JP5332837B2 - Starting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a starting device capable of suitably carrying out absorption of a plurality of types of torque fluctuation of different sizes by proper hysteresis while suppressing enlargement of a whole device in an axial direction. <P>SOLUTION: The starting device is equipped with a lock-up clutch disposed on a power transmission path between an output shaft of an engine and an input shaft of a transmission mechanism and capable of carrying out power transmission between the output shaft and the input shaft, a damper mechanism capable of absorbing torque fluctuation generated in the power transmission path in a clutch-operated state of the lock-up clutch, a gear member 33 disposed in an output shaft side than the damper mechanism in the power transmission path, a turbine hub 22 disposed in an input shaft side than the damper mechanism in the power transmission path, and a frictional contact mechanism 17 changing an engaged state in a circumferential direction with respect to the turbine hub 22 in response to transition of the clutch-operated state of the lock-up clutch in a state of radially pressing the turbine hub 22 out of the gear member 33 and the turbine hub 22. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a starting device provided with a clutch mechanism.

  In general, a vehicular automatic transmission is provided with a fluid torque transmission device as a starting device for transmitting engine torque to an input shaft of a transmission mechanism. The hydrodynamic torque transmission device includes a front cover coupled to an output shaft of an engine, a pump impeller coupled to the front cover, a turbine runner coupled to an input shaft of a transmission mechanism in a manner facing the pump impeller, and the like The rotation member is provided. The torque transmitted from the engine side to the pump impeller is transmitted to the turbine runner via the fluid, so that the torque is transmitted to the transmission mechanism side. In recent years, such a fluid torque transmission device is provided with a lockup clutch for mechanically connecting an engine output shaft and a transmission mechanism input shaft.

  By the way, when the lock-up clutch is in a fully engaged state in which the friction force is applied to the front cover so as to be able to rotate integrally therewith, in order not to deteriorate the torque fluctuation based on the explosion vibration of the fuel in the engine, It is preferable that the hysteresis generated in the fluid torque transmission device is small. On the other hand, when the lock-up clutch is in a sliding engagement state in which the lock-up clutch slides on the front cover with a rotational difference, so-called judder vibration generated by the lock-up clutch rotating while sliding on the front cover is prevented. In order to attenuate, it is preferable that the hysteresis generated in the fluid type torque transmission device is large.

  Therefore, the fluid torque transmission device disclosed in Patent Document 1 is provided with a friction generating mechanism capable of adjusting the magnitude of hysteresis. In other words, the friction generating mechanism has an engagement portion (engagement protrusion) arranged in a rotational direction through a minute gap with respect to an engaged portion (engagement protrusion) formed at the tip of the lockup clutch. ), A plate member connected to the input shaft of the speed change mechanism in an axially opposed manner with respect to the friction plate, and a cone spring for pressing the friction plate in the axial direction against the plate member And.

JP 2007-9990 A

  However, in the fluid torque transmission device shown in Patent Document 1, since the members constituting the friction generating mechanism are arranged in parallel along the axial direction, the members are configured in the axial direction with respect to the members constituting the friction generating mechanism. It is necessary to secure an independent installation space for each, and there is a problem that the entire apparatus becomes longer in the axial direction.

  The present invention has been made in view of such circumstances, and an object of the present invention is to suitably perform absorption of torque fluctuations with appropriate hysteresis while suppressing the entire apparatus from being elongated in the axial direction. It is to provide a starting device.

In order to achieve the above object, the starting device of the present invention is disposed on a power transmission path between the output shaft of the drive source and the input shaft of the speed change mechanism, and can transmit power between the output shaft and the input shaft. And a damper mechanism capable of absorbing torque fluctuations generated in the power transmission path when the clutch mechanism is in a clutch operation, and disposed on the output shaft side of the damper mechanism in the power transmission path. Between the first rotating member, the second rotating member disposed closer to the input shaft than the damper mechanism in the power transmission path, and between the first rotating member and the second rotating member in the power transmission path In a state where the first rotating member and the second rotating member are arranged and engaged with one of the rotating members in the circumferential direction, the other rotating member is pressed in the radial direction to generate a frictional force in the circumferential direction. Dan Together to act in parallel with the mechanism, in the state not engaged in a circumferential direction relative to the rotation member of the one, and a frictional contact mechanism does not act a frictional force to the other rotary member, said frictional contact The mechanism includes a pressing member having an elastic force, and a support member that supports the pressing member in the radial direction while being pressed in the radial direction by the elastic force of the pressing member, and the pressing member is the other rotating member. And it arrange | positions in the state clamped from the radial direction both sides by the said supporting member .

  According to the above configuration, if the friction contact mechanism is engaged in the circumferential direction with respect to one of the first rotating member and the second rotating member, there is a rotational difference between the rotating members. When it occurs, it rotates relative to the other rotating member together with the one rotating member. Therefore, the friction contact mechanism increases the hysteresis generated on the friction surface between the other rotating member by sliding in the circumferential direction while pressing the other rotating member in the radial direction. On the other hand, if the frictional contact mechanism is not engaged with one of the rotating members in the circumferential direction, even if a rotational difference occurs between the rotating members, the frictional contact mechanism absorbs the rotational difference. In this way, it rotates relative to one of the rotating members. Therefore, the friction contact mechanism is integrated with the other rotating member without sliding in the circumferential direction even when the other rotating member is pressed in the radial direction and brought into contact with the frictional force in the circumferential direction. Since it rotates, the hysteresis which generate | occur | produces on the friction surface between this other rotating member is suppressed. Therefore, since the friction contact mechanism can change the magnitude of the hysteresis generated on the friction surface between the other rotating member, even if the torque fluctuation generated on the power transmission path changes, Absorption of the torque fluctuation can be suitably executed with appropriate hysteresis. In addition, the friction contact mechanism moves in the axial direction unlike the case where the friction force is applied by pressing one of the first rotation member and the second rotation member in the axial direction. It is not necessary to secure a space for this. Therefore, even when the friction contact mechanism having the above-described configuration is provided, it is possible to meet the demand for downsizing of the apparatus by suppressing the lengthening in the axial direction.

  In the starting device of the present invention, the friction contact mechanism includes a pressing member having an elastic force and a support member that supports the pressing member in the radial direction while being pressed in the radial direction by the elastic force of the pressing member. The pressing member is arranged in a state of being pressed from both sides in the radial direction by the other rotating member and the support member.

  According to the above configuration, the pressing member functions as a friction material that presses the other rotating member of the first rotating member and the second rotating member in the radial direction to apply a frictional force in the circumferential direction to make contact, Since it becomes the structure which has the function as an urging member which urges | biases this friction material to radial direction, it can contribute to reduction of a number of parts.

  Further, in the starting device of the present invention, as the torque output from the output shaft increases, the pressing member gradually increases in size in a region in which the pressing member contacts the other rotating member by applying a frictional force. It is comprised so that it may become.

  According to the above configuration, even when the magnitude of judder vibration generated from the clutch mechanism increases as the rotational speed of the clutch mechanism increases, the friction contact mechanism is By increasing the magnitude of the hysteresis generated with respect to the rotating member, judder vibration can be suitably damped.

In the starting device of the present invention, the pressing member is configured to be able to engage with the one rotating member in the circumferential direction.
According to the above configuration, the pressing member functions as an engaging member that engages with one of the first rotating member and the second rotating member in the circumferential direction, and the first rotating member and the second rotating member. Among the members, the other rotating member is pressed in the radial direction so as to function as an elastic friction material that applies a frictional force in the circumferential direction, so that the number of parts can be further reduced, and as a result, the device It can meet the demand for further downsizing of the whole.

In order to achieve the above object, the starting device of the present invention is disposed on a power transmission path between the output shaft of the drive source and the input shaft of the speed change mechanism, and powers the output shaft and the input shaft. A clutch mechanism that enables transmission, a damper mechanism that can absorb torque fluctuations that occur in the power transmission path when the clutch mechanism is in a clutch operation, and a position closer to the output shaft than the damper mechanism in the power transmission path A first rotating member, a second rotating member disposed closer to the input shaft than the damper mechanism in the power transmission path, and the first rotating member and the second rotating member in the power transmission path In a state where the first rotating member and the second rotating member are engaged with each other in the circumferential direction, the other rotating member is pressed in the radial direction to cause friction in the circumferential direction. Power forward Together to act in parallel to the damper mechanism, when not engaged in the circumferential direction with respect to the rotating member of the one, and a frictional contact mechanism does not act a frictional force to the other rotary member, said friction The contact mechanism is configured in such a manner that the conditions regarding the rotation difference between the first rotating member and the second rotating member when the circumferential engagement state with the one rotating member changes are different from each other in the first rotation. A plurality of members are arranged in parallel between the member and the second rotating member.

  According to the above configuration, when the rotation difference between the first rotating member and the second rotating member reaches a predetermined threshold, the first rotating member and the second rotating member are arranged in parallel. Among the plurality of friction contact mechanisms, one friction contact mechanism is engaged with one rotation member of the first rotation member and the second rotation member in the circumferential direction, thereby providing hysteresis with the other rotation member. generate. In addition, when the rotation difference between the first rotating member and the second rotating member is further increased, the other frictional contact mechanism is similarly circumferential with respect to one rotating member of the first rotating member and the second rotating member. By engaging with, hysteresis is generated between the other rotating member. In other words, the frictional contact mechanism changes the magnitude of the hysteresis generated with the other rotating member in multiple steps according to the magnitude of the rotation difference between the first rotating member and the second rotating member. Can do.

In order to achieve the above object, the starting device of the present invention is disposed on a power transmission path between the output shaft of the drive source and the input shaft of the speed change mechanism, and powers the output shaft and the input shaft. A clutch mechanism that enables transmission, a damper mechanism that can absorb torque fluctuations that occur in the power transmission path when the clutch mechanism is in a clutch operation, and a position closer to the output shaft than the damper mechanism in the power transmission path A first rotating member, a second rotating member disposed closer to the input shaft than the damper mechanism in the power transmission path, and the first rotating member and the second rotating member in the power transmission path In a state where the first rotating member and the second rotating member are engaged with each other in the circumferential direction, the other rotating member is pressed in the radial direction to cause friction in the circumferential direction. Power forward Together to act in parallel to the damper mechanism, when not engaged in the circumferential direction with respect to the rotating member of the one, and a frictional contact mechanism does not act a frictional force to the other rotary member, said friction The contact mechanism is configured such that as the torque output from the output shaft increases, the pressing force pressing the other rotating member in the radial direction increases.

  According to the above configuration, even when the magnitude of the judder vibration generated from the clutch mechanism increases as the rotational speed of the clutch mechanism increases, the friction contact mechanism has the first friction contact mechanism corresponding to the increase. Suitable for judder vibration by increasing the amount of hysteresis generated between the rotating member and the second rotating member by increasing the pressing force for pressing the other rotating member in the radial direction. Can be attenuated.

  In the starting device of the present invention, the friction contact mechanism may include an intermediate member that contacts the other rotating member by pressing in the radial direction while relatively moving in the circumferential direction and applying a frictional force in the circumferential direction. The intermediate member is engaged with the one rotating member via an engaging surface inclined in a direction intersecting with the radial direction.

  According to the above configuration, when the intermediate member is engaged with one of the first rotating member and the second rotating member in the circumferential direction, the stress from the one rotating member is the radial direction. Acting in a direction perpendicular to the engagement surface (that is, a direction intersecting the circumferential direction) via the engagement surface inclined in the intersecting direction. That is, the stress from the one rotating member acts on the intermediate member in a mode including a radial component. Therefore, when the rotational difference between the first rotating member and the second rotating member increases as the torque output from the drive source increases, the rotation member from this one rotating member to the intermediate member The magnitude of the stress acting in the radial direction increases. As a result, the intermediate member slides in the circumferential direction in a state where the pressing force for pressing the other rotating member in the radial direction among the first rotating member and the second rotating member is increased. The magnitude of the hysteresis occurring between the two increases. Therefore, as the torque output from the drive source increases, the frictional contact mechanism increases the pressing force that presses the other rotating member in the radial direction, thereby generating the torque with the other rotating member. A configuration for increasing the magnitude of the hysteresis can be easily realized.

The longitudinal cross-sectional view of the torque converter of 1st Embodiment. The cross-sectional view of the friction contact mechanism of 1st Embodiment. (A) is a schematic diagram which shows the effect | action of the friction contact mechanism at the time of the sliding engagement state of a lockup clutch, (b) is the schematic diagram which shows the effect | action of the friction contact mechanism at the time of a lockup clutch complete engagement state. The longitudinal cross-sectional view of the torque converter of 2nd Embodiment. The cross-sectional view of the friction contact mechanism of 2nd Embodiment. (A) is a cross-sectional view of a gear member, (b) is a cross-sectional view of a turbine hub. (A) is a schematic diagram which shows the effect | action of the friction contact mechanism at the time of the sliding engagement state of a lock clutch, (b) is a schematic diagram which shows the effect | action of the friction contact mechanism at the time of the fully engagement state of a lockup clutch. The torsional characteristic diagram of the lockup clutch of the second embodiment. The longitudinal cross-sectional view of the torque converter of 3rd Embodiment. The transverse cross section of the friction contact mechanism of a 3rd embodiment. The longitudinal cross-sectional view of the torque converter of 4th Embodiment. The transverse cross section of the friction contact mechanism of a 4th embodiment. The longitudinal cross-sectional view of the torque converter of 5th Embodiment. The cross-sectional view of the friction contact mechanism of 5th Embodiment. The longitudinal cross-sectional view of the torque converter of 6th Embodiment. (A) is a cross-sectional view of a 1st friction contact mechanism, (b) is a cross-sectional view of a 2nd friction contact mechanism. The torsional characteristic diagram of the lock-up clutch of the sixth embodiment. The longitudinal cross-sectional view of the torque converter of 7th Embodiment. (A) is a principal part expanded sectional view which shows the effect | action of the friction contact mechanism at the time of low speed rotation, (b) is a principal part enlarged sectional view which shows the effect | action of the friction contact mechanism at the time of high speed rotation. The longitudinal cross-sectional view of the torque converter of another embodiment. The cross-sectional view of the friction contact mechanism of another embodiment.

(First embodiment)
Hereinafter, a first embodiment in which the present invention is embodied in a torque converter which is a kind of starting device will be described with reference to FIGS. In the following description of the present specification, the “front-rear direction” refers to the front-rear direction indicated by the arrows in the figure.

  As shown in FIG. 1, the torque converter 10 includes a front cover 12 connected to an output shaft 11 of an engine as a drive source, and a pump cover 13 fixed to the outer peripheral side end of the front cover 12 by welding. A housing 14 is configured. The converter housing 14 contains a lockup clutch 15 as a clutch mechanism, a damper device 16 as a damper mechanism, and a friction contact mechanism 17 and is filled with ATF (automatic transmission fluid) as hydraulic oil. Has been.

  The front cover 12 has a substantially bottomed cylindrical shape with the front side closed and the rear side opened, and the engine output shaft 11 is connected to a substantially central portion of the bottom wall of the front cover 12 to rotate the engine output shaft 11. It is designed to rotate based on the drive. The pump cover 13 has a substantially annular shape capable of closing the opening on the rear side of the front cover 12, and has a cylindrical shape connected to the drive shaft of an oil pump of a transmission mechanism (not shown) at the center thereof. The support cover 18 is fixed. That is, the rotation of the output shaft 11 of the engine is transmitted to the oil pump via the front cover 12, the pump cover 13, and the support cover 18.

  As shown in FIG. 1, in the converter housing 14, a pump impeller 19 having an impeller shape is provided on the front side of the pump cover 13 (on the side facing the front cover 12). It is fixed so as to rotate together. Further, in the converter housing 14, a turbine runner 20 having an impeller shape so as to face the pump impeller 19 in the front-rear direction is connected to the flange 22 a of the turbine hub 22 by a pin 21 on the inner peripheral side thereof. Thus, the turbine hub 22 is arranged so as to rotate integrally with the input shaft 24 of the speed change mechanism that is spline-fitted to the turbine hub 22.

  Further, in the converter housing 14, a stator 25 is disposed between the pump impeller 19 and the turbine runner 20, and a one-way clutch 26 that functions to prevent rotation in one direction is provided in the stator 25. It has been. The stator 25 adjusts the flow direction of the ATF in the converter housing 14 by the one-way clutch 26 based on the speed difference between the pump impeller 19 and the turbine runner 20.

  The lock-up clutch 15 is disposed between the front cover 12 and the turbine runner 20 in the converter housing 14 so that the output shaft 11 of the engine and the input shaft 24 of the transmission mechanism can be directly connected by operating the clutch. It is configured. The lockup clutch 15 has a clutch plate 27 which is an annular lockup clutch piston formed by processing a metal plate. The clutch plate 27 has an inner peripheral side end portion 27 a rotatably supported on the outer peripheral surface of the shaft portion 22 b of the turbine hub 22. In addition, a friction member 28 is fixed to the front surface on the outer peripheral side of the clutch plate 27 so as to face the rear surface of the front cover 12, and makes contact with the front cover 12 by applying a frictional force as necessary. It is possible. Further, the clutch plate 27 can move in the axial direction according to the hydraulic pressure difference between the hydraulic pressure on the front side (front cover 12 side) and the hydraulic pressure on the rear side (pump cover 13 side) by the sealing function of the seal ring c1. It has become.

  Specifically, the ATF is supplied to the front space 2a when viewed from the clutch plate 27 through an oil passage a1 formed so as to extend in the axial direction (front-rear direction) of the center of the input shaft 24 of the speed change mechanism. In this case, the hydraulic pressure is higher in the front space 2 a as viewed from the clutch plate 27 than in the rear space 2 b as viewed from the clutch plate 27. Therefore, the clutch plate 27 is pressed rearward to bring the friction member 28 and the front cover 12 into a disengaged state. That is, the lock-up clutch 15 is disengaged.

  On the other hand, when ATF is supplied to the rear space 2b as viewed from the clutch plate 27 via the space area a2 between the pump impeller 19 and the turbine runner 20, the front space 2a and the rear space A differential pressure is generated between 2b. The clutch plate 27 is gradually pressed forward according to the differential pressure, so that the friction member 28 is in sliding engagement with the front cover 12 with a rotational difference (also referred to as slip engagement state). become.

  Further, when the ATF is further supplied to the rear space 2b as viewed from the clutch plate 27 via the space area a2 between the pump impeller 19 and the turbine runner 20, the front space 2a and the rear space The differential pressure from 2b becomes larger. Then, the clutch plate 27 is pressed more strongly on the front side in accordance with this differential pressure, whereby the friction member 28 is brought into a fully engaged state in which it slides in contact with the front cover 12 so as to rotate integrally.

  The damper device 16 drives the rotational force of the drive plate 29 between the plates 29, 30, the annular drive plate 29 connected to the engine side, the disc-shaped driven plate 30 connected to the transmission mechanism side, and the both plates 29, 30. A damper spring 31 that transmits to the plate 30 is provided. The drive plate 29 has a locking claw (not shown) at its outer peripheral end, and the locking claw engages with a locking hole (not shown) formed at the outer peripheral end of the clutch plate 27. By stopping, the clutch plate 27 is movable in the axial direction and fixed in the rotational direction.

  The driven plate 30 includes a pair of plate members 30a and 30b that support the drive plate 29 so as to be sandwiched from both sides in the axial direction. The pair of plate members 30a and 30b are fastened by pins (not shown) in a state of being overlapped with each other in the axial direction, and the inner peripheral side end portion of the plate member 30b on the rear side in the axial direction is connected to the flange portion 22a of the turbine hub 22. On the other hand, the turbine runner 20 and the pin 21 are connected.

  The damper spring 31 is accommodated in a long hole-shaped accommodation space formed between the pair of plate members 30a, 30b, and one end in the longitudinal direction, which is the expansion / contraction direction, abuts the drive plate 29 and the expansion / contraction thereof. It arrange | positions so that the other end of the longitudinal direction used as a direction may contact | abut to the driven plate 30. FIG. For this reason, when the clutch plate 27 is brought into contact with the front cover 12 via the friction member 28 (sliding engagement state and complete engagement state), the rotational drive from the output shaft 11 of the engine is It is transmitted to the input shaft 24 of the transmission mechanism via the drive plate 29, the damper spring 31, and the driven plate 30 in the damper device 16.

Next, the friction contact mechanism 17 which is a main part of the present invention will be described in detail.
As shown in FIGS. 1 and 2, the frictional contact mechanism 17 is composed of a plurality (six in this embodiment) of intermediate members 32 made of a substantially fan-shaped metal body in cross section. The intermediate member 32 includes an outer peripheral surface of a gear member 33 as a substantially annular first rotating member that is inserted into the inner peripheral side end portion 27a of the clutch plate 27 so as not to be relatively rotatable from the radially outer side. Further, in the circumferential direction in a substantially annular space between the outer peripheral edge of the flange portion 22a of the turbine hub 22 as the second rotating member and the inner peripheral surface of the cylindrical portion 22c extending substantially horizontally toward the front. It is arranged at equal intervals.

  In addition, concave portions 34 that are recessed outward in the radial direction are formed on the inner peripheral edge of each intermediate member 32, and these concave portions 34 are equally spaced along the circumferential direction on the outer peripheral surface of the gear member 33. Are individually fitted to a plurality (six in this embodiment) of convex portions 35 formed in the above-described manner, and thus in the circumferential direction within the space between the gear member 33 and the cylindrical portion 22c of the turbine hub 22. It is positioned. And in this embodiment, the convex part 35 of the gear member 33 and the cylinder part 22c of the turbine hub 22 function as a support part which clamps and supports the friction contact mechanism 17 in radial direction.

  Each intermediate member 32 is disposed so as to be relatively movable in the circumferential direction with respect to the cylindrical portion 22 c of the turbine hub 22, and an outer peripheral surface thereof frictionally slides in the circumferential direction with respect to the cylindrical portion 22 c of the turbine hub 22. It functions as a friction surface. Further, each intermediate member 32 has a radial direction so that the inner wall surface of the recess 34 is continuous with an arc-shaped bottom surface 34a centering on the rotation axis S1 of the input shaft 24 of the speed change mechanism and both sides in the circumferential direction from the bottom surface 34a. It is comprised by the side surface 34b inclined in the direction which cross | intersects.

  Each intermediate member 32 has its outer peripheral surface pressed against the cylindrical portion 22c of the turbine hub 22 in the radial direction and applied with a frictional force in the circumferential direction so that the bottom surface 34a of the concave portion 34 is connected to the gear member 33. The convex portion 35 is separated from the convex portion 35 in the radial direction via a slight gap, and the side surface 34b of the concave portion 34 is separated from the convex portion 35 of the gear member 33 in the circumferential direction via a minute gap. .

  Therefore, the operation of the torque converter 10 configured as described above will be described below with a focus on the operation of the friction contact mechanism 17 when the lock-up clutch 15 is in the sliding engagement state and the complete engagement state. .

  Now, when the lock-up clutch 15 is in the sliding engagement state, the clutch plate 27 rotates in an unstable frictional sliding manner, so that the vibration of the clutch plate 27 and the vibration of the damper device 16 connected to the clutch plate 27 are affected. The caused judder vibration is likely to occur, and when this judder vibration is transmitted to the input shaft 24 of the speed change mechanism, the drive feeling is deteriorated. Therefore, when such judder vibration occurs, it is desirable to suppress transmission of the judder vibration to the input shaft 24 side of the speed change mechanism.

  In this regard, in the present embodiment, the friction contact mechanism 17 suppresses transmission of judder vibration to the input shaft 24 side of the speed change mechanism when the lock-up clutch 15 is in the sliding engagement state.

  That is, when the lockup clutch 15 is in the sliding engagement state, due to judder vibration generated from the clutch plate 27, torque fluctuations at a frequency close to the natural frequency of the damper spring 31 in the damper device 16 cause the clutch plate 27 to move. Is transmitted to the damper device 16. In this case, since the torque fluctuation is greatly amplified by the resonance action of the damper device 16, the clutch plate 27 connected to the input side (drive plate 29 side) of the damper device 16 and the output side (driven) of the damper device 16 are driven. The turbine hub 22 connected to the plate 30 side) is relatively rotated. Then, the gear member 33 is connected to the clutch plate 27 so as to rotate integrally with the clutch plate 27, so that the gear member 33 rotates relative to the turbine hub 22 together with the clutch plate 27.

  Here, as shown in FIG. 2, each intermediate member 32 constituting the friction contact mechanism 17 has a centrifugal force corresponding to its rotation in a state where the torque from the output shaft 11 of the engine is transmitted and is rotating. Acts radially outward as inertia. Therefore, the intermediate member 32 is brought into contact with the inner peripheral surface of the cylindrical portion 22c of the turbine hub 22 by applying a frictional force while applying a pressing force outward in the radial direction. In this respect, in the turbine hub 22 of the present embodiment, among the rotating members that rotate based on the clutch operation of the lock-up clutch 15, the intermediate member 32 presses radially outward to apply a frictional force in the circumferential direction. It functions as the other rotating member in contact. The intermediate member 32 rotates together with the turbine hub 22 with respect to the gear member 33 because the intermediate member 32 rotates integrally with the turbine hub 22 by a frictional force acting in the circumferential direction between the intermediate portion 32 and the cylindrical portion 22c of the turbine hub 22. Make a relative rotation.

  Then, as shown in FIG. 3A, the gear member 33 is positioned relative to the intermediate member 32 so that the convex portion 35 exceeds the angular range of the minute gap formed between the concave portion 34 of the intermediate member 32. Thus, it is engaged with the side surface 34b of the concave portion 34 of the intermediate member 32 in the circumferential direction by being relatively relatively rotated in the circumferential direction (clockwise direction in the present embodiment). In this respect, the gear member 33 according to the present embodiment is the intermediate member when the clutch operating state of the lockup clutch 15 is changed to the sliding engagement state among the rotating members that rotate based on the clutch operation of the lockup clutch 15. The member 32 functions as one rotating member engaged in the circumferential direction.

  In this case, the convex portion 35 of the gear member 33 is engaged with the intermediate member 32 via the side surface 34b of the concave portion 34 that is inclined in the direction intersecting the radial direction. In this respect, in the intermediate member 32 of the present embodiment, the side surface 34b of the concave portion 34 functions as an engagement surface that engages with the convex portion 35 of the gear member 33 in the circumferential direction. The stress F1 from the convex portion 35 of the gear member 33 acts on the concave portion 34 of the intermediate member 32 in a direction orthogonal to the side surface 34b (ie, a direction intersecting the circumferential direction). As shown by a dotted line in FIG. 3A, the stress F1 from the gear member 33 acts in a mode including both the circumferential component F2 and the radial component F3. Then, the intermediate member 32 presses the cylindrical portion 22c of the turbine hub 22 radially outward in accordance with the radial component F3 of the stress F1 acting from the gear member 33, and at the same time, the stress F1 acting from the gear member 33. In accordance with the circumferential component F <b> 2, the outer circumferential surface of the turbine hub 22 frictionally slides with respect to the cylindrical portion 22 c of the turbine hub 22. Therefore, in the intermediate member 32, an increase in hysteresis generated between the intermediate member 32 and the cylinder portion 22c of the turbine hub 22 suppresses transmission of judder vibration to the transmission mechanism side.

  Further, in the frictional contact mechanism 17 of the present embodiment, when the relative rotation between the intermediate member 32 and the turbine hub 22 increases as the torque output from the output shaft 11 of the engine increases, the gear member 33. The magnitude | size of the stress F1 which the convex part 35 acts on the recessed part 34 of the intermediate member 32 increases. Therefore, the intermediate member 32 increases the pressing force that presses the cylindrical portion 22c of the turbine hub 22 in the radial direction by the increase in the stress F1. Therefore, even if the magnitude of judder vibration generated from the clutch plate 27 increases as the rotational speed of the clutch plate 27 increases, the intermediate member 32 is connected to the turbine hub 22 according to the increase. By increasing the pressing force that presses the cylindrical portion 22c radially outward to increase the magnitude of the hysteresis generated between the cylindrical portion 22c and the turbine hub 22, judder vibration can be suitably damped.

  On the other hand, when the lockup clutch 15 is fully engaged, the output shaft 11 of the engine and the input shaft 24 of the speed change mechanism are directly connected. The torque fluctuation may be directly transmitted to the speed change mechanism side to deteriorate the drive feeling.

  In this regard, in the present embodiment, the friction contact mechanism 17 transmits the torque fluctuation based on the explosion vibration of the engine to the input shaft 24 of the transmission mechanism when the lockup clutch 15 is completely engaged as follows. Suppress.

  That is, when the lockup clutch 15 is in the fully engaged state, a torque fluctuation having a frequency greatly deviating from the natural frequency of the damper spring 31 in the damper device 16 is caused through the clutch plate 27 due to the explosion vibration of the engine. It is transmitted to the damper device 16. In this case, since the torque fluctuation is attenuated by the damping action of the damper device, the clutch plate 27 connected to the input side (drive plate 29 side) of the damper device 16 and the output side (driven plate 30) of the damper device 16 The rotation difference from the turbine hub 22 connected to the side) is reduced. Then, since the gear member 33 is connected so as to rotate integrally with the clutch plate 27, the gear member 33 rotates relative to the turbine hub 22 together with the clutch plate 27.

  Here, each intermediate member 32 constituting the friction contact mechanism 17 is accompanied by a pressing force on the cylindrical portion 22c of the turbine hub 22 radially outward in accordance with the centrifugal force acting radially outward as inertia according to the rotation thereof. Contact with frictional force. Therefore, the intermediate member 32 rotates integrally with the turbine hub 22 by a frictional force acting in the circumferential direction via a friction surface between the intermediate member 32 and the cylindrical portion 22 c of the turbine hub 22. As a result, the intermediate member 32 rotates relative to the gear member 33 together with the turbine hub 22.

  Then, as shown in FIG. 3B, the gear member 33 is attached to the intermediate member 32 so that the convex portion 35 is within the angular range of the minute gap formed between the concave portion 34 of the intermediate member 32. On the other hand, it relatively rotates in the circumferential direction. Therefore, the convex portion 35 of the gear member 33 does not contact the inner wall surface of the concave portion 34 of the intermediate member 32, and the intermediate member is absorbed so as to absorb the rotational difference between the clutch plate 27 and the turbine hub 22. It moves slightly in the circumferential direction in a minute gap formed between the inner wall surfaces of the 32 concave portions 34. As a result, the intermediate member 32 has a stress for frictional sliding in the circumferential direction with respect to the cylindrical portion 22c of the turbine hub 22 in a state where the outer peripheral surface presses the cylindrical portion 22c of the turbine hub 22 radially outward. The gear member 33 does not act. Accordingly, the intermediate member 32 still rotates integrally with the turbine hub 22 by the frictional force acting in the circumferential direction via the friction surface between the intermediate member 32 and the cylindrical portion 22c of the turbine hub 22, Hysteresis is not generated between the hub 22 and the explosion vibration of the engine can be prevented from being amplified and transmitted to the transmission mechanism side.

Therefore, in this embodiment, the following effects can be obtained.
(1) In the above embodiment, when the torsional vibration generated between the clutch plate 27 and the turbine hub 22 is a torsional vibration having a small torsional angle as in the case of the explosion vibration of the engine, the gear member 33 The convex portion 35 moves slightly in the circumferential direction within a minute gap set within a predetermined angular range between the convex portion 35 and the concave portion 34 of the intermediate member 32. Therefore, the convex portion 35 of the gear member 33 does not come into contact with the inner wall surface of the concave portion 34 of the intermediate member 32, and absorbs the rotational difference generated between the clutch plate 27 and the turbine hub 22. It rotates relative to the recess 34 in the circumferential direction. As a result, the intermediate member 32 rotates integrally with the turbine hub 22 pressed in the radial direction and in contact with the circumferential force by applying a frictional force. Accordingly, the frictional surface between the intermediate member 32 and the turbine hub 22 does not slide with respect to torsional vibration with a small torsion angle, and hysteresis generated between the intermediate member 32 and the turbine hub 22 is suppressed. The transmission of the explosion vibration from the engine to the transmission mechanism side is reduced.

  On the other hand, when the torsional vibration generated between the clutch plate 27 and the turbine hub 22 is a torsional vibration having a large torsion angle as in the case of judder vibration, the convex portion 35 of the gear member 33 is provided with the intermediate member 32. It engages with the inner wall surface of the recess 34 in the circumferential direction. Therefore, since the intermediate member 32 rotates integrally with the gear member 33, the turbine hub 22 is pressed in the radial direction by the rotational difference generated between the clutch plate 27 and the turbine hub 22, and a frictional force is applied in the circumferential direction. And rotate relative to each other. Therefore, the hysteresis generated between the intermediate member 32 and the turbine hub 22 increases due to the frictional sliding between the intermediate member 32 and the turbine hub 22 in the circumferential direction against torsional vibration with a large torsion angle. Therefore, the judder vibration is attenuated with high efficiency.

  Further, each intermediate member 32 constituting the friction contact mechanism 17 is configured to press the turbine hub 22 in the radial direction and to make a contact by applying a frictional force in the circumferential direction, so that the turbine hub 22 is pressed in the axial direction. Unlike the case where the friction force is applied, it is not necessary to secure a space for moving the friction contact mechanism 17 in the axial direction. Therefore, even when the friction contact mechanism 17 having the above-described configuration is provided, it is possible to respond to a request for downsizing of the apparatus by suppressing the lengthening in the axial direction.

  (2) In the present embodiment, the torsional vibration is generated between the clutch plate 27 and the turbine hub 22, whereby the convex portion 35 of the gear member 33 is engaged in the circumferential direction with respect to the side surface 34 b of the concave portion 34 of the intermediate member 32. When combined, the stress F1 from the convex portion 35 of the gear member 33 is applied to the concave portion 34 of the intermediate member 32 via the side surface 34b of the concave portion 34 inclined in the direction intersecting the radial direction. (That is, the direction intersecting the circumferential direction). That is, the stress F1 from the gear member 33 acts on the intermediate member 32 in a mode including the radial direction component F3. Therefore, when the torque output from the engine increases and the torsional angle of torsional vibration generated between the clutch plate 27 and the turbine hub 22 increases, the projecting portion 35 of the gear member 33 moves to the intermediate member. The magnitude of the stress F1 acting in the radial direction on the 32 concave portions 34 increases. As a result, the intermediate member 32 is hysteresis generated between the intermediate member 32 and the turbine hub 22 by sliding in the circumferential direction with respect to the turbine hub 22 in a state where the pressing force pressing the turbine hub 22 in the radial direction is increased. Increases in size. Therefore, even if the magnitude of judder vibration generated from the clutch plate 27 increases as the rotational speed of the clutch plate 27 increases, the intermediate member 32 causes the turbine hub 22 to move according to the increase. By increasing the pressing force that is pressed in the radial direction and increasing the magnitude of the hysteresis generated between the turbine hub 22 and the turbine hub 22, the judder vibration can be suitably damped.

  (3) In the present embodiment, the gear member 33 and the turbine hub 22 are also used as a support member that sandwiches and supports the frictional contact mechanism 17 from both sides in the radial direction. The increase is suppressed, which can contribute to the demand for downsizing of the apparatus.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. The second embodiment is different from the first embodiment in the configuration of the friction contact mechanism arranged so as to be sandwiched in the radial direction between the clutch plate and the turbine hub. Therefore, in the following description, parts different from those of the first embodiment will be mainly described, and the same or corresponding components as those of the first embodiment will be denoted by the same reference numerals and redundant description will be omitted. And

  As shown in FIGS. 4 and 5, the friction contact mechanism 17 of this embodiment is press-fitted so that a frictional force with a pressing force is applied to the inner peripheral side end portion 27 a of the clutch plate 27 from the radially outer side. An O-ring 37 as a pressing member made of a substantially annular elastic body, and a substantially annular support inserted from the radially outer side so as to rotate integrally with the clutch plate 27 via the O-ring 37. It is comprised from the gear member 38 as a member. In the clutch plate 27 of the present embodiment, among the rotating members that rotate based on the clutch operation of the lockup clutch 15, the O-ring 37 is always pinched radially inward to apply a frictional force in the circumferential direction. It functions as the other rotating member in contact.

  As shown in FIGS. 5 and 6A, the gear member 38 has a substantially annular concave groove 39 that is indented radially outward from the inner peripheral surface thereof. The O-ring 37 is fixed so as not to rotate relative to the gear member 38. Further, the gear member 38 is formed with a plurality of (eight in the present embodiment) convex portions 40 projecting radially outward from the outer peripheral surface thereof at equal intervals along the circumferential direction.

  As shown in FIGS. 5 and 6 (b), the turbine hub 22 has a plurality of (eight in this embodiment) concave portions 41 recessed in the radial direction on the inner peripheral surface of the cylindrical portion 22c. Are formed at equal intervals. The turbine hub 22 is positioned in the circumferential direction with respect to the gear member 38 by individually fitting the concave portions 41 with the convex portions 40 of the gear member 38. In the turbine hub 22, when the gear member 38 is fitted into the clutch plate 27, the bottom surface 41 a of each concave portion 41 is in the radial direction with respect to the convex portion 40 of the gear member 38 corresponding to the concave portion 41. The side surface 41b of each recess 41 is spaced apart from the projection 40 of the gear member 38 corresponding to the recess 41 in the circumferential direction via a minute gap. . In the present embodiment, the inner peripheral side end portion 27a of the clutch plate 27 and the cylindrical portion 22c of the turbine hub 22 function as a support portion that sandwiches and supports the friction contact mechanism 17 in the radial direction.

  Here, in the torque converter 10 of the present embodiment, when the lock-up clutch 15 is in the sliding engagement state, the clutch plate 27 connected to the engine output shaft 11 and the input shaft 24 of the transmission mechanism are caused by judder vibration. When the turbine hub 22 coupled to the turbine is relatively rotated, a torsional vibration with a large torsional angle is generated between these members. In this case, since the inner peripheral surface of the O-ring 37 is in contact with the inner peripheral side end portion 27a of the clutch plate 27 by pressing the inner peripheral side end portion 27a inward in the radial direction and applying a frictional force in the circumferential direction, The clutch plate 27 rotates integrally with the clutch plate 27 by the frictional force acting in the circumferential direction via the friction surface between the two. Further, since the gear member 38 fixes the O-ring 37 so as not to be relatively rotatable, the gear member 38 rotates together with the clutch plate 27 together with the O-ring 37. As a result, the gear member 38 rotates relative to the turbine hub 22 together with the clutch plate 27.

  Then, as shown in FIG. 7A, the convex portion 40 of the gear member 38 is located with respect to the turbine hub 22 so as to exceed the angular range θ1 of the minute gap formed between the concave portion 41 of the turbine hub 22. Thus, it is locked in the circumferential direction by the side surface 41b of the recess 41 of the turbine hub 22 by relatively rotating in the circumferential direction (clockwise direction in the present embodiment). In this respect, the turbine hub 22 of the present embodiment is configured so that when the clutch operating state of the lockup clutch 15 is changed to the sliding engagement state among the rotating members that rotate based on the clutch operation of the lockup clutch 15, The member 38 functions as one rotating member engaged in the circumferential direction.

  Since the gear member 38 is restricted from rotating relative to the turbine hub 22, the O-ring 37 that is fixed by the gear member 38 so as not to rotate relative to the turbine hub 22 rotates integrally with the turbine hub 22 together with the gear member 38. . As a result, the O-ring 37 rotates relative to the clutch plate 27 together with the turbine hub 22 according to the torsional vibration generated between the turbine hub 22 and the clutch plate 27. Therefore, the O-ring 37 has a hysteresis generated between the O-ring 37 and the turbine hub 22 when the inner peripheral surface frictionally slides in the circumferential direction with the shaft portion 22b of the turbine hub 22 pinched radially inward. Since it increases, it is suppressed that judder vibration is transmitted to the transmission mechanism side.

  On the other hand, when the lock-up clutch 15 is fully engaged, the clutch plate 27 connected to the engine output shaft 11 and the input shaft 24 of the transmission mechanism are connected due to torque fluctuations due to the explosion vibration of the engine. When the turbine hub 22 rotates relatively small, torsional vibration with a small torsional angle is generated between these members. In this case, since the inner peripheral surface of the O-ring 37 is in contact with the inner peripheral side end portion 27a of the clutch plate 27 by pressing the inner peripheral side end portion 27a radially inward and applying a frictional force in the circumferential direction, The clutch plate 27 rotates integrally with the clutch plate 27 by the frictional force acting in the circumferential direction via the friction surface between the two. Further, since the gear member 38 fixes the O-ring 37 so as not to be relatively rotatable, the gear member 38 rotates together with the clutch plate 27 together with the O-ring 37. As a result, the gear member 38 rotates with the clutch plate 27 small relative to the turbine hub 22.

  Then, as shown in FIG. 7B, the convex portion 40 of the gear member 38 is located with respect to the turbine hub 22 so as to be within an angular range θ <b> 1 of a minute gap formed between the concave portion 41 of the turbine hub 22. And rotate relatively small in the circumferential direction. Therefore, the convex portion 40 of the gear member 38 does not come into contact with the inner wall surface of the concave portion 41 of the turbine hub 22, and the concave portion 41 so as to absorb the rotational difference between the clutch plate 27 and the turbine hub 22. It moves slightly in the circumferential direction in a minute gap formed between the inner wall surface and the inner wall surface. As a result, the O-ring 37 has its inner circumferential surface pinched the shaft portion 22b of the turbine hub 22 radially inward, and the circumferential direction through the friction surface between the O-ring 37 and the shaft portion 22b of the turbine hub 22. It rotates integrally so that it may be rotated with respect to the turbine hub 22 by the friction force which acts. Therefore, the O-ring 37 hardly generates hysteresis with the turbine hub 22, and the transmission of the engine explosion vibration to the transmission mechanism side is suppressed.

  That is, as shown in FIG. 8, the friction contact mechanism 17 has a torsional angle of torsional vibration generated between the clutch plate 27 and the turbine hub 22 so that the convex portion 40 of the gear member 38 and the concave portion 41 of the turbine hub 22 are When it is within the range of the angle range θ1 of the minute gap formed between them, hysteresis is not generated between the turbine hub 22 and a relatively small hysteresis torque (first hysteresis) can be obtained. . On the other hand, the friction contact mechanism 17 generates a hysteresis with the turbine hub 22 when the torsional vibration generated between the clutch plate 27 and the turbine hub 22 is outside the range of the angle range θ1. Large hysteresis torque (second hiss) is obtained. Therefore, according to the friction contact mechanism 17 of the present embodiment, the magnitude of hysteresis generated between the turbine hub 22 and the torsional vibration generated between the clutch plate 27 and the turbine hub 22 is increased. Can be switched in stages.

Therefore, in this embodiment, in addition to the effect (1) of the first embodiment, the following effects can be obtained.
(4) In the present embodiment, the O-ring 37 functions as a friction material that contacts the clutch plate 27 by pressing the clutch plate 27 in the radial direction and applying a friction force in the circumferential direction, and biases the friction material in the radial direction. Since it has a structure that also functions as an urging member, it is possible to reduce the number of parts, and as a result, it is possible to meet the demand for downsizing of the entire apparatus.

  (5) In the present embodiment, the clutch plate 27 and the turbine hub 22 are also used as a support member that supports the friction contact mechanism 17 by sandwiching the friction contact mechanism 17 from both sides in the radial direction. The increase is suppressed, which can contribute to the demand for downsizing of the apparatus.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIGS. The third embodiment is different from the second embodiment in that the friction contact mechanism presses the cylindrical portion of the turbine hub in the radial direction to make a frictional force act in the circumferential direction. Therefore, in the following description, parts different from those of the second embodiment will be mainly described, and the same or corresponding components as those of the second embodiment will be denoted by the same reference numerals and redundant description will be omitted. And

  As shown in FIGS. 9 and 10, the friction contact mechanism 17 of the present embodiment is a substantially circular shape that is press-fitted so as to press the cylindrical portion 22 c of the turbine hub 22 from the radially inner side to apply a frictional force in the circumferential direction. An O-ring 37 made of an annular elastic body, and a gear made of a substantially annular resin body inserted from the radially inner side so as to rotate integrally with the cylindrical portion 22c of the turbine hub 22 via the O-ring 37 The member 38 is comprised. In the turbine hub 22 of the present embodiment, among the rotating members that rotate based on the clutch operation of the lockup clutch 15, the O-ring 37 is always pressed radially outward to apply a frictional force in the circumferential direction. It functions as the other rotating member in contact.

  The gear member 38 is formed with a plurality of (eight in the present embodiment) concave portions 43 that are indented radially outward from the inner circumferential surface thereof at equal intervals along the circumferential direction. The clutch plate 27 has a plurality (eight in the present embodiment) of convex portions 44 protruding outward in the radial direction at equal intervals along the circumferential direction at the inner circumferential end portion 27a. The clutch plate 27 is positioned in the circumferential direction with respect to the gear member 38 by fitting these convex portions 44 individually by the concave portions 43 of the gear member 38.

  Here, in the torque converter 10 of the present embodiment, the clutch plate 27 coupled to the engine output shaft 11 and the input shaft 24 of the transmission mechanism due to judder vibration when the lock-up clutch 15 is in the sliding engagement state. Suppose that the turbine hub 22 connected to the cylinder 22 is relatively rotated. In this case, since the outer peripheral surface of the O-ring 37 presses the cylindrical portion 22c of the turbine hub 22 radially outward to apply a frictional force in the circumferential direction, the O-ring 37 is in contact with the turbine hub 22. By the frictional force acting in the circumferential direction through the surface, the turbine hub 22 rotates integrally with the turbine hub 22. Further, since the gear member 38 fixes the O-ring 37 so as not to be relatively rotatable, the gear member 38 rotates together with the turbine hub 22 together with the O-ring 37. As a result, the gear member 38 rotates relative to the clutch plate 27 together with the turbine hub 22.

  Then, the concave portion 43 of the gear member 38 is relatively rotated relative to the clutch plate 27 in the circumferential direction so as to exceed the angular range of the minute gap formed between the convex portion 44 of the clutch plate 27, The protrusions 44 of the clutch plate 27 are locked in the circumferential direction. In this regard, the clutch plate 27 according to the present embodiment is configured so that the gear member of the rotating member that rotates based on the clutch operation of the lockup clutch 15 is changed when the clutch operation state of the lockup clutch 15 is changed to the slip engagement state. The member 38 functions as one rotating member engaged in the circumferential direction.

  Since the gear member 38 is restricted from rotating relative to the clutch plate 27, the O-ring 37 fixed so as not to rotate relative to the gear member 38 rotates together with the gear member 38 with respect to the clutch plate 27. . As a result, the O-ring 37 rotates relative to the turbine hub 22 together with the clutch plate 27 in accordance with the torsional vibration generated between the turbine hub 22 and the clutch plate 27. Therefore, the O-ring 37 is frictionally slid in the circumferential direction with respect to the cylindrical portion 22c of the turbine hub 22 in a state where the outer peripheral surface presses the cylindrical portion 22c of the turbine hub 22 radially outward. Since the hysteresis generated between the transmission and the motor 22 increases, the transmission of judder vibration to the transmission mechanism side is suppressed.

  On the other hand, when the lockup clutch 15 is fully engaged, the clutch plate 27 connected to the engine output shaft 11 and the input shaft 24 of the transmission mechanism are connected to each other due to torque fluctuations caused by engine explosion vibration. It is assumed that the turbine hub 22 is rotated relatively small. In this case, since the outer peripheral surface of the O-ring 37 presses the cylindrical portion 22c of the turbine hub 22 radially outward to apply a frictional force in the circumferential direction, the O-ring 37 is in contact with the cylindrical portion 22c of the turbine hub 22. Rotate integrally with the turbine hub 22 by the frictional force acting in the circumferential direction via the friction surface between the turbine hub 22 and the turbine hub 22. Further, since the gear member 38 fixes the O-ring 37 so as not to be relatively rotatable, the gear member 38 rotates together with the turbine hub 22 together with the O-ring 37. As a result, the gear member 38 rotates relatively with the turbine hub 22 relative to the clutch plate 27.

  Then, the concave portion 43 of the gear member 38 rotates relative to the clutch plate 27 in the circumferential direction so as to be within an angular range of a minute gap formed between the convex portion 44 of the clutch plate 27. Therefore, the inner wall surface of the concave portion 43 of the gear member 38 does not contact the convex portion 44 of the clutch plate 27, and the clutch plate is absorbed so as to absorb the rotational difference between the clutch plate 27 and the turbine hub 22. It moves slightly in the circumferential direction in the minute gap formed between the 27 convex portions 44. As a result, the O-ring 37 acts in the circumferential direction via a friction surface between the O-ring 37 and the cylindrical portion 22c of the turbine hub 22 in a state in which the outer peripheral surface presses the cylindrical portion 22c of the turbine hub 22 radially outward. It rotates integrally with the turbine hub 22 by frictional force. Therefore, the O-ring 37 hardly generates hysteresis between the O-ring 37 and the cylindrical portion 22c of the turbine hub 22, and transmission of the engine explosion vibration to the transmission mechanism side is suppressed.

Therefore, in this embodiment, the same effects as the effects (1), (4), and (5) of the first embodiment and the second embodiment can be obtained.
(Fourth embodiment)
Next, the 4th Embodiment of this invention is described based on FIG.11 and FIG.12. The fourth embodiment is different from the second embodiment in that the friction contact mechanism is clamped in the radial direction between the lockup clutch and the turbine hub. Therefore, in the following description, in the second embodiment, portions different from the second embodiment will be mainly described, and the same or corresponding components as those in the second embodiment are denoted by the same reference numerals. Thus, redundant description will be omitted.

  As shown in FIG. 11, the torque converter 10 of the present embodiment is configured such that the shaft portion 22 b of the turbine hub 22 has a stepped shape in the radial direction. The shaft portion 22b of the turbine hub 22 is such that the first region 22e located on the pump cover 13 side is centered on the rotational axis S1 of the input shaft 24 of the transmission mechanism than the second region 22f located on the front cover 12 side. It is comprised so that the dimension of the radial direction may become large. Further, the turbine hub 22 rotatably supports the inner peripheral side end portion 27a of the clutch plate 27 on the outer peripheral surface of the first region 22e of the shaft portion 22b, and the inner side of the inner peripheral side end portion 27a of the clutch plate 27. The frictional contact mechanism 17 is sandwiched in the radial direction between the peripheral surface and the outer peripheral surface of the second region 22f of the shaft portion 22b. That is, in this embodiment, the inner peripheral side end portion 27a of the clutch plate 27 and the second region 22f of the shaft portion 22b of the turbine hub 22 each function as a support portion that holds the friction contact mechanism 17 in the radial direction and supports it. To do.

  As shown in FIGS. 11 and 12, the friction contact mechanism 17 of the present embodiment applies a frictional force with a pressing force from the radially outer side to the second region 22 f of the shaft portion 22 b of the turbine hub 22. An O-ring 37 made of a substantially annular elastic body that is press-fitted, and the O-ring 37 is inserted from the radially outer side so as to rotate integrally with the second region 22f of the shaft portion 22b of the turbine hub 22 via the O-ring 37. And a gear member 38 made of a substantially annular resin body. In the turbine hub 22 of the present embodiment, among the rotating members that rotate based on the clutch operation of the lockup clutch 15, the O-ring 37 is always pressed radially inward to apply a frictional force in the circumferential direction. It functions as the other rotating member in contact with.

  The gear member 38 is formed with a plurality of (eight in the present embodiment) convex portions 45 projecting radially outward from the outer circumferential surface thereof at equal intervals along the circumferential direction. In addition, the clutch plate 27 has a plurality of (eight in the present embodiment) recesses 46 formed at equal intervals along the circumferential direction on the inner circumferential surface of the inner circumferential end portion 27a. ing. The clutch plate 27 is positioned in the circumferential direction with respect to the gear member 38 by individually fitting the concave portions 46 with the convex portions 45 of the gear member 38.

  Here, in the friction contact mechanism 17 of the present embodiment, when the torsion angle of torsional vibration generated between the clutch plate 27 and the turbine hub 22 reaches a predetermined threshold value, the convex portion 45 of the gear member 38 is moved to the clutch plate. 27 is locked in the circumferential direction so that relative rotation is restricted by the inner wall surface of the recess 46. In this respect, the clutch plate 27 of the present embodiment is such that the gear member 38 rotates in the circumferential direction when the clutch operating state of the lockup clutch 15 changes among the rotating members that rotate based on the clutch operation of the lockup clutch 15. It functions as one rotating member that is appropriately engaged with. The O-ring 37 frictionally slides the second region 22f of the shaft portion 22b of the turbine hub 22 in a state where a frictional force with a pressing force is applied to the inside in the radial direction. The magnitude of the hysteresis generated between the 22 shaft portions 22b can be switched stepwise.

Therefore, in this embodiment, the same effects as the effects (1), (4), and (5) of the first embodiment and the second embodiment can be obtained.
(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described with reference to FIGS. Note that the fifth embodiment is different from the fourth embodiment in that the friction contact mechanism contacts the inner peripheral side end of the clutch plate in the radial direction by applying a frictional force in the circumferential direction. . Therefore, in the following description, parts different from those of the fourth embodiment will be mainly described, and the same or corresponding components as those of the fourth embodiment will be denoted by the same reference numerals and redundant description will be omitted. And

  As shown in FIGS. 13 and 14, the friction contact mechanism 17 of the present embodiment is press-fitted so that a frictional force with a pressing force is applied to the inner peripheral side end portion 27 a of the clutch plate 27 from the radially inner side. O-ring 37 made of a substantially annular elastic body, and a substantially circle inserted from the radially inner side so as to rotate integrally with the inner peripheral side end portion 27a of the clutch plate 27 via the O-ring 37. It is comprised from the gear member 38 which consists of a cyclic | annular resin body. In the clutch plate 27 of the present embodiment, among the rotating members that rotate based on the clutch operation of the lockup clutch 15, the O-ring 37 is always pressed radially outward to apply a frictional force in the circumferential direction. It functions as the other rotating member in contact.

  The gear member 38 is formed with a plurality of (eight in the present embodiment) concave portions 47 that are recessed radially outward from the inner peripheral surface thereof at equal intervals along the circumferential direction. Further, the turbine hub 22 has a plurality of (eight in the present embodiment) convex portions 48 projecting radially outward at equal intervals along the circumferential direction on the outer peripheral surface of the second region 22f of the shaft portion 22b. Has been. The turbine hub 22 is positioned in the circumferential direction with respect to the gear member 38 by fitting these convex portions 48 individually to the concave portions 47 of the gear member 38.

  Here, in the friction contact mechanism 17 of the present embodiment, when the torsional angle of the torsional vibration generated between the clutch plate 27 and the turbine hub 22 reaches a predetermined threshold, the inner wall surface of the recess 47 of the gear member 38 is The protrusions 48 of the turbine hub 22 are locked in the circumferential direction so that relative rotation is restricted. In this respect, in the turbine hub 22 of the present embodiment, when the clutch operating state of the lockup clutch 15 changes among the rotating members that rotate based on the clutch operation of the lockup clutch 15, the gear member 38 moves in the circumferential direction. It functions as one rotating member that is appropriately engaged with. And the hysteresis which generate | occur | produces between the clutch plates 27 by O-ring 37 frictionally sliding in the circumferential direction as needed in the state which pressed the inner peripheral side edge part 27a of the clutch plate 27 to the radial direction outer side. Can be switched in stages.

Therefore, in this embodiment, the same effects as the effects (1), (4), and (5) of the first embodiment and the second embodiment can be obtained.
(Sixth embodiment)
Next, a sixth embodiment of the present invention will be described with reference to FIGS. In the sixth embodiment, a plurality of friction contact mechanisms are arranged in parallel between the clutch plate and the turbine hub on the power transmission path of the torque output from the output shaft of the engine. It is different from the above embodiments. Therefore, in the following description, portions different from the above embodiments will be mainly described, and the same or corresponding components as those of the above embodiments will be denoted by the same reference numerals and redundant description will be omitted. .

  As shown in FIG. 15, the torque converter 10 of the present embodiment is disposed so as to be sandwiched in the radial direction between the cylindrical portion 22 c of the turbine hub 22 and the inner peripheral end portion 27 a of the clutch plate 27. 1st friction contact mechanism 17a, 2nd area 22f of axial part 22b of turbine hub 22, and 2nd friction contact mechanism arrange | positioned so that it may be clamped in radial direction between the inner peripheral side edge part 27a of the clutch board 27 17b.

  As shown in FIGS. 15 and 16 (a), the first frictional contact mechanism 17a applies a frictional force to the inner peripheral side end portion 27a of the clutch plate 27 with a pressing force from the radially outer side. An O-ring 37a made of a substantially annular elastic body that is press-fitted, and a substantially annular resin body that is fitted from the radially outer side so as to rotate integrally with the clutch plate 27 via the O-ring 37a. And a gear member 38a. In the clutch plate 27 of the present embodiment, among the rotating members that rotate based on the clutch operation of the lockup clutch 15, the O-ring 37 a is always pressed radially inward to apply a frictional force in the circumferential direction. It functions as the other rotating member in contact.

  In the gear member 38a, a plurality of (eight in the present embodiment) convex portions 49 projecting radially outward from the outer peripheral surface thereof are formed at equal intervals along the circumferential direction. Further, the turbine hub 22 has a plurality (eight in this embodiment) of recessed portions 50 that are indented radially outwards at equal intervals along the circumferential direction on the inner peripheral surface of the cylindrical portion 22c. The turbine hub 22 is positioned in the circumferential direction with respect to the gear member 38a by individually fitting the concave portions 50 with the convex portions 49 of the gear member 38a. In addition, the recessed part 50 formed in the cylinder part 22c of the turbine hub 22 becomes a structure spaced apart from the convex part 49 of the gear member 38a in the circumferential direction through a minute gap in the angle range θ2.

  As shown in FIGS. 15 and 16 (b), the second frictional contact mechanism 17b is a substantially annular shape that is press-fitted so as to sandwich the second region 22f of the shaft portion 22b of the turbine hub 22 from the radially outer side. O-ring 37b made of an elastic body, and a substantially annular resin inserted from the radially outer side so as to rotate integrally with the second region 22f of the shaft portion 22b of the turbine hub 22 via the O-ring 37b. It is comprised from the gear member 38b which consists of a body. In the turbine hub 22 of the present embodiment, among the rotating members that rotate based on the clutch operation of the lockup clutch 15, the O-ring 37b is always pressed radially inward to apply a frictional force in the circumferential direction. It functions as the other rotating member in contact.

  In the gear member 38b, a plurality of (eight in the present embodiment) convex portions 51 projecting radially outward from the outer peripheral surface thereof are formed at equal intervals along the circumferential direction. Further, the clutch plate 27 has a plurality of (eight in the present embodiment) recesses 52 recessed radially outwardly formed at equal intervals along the circumferential direction on the inner circumferential surface of the inner circumferential side end portion 27a. ing. The clutch plate 27 is positioned in the circumferential direction with respect to the gear member 38b by individually fitting these concave portions 52 with the respective convex portions 51 of the gear member 38b. Note that the recess 52 of the clutch plate 27 is spaced apart from the protrusion 51 of the gear member 38b in the circumferential direction through a minute gap having an angle range θ3 smaller than the angle range θ2.

  Here, in the torque converter 10 of the present embodiment, when the lock-up clutch 15 is fully engaged, the clutch plate 27 connected to the output shaft 11 of the engine due to torque fluctuation based on the explosion vibration of the engine, It is assumed that the turbine hub 22 connected to the input shaft 24 of the speed change mechanism is relatively rotated.

  In this case, the second frictional contact mechanism 17b is arranged around the clutch plate 27 so that the convex portion 51 of the gear member 38b is within an angular range θ3 of a minute gap formed between the concave portion 52 of the clutch plate 27. Rotate relatively small in the direction. Therefore, the convex portion 51 of the gear member 38b does not come into contact with the inner wall surface of the concave portion 52 of the clutch plate 27, and the clutch plate so as to absorb the rotational difference between the clutch plate 27 and the gear member 38b. 27 slightly moves in the circumferential direction in a minute gap formed between the concave portion 52 and the concave portion 52. As a result, the O-ring 37b fixed so as not to rotate relative to the gear member 38b is in a state where the inner peripheral surface sandwiches the second region 22f of the shaft portion 22b of the turbine hub 22 radially inward. The turbine hub 22 rotates integrally with the turbine hub 22 by a frictional force acting in the circumferential direction via a friction surface between the shaft portion 22b of the turbine hub 22 and the second region 22f. Therefore, the second friction contact mechanism 17b hardly generates hysteresis with the second region 22f of the shaft portion 22b of the turbine hub 22.

  At this time, in the first friction contact mechanism 17a as well, the turbine hub so that the convex portion 49 of the gear member 38a falls within the angular range θ2 of the minute gap formed between the concave portion 50 of the turbine hub 22. Rotate relative to 22 in the circumferential direction. Therefore, the first friction contact mechanism 17a hardly generates hysteresis with the clutch plate 27. Therefore, in the torque converter 10 of the present embodiment, it is possible to suppress the explosion vibration of the engine from being transmitted to the speed change mechanism side through the friction contact mechanisms 17a and 17b.

  On the other hand, when the lock-up clutch 15 is in the sliding engagement state, due to judder vibration, the clutch plate 27 connected to the engine output shaft 11 and the turbine hub 22 connected to the input shaft 24 of the transmission mechanism are large. Suppose that it rotates relative.

  In this case, the second frictional contact mechanism 17b is arranged around the clutch plate 27 so that the convex portion 51 of the gear member 38b exceeds the angle range θ3 of the minute gap formed between the concave portion 52 of the clutch plate 27. Large relative rotation in the direction. Therefore, the gear member 38 b is restrained from rotating relative to the clutch plate 27 by the convex portion 51 being locked in the circumferential direction by the inner wall surface of the concave portion 52 of the clutch plate 27. In this respect, the clutch plate 27 of the present embodiment is such that the gear member 38b is rotated in the circumferential direction when the clutch operating state of the lock-up clutch 15 changes among the rotating members that rotate based on the clutch operation of the lock-up clutch 15. It functions as one rotating member engaged with.

  The O-ring 37b fixed so as not to rotate relative to the gear member 38b is rotated relative to the turbine hub 22 together with the clutch plate 27 in accordance with torsional vibration generated between the turbine hub 22 and the clutch plate 27. Become. Therefore, the second frictional contact mechanism 17b is configured such that the outer peripheral surface of the O-ring 37b frictionally slides in the circumferential direction in a state where the second region 22f of the shaft portion 22b of the turbine hub 22 is pressed radially inward. Since hysteresis generated between the hub 22 and the hub 22 increases, transmission of judder vibration to the transmission mechanism side is suppressed.

  At this time, the first frictional contact mechanism 17a still has the turbine hub so that the convex portion 49 of the gear member 38a is within the angular range θ2 of the minute gap formed between the concave portion 50 of the turbine hub 22. Rotate relative to 22 in the circumferential direction. Therefore, the first friction contact mechanism 17a hardly generates hysteresis with the clutch plate 27.

  Further, when the lockup clutch 15 is in the sliding engagement state, the torque output from the output shaft 11 of the engine increases, and the clutch plate 27 connected to the output shaft 11 of the engine and the input shaft of the transmission mechanism It is assumed that the turbine hub 22 connected to 24 further rotates relative to the turbine hub 22.

  In this case, the first frictional contact mechanism 17a has a circumference with respect to the turbine hub 22 so that the convex portion 49 of the gear member 38a exceeds the angle range θ3 of the minute gap formed between the concave portion 50 of the turbine hub 22. Large relative rotation in the direction. Therefore, the gear member 38 a is restrained from rotating relative to the turbine hub 22 by the convex portion 49 being locked in the circumferential direction by the inner wall surface of the concave portion 50 of the turbine hub 22. In this respect, in the turbine hub 22 of the present embodiment, the gear member 38a is rotated in the circumferential direction when the clutch operating state of the lockup clutch 15 changes among the rotating members that rotate based on the clutch operation of the lockup clutch 15. It functions as one rotating member engaged with.

  The O-ring 37a fixed so as not to rotate relative to the gear member 38a is rotated relative to the clutch plate 27 in the circumferential direction together with the turbine hub 22 in accordance with torsional vibration generated between the turbine hub 22 and the clutch plate 27. To come. Accordingly, the first frictional contact mechanism 17a frictionally slides the clutch plate in the circumferential direction with the inner peripheral surface of the O-ring 37a pinching the inner peripheral side end portion 27a of the clutch plate 27 radially inward. The hysteresis that occurs between the two is increased.

  That is, in the torque converter 10 of the present embodiment, as shown in FIG. 17, the torsional angle of torsional vibration generated between the clutch plate 27 and the turbine hub 22 is such that the convex portion 51 of the gear member 38 b and the concave portion of the turbine hub 22. Since the frictional contact mechanisms 17a and 17b hardly generate hysteresis when they are within the range of the angle range θ3 of the minute gap formed between the first and second 52, the relatively small hysteresis torque (first His) is obtained. On the other hand, when the torsional angle of the torsional vibration generated between the clutch plate 27 and the turbine hub 22 is outside the range of the angle range θ3, the second frictional contact mechanism 17b has a hysteresis with the turbine hub 22. Therefore, a relatively large hysteresis torque (second hiss) is obtained. Further, the torsional angle of the torsional vibration generated between the clutch plate 27 and the turbine hub 22 is further increased, and the angle of the minute gap formed between the convex portion 49 of the gear member 38a and the concave portion 50 of the turbine hub 22 is increased. When the value is outside the range θ2, the first frictional contact mechanism 17a similarly generates hysteresis with the clutch plate 27, so that a larger hysteresis torque (third hysteresis) can be obtained.

  Therefore, according to the torque converter 10 of the present embodiment, the first friction contact mechanism 17a is located between the clutch plate 27 and the first friction contact mechanism 17a according to the torsion angle of the torsional vibration generated between the clutch plate 27 and the turbine hub 22. And the hysteresis generated by the second friction contact mechanism 17b with the turbine hub 22 can be switched in multiple stages. Therefore, even if the magnitude of judder vibration generated from the clutch plate 27 increases as the rotational speed of the clutch plate 27 increases, the friction contact mechanisms 17a and 17b generate according to the increase. By gradually increasing the magnitude of the hysteresis to be caused, judder vibration can be suitably damped.

Therefore, in the present embodiment, the following effects can be obtained in addition to the effects (1), (4), and (5) of the first embodiment and the second embodiment.
(6) In the present embodiment, among the plurality of friction contact mechanisms 17a and 17b arranged in parallel between the clutch plate 27 and the turbine hub 22, the second friction contact mechanism 17b is a convex portion of the gear member 38b. When 51 is engaged with the inner wall surface of the recess 52 of the clutch plate 27 in the circumferential direction, hysteresis is generated on the friction surface with the turbine hub 22. On the other hand, at this time, the first frictional contact mechanism 17a is slightly moved in the circumferential direction in the minute gap between the convex portion 49 of the gear member 38a and the concave portion 50 of the turbine hub 22, so that the clutch plate 27 There is no hysteresis on the friction surface between the two. Further, when the first friction contact mechanism 17a engages the convex portion 49 of the gear member 38a with the inner wall surface of the concave portion 50 of the turbine hub 22 in the circumferential direction, the first friction contact mechanism 17a similarly applies. Then, hysteresis is generated on the friction surface between the clutch plate 27 and the clutch plate 27. That is, the friction contact mechanisms 17a and 17b have a hysteresis magnitude generated between the clutch plate 27 and the turbine hub 22 in accordance with the torsional angle of the torsional vibration generated between the clutch plate 27 and the turbine hub 22. It can be changed in multiple stages.

(Seventh embodiment)
Next, a seventh embodiment of the present invention will be described with reference to FIGS. In the seventh embodiment, as the torque output from the output shaft of the engine increases, the size of the region in which the friction contact mechanism contacts the turbine hub by applying a frictional force gradually increases. This is different from the third embodiment. Therefore, in the following description, parts different from those of the third embodiment will be mainly described, and the same or corresponding components as those of the third embodiment are denoted by the same reference numerals and redundant description is omitted. And

  As shown in FIGS. 18 and 19A, in the friction contact mechanism 17 of the present embodiment, the O-ring 37 includes a plurality (three in the present embodiment) of substantially annular ridges 53a, 53b, and 53c. Are formed in parallel in the front-rear direction so as to extend along the circumferential direction on the outer peripheral surface of the O-ring 37. Of these ridges 53a to 53c, the ridge 53a located at the center in the front-rear direction has a diameter from the outer peripheral surface of the O-ring 37 with respect to the other ridges 53b, 53c adjacent in the front-rear direction. The dimension protruding outward in the direction is configured to be relatively large. In the state where the O-ring 37 is pressed from the radially inner side against the cylindrical portion 22c of the turbine hub 22 so as to apply a frictional force in the circumferential direction, among the plurality of ridges 53a to 53c, The ridge 53a located at the center in the front-rear direction is in close contact with the cylindrical portion 22c of the turbine hub 22, and the other ridges 53b, 53c adjacent to the ridge 53a in the front-rear direction are on the turbine hub 22. It is configured to be spaced apart from the cylindrical portion 22c via a slight gap in the radial direction.

  Here, in the torque converter 10 of the present embodiment, when the lock-up clutch 15 is in the sliding engagement state, the rotational speed of the clutch plate 27 increases as the torque output from the output shaft 11 of the engine increases. And

  In this case, the friction contact mechanism 17 is restricted in relative rotation with respect to the clutch plate 27 because the concave portion 43 of the gear member 38 is locked in the circumferential direction by the convex portion 44 of the clutch plate 27. Further, since the O-ring 37 is fixed so as not to rotate relative to the gear member 38, the O-ring 37 rotates integrally with the clutch plate 27 together with the gear member 38. Therefore, when the rotational speed of the clutch plate 27 increases as the torque output from the output shaft 11 of the engine increases, the O-ring 37 rotates with the clutch plate 27 at a higher speed. As a result, the O-ring 37 increases the centrifugal force acting radially outwardly as the rotation speed increases, so that the protrusion 53a on the outer peripheral surface is formed in the cylindrical portion of the turbine hub 22 according to the centrifugal force. 22c is pressed more radially outward to make contact by applying a frictional force.

  Then, as shown in FIG. 19B, the ridge 53 a of the O-ring 37 has a pressing force toward the radially outer side so as to be crushed in the radial direction with the cylindrical portion 22 c of the turbine hub 22. As a result of the action, it is in a contracted state in the radial direction. At the same time, the O-ring 37 is disposed adjacent to the ridge 53a in the front-rear direction by being deformed and deformed radially outward so that a part thereof is separated from the gear member 38 in the radial direction. The tip portions of the other ridges 53 b and 53 c come into contact with the cylindrical portion 22 c of the turbine hub 22.

  As a result, the size of the region where the O-ring 37 is brought into contact with the cylindrical portion 22c of the turbine hub 22 by applying a frictional force in the radial direction increases. Therefore, the cylindrical portion 22c of the turbine hub 22 is increased by the increased amount. The magnitude of hysteresis generated between the two increases. Therefore, even when the magnitude of judder vibration generated from the clutch plate 27 increases as the rotational speed of the clutch plate 27 increases, the cylinder portion 22c of the turbine hub 22 is increased according to the increase. On the other hand, the size of the area generated by pressing against the turbine hub 22 is increased by increasing the size of the contact area by pressing in the radial direction and applying a frictional force in the circumferential direction. It can be suitably attenuated.

Therefore, in the present embodiment, the following effects can be obtained in addition to the effects (1), (4), and (5) of the first embodiment and the second embodiment.
(7) In this embodiment, even if the magnitude of judder vibration generated from the clutch plate 27 increases as the rotational speed of the clutch plate 27 increases, frictional contact is made according to the increase. The mechanism 17 presses the turbine hub 22 in the radial direction to apply a frictional force in the circumferential direction to increase the size of the contact area, thereby increasing the size of the hysteresis generated between the mechanism 17 and the turbine hub 22. By increasing, judder vibration can be suitably damped.

In addition, you may change the said embodiment into another embodiment as follows.
In the second to seventh embodiments, for example, as shown in FIGS. 20 and 21, the friction contact mechanism 17 may be configured such that the gear member 38 and the O-ring 37 are integrally formed by an elastic body. In this case, the integrally molded member functions as an engagement member that engages one of the clutch plate 27 and the turbine hub 22 in the circumferential direction, and the other of the clutch plate 27 and the turbine hub 22 in the radial direction. Since it functions as an elastic friction material that contacts by applying a frictional force in the circumferential direction by pressing, the number of parts can be further reduced, resulting in a request for further downsizing of the entire device. I can respond.

  In each of the above embodiments, the friction contact mechanism 17 may be provided so as to be sandwiched in the radial direction between the clutch plate 27 and the driven plate 30 of the damper device 16. That is, the frictional contact mechanism 17 is integrated with the drive plate 29 of the damper device 16 or a rotating member connected to the drive plate 29 so as to be integrally rotatable with the driven plate 30 of the damper device 16 or the driven plate 30. As long as it is configured to be clamped in the radial direction between the rotary members connected in a rotatable manner, the configuration may be configured to be clamped in the radial direction by any combination of rotary members.

  -In the said 1st Embodiment, the convex part which protruded to radial inside is formed in the inner periphery of each intermediate member 32, and this convex part is fitted with the recessed part formed on the outer peripheral surface of the gear member 33 It is good also as composition to do.

  In the sixth embodiment, the angle range θ2 of the minute gap formed between the convex portion 49 of the gear member 38a and the concave portion 50 of the turbine hub 22 constituting the first friction contact mechanism 17a is the second friction You may comprise so that it may become the same with respect to angle range (theta) 3 of the micro clearance gap formed between the convex part 51 of the gear member 38b which comprises the contact mechanism 17b, and the recessed part 52 of the clutch board 27. FIG. In this case, the torque converter 10 has the first frictional contact mechanism 17a between the clutch plate 27 when the torsional angle of torsional vibration generated between the clutch plate 27 and the turbine hub 22 reaches these angle ranges. Simultaneously with the generation of hysteresis, the second friction contact mechanism 17b generates hysteresis with the turbine hub 22. Therefore, according to this configuration, when the rotational speed of the clutch plate 27 increases, the torsional angle of torsional vibration generated between the clutch plate 27 and the turbine hub 22 reaches a predetermined threshold value. A configuration in which the magnitude of hysteresis generated by the frictional contact mechanisms 17a and 17b is rapidly increased can be easily realized.

  In the second to seventh embodiments, the pressing member that presses the turbine hub 22 or the clutch plate 27 in the radial direction and applies the frictional force in the circumferential direction is not limited to the O-ring 37, for example, a square ring Alternatively, W packing or the like may be used. In other words, any member can be employed as long as it can press the turbine hub 22 or the clutch plate 27 in the radial direction and apply a frictional force in the circumferential direction.

  In each of the above embodiments, the starting device is not limited to the torque converter 10 including the lock-up clutch 15 that switches the engagement state based on the hydraulic pressure supplied to the clutch mechanism. For example, the present invention can be applied to a starting device provided with a multi-plate starting clutch as a clutch mechanism.

  DESCRIPTION OF SYMBOLS 10 ... Torque converter as starting device, 11 ... Output shaft, 15 ... Lock-up clutch as clutch mechanism, 16 ... Damper device as damper mechanism, 17 ... Friction contact mechanism, 17a ... First friction contact as friction contact mechanism Mechanism, 17b: Second friction contact mechanism as friction contact mechanism, 22: Turbine hub as second rotating member, 22c: Tube portion as support portion, 22f: Second region as support portion, 24: Input shaft, 27... Clutch plate as the first rotating member, 27 a. Inner peripheral side end as the support portion, 32... Intermediate member, 33... Gear member as the first rotating member, 34. A convex part as a support part, 37 ... an O-ring as a pressing member, 38 ... a gear member as a support member.

Claims (6)

A clutch mechanism disposed on a power transmission path between the output shaft of the drive source and the input shaft of the speed change mechanism, and capable of transmitting power between the output shaft and the input shaft;
A damper mechanism capable of absorbing torque fluctuations generated in the power transmission path in a state where the clutch mechanism is in a clutch operation;
A first rotating member disposed closer to the output shaft than the damper mechanism in the power transmission path;
A second rotating member disposed closer to the input shaft than the damper mechanism in the power transmission path;
The power transmission path is disposed between the first rotating member and the second rotating member, and is engaged with one rotating member of the first rotating member and the second rotating member in the circumferential direction. In the state, the other rotating member is pressed in the radial direction to cause the frictional force to act in parallel with the damper mechanism in the circumferential direction, and in the state where the one rotating member is not engaged in the circumferential direction, and a frictional contact mechanism does not act the frictional force to the other rotary member,
The friction contact mechanism includes a pressing member having an elastic force, and a support member that supports the pressing member in the radial direction while being pressed in the radial direction by the elastic force of the pressing member,
The starting device , wherein the pressing member is arranged in a state of being pressed from both sides in the radial direction by the other rotating member and the support member . The starting device according to claim 1 ,
As the torque output from the output shaft increases, the pressing member presses the other rotating member in the radial direction to apply a frictional force in the circumferential direction so that the size of the contact area gradually increases. It is comprised by the starting apparatus characterized by the above-mentioned. In the starting apparatus as described in any one of Claim 1 or Claim 2 ,
The starting device is characterized in that the pressing member is configured to be able to engage with the one rotating member in a circumferential direction. A clutch mechanism disposed on a power transmission path between the output shaft of the drive source and the input shaft of the speed change mechanism, and capable of transmitting power between the output shaft and the input shaft;
A damper mechanism capable of absorbing torque fluctuations generated in the power transmission path in a state where the clutch mechanism is in a clutch operation;
A first rotating member disposed closer to the output shaft than the damper mechanism in the power transmission path;
A second rotating member disposed closer to the input shaft than the damper mechanism in the power transmission path;
The power transmission path is disposed between the first rotating member and the second rotating member, and is engaged with one rotating member of the first rotating member and the second rotating member in the circumferential direction. In the state, the other rotating member is pressed in the radial direction to cause the frictional force to act in parallel with the damper mechanism in the circumferential direction, and in the state where the one rotating member is not engaged in the circumferential direction, A friction contact mechanism that does not cause a friction force to act on the other rotating member,
The friction contact mechanism is configured in such a manner that the conditions regarding the rotational difference between the first rotating member and the second rotating member when the circumferential engagement state with the one rotating member changes are different from each other. A starting device, wherein a plurality of the rotating members are arranged in parallel between one rotating member and the second rotating member. A clutch mechanism disposed on a power transmission path between the output shaft of the drive source and the input shaft of the speed change mechanism, and capable of transmitting power between the output shaft and the input shaft;
A damper mechanism capable of absorbing torque fluctuations generated in the power transmission path in a state where the clutch mechanism is in a clutch operation;
A first rotating member disposed closer to the output shaft than the damper mechanism in the power transmission path;
A second rotating member disposed closer to the input shaft than the damper mechanism in the power transmission path;
The power transmission path is disposed between the first rotating member and the second rotating member, and is engaged with one rotating member of the first rotating member and the second rotating member in the circumferential direction. In the state, the other rotating member is pressed in the radial direction to cause the frictional force to act in parallel with the damper mechanism in the circumferential direction, and in the state where the one rotating member is not engaged in the circumferential direction, A friction contact mechanism that does not cause a friction force to act on the other rotating member,
The starting device according to claim 1, wherein the friction contact mechanism is configured such that as the torque output from the output shaft increases, the pressing force pressing the other rotating member in the radial direction increases. The starting device according to claim 5 ,
The friction contact mechanism is configured to include an intermediate member that makes contact with a frictional force acting in a radial direction while relatively moving in the circumferential direction with respect to the other rotating member,
The starting device is characterized in that the intermediate member is engaged with the one rotating member via an engaging surface inclined in a direction crossing the radial direction.

Images