIGS. 7 and 8, the front side plate 14 is formed with a through hole 14a and a holding portion 14b. As shown in FIG. 7, a plurality of through holes 14 a and holding parts 14 b are formed in the circumferential direction with respect to the front side plate 14, and the through holes 14 a and the holding parts 14 b are alternately arranged. Yes. As shown in FIG. 8, the through hole 14a penetrates the front side plate 14 in the axial direction. The holding portion 14b is formed on the output shaft side of the front side plate 14, and is recessed toward the engine side. The cross-sectional shape of the holding portion 14b is an arc shape, and as shown in FIG. 1, a part of the input portion damper spring 15 is accommodated in the holding portion 14b. Both end portions in the circumferential direction of the holding portion 14 b can contact both end portions of the input portion damper spring 15.

  As shown in FIG. 1, the rear side plate 13, the drive plate 100, and the front side plate 14 are arranged coaxially. The drive plate 100 is fastened by an engine output shaft 110 and a connecting member 120 (for example, a bolt) and faces the front cover 10 in the axial direction. The rear side plate 13 is disposed closer to the output shaft than the drive plate 100, and the front side plate 14 is disposed closer to the engine than the drive plate 100. The rear side plate 13 and the front side plate 14 are integrated by bolts 16 as fastening means. The bolt 16 is inserted into the through hole 14 a of the front side plate 14 and the spacer ring 17 and screwed into the bolt hole 13 a of the rear side plate 13. As a result, the front side plate 14 rotates integrally with the rear side plate 13 and the front cover 10. A spacer ring 17 is provided between the rear side plate 13 and the front side plate 14. The spacer ring 17 has a cylindrical shape, and appropriately maintains a space between the rear side plate 13 and the front side plate 14. That is, the spacer ring 17 regulates the relative position of the rear side plate 13 and the front side plate 14 in the axial direction.

  The ring slide portion 100 a of the drive plate 100 is for sliding the spacer ring 17 in the circumferential direction with respect to the drive plate 100. That is, the rear side plate 13 and the front side plate 14 integrated by the bolt 16 can be rotated relative to the drive plate 100.

  The input part damper spring 15 is an elastic body and is a coil spring. The input damper spring 15 transmits the engine driving force transmitted from the engine output shaft 110 to the drive plate 100 to the rear side plate 13 and the front side plate 14. The input portion damper spring 15 is held by the holding portion 100b of the drive plate 100, and is sandwiched from both sides in the axial direction by the holding portion 13b of the rear side plate 13 and the holding portion 14b of the front side plate 14.

  When driving force is transmitted from the drive plate 100, the input portion damper spring 15 comes into contact with the holding portion 100 b of the drive plate 100 at one end and holds the rear side plate 13 and the front side plate 14 at the other end. Driving force is transmitted from the drive plate 100 to the side plates 13 and 14 by contacting the portions 13b and 14b. That is, the driving force of the engine is transmitted to the front cover 10 via the engine output shaft 110, the drive plate 100, and the side plates 13 and 14. The input part damper spring 15 absorbs vibration by elastically deforming according to the driving force. The vibration caused by the engine explosion is absorbed by the input portion damper spring 15 so that the muffled noise can be effectively reduced.

  The fluid transmission mechanism 20 is a fluid transmission means, and transmits the driving force transmitted to the front cover 10 to the output shaft 50 via the working fluid. As shown in FIG. 1, the fluid transmission mechanism 20 is an operation that is a working fluid that is interposed between the pump impeller 21, the turbine liner 22, the stator 23, the one-way clutch 24, and the pump impeller 21 and the turbine liner 22. It is composed of oil.

  The pump impeller 21 transmits the driving force from the engine transmitted to the front cover 10, and transmits the transmitted driving force to the turbine liner 22 via hydraulic oil. In the pump impeller 21, the radially outer end of the pump shell 21b to which the plurality of pump blades 21a are fixed is fixed to the output shaft side end of the flange portion 12 of the front cover 10 by a fixing means such as welding S. Thus, the front cover 10 is fixed. That is, the pump impeller 21 rotates integrally with the front cover 10, and the driving force from the engine transmitted to the front cover 10 is transmitted to each pump blade 21a. The pump shell 21b has a radially inner end fixed to the sleeve 51 by a fixing means such as welding S.

  The turbine liner 22 transmits the driving force from the engine transmitted from the pump impeller 21 via the hydraulic oil to the output shaft 50. Here, the output shaft 50 is, for example, an input shaft of a transmission (not shown) disposed on the output shaft side. The turbine liner 22 is fixed to the hub 52 by fixing the radially inner end of the turbine shell 22b to which the plurality of turbine blades 22a facing the pump blade 21a in the axial direction are fixed by a fixing means, for example, a rivet 52a. Has been. Here, the hub 52 is fixed to the output shaft 50 by spline fitting of fixing means, for example, splines formed on the inner peripheral surface of the hub 52 and the outer peripheral surface of the output shaft 50. That is, the turbine liner 22 rotates integrally with the output shaft 50 via the hub 52, and the turbine liner 22 rotates integrally with the output shaft 50. Therefore, the pump impeller 21, the hydraulic oil, and the turbine that constitute the fluid transmission mechanism 20 The driving force transmitted from the engine via the liner 22 is transmitted to the output shaft 50.

  The stator 23 has a plurality of stator blades 23 a formed in the circumferential direction, and is disposed between the pump impeller 21 and the turbine liner 22. The stator 23 is for changing the flow of hydraulic fluid circulating between the pump impeller 21 and the turbine liner 22 and obtaining a predetermined driving force characteristic based on the driving force transmitted from the engine. The stator 23 is supported by a housing 53 that houses the fluid transmission device 1-1 via the one-way clutch 24. Here, the one-way clutch 24 supports the stator 23 so as to be rotatable in only one direction with respect to the housing 53. The one-way clutch 24 is supported on the sleeve 51 and the hub 52 by bearings 25 and 26 so as to be rotatable in the axial direction.

  The lock-up clutch 30 directly transmits the driving force from the engine transmitted to the front cover 10 to the output shaft 50 without using the fluid transmission mechanism 20. As shown in FIG. 1, the lockup clutch 30 is disposed between the damper mechanism 40 and the front cover 10. That is, in the fluid transmission device 1-1, the front cover 10, the lockup clutch 30, the damper mechanism 40, and the fluid transmission mechanism 20 are arranged in this order from the engine side to the output shaft side. The lockup clutch 30 includes a clutch piston 32, a friction material 35, and a piston hydraulic chamber 33.

  The clutch piston 32 performs contact and separation between the friction material 35 and the front cover 10. The clutch piston 32 has an annular shape, and an annular friction material 35 is provided on the engine side near the radially outer end. A protruding portion 32 a that protrudes toward the engine side is formed at the radially inner end of the clutch piston 32. The protrusion 32 a has a cylindrical shape and is supported so as to be slidable in the axial direction with respect to the hub 52. That is, the clutch piston 32 can slide in the axial direction with respect to the front cover 10, and the relative distance of the friction material 35 to the front cover 10 can be changed. Therefore, the friction material 35 and the front cover 10 can be contacted and separated by the movement of the clutch piston 32 in the axial direction. A seal member P that suppresses leakage of hydraulic oil from between the protrusion 32 a that slides on the hub 52 and the hub 52 is disposed between the protrusion 32 a and the hub 52.

  A flange portion 32 b that protrudes toward the output shaft is formed at the radially outer end of the clutch piston 32. The flange portion 32b has a cylindrical shape, and a connection concave portion 32c that engages with a center plate 42 described later is formed at an end portion on the output shaft side. A plurality of connecting recesses 32c are formed in the circumferential direction with respect to the flange portion 32b.

  The piston hydraulic chamber 33 moves the clutch piston 32 in the axial direction. The piston hydraulic chamber 33 is formed between the clutch piston 32 and the front cover 10. The hydraulic pressure control means (not shown) causes the hydraulic pressure in the piston hydraulic chamber 33 to be relatively lower than the hydraulic pressure on the output shaft side relative to the clutch piston 32, so that the friction material 35 and the front cover 10 come into contact with each other and lock. The up clutch 30 is turned on. When the lockup clutch 30 is turned on, the front cover 10 and the clutch piston 32 rotate together. Thereby, the lockup clutch 30 transmits the driving force from the engine transmitted through the front cover 10 directly to the output shaft 50 through the damper mechanism 40.

  The damper mechanism 40 is damper means, and connects the lockup clutch 30 and the hub 52 via an elastic body, in this embodiment, a plurality of damper springs (second elastic bodies) 44a and 44b. The damper mechanism 40 is housed inside the front cover 10 and includes a first side plate 41, a center plate 42, a second side plate 43, and a plurality of damper springs 44a and 44b.

  When the lockup clutch 30 is turned on, the driving force from the engine transmitted from the front cover 10 to the center plate 42 is transmitted to the first side plate 41 via a plurality of damper springs 44a and 44b. The first side plate 41 is disposed between the center plate 42 and the turbine liner 22. The first side plate 41 is formed with a space for accommodating a plurality of damper springs 44 a and 44 b held by the center plate 42. Further, the first side plate 41 is formed with a driving force transmission portion that can come into contact with both end portions of the plurality of damper springs 44 a and 44 b held by the center plate 42. Here, the first side plate 41 is integrated with the second side plate 43 by a connecting means, for example, a rivet 45. Here, a sleeve 46 is provided between the integrated first side plate 41 and second side plate 43. The sleeve 46 has a cylindrical shape, and is provided so as to appropriately maintain a space between the first side plate 41 and the second side plate 43 in the rivet 45. That is, the sleeve 46 regulates the relative position of the first side plate 41 and the second side plate 43 in the axial direction.

  The radially inner end of the first side plate 41 is fixed to the hub 52 by a rivet 52a. That is, the first side plate 41 and the second side plate 43 are coupled to the hub 52 so as to be integrally rotatable.

  The center plate 42 has an annular shape and is disposed between the first side plate 41 and the second side plate 43. The center plate 42 holds damper springs 44a and 44b, which are a plurality of elastic bodies. The center plate 42 is formed with a first holding portion 42a, a second holding portion 42b, a sleeve slide portion 42c, and a connecting projection portion 42d.

  The first holding portion 42 a is a slit formed in an arc shape at a radially outer position of the center plate 42, and a plurality of first holding portions 42 a are formed in the circumferential direction of the center plate 42. Each first holding portion 42a holds a damper spring 44a, and makes contact with both end portions of the damper spring 44a.

  The second holding portion 42 b is a slit formed in an arc shape at a radially inner position of the center plate 42, and a plurality of second holding portions 42 b are formed in the circumferential direction of the center plate 42. Each of the second holding portions 42b holds a damper spring 44b, and comes into contact with both end portions of the damper spring 44b.

  The sleeve slide portion 42 c is a slit formed in an arc shape at the position of the center portion in the radial direction of the center plate 42, and a plurality of sleeve slide portions 42 c are formed in the circumferential direction of the center plate 42. Each sleeve slide portion 42c slides the sleeve 46 in the circumferential direction with respect to the center plate 42. That is, the first side plate 41 and the second side plate 43 integrated by the rivet 45 can rotate relative to the center plate 42.

  The connecting projection 42d is formed at the radially outer end of the center plate 42. A plurality of connection protrusions 42 d are formed in the circumferential direction with respect to the center plate 42. The connection protrusion 42d is engaged with the connection recess 32c of the clutch piston 32, and the center plate 42 is restricted from rotating relative to the clutch piston 32.

  The second side plate 43 is disposed between the center plate 42 and the clutch piston 32. The driving force from the engine transmitted from the front cover 10 to the center plate 42 when the lock-up clutch 30 is ON is transmitted to the second side plate 43 via a plurality of damper springs 44a and 44b. The second side plate 43 is formed with a space for accommodating a plurality of damper springs 44 a and 44 b held by the center plate 42. Further, the second side plate 43 is formed with a driving force transmission portion that can come into contact with both ends of the plurality of damper springs 44a and 44b held by the center plate 42, respectively.

  The damper spring 44a is an elastic body and is a coil spring. The damper spring 44 a transmits the driving force of the engine transmitted from the front cover 10 to the center plate 42 to the first side plate 41 and the second side plate 43 when the lockup clutch 30 is ON. When the driving force is transmitted from the contact center plate 42 when the lockup clutch 30 is ON, the damper spring 44a comes into contact with the center plate 42 at one end and the first side plate 41 and the other end at the other end. By contacting the second side plate 43, the driving force is transmitted to the first side plate 41 and the second side plate 43 that are in contact with each other while elastically deforming according to the driving force.

  The damper spring 44b is an elastic body and is a coil spring. The damper spring 44 b transmits the engine driving force transmitted from the front cover 10 to the center plate 42 to the first side plate 41 and the second side plate 43 when the lockup clutch 30 is ON. When the driving force is transmitted from the contact center plate 42 when the lockup clutch 30 is ON, the damper spring 44b comes into contact with the center plate 42 at one end and the first side plate 41 and the other end at the other end. By contacting the second side plate 43, the driving force is transmitted to the first side plate 41 and the second side plate 43 that are in contact with each other while elastically deforming according to the driving force.

  Here, the interior of the fluid transmission device 1-1 is partitioned into a fluid transmission mechanism space A formed between the clutch piston 32 and the pump shell 21 b and a piston hydraulic chamber 33. The fluid transmission device 1-1 includes hydraulic control means (not shown), and hydraulic oil is supplied to either the fluid transmission mechanism space A or the piston hydraulic chamber 33. The hydraulic control means can control the pressure difference between the hydraulic pressure of the fluid transmission mechanism space A and the hydraulic pressure of the piston hydraulic chamber 33, that is, the pressing force acting on both sides in the axial direction of the clutch piston 32. The hydraulic control means supplies hydraulic oil to the fluid transmission mechanism space A when the lockup clutch 30 is ON-controlled. Thereby, the hydraulic pressure of the fluid transmission mechanism space A is made larger than the hydraulic pressure of the piston hydraulic chamber 33, the clutch piston 32 is moved to the engine side, and the friction material 35 and the front cover 10 are brought into contact with each other. Thereby, the friction material 35 and the front cover 10 are frictionally engaged, and the front cover 10 and the clutch piston 32 rotate integrally.

  Further, the hydraulic control means supplies hydraulic oil to the piston hydraulic chamber 33 during the OFF control of the lockup clutch 30, and discharges the hydraulic oil from the fluid transmission mechanism space A to the outside of the fluid transmission device 1-1. Thereby, the hydraulic pressure of the piston hydraulic chamber 33 is made larger than the hydraulic pressure of the fluid transmission mechanism space A, the clutch piston 32 is moved to the output shaft side, and the friction material 35 is separated from the front cover 10. Thereby, the frictional engagement between the friction material 35 and the front cover 10 is released, and the integral rotation of the front cover 10 and the clutch piston 32 is released.

  Next, operation | movement of the fluid transmission apparatus 1-1 concerning this embodiment is demonstrated. When the engine generates driving force and the engine output shaft 110 rotates, the driving force from the engine is transmitted to the front cover 10 via the input unit damper mechanism 60. The input portion damper spring 15 of the input portion damper mechanism 60 is between the drive plate 100 and the side plates 13 and 14 and is elastically deformed in accordance with a change in driving force. Since the input portion damper spring 15 absorbs vibrations caused by an explosion of the engine (not shown), vibrations such as a booming noise when driving force is transmitted are reduced.

  Since the friction material 35 is separated from the front cover 10 when the lockup clutch 30 is OFF, the driving force from the engine transmitted to the front cover 10 is transmitted to the output shaft 50 via the fluid transmission mechanism 20. . On the other hand, since the friction material 35 and the front cover 10 are in contact with each other when the lock-up clutch 30 is ON, the driving force transmitted from the engine to the front cover 10 is the lock-up clutch 30, the center plate 42, each damper. It is transmitted to the output shaft 50 via the springs 44 a and 44 b, the first side plate 41 and the second side plate 43. Here, when the lock-up clutch 30 is switched from OFF to ON or from ON to OFF, when the driving force from the engine changes, or when the resistance force from the road surface transmitted to the output shaft 50 changes In such a case, since the driving force changes, the damper springs 44a and 44b are elastically deformed in accordance with the change of the driving force. Further, when the lock-up clutch 30 is ON, vibrations caused by explosion of the engine (not shown) are absorbed by the damper springs 44a and 44b, so that vibrations such as a booming noise during transmission of the driving force via the damper mechanism 40 can be reduced. It is illustrated.

  As described above, in the present embodiment, the input is performed between the front cover 10 as the outer shell member of the fluid transmission device 1-1 and the drive plate 100 as the input member that transmits the driving force of the engine to the front cover 10. A partial damper spring 15 is provided. The mass of the fluid transmission device 1-1 including the front cover 10 that is the outer shell member and the pump shell 21b can be used as the mass of the vibration absorbing spring, and a large booming noise reduction effect can be obtained. The vibration absorber needs a spring and a mass (mass), but conventionally, an extremely large mass of the fluid transmission device has not been used. According to the input portion damper mechanism 60 of the present embodiment, a high vibration absorbing function is realized by using the fluid transmission device 1-1 having a large mass as the mass of the vibration absorber.

  The input portion damper mechanism 60 of the present embodiment is particularly effective in a drive device having a supercharged and miniaturized engine, for example. There is a movement to reduce the size of the engine by supercharging the engine, aiming to ensure athletic performance and fuel efficiency. As a result, the number of cylinders is being reduced, for example, a 6-cylinder engine is changed to a 4-cylinder supercharged engine. Since the booming noise is generated by the primary explosion component of the engine, the lock-up rotation speed set to 1000 rpm in the conventional 6-cylinder engine becomes 1500 rpm when simply replaced in the 4-cylinder engine. Furthermore, the output of one explosion is increased due to supercharging, and it becomes difficult to suppress the booming noise unless the lockup rotation speed of the fluid transmission device is further increased. However, if the lockup rotation speed is increased, the effect of improving the fuel consumption by the lockup cannot be obtained sufficiently. As a result, even if the efficiency of the engine alone is improved, the merit as the vehicle fuel efficiency cannot be obtained sufficiently.

  FIG. 9 is a diagram illustrating an example of the vibration reduction effect by the input unit damper mechanism 60. In FIG. 9, reference numeral V <b> 1 is a relationship between the engine speed and the vibration transmissibility to the drive shaft in a conventional drive device that does not include the input section damper mechanism 60, and reference numeral V <b> 2 is the present embodiment including the input section damper mechanism 60. The relationship between the engine speed in the driving device 300 and the vibration transmission rate to the drive shaft is shown. As can be seen from FIG. 9, the vibration transmitted to the drive shaft can be greatly reduced by the vibration absorbing function of the input damper mechanism 60. For example, when the engine speed is 1000 rpm, the driving device 300 according to the present embodiment reduces the vibration by 10 dB compared to a conventional driving device that does not include the input unit damper mechanism 60. Thereby, a muffled sound can be reduced effectively. Even when a small-cylinder supercharged engine is installed, the lock-up rotation speed can be set to a lower rotation speed as compared with the conventional drive device, and the fuel efficiency can be improved.

  In this embodiment, the resonance frequency of the vibration absorber made up of the input damper mechanism 60 and the fluid transmission device 1-1 is determined by the idling rotation of the engine when the automatic transmission is in a non-traveling range such as the N range or the P range. It is set to be higher than the frequency corresponding to the number. Here, the parameters for determining the resonance frequency are, for example, the spring constant of the input portion damper spring 15 and the unsprung load of the input portion damper spring 15, that is, the mass on the output shaft side of the input portion damper spring 15 (inertial mass). It is. Since the resonance frequency is set higher than the idling rotational speed in the N range or the P range, it is possible to suppress energy absorption by the vibration absorber in the process of increasing the rotational speed when starting the engine. In other words, a decrease in engine startability can be suppressed.

  The resonance frequency of the vibration absorber is lower than the frequency corresponding to the engine speed when the automatic transmission is in a traveling range such as the D range and the lockup clutch 30 is in the ON state. It is set to be. Thereby, when driving | running | working in the ON state of the lockup clutch 30, it can suppress that resonance arises in a vibration absorber. When the shift state of the automatic transmission is the travel range, the clutch is engaged inside the automatic transmission and the inertial mass is increased, so that the input portion damper spring is compared with the N range or P range. The unsprung load of 15 becomes large. In other words, the resonance frequency of the vibration absorber is lower when it is in the traveling range than when it is in the N range or P range. Thereby, for example, the resonance frequency in the traveling range can be set to be lower than the frequency corresponding to the idling rotational speed. Therefore, it is possible to realize a vibration absorber having a characteristic that the resonance frequency in the non-traveling range is higher than the idling rotational speed and the resonant frequency in the traveling range is lower than the idling rotational speed.

  Moreover, the input part damper mechanism 60 is installed using the space of the nut part corresponding to the set bolt which fastens the drive plate 100 and the front cover 10 in the conventional drive device. Further, the drive plate 100 is used as a holding member that holds the input portion damper spring 15. In the conventional fluid transmission device, the nut portion is formed at a predetermined interval in the circumferential direction with respect to the front cover, and the set bolt inserted into the through hole of the drive plate is screwed into the nut portion, The front cover was fastened. In such a conventional fluid transmission device, the space between the nut portions has not been effectively used. In the present embodiment, a holding portion 13b that holds the input portion damper spring 15 is formed between each bolt hole 13a as a nut portion. In addition, the holding portion 14b of the front side plate 14 is formed using a space between the through holes 14a, that is, a region overlapping with the rotation track of the bolt 16. Thereby, the input portion damper mechanism 60 can be provided without increasing the axial dimension of the driving device 300.

[Second Embodiment]
The second embodiment will be described with reference to FIG. In the second embodiment, only differences from the first embodiment will be described.

  In the first embodiment, the damper mechanism 40 is provided on the output shaft side of the lockup clutch 30. Instead, in this embodiment, the damper mechanism 40 is on the engine side of the lockup clutch 130. Is provided. In the present embodiment, the first side plate 41 also serves as the clutch piston 32. Since there is no clutch piston 32 between the dampers, the seriality of the input portion damper spring 15 and the damper springs 44a and 44b is improved. As a result, the cooperation between the input portion damper spring 15 and the damper springs 44a and 44b is improved, and the resonance point of the vibration absorber is lowered.

  FIG. 10 is a diagram illustrating a cross-sectional view of a main part of the drive device according to the present embodiment.

  In the fluid transmission device 1-2 of the driving device 310 of the present embodiment, the first side plate 41 also serves as the clutch piston 32. As shown in FIG. 10, the lock-up clutch 130 is disposed between the turbine liner 22 and the damper mechanism 40. That is, in the fluid transmission device 1-2, the front cover 10, the damper mechanism 40, the lockup clutch 130, and the fluid transmission mechanism 20 are arranged in this order from the engine side to the output shaft side. The center plate 42 is engaged with the front cover 10, and the engine driving force transmitted to the front cover 10 is directly transmitted to the center plate 42.

  The lockup clutch 130 includes a clutch piston 32, a clutch plate 34, and a friction material 35. The clutch plate 34 is disposed between the clutch piston 32 and the turbine liner 22. A friction material 35 is provided in the vicinity of the radially outer end of the clutch piston 32 that also serves as the first side plate 41. The friction material 35 is attached to the output shaft side of the clutch piston 32 via a support member 37. The friction surface 31 of the lockup clutch 130 includes a friction material 35 and a clutch plate 34.

  A protruding portion 32 a that protrudes toward the engine side is formed at the radially inner end of the clutch piston 32. The protruding portion 32a has a cylindrical shape and is supported so as to be slidable in the axial direction with respect to a step portion 11a formed in the vicinity of the radially inner end portion of the front cover 10. That is, the clutch piston 32 can slide in the axial direction with respect to the front cover 10, and the relative distance of the friction material 35 to the clutch plate 34 can be changed. Therefore, the friction surface 31 can be contacted and separated by the axial movement of the clutch piston 32. In addition, the sealing member P which suppresses the leakage of the hydraulic fluid from between the protrusion part 32a which slides the level | step-difference part 11a, and the level | step-difference part 11a is arrange | positioned between the protrusion part 32a and the level | step-difference part 11a.

  The clutch plate 34 has an annular shape, and a protruding portion 34a that protrudes toward the engine side is formed at the radially inner end portion. The protrusion 34 a has a cylindrical shape and is supported so as to be slidable in the axial direction with respect to the hub 52. That is, the clutch plate 34 can slide in the axial direction with respect to the turbine liner 22, and the relative distance to the friction material 35 can be changed. Therefore, the friction surface 31 can be contacted and separated by the axial movement of the clutch plate 34. Between the protrusion 34 a and the hub 52, a seal member P that suppresses leakage of hydraulic oil from between the protrusion 34 a that slides on the hub 52 and the hub 52 is disposed.

  A flange portion 34 b that protrudes toward the output shaft is formed at the radially outer end of the clutch plate 34. The flange portion 34b has a cylindrical shape, and a connection cutout portion 34c that engages with a transmission member 27 described later is formed at an end portion on the output shaft side. A plurality of connection notches 34c are formed in the circumferential direction with respect to the flange 34b.

  A transmission member 27 is formed in the vicinity of the radially outer end of the turbine liner 22. The transmission member 27 is formed in an annular shape and is attached to the turbine shell 22b. A connecting projection 27 a is formed on the radially outer end of the transmission member 27. A plurality of connection protrusions 27a are formed in the circumferential direction with respect to the transmission member 27 corresponding to each connection notch 34c. The connection protrusion 27 a is fitted to the connection cutout 34 c of the clutch plate 34, and the clutch plate 34 is rotated relative to the turbine liner 22 by fitting the connection protrusion 27 a and the connection cutout 34 c. To be regulated.

  The front cover 10 is formed with a connecting groove 12a. The connecting groove portion 12a is formed in the flange portion 12 that is a portion of the front cover 10 that faces the connecting projection portion 42d of the center plate 42 in the radial direction. The connecting groove portion 12 a is formed along the axial direction from the end on the output shaft side of the flange portion 12 to the vicinity of the main body portion 11. A plurality of connecting groove portions 12 a are formed in the circumferential direction with respect to the front cover 10.

  The connecting projection 42d is formed at the radially outer end of the center plate 42. When the center plate 42 is inserted into the front cover 10, the connection protrusion 42d is inserted into the connection groove 12a so as to face the connection groove 12a of the front cover 10 in the radial direction, and the center plate 42 is inserted into the front cover. The relative rotation with respect to 10 is restricted. A plurality of connection protrusions 42 d are formed in the circumferential direction with respect to the center plate 42.

  The fluid transmission device 1-2 includes a fluid transmission mechanism space A formed between the clutch plate 34 and the pump shell 21b, and a clutch space B formed between the clutch piston 32 and the clutch plate 34. And a piston hydraulic chamber 33 formed between the clutch piston 32 and the front cover 10. In the fluid transmission device 1-2, hydraulic fluid is supplied to either the fluid transmission mechanism space A or the clutch space B by the hydraulic control means. The hydraulic pressure control means controls the pressure difference between the hydraulic pressure in the clutch space B and the hydraulic pressure in the fluid transmission mechanism space A and the piston hydraulic chamber 33, that is, the pressing force acting in the axial direction on the clutch piston 32 and the clutch plate 34. be able to.

  The hydraulic control means supplies hydraulic oil to the fluid transmission mechanism space A and discharges the hydraulic oil from the clutch space B to the outside of the fluid transmission device 1-2 when the lockup clutch 130 is ON-controlled. Thereby, the hydraulic pressure in the fluid transmission mechanism space A and the piston hydraulic chamber 33 is made larger than the hydraulic pressure in the clutch space B. By this hydraulic control, the clutch piston 32 is moved to the output shaft side, and the clutch plate 34 is moved to the engine side to bring the friction surface 31 into contact. Thereby, the friction material 35 and the clutch plate 34 are frictionally engaged, and the clutch piston 32 and the clutch plate 34 rotate integrally. That is, when the lockup clutch 130 is ON, the driving force of the engine is directly transmitted from the front cover 10 to the output shaft 50 without passing through the fluid transmission mechanism 20.

  Further, the hydraulic control means supplies hydraulic oil to the clutch space B when the lock-up clutch 130 is turned off, and discharges the hydraulic oil from the fluid transmission mechanism space A to the outside of the fluid transmission device 1-2. As a result, the hydraulic pressure in the clutch space B is made larger than the hydraulic pressure in the fluid transmission mechanism space A and the piston hydraulic chamber 33. By this hydraulic control, the clutch piston 32 is moved to the engine side, and the clutch plate 34 is moved to the output shaft side, whereby the friction surface 31 is separated. Thereby, the frictional engagement between the friction material 35 and the clutch plate 34 is released, and the integral rotation of the clutch piston 32 and the clutch plate 34 is released.

  In the fluid transmission device 1-2 according to the present embodiment, unlike the fluid transmission device 1-1 according to the first embodiment, the clutch piston 32 is located on the output shaft side with respect to the damper springs 44a and 44b. Since the clutch piston 32 is not provided between the input portion damper spring 15 and the damper springs 44a and 44b, the seriality of the input portion damper spring 15 and the damper springs 44a and 44b is improved. As a result, the cooperation between the input portion damper spring 15 and the damper springs 44a and 44b is improved, and the resonance point of the vibration absorber is lowered. Therefore, the lockup region can be expanded to the low rotation side, and fuel consumption can be improved. The resonance point of the vibration absorber can be appropriately set by adapting the resonance system of the entire power train by the fluid transmission device 1-2 of the present embodiment. For example, in the vibration absorber, the characteristic that the resonance frequency is higher than the idling speed in the non-running range and the resonance frequency is lower than the idling speed in the running range is more reliably realized.

[Third Embodiment]
The third embodiment will be described with reference to FIG. In the third embodiment, only differences from the above embodiments will be described.

  FIG. 11 is a cross-sectional view of a main part of the drive device according to the third embodiment. In the fluid transmission device 1-3 of the drive device 320 of the present embodiment, the second embodiment is that turbine-side damper springs 64a and 64b as third elastic bodies are added to the output shaft side of the clutch plate 62. It differs from the fluid transmission apparatus 1-2 concerning. Since the additional turbine side damper springs 64a and 64b are provided in series with the input portion damper spring 15 and the damper springs 44a and 44b, the spring is reduced as a whole, and the resonance point of the vibration absorber can be further lowered.

  As shown in FIG. 11, in the lockup clutch 230 of the fluid transmission device 1-3, the friction surface 31 includes a pressing plate 61 and a friction material 35 provided on the clutch plate 62. A pressing plate 61 is provided at the radially outer end of the clutch piston 32. The pressing plate 61 has an annular shape, and is fixed to a surface of the clutch piston 32 facing the turbine liner 22 by a fixing means such as welding S. That is, the pressing plate 61 is fixed to the clutch piston 32 and rotates integrally with the clutch piston 32.

  The clutch plate 62 has an annular shape and is disposed between the clutch piston 32 and the turbine liner 22. A protruding portion 62 a that protrudes toward the engine is formed at the radially inner end of the clutch plate 62. The protrusion 62a of the clutch plate 62 is slidably supported by the hub 52. That is, the clutch plate 62 is supported by the hub 52 so as to be rotatable relative to the turbine shell 22b and to be slidable in the axial direction. Between the protrusion 62a and the hub 52, a seal member P that suppresses leakage of hydraulic oil from between the protrusion 62a and the hub 52 is disposed. The radially outer end of the clutch plate 62 is in the vicinity of the pump shell 21b. The clutch plate 62 provides a liquid-tight seal between the output shaft side and the engine side than the clutch plate 62. In the present embodiment, a clutch space B is formed between the clutch plate 62 and the clutch piston 32. A friction material 35 is provided on the engine side near the radially outer end of the clutch plate 62.

  The clutch plate 62 is formed with a first engagement protrusion 62b that can contact the end of the turbine side damper spring 64a and a second engagement protrusion 62c that can contact the end of the turbine side damper spring 64b. ing. The engaging protrusions 62b and 62c protrude toward the turbine liner 22 and are formed on both sides of the turbine side damper springs 64a and 64b in the circumferential direction. In other words, in the circumferential direction, the turbine-side damper spring 64a is sandwiched between the two first engagement projections 62b, and the turbine-side damper spring 64b is sandwiched between the two second engagement projections 62c. .

  The turbine side damper springs 64a and 64b are elastic bodies and are coil springs. The turbine side damper springs 64a and 64b transmit the driving force of the engine transmitted from the front cover 10 to the clutch plate 62 via the lock-up clutch 230 to a holding member 63 described later. The turbine-side damper spring 64 a is disposed at the radially outer end of the turbine liner 22. Specifically, the turbine-side damper spring 64 a is disposed in a space D defined by the radially outer end of the turbine shell 22 b, the pump shell 21 b, and the clutch plate 62. Further, the turbine-side damper spring 64 b is disposed at the radially inner end of the turbine liner 22. Specifically, the turbine-side damper spring 64b is disposed in a space E defined by the radially inner end of the turbine shell 22b and the clutch plate 62.

  A holding member 63 is disposed between the clutch plate 62 and the turbine shell 22b. The driving force from the engine transmitted to the clutch plate 62 when the lockup clutch 230 is ON is transmitted to the holding member 63 via the plurality of turbine side damper springs 64a and 64b. The holding member 63 has an annular shape, and the radially inner end 63a is fixed to the hub 52 together with the turbine shell 22b by fastening means, for example, rivets 52a. The radially outer end 63b of the holding member 63 is fixed to the radially outer end of the turbine shell 22b by welding S. That is, the holding member 63 is fixed to the turbine shell 22b and can transmit a driving force to the turbine shell 22b.

  The holding member 63 is formed with a space for storing the plurality of turbine side damper springs 64a and 64b. In addition, the holding member 63 is formed with a driving force transmission portion that can come into contact with both end portions of the plurality of turbine side damper springs 64a and 64b. When the driving force is transmitted from the clutch plate 62 when the lockup clutch 230 is ON, the turbine side damper springs 64 a and 64 b come into contact with the clutch plate 62 and the other end contacts the holding member 63. By contacting, the driving force from the engine is transmitted to the holding member 63 while elastically deforming according to the driving force. In the present embodiment, the second damper means includes a clutch plate 62, a holding member 63, and turbine damper springs 64a and 64b.

  The hydraulic control during the ON control of the lockup clutch 230 and during the OFF control of the lockup clutch 230 can be the same as in the second embodiment. That is, the hydraulic pressure control means supplies hydraulic fluid to the fluid transmission mechanism space A and discharges hydraulic fluid from the clutch space B to the outside of the fluid transmission device 1-3 when the lock-up clutch 230 is ON-controlled. The hydraulic pressure in the fluid transmission mechanism space A and the piston hydraulic chamber 33 is made larger than the hydraulic pressure in the clutch space B. By this hydraulic pressure control, the clutch piston 32 is moved to the output shaft side, and the clutch plate 62 is moved to the engine side, whereby the pressing plate 61 is brought into contact with the friction material 35 and frictionally engaged, and the clutch piston 32 is engaged. And the clutch plate 62 are rotated together.

  Further, the hydraulic control means supplies hydraulic oil to the clutch space B and discharges the hydraulic oil from the fluid transmission mechanism space A to the outside of the fluid transmission device 1-3 when the lock-up clutch 230 is turned off. The hydraulic pressure in the clutch space B is made larger than the hydraulic pressure in the fluid transmission mechanism space A and the piston hydraulic chamber 33. By this hydraulic control, the clutch piston 32 is moved to the engine side, and the clutch plate 62 is moved to the output shaft side. Thereby, the pressing plate 61 that has been frictionally engaged with the friction material 35 is separated from the friction material 35, the friction engagement is released, and the integral rotation of the clutch piston 32 and the clutch plate 62 is released.

  The engine driving force transmitted through the lockup clutch 230 during the ON control of the lockup clutch 230 is transmitted through the clutch plate 62, the turbine side damper springs 64a and 64b, the holding member 63, the turbine shell 22b, and the hub 52. Is transmitted to the output shaft 50.

  In the present embodiment, during the ON control of the lockup clutch 230, the damper springs 44a, 44b, 64a, and the damper springs 44a, 44b and the turbine side damper springs 64a, 64b are arranged in series in the driving force transmission path. 64b is arranged. Therefore, it is easy to reduce the spring by increasing the overall spring length. By reducing the series spring constant, the generation of a booming noise is effectively reduced. Further, the damper springs 44a and 44b and the turbine side damper springs 64a and 64b are provided in series with the input portion damper spring 15, so that the vibration absorber including the input portion damper mechanism 60 and the fluid transmission device 1-3 is provided. The resonance frequency of the is reduced. As a result, the lockup region is expanded to the low speed side, so that fuel efficiency can be improved. When the lock-up clutch 230 is turned on, the resonance frequency of the vibration absorber is greatly reduced as compared to when the lock-up clutch 230 is turned off, so that the resonance frequency characteristic can be easily set to a desired characteristic. For example, in the vibration absorber, the characteristic that the resonance frequency is higher than the idling speed in the non-running range and the resonance frequency is lower than the idling speed in the running range is more reliably realized.

It is principal part sectional drawing of the apparatus concerning 1st Embodiment of the drive device of this invention. It is a figure which shows schematic structure of the apparatus concerning 1st Embodiment of the drive device of this invention. It is a top view of the front cover of the state where the rear side plate of 1st Embodiment of the drive device of this invention was fixed. It is a figure which shows the cross section of the front cover of the state to which the rear side plate of 1st Embodiment of the drive device of this invention was fixed. It is a top view of the drive plate of 1st Embodiment of the drive device of this invention. It is a figure which shows the cross section of the drive plate of 1st Embodiment of the drive device of this invention. It is a top view of the front side plate of 1st Embodiment of the drive device of this invention. It is a figure which shows the cross section of the front side plate of 1st Embodiment of the drive device of this invention. It is a figure which shows an example of the vibration reduction effect by the input part damper mechanism of 1st Embodiment of the drive device of this invention. It is principal part sectional drawing of the apparatus concerning 2nd Embodiment of the drive device of this invention. It is principal part sectional drawing of the apparatus concerning 3rd Embodiment of the drive device of this invention. It is a figure which shows an example of schematic structure of the conventional drive device.

Explanation of symbols

1-1, 1-2, 1-3 Fluid transmission device 10 Front cover 11 Body portion 11a Step portion 12 Flange portion 12a Connection groove portion 13 Rear side plate 14 Front side plate 15 Input portion damper spring 16 Bolt 17 Spacer ring 20 Fluid transmission mechanism (Fluid transmission means)
21 Pump Impeller 22 Turbine Liner 22b Turbine Shell 23 Stator 24 One Way Clutch 27 Transmission Member 27a Connection Protrusion 30, 130, 230 Lockup Clutch 31 Friction Surface 32 Clutch Piston 32b Flange 32c Connection Recess 33 Piston Hydraulic Chamber 34, 62 Clutch Plate 34c Connection notch 35 Friction material 40 Damper mechanism (damper means)
41 1st side plate 42 center plate 42a 1st holding part 42b 2nd holding part 42c sleeve slide part 42d connection projection part 43 2nd side plate 44a, 44b damper spring 45 rivet 46 sleeve 50 output shaft 51 sleeve 52 hub 52a rivet 53 Housing 60 Input part damper mechanism 61 Press plate 64a, 64b Turbine side damper spring 100 Drive plate 100a Ring slide part 100b Holding part 110 Engine output shaft 120 Connecting member 300, 310, 320 Drive unit A Fluid transmission mechanism space part B Clutch space part P Seal member S Welding

Claims (4)

A fluid transmission device having a front cover to which a driving force of a driving source is transmitted, and transmitting the driving force transmitted to the front cover to an output shaft via a working fluid;
A drive device comprising an input member facing the front cover in an axial direction and transmitting a driving force of the drive source to the front cover;
An elastic body arranged along the circumferential direction of the front cover and capable of contacting the front cover and the input member in the circumferential direction;
A driving device transmits driving force from the input member to the front cover via the elastic body. The drive device according to claim 1,
The fluid transmission device includes:
A lockup clutch that directly transmits the driving force transmitted to the front cover to the output shaft;
A damper means having a second elastic body disposed between the front cover and the lockup clutch, and connecting the front cover and the lockup clutch via the second elastic body; or A third elastic body disposed between the lock-up clutch and the output shaft; and a driving force is transmitted between the lock-up clutch and the output shaft via the third elastic body. A drive device comprising: at least one of second damper means. The drive device according to claim 1 or 2,
The drive source is an internal combustion engine,
The output shaft is for transmitting the driving force transmitted from the front cover to the automatic transmission,
The frequency at which the elastic body resonates is lower than the frequency corresponding to the rotational speed region of the internal combustion engine to which the lockup clutch is engaged when the range of the automatic transmission is a travel range. A drive device characterized by that. The drive device according to any one of claims 1 to 3,
The drive source is an internal combustion engine,
The output shaft is for transmitting the driving force transmitted from the front cover to the automatic transmission,
The frequency at which the elastic body resonates is higher than the frequency corresponding to the idling speed of the internal combustion engine when the range of the automatic transmission is a non-traveling range.

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