JP6691458B2 - Damper device - Google Patents

Description

  The present invention relates to a damper device provided between an engine and a transmission.

  Vehicles such as automobiles are equipped with gasoline engines, diesel engines, etc. as prime movers. Since these engines are internal combustion engines that involve minute torque fluctuations due to combustion pressure and the like, torsional vibrations due to torque fluctuations are transmitted from the engine to the transmission. As described above, the torsional vibration transmitted to the drive system such as the transmission is a factor that vibrates the vehicle body and generates a so-called muffled sound in the vehicle interior. Therefore, it is required to reduce the torsional vibration transmitted from the engine to the transmission and suppress the generation of muffled noise. Therefore, the torque converter connected to the engine is provided with a lock-up damper that reduces the transmission of torsional vibration (see Patent Documents 1 and 2).

JP-A-4-8955 Japanese Patent No. 5381627

  By the way, a damper device such as a lock-up damper is designed to remove the resonance point of the damper device from the normal range of the engine speed by adjusting the mass and spring constant of each member constituting the damper device. For example, by lowering the spring constant of the spring to reduce the rigidity of the damper device, the resonance point of the damper device is lowered so as to be out of the normal range of the engine speed. However, since there is a layout restriction on the amount of contraction of the spring, simply designing the spring with a small spring constant will compress the spring to the contact height and reduce shock when the vehicle decelerates and accelerates. May occur. Therefore, it is required to suppress shock generation while achieving low rigidity of the damper device.

  An object of the present invention is to suppress shock generation while achieving low rigidity of the damper device.

  A damper device of the present invention is a damper device provided between an engine and a transmission, and includes an input side rotating body connected to the engine, an output side rotating body connected to the transmission, and the input side rotating body. An elastic mechanism that is provided between the side rotating body and the output side rotating body and reduces a twist angle between the input side rotating body and the output side rotating body; and the input side rotating body and the output side rotating body. And a damping mechanism that reduces the rotational speed difference between the input-side rotating body and the output-side rotating body, and the elastic mechanism has a torsion angle in a region below a first threshold value. While reducing the twist angle with the first elastic force, in the region where the twist angle exceeds the first threshold value, the twist angle is reduced with the second elastic force larger than the first elastic force, and the damping mechanism is , A second threshold value in which the twist angle is smaller than the first threshold value In the lower range, the rotational speed difference is reduced by the first damping force, while in the area where the twist angle exceeds the second threshold value, the rotational speed difference is reduced by the second damping force larger than the first damping force. To do.

  According to the present invention, in the process of increasing the twist angle between the input side rotating body and the output side rotating body, the damping force is increased before the elastic force is increased from the first elastic force to the second elastic force. To the second damping force. This makes it possible to suppress the occurrence of shock while achieving low rigidity of the damper device.

It is the schematic diagram which showed the power unit mounted in a vehicle. It is sectional drawing which shows the internal structure of a torque converter. (A)-(c) is a schematic diagram which shows the operating condition of an elastic mechanism. FIG. 6 is a diagram showing a relationship between engine torque and a twist angle of a lockup damper. It is sectional drawing which expands the range X of FIG. It is sectional drawing which follows the AA line of FIG. It is sectional drawing which shows the operating condition of a lockup damper. It is sectional drawing which shows the operating condition of a lockup damper. It is sectional drawing which shows the operating condition of a lockup damper. (A)-(c) is a schematic diagram which shows the operating condition of a lockup damper. FIG. 6 is a diagram showing another example of the relationship between the engine torque and the twist angle of the lockup damper.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing a power unit 10 mounted on a vehicle. As shown in FIG. 1, the power unit 10 includes an engine 11 which is an internal combustion engine, and a transmission 13 such as a continuously variable transmission that is connected to the engine 11 via a torque converter 12. A forward clutch 14 that is engaged during forward traveling is provided between the torque converter 12 and the transmission 13. Further, wheels 15 are connected to the transmission 13 via a differential device, a drive shaft, etc., which are not shown.

[Torque converter]
FIG. 2 is a sectional view showing the internal structure of the torque converter 12. As shown in FIGS. 1 and 2, the torque converter 12 includes a pump impeller 21 connected to the crankshaft 20 and a turbine runner 22 facing the pump impeller 21. A turbine hub 23 is connected to the turbine runner 22, and a turbine shaft 24 is connected to the turbine hub 23. The engine torque input to the torque converter 12 is transmitted from the pump impeller 21 to the turbine runner 22 via hydraulic oil, and then transmitted from the turbine hub 23 to the transmission 13 via the turbine shaft 24 and the forward clutch 14. . In this way, the turbine runner 22 functions as an output side rotating body connected to the transmission 13 via the turbine hub 23.

  The torque converter 12, which is a sliding element, is provided with a lockup clutch 25 that directly connects the engine 11 and the transmission 13. An apply chamber 27 and a release chamber 28 are defined inside the torque converter 12 with the lock-up piston 26 as a boundary. By increasing the hydraulic pressure in the apply chamber 27 and decreasing the hydraulic pressure in the release chamber 28, the lockup piston 26 is pressed against the front cover 29, and the lockup clutch 25 is switched to the engaged state. On the other hand, by increasing the hydraulic pressure in the release chamber 28 and decreasing the hydraulic pressure in the apply chamber 27, the lockup piston 26 is separated from the front cover 29, and the lockup clutch 25 is switched to the released state. In this way, the lockup piston 26 functions as an input side rotating body connected to the engine 11.

[Elastic mechanism of lock-up damper]
In order to reduce the torsional vibration transmitted from the engine 11 to the transmission 13, the torque converter 12 is provided with a lockup damper 30 as a damper device according to an embodiment of the present invention. The lockup damper 30 reduces the torsional vibration transmitted from the engine 11 to the transmission 13 while the lockup clutch 25 is engaged. The torsional vibration of the engine 11 is a torque fluctuation caused by a combustion exciting force acting on the crankshaft 20, an unbalanced inertial force, or the like.

  The lockup damper 30 has an elastic mechanism 31 that connects the lockup piston 26 and the turbine runner 22. The elastic mechanism 31 includes an outer plate 32 connected to the lockup piston 26, and an inner plate 33 connected to the turbine runner 22 via the turbine hub 23. The outer plate 32 and the inner plate 33 are rotatably assembled to each other at a predetermined angle, and the relative rotation angle, that is, the twist angle between the outer plate 32 and the inner plate 33 is regulated by the springs 34 and 35.

  That is, as shown in FIG. 2, the first spring 34 and the second spring 35 are assembled between the outer plate 32 and the inner plate 33. Therefore, when increasing the twist angle between the outer plate 32 and the inner plate 33, the first spring 34 and the second spring 35 are contracted as the twist angle increases. In the following description, the twist angle between the outer plate 32 and the inner plate 33, that is, the twist angle between the lockup piston 26 and the turbine runner 22 is described as the twist angle of the lockup damper 30 or simply the twist angle.

  FIGS. 3A to 3C are schematic diagrams showing the operating state of the elastic mechanism 31. FIG. 4 is a diagram showing the relationship between the engine torque and the twist angle of the lockup damper 30. 3 and 4 show a situation in which torque is transmitted in the drive direction, that is, a situation in which torque is transmitted from the engine 11 to the wheels 15. Further, in FIGS. 3 and 4, symbol S1 indicates the contraction allowance of the first spring 34, and symbol S2 indicates the contraction allowance of the second spring 35.

  As shown in FIG. 3A, a gap 36 as a play is set at a contact portion between the outer plate 32 and the second spring 35. That is, as shown in FIG. 3B, in the low repulsion region A1 where the twist angle is small, the outer plate 32 does not contact the end portion of the second spring 35 due to the gap 36, so that the outer plate 32 and the inner plate 33 are The deformation of the second spring 35 due to the sandwiching of the is avoided. On the other hand, as shown in FIG. 3C, in the high repulsion region A2 where the twist angle is large, the gap 36 disappears and the outer plate 32 comes into contact with the end portion of the second spring 35. The second spring 35 is compressed by being sandwiched by 33. Further, as shown in FIGS. 3B and 3C, since the large play is not set in the first spring 34, the first spring 34 is compressed in both areas A1 and A2.

  As a result, as shown in FIG. 3B, in the low repulsion region A1 where the twist angle is small, the second spring 35 is not deformed and only the first spring 34 is compressed. Therefore, in the low repulsion region A1, the spring force (first elastic force) Sa1 of the first spring 34 acts on the lock-up damper 30 as a reaction force. That is, the spring force Sa1 of the first spring 34 acts in the direction of reducing the twist angle of the lockup damper 30. On the other hand, as shown in FIG. 3C, both the first spring 34 and the second spring 35 are compressed in the high repulsion region A2 where the twist angle is large. Therefore, in the high repulsion region A2, the spring force (second elastic force) Sa2, which is the sum of the spring forces of the first spring 34 and the second spring 35, acts on the lock-up damper 30 as a reaction force. That is, the spring force Sa2 of the first and second springs 34, 35 acts in the direction of reducing the twist angle of the lockup damper 30.

  That is, as shown in FIG. 4, in the low repulsion region (region) A1 where the twist angle is less than the first threshold value α1, the spring force Sa1 acting on the lock-up damper 30 is small, so the twist angle per unit torque is large. Is set. As described above, in the low repulsion region A1 where the twist angle is small, the rigidity of the lockup damper 30 is reduced, and the twist angle of the lockup damper 30 easily increases. On the other hand, in the high repulsion region (region) A2 in which the twist angle exceeds the first threshold value α1, the spring force Sa2 acting on the lock-up damper 30 is larger than Sa1, so the twist angle per unit torque is set to be small. As described above, in the high repulsion region A2 where the twist angle is large, the lockup damper 30 has high rigidity, and it is difficult for the lockup damper 30 to increase the twist angle.

  As described above, the elastic mechanism 31 assembled to the lockup damper 30 is a multi-stage elastic mechanism that switches the spring force in two steps according to the twist angle. As a result, the torque capacity of the lock-up damper 30 can be ensured, and the spring force Sa1 of the first step can be suppressed to a low level, so that the rigidity of the lock-up damper 30 can be reduced. That is, since the resonance point of the lockup damper 30 can be lowered so as to fall below the low fuel consumption region, which is the normal region of engine torque, even when the lockup clutch 25 is engaged from the low rotation region of the engine 11. The torsional vibration transmitted from the engine 11 to the transmission 13 can be reduced.

[Lockup damper damping mechanism]
By the way, in order to improve the fuel efficiency of the vehicle, it is necessary to engage the lockup clutch 25 at an early timing, that is, in an extremely low rotation speed range. Therefore, even when the lockup clutch 25 is engaged in the extremely low rotation speed range of the engine 11, the transmission of the torsional vibration from the engine 11 to the transmission 13 is effectively suppressed, so that the spring force Sa1 of the first stage is applied. It is required to keep it lower. However, since the upper limit value αm on the mechanism is set for the twist angle, even if the maximum torque is input to the outer plate 32 from the engine 11, the twist angle does not reach the upper limit value αm. It is necessary to set a large spring force Sa2 at the step. That is, the smaller the spring force Sa1 of the first step is set, the larger the spring force Sa2 of the second step is required to be set. However, excessively increasing the difference between the first-stage spring force Sa1 and the second-stage spring force Sa2 causes a shock to the lock-up damper 30 when the spring force is switched from Sa1 to Sa2. It is a factor that ends up. Therefore, it is required to suppress the occurrence of shock while achieving low rigidity of the lockup damper 30.

  Therefore, as shown in FIG. 2, the lock-up damper 30 has a damping mechanism 40 that reduces the rotational speed difference between the outer plate 32 and the inner plate 33, that is, the rotational speed difference between the lock-up piston 26 and the turbine runner 22. is doing. Here, FIG. 5 is a cross-sectional view enlarging the range X of FIG. 2, and FIG. 5 shows a part of the damping mechanism 40. 6 is a sectional view taken along the line AA of FIG. 5, and FIG. 6 shows the entire damping mechanism 40. The lockup damper 30 shown in FIG. 6 is the lockup damper 30 in a neutral state, that is, the lockup damper 30 having a twist angle of 0 °.

  As shown in FIG. 2, the damping mechanism 40 is arranged in the space between the lockup piston 26 and the turbine runner 22 facing the lockup piston 26. Further, as shown in FIGS. 2 and 5, the damping mechanism 40 has an annular housing 41 connected to the turbine runner 22. As shown in FIG. 6, four partition walls 42 are formed in the housing 41 at equal intervals in the circumferential direction, and four vane storage chambers 43 are partitioned in the housing 41 by these partition walls 42. Each vane accommodating chamber 43 includes a first accommodating portion 44 and a second accommodating portion 45 having a flow passage cross-sectional area smaller than that of the first accommodating portion 44. Further, the second threshold value α2 indicating the boundary between the first accommodation portion 44 and the second accommodation portion 45 is set smaller than the first threshold value α1. The vane housing chamber 43 of the housing 41 is filled with hydraulic oil (fluid) in the torque converter 12.

  As shown in FIGS. 2 and 5, the damping mechanism 40 includes an annular vane unit (vane member) 50 connected to the lockup piston 26. As shown in FIG. 6, the vane unit 50 housed in the housing 41 includes an annular support member (holding member) 51 connected to the lockup piston 26, and a vane ring body held on the outer peripheral portion of the support member 51. 52 and. The vane ring body 52 has an annular connecting plate 53, four vanes 54 that project radially outward from the connecting plate 53, and four convex portions 55 that project radially inward from the connecting plate 53. is doing. Four holding grooves 56 are formed in the support member 51 at equal intervals in the circumferential direction, and the convex portions 55 of the vane ring body 52 are housed in each holding groove 56. The width dimension of the holding groove 56 is formed larger than the width dimension of the convex portion 55, and a gap 57 is provided as a play between the holding groove 56 and the convex portion 55. That is, the support member 51 and the vane ring body 52 are rotatably assembled to each other at a predetermined angle, and the relative movement of the support member 51 and the vane 54 in the rotation direction is allowed.

  As described above, the housing 41 is connected to the turbine runner 22 and the vane unit 50 is connected to the lockup piston 26. Therefore, the twist angle, which is the relative rotation angle between the housing 41 and the vane unit 50, matches the twist angle between the lockup piston 26 and the turbine runner 22, that is, the twist angle of the lockup damper 30.

  As shown by the broken line Xa in FIG. 6, in the low damping region (region) B1 in which the twist angle is below the second threshold value α2, the vane 54 is arranged in the first housing portion 44 of the vane housing chamber 43. As described above, when the vane 54 is accommodated in the large first accommodating portion 44, the hydraulic oil easily escapes from the vane 54, so that the movement resistance of the vane 54 for scraping the hydraulic oil is reduced, and the vane unit with respect to the housing 41 is reduced. The rotational resistance of 50 is reduced. On the other hand, as shown by the broken line Xb in FIG. 6, in the high damping region (region) B2 in which the twist angle exceeds the second threshold value α2, the vane 54 is arranged in the second storage portion 45 of the vane storage chamber 43. As described above, when the vane 54 is accommodated in the small second accommodating portion 45, the hydraulic oil is difficult to escape from the vane 54, so that the movement resistance of the vane 54 for scraping the hydraulic oil becomes large, and the vane unit with respect to the housing 41 is increased. The rotational resistance of 50 is increased.

  As described above, when the twist angle of the lockup damper 30 is in the low damping region B1, the first damping force acts in the direction of reducing the rotational speed difference between the housing 41 and the vane unit 50, while the lockup damper is When the twist angle of 30 is in the high damping region B2, the second damping force larger than the first damping force acts in the direction of reducing the rotational speed difference between the housing 41 and the vane unit 50. Therefore, in the low damping region B1 where the twist angle of the lockup damper 30 is small, it is difficult to reduce the difference in rotational speed between the housing 41 and the vane unit 50, and the twisting speed of the lockup damper 30 is likely to increase. On the other hand, in the high damping region B2 where the twist angle of the lockup damper 30 is large, the difference in rotational speed between the housing 41 and the vane unit 50 is easily reduced, and the twisting speed of the lockup damper 30 is less likely to increase.

  When the accelerator pedal is released during traveling and the torque is transmitted from the transmission 13 to the engine 11, the lockup damper 30 is twisted in the opposite coast direction. As shown in FIG. 6, the first storage portion 44 of the vane storage chamber 43 is formed not only in the drive direction but also in the coast direction. Therefore, as indicated by the symbol Xc in FIG. 6, when the lockup damper 30 is twisted in the coast direction, the vane 54 is arranged in the first accommodating portion 44 of the vane accommodating chamber 43. Further, the elastic mechanism 31 of the lockup damper 30 has a structure that compresses the first spring 34 within the range of reference symbol Sc when the lockup damper 30 is twisted in the coast direction.

[Operation status of lock-up damper]
The operating condition of the lockup damper 30 will be described. 7 to 9 are sectional views showing the operating state of the lockup damper 30. FIG. 7, FIG. 8 and FIG. 9 show the situation in which the twist angle expands in the drive direction. Further, FIGS. 10A to 10C are schematic diagrams showing the operating state of the lockup damper 30. 10 (a) corresponds to the operating status of FIG. 7, FIG. 10 (b) corresponds to the operating status of FIG. 8, and FIG. 10 (c) corresponds to the operating status of FIG.

  As shown in FIG. 7, when the twist angle of the lockup damper 30 is D1, the elastic mechanism 31 operates in the low repulsion region A1 below the first threshold α1 and the damping mechanism 40 falls below the second threshold α2. It operates in the low damping region B1. Further, as shown in FIG. 8, when the twist angle of the lockup damper 30 is expanded to D2, the elastic mechanism 31 operates in the low repulsion region A1 below the first threshold value α1, and the damping mechanism 40 operates at the second threshold value. It operates in the high damping region B2 above α2. Further, as shown in FIG. 9, when the twist angle of the lockup damper 30 is expanded to D3, the elastic mechanism 31 operates in the high repulsion region A2 that exceeds the first threshold value α1, and the damping mechanism 40 operates at the second threshold value. It operates in the high damping region B2 above α2.

  As shown in FIG. 10A, when the twist angle is D1, the spring force Sa1 acts on the lockup damper 30 from the elastic mechanism 31 operating in the low repulsion region A1, and the low damping region B1. The first damping force Da1 acts on the lock-up damper 30 from the damping mechanism 40 that operates at. Further, as shown in FIG. 10B, when the twist angle is expanded to D2, the elastic force 31 operating in the low repulsion region A1 exerts a spring force Sa1 on the lock-up damper 30, thereby increasing the spring force Sa1. A second damping force Da2 larger than the first damping force Da1 acts on the lockup damper 30 from the damping mechanism 40 that operates in the damping region B2. Further, as shown in FIG. 10C, when the twist angle is expanded to D3, the elastic mechanism 31 operating in the high repulsion area A2 exerts a spring force larger than the spring force Sa1 on the lockup damper 30. The second damping force Da2 acts on the lockup damper 30 from the damping mechanism 40 that acts on Sa2 and operates in the high damping region B2.

  That is, as shown in FIGS. 8 and 10B, in the process of increasing the twist angle of the lockup damper 30, the elastic mechanism is changed after the damping mechanism 40 is switched from the low damping region B1 to the high damping region B2. 31 is switched from the low repulsion area A1 to the high repulsion area A2. As a result, the damping force of the lockup damper 30 can be increased from Da1 to Da2 before the spring force acting on the lockup damper 30 is switched from the small spring force Sa1 to the large spring force Sa2.

  As a result, as shown by symbol Z in FIG. 4, the difference in rotational speed between the housing 41 and the vane unit 50 is reduced in advance at the timing when the spring force acting on the lockup damper 30 is switched from Sa1 to Sa2. The twisting speed of the lockup damper 30 can be reduced in advance. That is, since the second spring 35 can be started to be compressed under the condition that the difference in rotational speed between the outer plate 32 and the inner plate 33 is reduced, the shock caused by the start of the compression of the second spring 35 is prevented. Can be suppressed.

  In this way, since the damping mechanism 40 can suppress the occurrence of shock, the spring force Sa1 of the first step can be suppressed to a lower level. As a result, the resonance point of the lock-up damper 30 can be greatly lowered, and therefore, even when the lock-up clutch 25 is engaged in the extremely low rotation range of the engine 11, the torsion transmitted from the engine 11 to the transmission 13 is increased. Vibration can be reduced. Further, since it is possible to suppress the occurrence of shock by the damping mechanism 40, it is also possible to suppress slippage of the forward clutch 14, the transmission 13, and the like.

  Further, as described above, the gap 57 is provided between the support member 51 and the vane ring body 52 that form the vane unit 50. As a result, when the vane 54 stays at a fixed position in the vane housing chamber 43 when the vehicle travels at a constant speed, the transmission of the torsional vibration from the engine 11 to the transmission 13 can be suppressed. it can. That is, even when the support member 51 vibrates due to the torsional vibration of the engine 11, since the gap 57 is provided between the support member 51 and the vane ring body 52, the vibration from the support member 51 to the vane ring body 52 is generated. Transmission is suppressed. That is, even if the support member 51 vibrates, the vane 54 does not move in the vane housing chamber 43, and the damping mechanism 40 does not hinder the function of the lockup damper 30. This makes it possible to suppress the transmission of the torsional vibration from the engine 11 to the transmission 13 when traveling at a constant speed, in the same manner as the lock-up damper that does not have the damping mechanism 40.

[Other Embodiments]
In the above description, the elastic mechanism 31 is configured by the first spring 34 and the second spring 35, but the invention is not limited to this, and the elastic mechanism 31 may be configured by three or more springs. FIG. 11 is a diagram showing another example of the relationship between the engine torque and the twist angle of the lockup damper 30.

  As shown in FIG. 11, in addition to the contraction allowances S1 and S2 of the first and second springs 34 and 35, the contraction allowance S3 of the third spring is set. The elastic mechanism 31 of the lock-up damper 30 shown in FIG. 11 is a multi-stage elastic mechanism that switches the spring force in three stages according to the twist angle. As a result, the torque capacity of the lock-up damper 30 can be ensured and the second-stage spring force Sa2 described above can be suppressed low. That is, since the difference between the spring force Sa1 of the first step and the spring force Sa2 of the second step can be reduced, it is possible to suppress the shock caused by switching the spring force.

  It is needless to say that the present invention is not limited to the above-mentioned embodiment and can be variously modified without departing from the scope of the invention. In the above description, the lockup damper 30 incorporated in the torque converter 12 is illustrated as the damper device according to the embodiment of the present invention, but the present invention is not limited to this, and the engine 11 and the transmission 13 are not limited thereto. Another damper device provided between the two may be used. For example, the present invention may be applied to a damper device incorporated in a starting clutch of a manual transmission.

  In the above description, the housing 41 of the damping mechanism 40 is connected to the turbine runner 22 which is an output rotating body, and the vane unit 50 of the damping mechanism 40 is connected to the lockup piston 26 which is an input rotating body. There is no limit. For example, another output rotating body may be connected to the housing 41, and another input rotating body may be connected to the vane unit 50. Further, the input rotating body such as the lockup piston 26 may be connected to the housing 41 of the damping mechanism 40, and the output rotating body such as the turbine runner 22 may be connected to the vane unit 50 of the damping mechanism 40.

  In the above description, the vane storage chamber 43 of the housing 41 is filled with the hydraulic oil in the torque converter 12, but the present invention is not limited to this. For example, the vane housing chamber 43 may be filled with an incompressible fluid other than hydraulic oil by sealing the gap between the housing 41 and the vane unit 50. Further, in the illustrated example, the flow passage cross-sectional area is rapidly changed from the first accommodating portion 44 to the second accommodating portion 45 of the vane accommodating chamber 43, but the invention is not limited to this, and the first accommodating portion 44 is not limited thereto. The flow passage cross-sectional area may be gradually changed in a stepwise or continuous manner from the first to the second storage portion 45. Further, the vane housing chamber 43 formed in the housing 41 may be composed of three or more housing portions. Further, in the illustrated example, the housing 41 is provided with the four vane storage chambers 43 and the vane unit 50 is provided with the four vanes 54. However, the present invention is not limited to this, and the housing 41 is provided with one or more vanes. The accommodation chamber 43 may be formed, and the vane unit 50 may be provided with one or more vanes 54.

  In the above description, the elastic mechanism 31 is composed of two or more springs, but the invention is not limited to this, and it is possible to change the magnitude of the elastic force according to the twist angle to 1 The elastic mechanism 31 may be configured by three springs. For example, by using an unequal pitch type spring or the like, it is possible to change the magnitude of the elastic force according to the twist angle. Further, in the above description, the elastic mechanism 31 is configured by the spring, but the elastic mechanism 31 is not limited to this, and the elastic mechanism may be configured by an elastic body such as a rubber member. Further, as indicated by a symbol Z in FIG. 4, the switching point of the spring force is set to the upper limit of the fuel economy region, but the invention is not limited to this, and the switching point of the spring force is higher than the upper limit of the fuel economy region. May be set lower, and the switching point of the spring force may be set higher than the upper limit of the low fuel consumption region.

11 Engine 12 Torque Converter 13 Transmission 22 Turbine Runner (Rotator on Output Side)
26 Lock-up piston (rotating body on input side)
30 Lock-up damper (damper device)
31 Elastic Mechanism 34 First Spring 35 Second Spring 40 Damping Mechanism 41 Housing 43 Vane Storage Chamber 44 First Storage Section 45 Second Storage Section 50 Vane Unit (Vane Member)
51 Support member (holding member)
54 vanes 57 gap Sa1 spring force (first elastic force)
Sa2 Spring force (second elastic force)
Da1 1st damping force Da2 2nd damping force α1 1st threshold value α2 2nd threshold value A1 Low repulsion region (region)
A2 High repulsion area (area)
B1 Low attenuation area (area)
B2 High attenuation area (area)

Claims (6)

A damper device provided between the engine and the transmission,
An input side rotating body connected to the engine,
An output side rotating body connected to the transmission,
An elastic mechanism that is provided between the input-side rotating body and the output-side rotating body, and that reduces a twist angle between the input-side rotating body and the output-side rotating body,
A damping mechanism that is provided between the input-side rotating body and the output-side rotating body, and that reduces a rotational speed difference between the input-side rotating body and the output-side rotating body;
Have
The elastic mechanism reduces the twist angle with a first elastic force in a region where the twist angle is less than a first threshold value, and is smaller than the first elastic force in a region where the twist angle exceeds the first threshold value. The large second elastic force reduces the twist angle,
The damping mechanism reduces the rotational speed difference by the first damping force in a region where the twist angle is below a second threshold value that is smaller than the first threshold value, while reducing the rotational speed difference by a first damping force in a region where the twist angle exceeds the second threshold value. A damper device that reduces the rotational speed difference with a second damping force that is larger than the first damping force. The damper device according to claim 1,
The elastic mechanism is
A first spring that deforms in a region where the twist angle is less than the first threshold value and that deforms in a region where the twist angle exceeds the first threshold value;
A damper device, comprising: a second spring that does not deform in a region where the twist angle is less than the first threshold value and that deforms in a region where the twist angle exceeds the first threshold value. The damper device according to claim 1 or 2,
The damping mechanism is
A housing that is connected to one of the input-side rotating body and the output-side rotating body and includes a vane storage chamber that is filled with fluid.
A vane member that is connected to the other of the input-side rotating body and the output-side rotating body and that includes a vane housed in the vane housing chamber;
The vane storage chamber includes a first storage portion and a second storage portion having a flow passage cross-sectional area smaller than that of the first storage portion,
In the region where the twist angle is below the second threshold value, while the vane is stored in the first storage portion,
The damper device, wherein the vane is accommodated in the second accommodating portion in a region where the twist angle exceeds the second threshold value. The damper device according to claim 3,
The vane member includes a holding member that is connected to the other of the input side rotating body and the output side rotating body and holds the vane,
The damper device, wherein a gap is provided between the vane and the holding member, the gap allowing relative movement of the vane and the holding member. The damper device according to any one of claims 1 to 4,
The input side rotating body is a lock-up piston provided in the torque converter,
The damper device, wherein the output side rotating body is a turbine runner provided in the torque converter. The damper device according to claim 5,
The damper device is arranged between the lockup piston and the turbine runner.

Images