JP6528633B2 - Material selection method for clutch damping material - Google Patents

Description

  The present invention relates to a material selection method of a clutch damping material provided in a piston retainer interposed between a piston arm and a clutch.

  Heretofore, there has been known a driving force transmission device comprising a multiple disc dry clutch, a piston and a piston arm for fastening the multiple disc dry clutch, and a bellows seal member having a piston retainer defining a clutch chamber and a hydraulic actuator chamber. (See, for example, Patent Document 1).

JP, 2013-29199, A

  However, in the conventional device, the tip end of the piston arm contacts the clutch plate of the multiple disc dry clutch via the piston retainer provided in the bellows seal member. For this reason, self-excited vibration in which the eigen mode of the piston arm structure diverges when the μ-V characteristic of the multi-plate dry clutch is a negative gradient when fastening with a large pressing force while sliding the friction surface of the multi-plate dry clutch There is a problem that this self-excited vibration becomes an excitation source and a radiation sound is generated which makes the occupant feel uncomfortable.

  To address this problem, the applicant has previously proposed a solution in which a positive damping member is interposed between the arm tip of the piston arm and the arm press-in recess of the piston retainer (Application No .: Japanese Patent Application 2015-125013). However, when a material having a compressive strength that ensures durability is selected as the material of the positive damping member, a hard material is selected, and a loss factor (damping characteristics) can not be secured. On the other hand, when trying to secure a loss factor, it is necessary to select a soft material, and the compression strength can not withstand the pressing force from the piston arm, and it can not be crushed immediately to maintain the compression strength. As a result, there is a problem that the loss factor can not be secured.

  The present invention has been made in view of the above problems, and provides a method of selecting a material for a clutch attenuating material which achieves both of the loss factor and the contradictory characteristics of compressive strength when selecting the material of the clutch attenuating material. The purpose is

In order to achieve the above object, the present invention is a material selection method of a clutch damping material provided in a piston retainer interposed between a piston arm and a clutch.
In this method of selecting a material for the clutch damping material, when selecting a material that satisfies the initial clutch familiarity period from the start of use of the dry clutch to equalization of the surface pressure distribution and loss factor requirement value as damping characteristics, the clutch initial familiarity in the period, on the basis that it becomes the choice of materials meeting compressive strength required value by pushing force from the piston arm, meet from the candidate materials of the clutch damping material, clutches initial warming-up period, the b Sufakuta required value materials Have a selection procedure to select

Therefore, in the selection procedure, among the material candidates for the clutch damping material, a material that meets the clutch initial familiarity period from the start of use of the dry clutch to equalization of the surface pressure distribution and a loss factor requirement value is selected.
For example, among existing resin materials applied to vehicles, it has not been possible to find a material having both of the loss factor and the contradictory characteristics of compressive strength. On the other hand, in the dry clutch, it was found that self-excited vibration occurs in the clutch initial familiarization period from the start of use to equalization of the surface pressure distribution, and generation of self-excited oscillation disappears when the clutch initial familiarity period passes. did. Furthermore, it is also found that selecting a material that meets the clutch initial familiarity period and loss factor requirement value as damping characteristics results in selection of a material that meets the compressive strength requirement value due to the pushing force from the piston arm in the clutch initial familiarity period. did.
Based on the above findings, materials are selected which satisfy the loss factor requirement value in a limited period such as a clutch initial familiarization period. In other words, after the clutch initial familiarization period, materials that do not satisfy the loss factor requirement value can be added to the option to find materials that satisfy both the loss factor and compressive strength characteristics.
As a result, when selecting the material of the clutch damping material, it is possible to establish both the loss factor and the contradictory characteristics of the compressive strength.

FIG. 1 is an overall schematic view showing a hybrid driving force transmission device to which a material selection method of a clutch damping material of a first embodiment is applied. FIG. 6 is a cross-sectional view showing a configuration of a motor & clutch unit in a hybrid driving force transmission device to which the material selection method for the clutch damping material of Embodiment 1 is applied. It is a disassembled perspective view which shows the clutch fastening structure to which the material selection method of the clutch damping material of Example 1 was applied. FIG. 7 is an exploded side view showing a clutch fastening structure to which the material selection method for the clutch damping material of Embodiment 1 is applied. It is sectional drawing which shows the bellows seal member which has a piston retainer in the clutch fastening structure to which the material selection method of the clutch damping material of Example 1 was applied. It is a mode shape figure which shows the natural mode of a piston arm when self-excitation vibration generate | occur | produces in a comparative example. It is a time chart which shows the experimental result of the radiation sound characteristic when self-excitation vibration generate | occur | produces at the time of engine start in a comparative example. FIG. 7 is a time chart showing experimental results of radiation noise characteristics at engine start-up of the first embodiment. FIG. It is explanatory drawing which shows the (micro | micron | mu) -V characteristic which is a relationship of the friction coefficient (mu) and the sliding speed V when sliding the friction surface of a multi-plate dry clutch. FIG. 6 is an explanatory view showing a relationship between temperature and loss factor of each resin material which is a material candidate of a clutch damping material of Example 1; FIG. 6 is an explanatory view showing a relationship between temperature and compressive strength of each resin material which is a material candidate of a clutch damping material of Example 1; FIG. 14 is an explanatory view for explaining a method of selecting a material of the clutch damping material of Example 1, and is an explanatory view showing a relationship between loss factor of each resin material which is a material candidate of the clutch damping material of Example 1 and compressive strength and temperature. It is.

  BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the best mode for realizing the material selection method for a clutch damping material of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
The material selection method of the clutch damping material in the first embodiment is an FF hybrid vehicle in which a multi-plate dry clutch is disposed between an engine and a motor, and slip engagement control is performed while sliding the friction surface of the multi-plate dry clutch at engine startup. Applied to the drive system of The hybrid drive system configuration to which the material selection method of the clutch damping material in the first embodiment is applied will be described by being divided into “overall system configuration”, “configuration of motor and clutch unit”, and “clutch engagement structure”.

[Whole system configuration]
FIG. 1 shows a hybrid driving force transmission device to which the material selection method for the clutch damping material of the first embodiment is applied. Hereinafter, the entire system configuration will be described based on FIG.

  As shown in FIG. 1, the hybrid driving force transmission device includes an engine Eng, a motor & clutch unit M / C, and a transmission unit T / M. One end of the motor and clutch unit M / C is connected to the engine output shaft 1 of the engine Eng, and the other end is connected to the transmission input shaft 5 of the transmission unit T / M. The clutch hub shaft 2, the clutch hub 3, the clutch drum shaft 4, the clutch drum 6, the multi-plate dry clutch 7 (dry clutch), the hydraulic piston mechanism 8, and the motor / generator 9 (motor), Have. The hydraulic piston mechanism 8 is a general term for a configuration for hydraulically controlling engagement and release of the multi-plate dry clutch 7.

  In the hybrid drive power transmission device, the multi-plate dry clutch 7 which is normally open is released to set the "electric vehicle travel mode" in which only the motor / generator 9 is a drive source. Then, at the time of starting the engine Eng, engine cranking is performed by slip engagement control in which the pressing force is increased while sliding the friction surface of the multi-plate dry clutch 7 by using the motor / generator 9 as a starter motor. Furthermore, after the engine is started, the multi-plate dry clutch 7 is hydraulically engaged to make the "hybrid vehicle travel mode" in which the engine Eng and the motor / generator 9 are drive sources. The engine output shaft 1 and the clutch hub shaft 2 are connected via a damper 20.

  The motor and clutch unit M / C has a multi-plate dry clutch 7, a hydraulic piston mechanism 8 and a motor / generator 9 inside the front case 21. The multi-plate dry clutch 7 is connected to the engine Eng to connect and disconnect the driving force transmission from the engine Eng. The hydraulic piston mechanism 8 hydraulically controls engagement and release of the multi-plate dry clutch 7. The motor / generator 9 is disposed at an outer peripheral position of the clutch drum 6 of the multi-plate dry clutch 7. A motor housing 81 having a first clutch pressure oil passage 85 to the hydraulic piston mechanism 8 is provided on the motor and clutch unit M / C while maintaining sealing performance by the O-ring 10.

  The motor / generator 9 is a synchronous three-phase AC motor, and includes a rotor support frame 91 integrally provided with the clutch drum 6, and a rotor 92 supported and fixed to the rotor support frame 91 and having a permanent magnet embedded therein. Have. A stator 94 is disposed on the rotor 92 via an air gap 93 and fixed to the stator housing portion 97, and has a stator coil 95 wound around the stator 94. In the stator housing portion 97, a water jacket 96 for circulating cooling water is formed.

  The transmission unit T / M is connected to the motor and clutch unit M / C, and has a transmission case 41, a V-belt type continuously variable transmission mechanism 42, and an oil pump O / P. The V-belt type continuously variable transmission mechanism 42 is incorporated in the transmission case 41, spans a V-belt between two pulleys, and obtains a stepless transmission ratio by changing the belt contact diameter. The oil pump O / P is a hydraulic pressure source that creates the hydraulic pressure to the required part, and it is from the control valve (not shown) that regulates the shift hydraulic pressure to the pulley chamber, the clutch hydraulic pressure, etc. Guide oil pressure to the required part. The transmission unit T / M is further provided with a forward and reverse switching mechanism 43, an oil tank 44, and an end plate 45.

  The oil pump O / P drives the pump by transmitting the rotational drive torque of the transmission input shaft 5 through a chain drive mechanism. The chain drive mechanism includes a drive-side sprocket 51 that rotates with the rotational drive of the transmission input shaft 5, a driven-side sprocket 52 that rotationally drives the pump shaft 57, and a chain 53 that spans over both sprockets 51 and 52. And. The drive side sprocket 51 is interposed between the transmission input shaft 5 and the end plate 45, and is rotatably supported via a bush 55 with respect to a stator shaft 54 fixed to the transmission case 41. Then, the rotational drive torque from the transmission input shaft 5 is transmitted via a first adapter 56 which is spline-fitted to the transmission input shaft 5 and is claw-fitted to the drive side sprocket 51.

[Configuration of motor & clutch unit]
FIG. 2 shows the configuration of a motor and clutch unit in a hybrid driving force transmission device to which the method for selecting the material of the clutch damping material and the fixing structure and the method for assembling the clutch of Embodiment 1 of Embodiment 1 are applied. The configuration of the motor & clutch unit M / C will be described below with reference to FIG.

  The clutch hub 3 is connected to the engine output shaft 1 of the engine Eng. As shown in FIG. 2, the drive plate 71 of the multi-plate dry clutch 7 is held on the clutch hub 3 by spline connection.

  The clutch drum 6 is connected to the transmission input shaft 5 of the transmission unit T / M. As shown in FIG. 2, the driven plate 72 of the multi-plate dry clutch 7 is held on the clutch drum 6 by spline connection.

  The multi-plate dry clutch 7 is interposed between the clutch hub 3 of the driving force transmission system and the clutch drum 6, and alternates the drive plate 71 with the friction facings 73, 73 attached on both sides and the driven plate 72. It is configured by arranging multiple pieces in. That is, by engaging the multi-plate dry clutch 7, torque can be transmitted between the clutch hub 3 and the clutch drum 6, and releasing the multi-plate dry clutch 7 allows the clutch hub 3 and the clutch drum 6 to be engaged. Shut off torque transmission. Hereinafter, the drive plate 71 and the driven plate 72 which are alternately arranged are collectively referred to as clutch plates 71 and 72.

  The hydraulic piston mechanism 8 is a hydraulic actuator that controls engagement and release of the multi-plate dry clutch 7 and is disposed at a position between the transmission unit T / M side and the clutch drum 6. As shown in FIG. 2, the hydraulic piston mechanism 8 is formed in the piston 82 and the motor housing 81, and is provided with a first clutch pressure oil passage 85 for guiding the clutch pressure generated by the transmission unit T / M, and a first clutch And a cylinder oil chamber 86 in communication with the pressure oil passage 85. The piston 82 is slidably provided in the cylinder hole 80 of the motor housing 81, and the oil pressure by the pressurized oil led from the first clutch pressure oil passage 85 to the cylinder oil chamber 86 when the multiple disc dry clutch 7 is engaged. Stroke in the clutch engagement direction (right direction in FIG. 2).

  Between the piston 82 and the multi-plate dry clutch 7, as shown in FIG. 2, a needle bearing 87, a piston arm 83, a return spring 84, a piston retainer 88, and a bellows seal member as a clutch fastening structure. 89 and 90 are intervened.

  The needle bearing 87 is interposed between the piston 82 and the piston arm 83, as shown in FIG. 2, to prevent the piston 82 from rotating with the rotation of the piston arm 83.

  The piston arm 83 is slidably provided in a through hole 61 formed in the vertical wall 60 of the clutch drum 6 as shown in FIG. 2 and is an end of an arm projecting into a clutch chamber 64 containing the multi-plate dry clutch 7. The part follows the stroke movement of the piston 82 and makes a stroke.

  The return spring 84 is interposed between the vertical wall 60 of the clutch drum 6 and the piston arm 83, and applies a biasing force in the clutch release direction to the piston arm 83 when the multi-plate dry clutch 7 is released.

  The piston retainer 88 is press-fitted and fixed to the end of the piston arm 83. When the multi-plate dry clutch 7 is engaged, the piston retainer 88 contacts the clutch plates 71 and 72 to transmit the clutch engagement force.

The bellows seal members 89, 90 are constituted by an outer peripheral bellows seal member 89 and an inner peripheral bellows seal member 90, and integrally have a piston retainer 88 between the two bellows seal members 89, 90. The bellows seal members 89, 90 are fixed at positions where the through hole 61 and the arm tip are sealed from the clutch chamber 64, and elastically deform in accordance with the stroke operation of the piston retainer 88. That is, as shown in FIG. 2, the bellows seal members 89 and 90 integrally having the piston retainer 88 are disposed parallel to the vertical wall 60 at the position on the clutch chamber 64 side of the vertical wall 60 of the clutch drum 6.
In FIG. 2, the clutch damping member 101 is interposed between the piston arm 83 and the piston retainer 88, and the detailed configuration will be described later.

[Clutch engagement structure]
FIG.3 and FIG.4 shows the clutch fastening structure to which the fixing structure of the clutch damping material of Example 1 was applied. FIG. 5 shows a bellows seal member having a piston retainer in a clutch fastening structure to which the clutch damping material fixing structure of the first embodiment is applied. Hereinafter, based on FIGS. 3-5, the detailed structure of a clutch fastening structure is demonstrated.

  As a clutch fastening structure by the piston arm 83 and its peripheral members, as shown in FIG. 3, the piston arm 83, the return spring 84, the piston retainer 88, the bellows seal members 89 and 90, and the clutch damping member 101. And.

  As shown in FIGS. 3 and 4, the piston arm 83 has an annular arm body 83a, an arm tip 83b projecting from the arm body 83a at four points, and each arm tip 83b. And an arm end surface 83c formed on the end surface. Each of the arm distal end portions 83 b protruding at four places in the circumferential direction is inserted into the four through holes 61 formed in the vertical wall 60 of the clutch drum 6.

  As shown in FIG. 3, the return spring 84 includes a ring-shaped spring support plate 84a and a plurality of coil springs 84b fixed to the spring support plate 84a.

  As shown in FIG. 5, the piston retainer 88 is an annular metal member provided with an arm press-fit recess 88a having a press-fit surface 88b of the piston arm 83 against the arm tip 83b on the inner diameter side. The arm press-fit recess 88a has a press-fit surface 88b and, as shown in FIG. 5, a clutch contact surface 88c contacting the clutch plates 71 and 72 and a back side position of the clutch contact surface 88c. And a concave bottom surface 88d opposite to the surface 83c.

The bellows seal members 89 and 90 are, as shown in FIG. 5, a seal member having a bellows cross-sectional shape integrally made of synthetic rubber, for example, and having a piston retainer 88 integrally. The bellows seal members 89 and 90 are integrally connected to the inner peripheral flange portion and the outer peripheral flange portion of the piston retainer 88, respectively, while maintaining sealing performance by vulcanization bonding or the like. The bellows seal members 89 and 90 integrally have an inner fixed retainer 103 and an outer fixed retainer 104 separately from the piston retainer 88, and the inner fixed retainer 103 and the outer fixed retainer 104 are clutch drums. It is press-fitted and fixed to the step surface of the vertical wall 60 of FIG.
That is, the actuator chamber 63 (wet space) in which the hydraulic piston mechanism 8 is disposed and the clutch chamber 64 (dry space) in which the multi-plate dry clutch 7 is disposed are defined by the bellows seal members 89 and 90 integrally including the piston retainer 88. It has a partition function to create (Figure 2).

  The clutch damping member 101 is a member that is made of a nylon resin material selected by a material selection method to be described later and that provides positive damping to peripheral members of the multi-plate dry clutch 7. The clutch damping member 101 is disposed between the piston arm 83 and the piston retainer 88 as shown in FIGS. 3 and 4. The shape of the clutch damping member 101 is an annular shape disposed in the entire area connecting the tip end portions 83b of the piston arm 83 projecting at four points from the arm body 83a on the circumference.

Next, the operation will be described.
The operation of the first embodiment is described as “radiative noise generation mechanism at engine start”, “radiative noise suppression function at engine start”, “material selection method for clutch damping material”, “others for material selection method for clutch damping material” It is divided and explained to "characteristic action of".

[Radiation generation mechanism at engine start]
In the FF hybrid vehicle of the first embodiment, when there is a mode transition request from “EV mode” to “HEV mode”, the motor / generator 9 is used as a starter motor, and starting of the engine Eng is performed via the multi-plate dry clutch 7 It will be.

  Thus, when starting from a stop of the engine Eng, the friction surface of the multi-plate dry clutch 7 disposed between the motor / generator 9 and the engine Eng is pressed and engaged while sliding to transmit the motor torque to the engine Eng And engine cranking takes place. However, since the air compression reaction force in the cylinder and the friction of the piston sliding portion are large in the stopped engine Eng, a large motor torque is required to perform cranking.

  On the other hand, in the present mechanism that transmits the motor torque to the engine Eng while sliding the multi-plate dry clutch 7, in order to transmit a large torque to the engine Eng, it is necessary to generate the large clutch pressing force on the multi-plate dry clutch 7. There is.

  However, depending on the condition, there is a negative gradient in the μ-V characteristic, which is the relationship between the coefficient of friction μ when sliding the friction surface of the multi-plate dry clutch and the sliding speed V (see solid line A in FIG. 9) When a large pressing force is generated in a multi-plate dry clutch, negative damping is generated in proportion to the pressing force and the negative gradient. In general, it is also known that, when the negative damping is large, self-excited oscillation in which the eigen mode of the clutch fastening structure diverges is generated.

  In the hybrid drive power transmission system, when the engine is started in the "EV mode", if a large clutch pressing force is engaged while sliding the friction surface of the multi-plate dry clutch, radiation noise may occur which makes the driver feel uncomfortable I confirmed the fact. Then, when this cause was elucidated, when the negative damping of the multi-plate dry clutch was large, it was found out that the self-excited oscillation of the eigenmode occurs in the piston arm which is the peripheral part of the multi-plate dry clutch. The eigen mode self-excitation vibration generated in the piston arm 83 refers to a vibration form in which the tip end portion of the piston arm 83 repeats a shape change such as an outer enlargement and an inner reduction as shown in FIG.

  Thus, when self-excited vibration in the eigenmode occurs in the piston arm, the self-excited vibration is used as an excitation source, and the housing member, case member, etc. around it are used as a radiation sound converter, and radiation noise is generated from the drive system. . As shown in the experimental results of FIG. 7, this radiated sound has a high sound pressure level, although for a short time. Furthermore, when the engine start is performed while the vehicle is stopped or traveling in a quiet "EV mode", the emission noise from the drive system makes the occupants in the vehicle compartment, who are sensitive to sound and vibration feel discomfort, It becomes a sound. It has been clarified that the series of actions as described above is a radiation noise generation mechanism in which radiation noise is generated from the drive system at the start of the engine when slip engagement is performed while sliding the friction surface of the multi-plate dry clutch.

[Radiation noise suppression action at engine start]
In the first embodiment, between the piston arm 83 and the piston retainer 88, the clutch damping member 101 for providing positive damping to peripheral members of the multi-plate dry clutch 7 is disposed.

  That is, at the start of the engine, which is slip-engaged while sliding the friction surface of the multi-plate dry clutch 7, the piston arm 83 travels by following the stroke operation of the piston 82. During the stroke of the piston arm 83, the piston retainer 88 fixed to the arm distal end 83b of the piston arm 83 contacts the clutch plates 71 and 72 to transmit the clutch fastening force. At this time, if the negative damping of the multi-plate dry clutch 7 is large, self-oscillations in the natural mode occur in the piston arm 83 which is a peripheral component of the multi-plate dry clutch 7 as described above.

  However, by arranging the clutch damping member 101 between the piston arm 83 and the piston retainer 88, the negative damping of the multi-plate dry clutch 7 is canceled by the positive damping provided by the clutch damping member 101. For this reason, the self-excitation vibration itself of the eigen mode which generate | occur | produces in the piston arm 83 which is a cause which a radiation noise generate | occur | produces in a drive system is suppressed.

  As a result, at the time of slip engagement in which the friction surface of the multiple disc dry clutch 7 is slipped, generation of radiation noise from the drive system is suppressed. As shown in the experimental results of FIG. 8, this radiation sound generation suppression effect is a radiation sound whose sound pressure level is suppressed within the low level range below the noise level with respect to the radiation sound of high sound pressure level shown in FIG. The effect of suppressing the generation of radiated sound was also confirmed by experiments. That is, at the slip engagement for sliding the friction surface of the multi-plate dry clutch 7, the generation of the radiation noise due to the self-excited vibration is effectively achieved only by arranging the clutch damping member 101 between the piston arm 83 and the piston retainer 88. It has been proved to be suppressed.

[Method of selecting material for clutch damping material]
As described above, it has been proved that the generation of the radiation noise is effectively suppressed only by disposing the clutch damping member 101 between the piston arm 83 and the piston retainer 88. However, when a material having a compressive strength that ensures durability is selected as the material of the positive damping member, a hard material is selected, and a loss factor (damping characteristics) can not be secured. On the other hand, when trying to secure a loss factor, it is necessary to select a soft material, and the compression strength can not withstand the pressing force from the piston arm, and it can not be crushed immediately to maintain the compression strength. As a result, a loss factor can not be secured.

  The method of selecting the material of the clutch damping member 101 provided in the piston retainer 88 interposed between the piston arm 83 and the multi-plate dry clutch 9 according to the first embodiment solves this problem. Hereinafter, the material selection method of the clutch damping material 101 will be described based on FIGS. 9 to 12. FIG. 9 shows the μ-V characteristic which is the relationship between the coefficient of friction μ and the sliding speed V when the friction surface of the multi-plate dry clutch is slid.

  First, in adopting the material selection method of the clutch damping material 101, for example, from among existing resin materials applied to vehicles, find a material in which both of the loss factor and the contradictory characteristics of compressive strength are satisfied. I could not On the other hand, in the multi-plate dry clutch 7, self-excited vibration occurs in the clutch initial familiarization period from the start of use to equalization of the surface pressure distribution, and generation of self-excited oscillation disappears when the clutch initial familiarity period passes. I found that. That is, as shown in FIG. 9, the μ-V characteristic has a negative slope as shown by the solid line A in FIG. 9 at the start of use of the multi-plate dry clutch 7. However, the use of the multi-plate dry clutch 7 makes the negative gradient gentle as shown by the solid line A to the dotted line B in FIG. Then, after the clutch initial familiarization period has elapsed, the negative gradient disappears as indicated by the dotted line B to the alternate long and short dash line C in FIG. 9. As described above, it has been found that the self-excited vibration disappears after the clutch initial familiarization period. Based on the above findings, materials are selected which satisfy the loss factor requirement value α in a limited period such as a clutch initial familiarization period.

  Furthermore, it is also found that selecting a material that meets the clutch initial familiarity period and loss factor requirement value as damping characteristics results in selection of a material that meets the compressive strength requirement value due to the pushing force from the piston arm in the clutch initial familiarity period. did.

  Further, the temperature of the clutch damping member 101 changes due to a temperature change due to the friction of the multi-plate dry clutch 7, a temperature change of oil in the actuator chamber 63, and the like. For this reason, the clutch damping material 101 is selected by adding a temperature condition that the clutch damping material 101 is in a working temperature range (for example, 25 degrees to 140 degrees) from normal temperature to high temperature. The reason is as follows.

  The temperature change of the clutch damping member 101 will be described based on FIG. 10 and FIG. FIG. 10 shows the relationship between the temperature and loss factor of each resin material which is a material candidate for the clutch damping material 101, and FIG. 11 shows the temperature and compressive strength of each resin material which is a material candidate for the clutch damping material 101. It shows the relationship. In FIG. 10 and FIG. 11, “PTFE 1” shows the characteristics of PTFE-based resin 1, “PTFE 2” shows the characteristics of PTFE-based resin 2, “N” shows the characteristics of nylon-based resin, and “P” shows polyimide Show the characteristics of In addition, "PTFE" is polytetrafluoroethylene. In addition, these materials are examples of specific material candidates for the clutch damping material 101. Hereinafter, the temperature change of the clutch damping material 101 will be described.

As shown in FIG. 10, the loss factor of each resin material increases as the temperature rises. However, in FIG. 10, the slope at which the loss factor increases differs depending on the resin material. Further, as shown in FIG. 11, the compressive strength of each resin material is lowered due to the temperature rise. In FIG. 11, even if the resin materials are different, the tendency for the compressive strength to decrease due to the temperature rise is the same. For this reason, temperature conditions are added that the clutch damping material 101 is in the working temperature range from normal temperature to high temperature, and loss factor required value α (eg, 0.08 or more) and compressive strength required value β (eg, 14.8 MPa or more) Select the material to be filled.
Here, the "loss factor" is the softness of the clutch damping member 101, and the larger the numerical value, the softer the muffling effect. The loss factor is determined by the hysteresis amount of the load at the displacement position in the load-displacement hysteresis characteristic which is a relationship of displacement before and after the predetermined load is applied to the material and the load is applied. Further, “compression strength” refers to the difficulty of crushing the clutch damping member 101, and the greater the numerical value, the greater the rigidity.

Hereinafter, based on FIG. 12, the material selection method of the clutch damping material 101 will be specifically described.
FIG. 12 shows the relationship between the loss factor of each resin material which is a material candidate for the clutch damping material, the compression strength and the temperature, with the abscissa representing the loss factor and the ordinate representing the compression strength. The solid line in FIG. 12 shows the characteristics of each resin material (PTFE1s, PTFE2s, Ns, Ps) which is a material candidate for a clutch damping material at the start of use of the multi-plate dry clutch 7. The broken line in FIG. 12 indicates the characteristics of each resin material (PTFE 2 m, N m) which is a material candidate for the clutch damping material when the clutch initial familiarization period has elapsed (for example, when traveling a total distance of 5000 km). Furthermore, the alternate long and short dash line in FIG. 12 indicates material candidates for the clutch damping material when the period from the start of use of the multi-plate dry clutch 7 to the guaranteed life (guaranteed life) has elapsed (for example, when the total travel distance is 100,000 km). The characteristic of the resin material (Ne) which is In each resin material, the larger the loss factor, the higher the temperature, and the maximum loss factor indicates that the use temperature is 140 degrees. In addition, the smaller the loss factor, the lower the temperature, and the minimum loss factor indicates that the operating temperature is 25 degrees. In other words, the higher the compression strength, the lower the temperature, and the maximum compression strength indicates that the working temperature is 25 degrees. The lower the compression strength is, the higher the temperature is, and the lowest compression strength is the use temperature of 140 degrees.

  First, as specific material candidates for the clutch damping material 101, for example, PTFE-based resin 1 ("PTFE 1s" in Fig. 12) · PTFE-based resin 2 ("PTFE 2s" in Fig. 12) shown also in Figs. “PTFE 2 m”) Nylon-based resin (“Ns”, “Nm”, “Ne” in FIG. 12) polyimide (“Ps” in FIG. 12). The material of the clutch damping material 101 is selected from the four resin materials.

  Next, the loss factor selection procedure (selection procedure), the compression strength selection procedure, and the common selection will be described.

(Loss factor selection procedure)
In the loss factor selection procedure, a clutch initial familiarity period from the start of use of the multi-plate dry clutch 7 to uniform contact pressure distribution from the material candidates of the clutch damping material 101, a temperature range from normal temperature to high temperature (for example, At 25 degrees to 140 degrees, select a material that satisfies the loss factor required value α (for example, 0.08 or more) as the attenuation characteristic (loss factor selection condition). Therefore, the loss factor requirement value α is set in the clutch initial familiarity period from the start of use of the multi-plate dry clutch 7 to equalization of the surface pressure distribution, and in the temperature range from normal temperature to high temperature (for example, 25 degrees to 140 degrees). The material which does not satisfy is not selected (NG area | region less than loss factor request value alpha of FIG. 12). Hereinafter, four resin materials will be examined.

  As shown in FIG. 12, the PTFE-based resin 1 satisfies the loss factor selection condition at least at the start of use of the multi-plate dry clutch 7 in the temperature range from normal temperature to high temperature.

  As shown in FIG. 12, the PTFE-based resin 2 satisfies the compressive strength selection condition in the temperature range from normal temperature to high temperature at the start of use of the multi-plate dry clutch 7. However, as shown in FIG. 12, since the PTFE-based resin 2 falls below the loss factor requirement value α at least in the temperature range of normal temperature when the clutch initial familiarization period has elapsed, the loss factor selection condition is not satisfied. Therefore, the PTFE-based resin 2 is not selected in the loss factor selection procedure.

  As shown in FIG. 12, the nylon resin satisfies the loss factor selection condition at least in the temperature range from normal temperature to high temperature when the clutch initial familiarization period has elapsed. Therefore, nylon resin is selected in the loss factor selection procedure.

  As shown in FIG. 12, the polyimide does not satisfy the loss factor selection condition in the temperature range from normal temperature to high temperature at the start of use of the multi-plate dry clutch 7. For this reason, no polyimide is selected in the loss factor selection procedure.

(Compression strength selection procedure)
In the compression strength selection procedure, a clutch initial familiarity period from the start of use of the multi-plate dry clutch 7 to uniforming of the surface pressure distribution from the material candidates of the clutch damping material 101, a temperature range from normal temperature to high temperature (for example, At 25 degrees to 140 degrees), a material satisfying the compression strength request value .beta. (E.g., 14.8 Mpa or more) by the pressing force of the piston arm 83 is selected (compression strength selection condition). For this reason, in the clutch initial familiarity period from the start of use of the multi-plate dry clutch 7 until the surface pressure distribution is equalized, and in the temperature range from normal temperature to high temperature (for example, 25 degrees to 140 degrees) The material which does not satisfy the above is not selected (NG region below the compression strength requirement value β in FIG. 12). Hereinafter, four resin materials will be examined.

  As shown in FIG. 12, the PTFE-based resin 1 does not satisfy the compression strength selection condition because it is lower than the required value of the compression strength β in the high temperature region at the start of use of the multi-plate dry clutch 7. For this reason, the PTFE-based resin 1 is not selected in the compression strength selection procedure.

  As shown in FIG. 12, the PTFE-based resin 2 satisfies the compressive strength selection condition in the temperature range from normal temperature to high temperature at the start of use of the multi-plate dry clutch 7. However, as shown in FIG. 12, the PTFE-based resin 2 does not satisfy the compression strength selection condition because it falls below the compression strength requirement value β in the temperature range from middle temperature to high temperature when the clutch initial familiarization period elapses. For this reason, the PTFE-based resin 2 is not selected in the compression strength selection procedure.

  As shown in FIG. 12, the nylon resin satisfies the compressive strength selection condition in the temperature range from normal temperature to high temperature when the clutch initial familiarization period has elapsed. For this reason, a nylon-based resin is selected in the compression strength selection procedure. In addition, as shown in FIG. 12, the nylon resin has a temperature range (for example, 25 degrees to 140 degrees) from normal temperature to high temperature even at the end of the guaranteed life period from the start of use of the multi-plate dry clutch 7 to the guaranteed life. In the above, the compression strength demand value β (for example, 14.8 Mpa or more) due to the pushing force by the piston arm 83 is satisfied.

  As shown in FIG. 12, the polyimide satisfies the compressive strength selection condition at least at the start of use of the multi-plate dry clutch 7 in the temperature range from normal temperature to high temperature.

(Common selection)
Among the materials selected by the above-described loss factor selection procedure and the materials selected by the compression strength selection procedure, a commonly selected material is a nylon resin. For this reason, the material of the clutch damping material 101 is nylon resin.

Thus, after the clutch initial familiarization period has passed, a material not satisfying the loss factor requirement value α can also be added as an option, and it is possible to find a material in which the opposite characteristics of loss factor and compressive strength are satisfied. .
As a result, when selecting the material of the clutch damping member 101, it is possible to establish both of the contradictory characteristics of the loss factor and the compressive strength.
In addition, in the clutch initial familiarization period from the start of use of the multi-plate dry clutch 7 to the equalization of the surface pressure distribution, the clutch damping material 101 can suppress the self-excited vibration of the eigen mode generated in the piston arm 83. It is possible to suppress the generation of radiation noise due to self-excited vibration. Also, after the clutch initial familiarization period has elapsed, even if the loss factor of the clutch damping material 101 does not satisfy the loss factor requirement value α that can suppress self-excited vibration, self-excited vibration does not occur in the first place. There is no possibility that the sound emitted by

  In the compression strength selection procedure, when a material satisfying the compression strength demand value β (for example, 14.8 Mpa or more) due to the pushing force by the piston arm 83 is selected from the material candidates of the clutch damping material 101 during the guaranteed life period. The clutch damping member 101 is not broken even at the end of the guaranteed life period, which is longer than the initial clutch familiarity period. For this reason, fragments of the clutch damping material 101 do not occur in the transmission unit T / M during the guaranteed lifetime. As described above, when the material is selected in the compression strength selection procedure, it is possible to suppress the impossibility of shifting without interrupting the movement of the V-belt type continuously variable transmission mechanism 42 during the guaranteed lifetime.

[Other characteristic action in material selection method of clutch damping material]
In the first embodiment, in the loss factor selection procedure, temperature conditions are added such that the clutch damping member 101 is in the operating temperature range from normal temperature to high temperature during the clutch initial familiarization period, and a material satisfying the loss factor required value α is selected. Configuration (FIGS. 11 and 12).
For example, as indicated by a solid line A in FIG. 9, when the sliding speed V is low, the friction coefficient μ is also low, the negative gradient does not occur, and no abnormal noise is generated due to self-excited vibration. In this case, the temperature of the multi-plate dry clutch is low. On the other hand, as indicated by a solid line A in FIG. 9, when the sliding velocity V is high, the friction coefficient μ is also high, and when the gradient is negative, noise due to self-excited vibration is generated. In this case, if the temperature of the multi-plate dry clutch rises and the loss factor rises due to the temperature rise of the clutch damping material, the clutch damping material becomes soft, but if the value of the loss factor is not sufficient, noise due to self-excited vibration occurs There is a risk of In addition, there is a possibility that the clutch damping material may be crushed due to the decrease in the compression strength due to the temperature rise.
On the other hand, in the first embodiment, in the loss factor selection procedure, a temperature condition that the clutch damping material 101 is in the working temperature range from normal temperature to high temperature is added, and a material satisfying the loss factor required value α is selected. .
That is, it was possible to find a material in which both of the loss factor changing with temperature rise and the contradictory characteristics of compressive strength are satisfied.
Therefore, when selecting the material of the clutch damping member 101, even if there is a temperature change in the operating temperature range, it is possible to establish both of the contradictory characteristics of the loss factor and the compressive strength.

In the first embodiment, the material of the clutch damping material 101 is a nylon resin selected according to the loss factor selection procedure (FIG. 12).
That is, the nylon resin selected by the loss factor selection procedure out of the existing resin materials is used as the material of the clutch damping material 101. Thus, the nylon resin can be easily obtained, and there is no cost for developing a new material.
Therefore, the material cost of the clutch damping material 101 can be suppressed.

Next, the effects will be described.
In the material selection method of the clutch damping material in the first embodiment, the following effects can be obtained.

(1) A method of selecting the material of the clutch damping member 101 provided in the piston retainer 88 interposed between the piston arm 83 and the dry clutch (multi-plate dry clutch 7),
Among the material candidates for the clutch damping material 101, a material that satisfies a clutch initial familiarity period from the start of use of the dry clutch (multi-plate dry clutch 7) to equalization of contact pressure distribution and loss factor requirement value α as a damping characteristic Selection procedure (loss factor selection procedure) for selecting (FIG. 12).
For this reason, when selecting the material of the clutch damping material 101, it is possible to provide a material selecting method of the clutch damping material 101 that achieves both the loss factor and the contradictory characteristics of the compressive strength.

(2) The selection procedure (loss factor selection procedure) is a material that satisfies the loss factor requirement value α by adding a temperature condition that the clutch damping material 101 is in the working temperature range from normal temperature to high temperature during the clutch initial familiarity period. Are selected (FIG. 11 and FIG. 12).
For this reason, in addition to the effect of (1), when selecting the material of the clutch damping material 101, both the loss factor and the contradictory characteristics of the compressive strength are satisfied even if there is a temperature change in the operating temperature range. it can.

(3) The material of the clutch damping material 101 is a nylon resin selected according to the selection procedure (loss factor selection procedure) (FIG. 12).
For this reason, in addition to the effect of (1) or (2), the material cost of the clutch damping material 101 can be suppressed.

(4) The dry clutch is a multi-plate dry clutch 7 interposed between the engine Eng of the hybrid drive system and the motor (motor / generator 9),
At the start of the engine Eng, the multi-plate dry clutch 7 uses the motor (motor / generator 9) as a starter motor to perform engine cranking by slip engagement control to increase the pressing force while sliding the friction surface of the multiple-plate dry clutch 7 (Figure 1).
For this reason, in addition to the effects of (1) to (3), at the time of engine start which performs slip engagement control of the dry clutch (multi-plate dry clutch 7) according to the mode transition request from "EV mode" to "HEV mode" It is possible to suppress the generation of radiation noise due to self-excited vibration in the “EV mode”.

  As mentioned above, although the material selection method of the clutch damping material of this invention was demonstrated based on Example 1, about a specific structure, it is not limited to this Example 1, It is in each claim of a claim. Changes in design, additions, and the like are permitted without departing from the scope of the invention.

  In the first embodiment, the shape of the clutch damping member 101 is an annular shape disposed in the entire area connecting the tip end portions 83b of the piston arm 83 projecting at four points from the arm body 83a on the circumference. Indicated. However, as long as the clutch damping member 101 has a position and a shape that can provide positive damping, for example, the clutch damping member 101 may be shaped so as to wrap around the arm tip portion 83b of the piston arm 83.

  In the first embodiment, among material candidates of the clutch damping material 101, a clutch initial familiarity period from the start of use of the multi-plate dry clutch 7 to equalization of the surface pressure distribution, and a loss factor requirement value α as a damping characteristic are satisfied. From the loss factor selection procedure of selecting the material and the material candidate of the clutch damping material 101, the clutch initial familiarity period from the start of use of the multi-plate dry clutch 7 to equalization of the surface pressure distribution, pushing force by the piston arm 83 An example of selecting a material from among the material candidates of the clutch damping material 101 has been shown according to a compression strength selection procedure of selecting a material satisfying the compression strength requirement value β according to the above. Furthermore, the loss factor selection procedure adds a temperature condition that the clutch damping material 101 is in the working temperature range from normal temperature to high temperature during the clutch initial familiarity period, and selects a material that satisfies the loss factor required value α, The strength selection procedure shows an example of selecting a material satisfying the compression strength demand value β by adding a temperature condition that the clutch damping material 101 is in the working temperature range from normal temperature to high temperature in the clutch initial familiarization period. The Then, an example is shown in which the material of the clutch damping material 101 is a material selected in common among the material selected by the loss factor selection procedure and the material selected by the compression strength selection procedure. However, from among the material candidates for the clutch damping material 101, a material that satisfies the clutch initial familiarity period from the start of use of the multi-plate dry clutch 7 to equalization of the surface pressure distribution and loss factor requirement value α as damping characteristics is selected The material selected by the loss factor selection procedure may be used as the material of the clutch damping material 101. Furthermore, in this loss factor selection procedure, a temperature condition is added that the clutch damping member 101 is in the operating temperature range from normal temperature to high temperature during the clutch initial familiarity period, and a material satisfying the loss factor required value α is selected. Also good. When selecting the material of the clutch damping material 101 by adding the compressive strength selection procedure to the loss factor selection procedure, either selection procedure may be performed first.

  In the first embodiment, an example in which the material of the clutch damping material 101 is nylon resin has been described. However, the material of the clutch damping member 101 differs depending on the vibration frequency (self-excited vibration) or the like to be suppressed. For example, the material selected in common with the material selected in the loss factor selection procedure and the material selected in the compression strength selection procedure may be used as the material of the clutch damping material 101 or the loss factor selection procedure The selected material may be used as the material of the clutch damping material 101. The material and candidate material of the clutch damping material 101 are not limited to resin materials.

  In the first embodiment, an example is shown in which the period from the start of use of the multi-plate dry clutch 7 to the guaranteed life (guaranteed life period) and the clutch initial familiarization period are determined by the total travel distance. However, the present invention is not limited to the total travel distance, and may be determined based on the total travel time, or may be determined based on the number of times the engine has been started (the number of cranking times). In short, any parameter may be used as long as it can determine the guaranteed lifetime and the clutch initial familiarization period.

  In the first embodiment, an example of application to a hybrid driving force transmission device in which an engine and a motor / generator are mounted and the multi-plate dry clutch is a traveling mode transition clutch has been described. However, the present invention can also be applied to a method of selecting a material of an engine clutch damping material in which only an engine is mounted as a drive source and a dry clutch is used as a start clutch like an engine car. Furthermore, it is applicable also to the material selection method of the motor clutch damping material which carries only a motor / generator as a drive source like an electric car, a fuel cell car, etc., and uses a dry clutch as a start clutch.

Eng engine 3 clutch hub 6 clutch drum
60 vertical wall
61 through holes
64 clutch room 7 multi-plate dry clutch (dry clutch)
71, 72 Clutch plate 8 Hydraulic piston mechanism
81 Motor housing
82 piston
83 piston arm
83a arm body
83b arm tip
83c arm tip surface
84 Return spring
88 Piston retainer
88b Retainer inner surface
89 bellows seal member 9 motor / generator (motor)
101 Clutch damping material (positive damping member)

Claims (4)

A material selection method for a clutch damping material provided in a piston retainer interposed between a piston arm and a dry clutch, comprising:
When a material is selected that satisfies the clutch initial familiarity period from the start of use of the dry clutch until the surface pressure distribution is equalized, and the loss factor required value as a damping characteristic, the pushing force from the piston arm is applied in the clutch initial familiarity period. based on becoming a selection of materials meeting compressive strength required value by, among candidate materials of the clutch damping material, the clutches initial warming-up period, a selection procedure to select a material satisfying the b Sufakuta required value A material selection method of a clutch damping material characterized by having. In the clutch damping material selection method according to claim 1,
The clutch is characterized by adding a temperature condition that the clutch attenuating material is in an operating temperature range from normal temperature to high temperature during the clutch initial familiarity period, and selecting a material satisfying the loss factor required value. Selection method of damping material. In the clutch damping material selection method according to claim 1 or 2,
A method of selecting a clutch damping material, wherein the material of the clutch damping material is a nylon-based resin selected by the selection procedure. In the clutch damping material selection method according to any one of claims 1 to 3,
The dry clutch is a multi-plate dry clutch interposed between an engine and a motor of a hybrid drive system,
The multi-plate dry clutch is characterized in that engine cranking is performed by slip engagement control in which the pressing force is increased while sliding the friction surface of the multi-plate dry clutch while the motor is used as a starter motor when starting the engine. Selection method of clutch damping material.