JP6782349B2 - Damper disc assembly - Google Patents

Description

The present invention relates to a damper disc assembly, particularly a damper disc assembly for transmitting torque from an engine to an input shaft of a transmission.

A damper disc assembly used for a clutch disc assembly or the like has a circumference of a pair of input plates, a hub flange arranged between a pair of input plates in the axial direction, and a pair of input plates and a hub flange. It is equipped with a plurality of torsion springs that are elastically connected in the direction.

Further, Patent Document 1 discloses a clutch disc assembly including a pre-damper unit for damping torsional vibration in a small torque range, in addition to the main damper unit. This pre-damper unit has a pair of input-side plates into which torque is input from the main damper unit, and an output-side plate arranged so as to be sandwiched between these plates. A pair of input side plates are fixed so as to rotate integrally with each other by rivets. The pair of input side plates and output side plates are elastically connected by a torsion spring.

Japanese Unexamined Patent Publication No. 2003-278791

In the clutch disc assembly shown in Patent Document 1, a pre-damper is provided separately from the main damper unit. Therefore, the degree of freedom in design regarding the arrangement of the torsion spring is increased.

However, space is required for the pre-damper unit, which is an obstacle especially when shortening the axial dimension. Therefore, there is a problem that the possibility of interference with other members increases when the vehicle is mounted on the vehicle, and the mountability is lowered.

An object of the present invention is to realize shortening of the axial dimension of the pre-damper unit and to improve the vehicle mountability.

(1) The damper disc assembly according to the present invention transmits torque from the engine to the input shaft of the transmission. The damper disk assembly includes a main damper unit and a pre-damper unit that attenuate and transmit the torsional vibration from the engine. Torque is input from the main damper unit to the pre-damper unit, and torque is output by attenuating torsional vibration in a range where the torque is smaller than that of the main damper unit.

The main damper unit has a hub flange, an output hub, an intermediate hub, a pair of disc-shaped leaning plates, and a support plate. Torque from the engine is input to the hub flange. The output hub is connected to the input shaft of the transmission. The intermediate hub is arranged between the hub flange and the output hub so that relative rotation between the hub flange and the first angle range or more is prohibited, and relative rotation between the output hub and the second angle range or more is prohibited. Has been done. The pair of leaning plates are arranged so as to face each other in the axial direction with the hub flange interposed therebetween, and are rotatable relative to the hub flange and are fixed to each other. The support plate is fixed to one of a pair of leaning plates.

Further, the pre-damper unit has one input side plate, one output side plate, and a plurality of elastic members. One input side plate is connected to the support plate. One output side plate is arranged so as to face the input side plate in the axial direction and is connected to the output hub. The plurality of elastic members elastically connect the input side plate and the output side plate in the rotational direction.

Here, the pre-damper unit is composed of one input side plate and one output side plate, and a plurality of elastic members, respectively. That is, the conventional pre-damper unit has three plates, but the pre-damper unit of the present invention is composed of two plates. Therefore, the axial dimension can be shortened as compared with the conventional device, and the mountability on the vehicle is improved.

Further, the intermediate hub is arranged so that relative rotation beyond a predetermined angle range with each of the hub flange and the output hub is prohibited. That is, the stopper mechanism is composed of the intermediate hub, the hub flange, and the output hub.

In such a configuration, it is not necessary to provide a stopper mechanism including a stop pin on the outer peripheral portion of the flange as in the conventional device. Therefore, a wide space for the elastic member can be secured, and high torque and wide angle can be easily realized.

As described above, in the present invention, since the input side plate and the output side plate of the pre-damper unit are each one, the axial dimension can be shortened and the vehicle mountability can be improved.

Sectional drawing of the clutch disc assembly according to one Embodiment of this invention. Front view of the clutch disc assembly. FIG. 2 is an enlarged view showing the stopper mechanism of FIG. The figure which shows the hysteresis torque generation mechanism of FIG. 1 enlarged. The figure which shows the pre-damper unit enlarged.

A clutch disc assembly 1 as an embodiment of the present invention is shown in FIG. The clutch disc assembly 1 is a device for transmitting and shutting off torque from an engine (not shown) arranged on the left side of FIG. 1 to a transmission (not shown) arranged on the right side of FIG. .. In FIG. 1, OO is the rotation axis of the clutch disc assembly 1.

[overall structure]
The clutch disc assembly 1 includes a clutch disc 2, a hub unit 3, first and second retining plates 4 and 5, a plurality of torsion springs 6, a first hysteresis torque generating mechanism 7, and a pre-damper unit. It is equipped with 8. The main damper unit is composed of a hub unit 3, first and second lentining plates 4, 5, a plurality of torsion springs 6, and a first hysteresis torque generating mechanism 7.

[Clutch disc 2]
The clutch disc 2 has a plurality of cushioning plates 10 arranged side by side in the circumferential direction, and an annular friction facing 12 fixed to both sides of the cushioning plate 10 by rivets 11. The inner peripheral portion of the cushioning plate 10 is fixed to the outer peripheral portion of the hub unit 3 by the rivet 13. A flywheel (not shown) on the engine side is arranged on the left side of FIG. 1 of the friction facing 12, and the torque on the engine side is applied to the clutch disc assembly 1 by pressing the friction facing 12 against the flywheel. Is entered.

[Hub unit 3]
As shown in FIGS. 1 and 2, the hub unit 3 is composed of a hub flange 15, an output hub 16, and an intermediate hub 17.

The hub flange 15 is a disk-shaped plate, and four first openings 15a and two second openings 15b arranged in the circumferential direction are formed. The first opening 15a is larger than the second opening 15b in the radial direction and the rotational direction, and the two second openings 15b are arranged so as to face each other. Further, on the inner peripheral portion of the hub flange 15, as shown in FIG. 3, which is a partially enlarged view of FIG. 2, a plurality of notches 15c that open toward the inner peripheral side at predetermined intervals in the circumferential direction are provided. It is formed.

The output hub 16 is arranged on the innermost peripheral side of the hub unit 3. The output hub 16 is a cylindrical member, and as shown in FIG. 1, a spline hole 16a is formed in the inner peripheral portion. The input shaft of the transmission can be spline-engaged with the spline hole 16a. Further, as shown in FIG. 3, a plurality of teeth 16b are formed on the outer peripheral surface of the output hub 16.

The intermediate hub 17 is arranged between the hub flange 15 and the output hub 16 in the radial direction. The intermediate hub 17 is formed in an annular shape, and as shown in FIG. 3, a plurality of teeth 17a are formed on the outer peripheral surface, and a plurality of notches 17b that open toward the inner peripheral side are formed on the inner peripheral portion. ing.

The plurality of teeth 17a of the intermediate hub 17 are inserted into the notches 15c of the hub flange 15. The width of the teeth 17a of the intermediate hub 17 in the rotation direction is smaller than the width of the notch 15c of the hub flange 15 in the rotation direction. Therefore, an outer peripheral side gap is formed between the teeth 17a and both end faces of the notch 15c in the rotational direction.

Further, the teeth 16b of the output hub 16 are inserted into the notch 17b of the intermediate hub 17. The rotational width of the teeth 16b of the output hub 16 is smaller than the rotational width of the notch 17b of the intermediate hub 17. Therefore, an inner peripheral side gap is formed between the tooth 16b and both end faces of the notch 17b in the rotation direction.

Further, a plurality of holes 17c are formed in the intermediate hub 17, and rivets, which will be described later, penetrate through the intermediate hub 17.

With the above configuration, the output hub 16 and the intermediate hub 17 are prohibited from rotating relative to each other beyond the first angle range corresponding to the inner peripheral side gap. Further, the hub flange 15 and the intermediate hub 17 are prohibited from rotating relative to each other in a second angle range or more corresponding to a gap on the outer peripheral side.

[Linning plates 4 and 5]
The first and second littering plates 4 and 5 are formed in a disk shape and are arranged so as to face each other with the hub unit 3 (specifically, the hub flange 15 and the intermediate hub 17) interposed therebetween. Then, these thinning plates 4 and 5 are fixed by rivets 20 so as to be relatively non-rotatable. As described above, the rivet 20 penetrates the through hole 17c of the intermediate hub 17.

As shown in FIGS. 1 and 2, each of the reinforcement plates 4 and 5 is formed with storage portions 4a and 5a for accommodating the torsion springs 6 at portions facing each other. Each of the storage portions 4a and 5a has openings 4b and 5b at both ends in the rotation direction (see FIG. 2: only the second leaning plate 5 appears in FIG. 2), and the central portion in the rotation direction is from the outer peripheral side. Communication parts 4c and 5c (see FIG. 2: only the second linting plate 5 appears in FIG. 2) are formed to communicate with the inner peripheral side. Further, engaging portions 4d and 5d that engage with both ends of the torsion spring 6 in the rotational direction are formed at both ends of the storage portions 4a and 5a in the rotational direction.

[Torsion spring 6]
The torsion springs 6 are arranged in the first opening 15a and the second opening 15b of the hub flange 15, and are housed in the storage portions 4a and 5a of the first and second lending plates 4 and 5 as described above. The torsion spring 6 arranged in the first opening 15a is composed of a large coil spring 6a having a large coil diameter and a small coil spring 6b inserted into the inner peripheral portion of the large coil spring 6a. The torsion spring 6c arranged in the second opening 15b is a coil spring having a higher rigidity than the large coil spring 6a and the small coil spring 6b.

[First Hysteresis Torque Generation Mechanism 7]
As shown in FIG. 4, which is a partially enlarged view of FIG. 1, the first hysteresis torque generating mechanism 7 is composed of an inner peripheral portion of the hub flange 15 and a first littering plate 4 and a second retining plate 5. It is placed between each. The first hysteresis torque generation mechanism 7 includes a cone spring 23, a friction plate 24, two friction washers 25, and a spacer 26.

The cone spring 23, the friction plate 24, and the friction washer 25 are arranged in this order between the first leaning plate 4 and the inner peripheral portion of the hub flange 15. Further, the spacer 26 and the friction washer 25 are arranged between the second lending plate 5 and the inner peripheral portion of the hub flange 15 in this order. An engaging portion 24a bent toward the engine is formed on the outer peripheral portion of the friction plate 24. The engaging portion 24a engages with the engaging hole 4e of the first leaning plate 4, whereby the relative rotation between the friction plate 24 and the first leaning plate 4 is prohibited.

[Pre-damper unit 8]
As shown in FIGS. 1 and 5, the pre-damper unit 8 is arranged on the inner peripheral portion of the second leaning plate 5 and on the outer peripheral portion of the output hub 16 on the transmission side. Torque is input to the pre-damper unit 8 via the support plate 30. The pre-damper unit 8 includes a first sub-plate 31 (an example of an input side plate), a second sub-plate 32 (an example of an output side plate), a bush unit 33, a cone spring 34, and a pretortion spring 35. ,have. Note that FIG. 5 is an enlarged partial view of FIG.

The support plate 30 is a disk-shaped member, and is fixed to the side surface of the second leaning plate 5 on the transmission side by rivets 20. The outer peripheral portion 30a of the support plate 30 is bent toward the transmission side so as to avoid interference with the storage portion 5a of the second leaning plate 5. A plurality of engagement openings 30b are formed in the bent portion 30a.

The first sub-plate 31 is arranged on the engine side, and the second sub-plate 32 is arranged on the transmission side. Both the first and second subplates 31 and 32 are formed in a disk shape and can rotate relative to each other. The first sub-plate 31 has a plurality of engaging claws 31a on the outer peripheral portion, and the plurality of engaging claws 31a are engaged with the opening 30b of the bent portion 30a of the support plate 30. Further, the second sub-plate 32 has a spline hole 32a formed on the outer peripheral surface of the output hub 16 so as to engage with the spline shaft 16c on the inner peripheral portion. Further, the first and second subplates 31 and 32 have storage portions 31b and 32b for storing the pretortion springs 35 in portions facing each other. Both ends of the storage portions 31b and 32b in the rotational direction are engaged with both ends of the pretortion spring 35 in the rotational direction.

The bush unit 33 and the cone spring 34 are arranged between the first and second sub-plates 31 and 32 in the axial direction. The bush unit 33 has a bush main body 33a and a resin friction washer 33b joined to the side surface of the bush main body 33a. A spline hole that engages with the spline shaft 16c formed on the outer peripheral surface of the output hub 16 is formed in the inner peripheral portion of the bush body 33a. The bush unit 33 and the cone spring 34 constitute a second hysteresis torque generating mechanism.

A snap ring 36 is provided on the transmission side of the inner peripheral portion of the second sub-plate 32. The snap ring 36 prevents the pre-damper unit 8 from coming off to the transmission side.

[motion]
When the friction facing 12 is pressed against the flywheel on the engine side, the torque on the engine side is input to the hub unit 3. This torque is output to the shaft on the transmission side in the path of the hub flange 15 → torsion spring 6 → first and second retining plates 4 and 5 → pre-damper unit 8 → output hub 16. Further, the torque transmitted to the first and second retining plates 4 and 5 is output to the shaft on the transmission side in the path of the intermediate hub 17 → the output hub 16 separately from the above paths.

Specifically, when a torsional vibration having a small displacement angle is transmitted from the engine side to the clutch disk assembly 1 during idling or the like, the torsional vibration is absorbed by the torsion spring 6 and the first hysteresis torque generation mechanism 7. It is not transmitted to the pre-damper unit 8. Then, in the pre-damper unit 8, the pretortion spring 35 expands and contracts, and relative rotation occurs between the first sub-plate and the second sub-plate. Then, a hysteresis torque is generated by the second hysteresis torque generation mechanism composed of the bush unit 33 and the cone spring 34, and the torsional vibration having a small displacement angle is damped.

Further, when the torsional vibration having a large displacement angle is transmitted to the clutch disc assembly 1, the relative rotation angle between the output hub 16 and the intermediate hub 17 becomes large, so that the teeth 16b of the output hub 16 are intermediate. It comes into contact with the end face of the notch 17b of the hub 17, and relative rotation between the two is prohibited.

When the relative rotation of the output hub 16 and the intermediate hub 17 is prohibited, the output hub 16 and the intermediate hub 17 rotate integrally, and a relative rotation occurs between them and the hub flange 15. In this case, the large and small torsion springs 6a and 6b arranged in the first opening 15a expand and contract, and when a larger torque is transmitted, the torsion spring 6c in the second opening 15b expands and contracts. Then, the first hysteresis torque generation mechanism 7 generates a larger hysteresis torque than the hysteresis torque generated by the second hysteresis torque generation mechanism. Therefore, the torsional vibration with a large displacement angle is effectively damped due to the characteristics of high rigidity and large friction.

When the relative twisting angle between the intermediate hub 17 and the hub flange 15 becomes larger, the teeth 17a of the intermediate hub 17 come into contact with the end face of the notch 15c of the hub flange 15, and the relative rotation of the two is prohibited.

[Characteristic]
In the above embodiment, the pre-damper unit 8 is composed of one first and second sub-plates 31 and 32 and a pretortion spring 35, respectively. Therefore, the axial dimension can be shortened as compared with the conventional pre-damper unit.

Further, the stopper mechanism is realized by bringing the output hub 16, the intermediate hub 17, and the hub flange 15 into contact with each other. Therefore, unlike the conventional device, it is not necessary to provide a stopper mechanism including a stop pin on the outer peripheral portion of the flange. Therefore, a wide space for the torsion spring can be secured, and high torque and wide angle can be easily realized.

[Other Embodiments]
The present invention is not limited to the above embodiments, and various modifications or modifications can be made without departing from the scope of the present invention.

1 Clutch disc assembly 2 Clutch disc 3 Hub unit 4, 5 Retining plate 6, 35 Torsion spring 8 Pre-damper unit 15 Hub flange 16 Output hub 17 Intermediate hub 31 First sub-plate (input side plate)
32 Second sub-plate (output side plate)

Claims (4)

A damper disc assembly for transmitting torque from the engine to the input shaft of the transmission.
The main damper unit that attenuates and transmits the torsional vibration from the engine,
A pre-damper unit that receives torque from the main damper unit, attenuates torsional vibration in a range where the torque is smaller than that of the main damper unit, and outputs torque.
With
The main damper unit is
The hub flange to which the torque from the engine is input and
An output hub connected to the input shaft of the transmission,
Arranged so that relative rotation of the hub flange and the first angle range or more is prohibited and relative rotation of the output hub and the second angle range or more is prohibited between the hub flange and the output hub in the radial direction. With the intermediate hub
A pair of disc-shaped lining plates that are arranged so as to face each other in the axial direction across the hub flange and that can rotate relative to the hub flange and are fixed to each other.
A support plate fixed to one of the pair of thinning plates and
Have,
The pre-damper unit is
One input side plate connected to the support plate and
A single output side plate arranged so as to face the input side plate in the axial direction and connected to the output hub.
A plurality of elastic members that elastically connect the input side plate and the output side plate in the rotational direction,
have,
Damper disc assembly.
The main damper unit is arranged between the hub flange and each of the pair of linting plates in the axial direction, and generates a hysteresis torque when the hub flange and the pair of linting plates rotate relative to each other. 1 The damper disk assembly according to claim 1, further comprising a hysteresis torque generating mechanism.
The pre-damper unit is arranged between the input side plate and the output side plate in the axial direction, and has a second hysteresis torque generation mechanism that generates a hysteresis torque when the input side plate and the output side plate rotate relative to each other. The damper disk assembly according to claim 1 or 2, further comprising.
The second hysteresis torque generating mechanism has a bush and a cone spring arranged between the input side plate and the output side plate in the axial direction, and is provided on the inner peripheral side of the elastic member. Item 3. The damper disk assembly according to item 3.

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