JPH0240127B2 - KURATSUCHIKABAAKUMITATETAI - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a clutch cover assembly that absorbs vibrations of input power.

(Prior art and its problems) In Fig. 6, which models the structure of a conventional clutch disk, 10 is the input side from the engine;
2 is an output side that transmits power to, for example, a transmission or the like. Between the input side 10 and the output side 12 are a first stage torsion spring 14a, a second stage torsion spring 14b, and a third stage torsion spring 14.
c is interposed, and the second stage torsion spring 14
b. The third stage torsion spring 14c is provided with gaps 14d and 14e having a predetermined torsion angle. In addition, the first stage hysteresis torque generation mechanism 16
a. Second and third hysteresis torque generation mechanisms 16
b and 16c are similarly interposed, and gaps 16d and 16e are provided in the second stage hysteresis torque generation mechanism 16b and the third stage hysteresis torque generation mechanism 16c.

In the conventional example described above, as the torsion angle increases as shown in FIG.
From the first stage hysteresis characteristic Th1 to the third stage torsion characteristic Th generated by the third stage torsion spring 14c and the third stage hysteresis torque generation mechanism 16c.
3. The third stage hysteresis characteristic changes to Kd3,
This characteristic has the following drawbacks.

In other words, the first measure against abnormal noises, such as rattling noises generated by the transmission when in neutral, and rattling noises generated by the transmission and differential mechanism while driving, is
Although it is preferable to set the stage torsional characteristic Kd1 to the third stage torsional characteristic Kd3 to be small, on the other hand, to counter low frequency vibration, the first stage torsional characteristic Kd1 to the third stage torsional characteristic Kd3 are set small.
It is necessary to set it large.

Therefore, the torsion characteristics shown in Figure 7 must be set according to the characteristics required for each vehicle.Moreover, recently, the level of requirements for preventing abnormal noise and vibration from clutches has become higher and higher, and the conventional structure In some cases, characteristics that cannot be met by the above methods, that is, countermeasures against abnormal noise and countermeasures against low frequency vibration, which are contradictory as described above, are required at the same time.

Therefore, the inventor of the present invention focused on the fact that the pressure plate of the clutch cover can also actively absorb vibrations from the engine, and devised the present invention.

(Object of the Invention) An object of the present invention is to provide a clutch cover assembly that can effectively absorb vibrations from an engine.

(Structure of the Invention) (1) Technical Means The present invention includes a first pressure plate 16a that is connected to the clutch cover 14 and presses the clutch disk 12 toward the flywheel 10;
A second pressure plate 16b is provided concentrically with the first pressure plate 16a and set to a predetermined mass, and the second pressure plate 16b is moved in the axial direction with respect to the first pressure plate 16a. A torsion damper mechanism 20 that can be disconnected and connected elastically in the rotational direction, a fulcrum land portion 17c on the outer periphery of the first pressure plate 16a, and a diaphragm spring 18.
The torsion ring 34 is supported by the fulcrum land portion 17c closer to the center of the clutch than the contact point with the
The center portion is fixed to the torsion ring 34, and the outer end in the radial direction of the clutch protrudes toward the diaphragm spring 18, and the elasticity of the torsion spring 34 causes the diaphragm spring 18 to
The rear piece 37b is always in contact with the
It consists of a large number of levers 36 each having a front piece 37c that protrudes toward the pressure plate 16b, and the outer circumference of the diaphragm spring 18 moves toward the flywheel 10 and comes into contact with the fulcrum land 17c. The piece 37c is the second pressure plate 16
b, and when the outer circumferential portion of the diaphragm spring 18 moves toward the opposite side of the flywheel 10 and is separated from the fulcrum land portion 17c by a predetermined amount, the lever front piece 37c moves toward the second pressure plate 1.
6b to the first pressure plate 16a, and the spline hub 13 of the clutch disk 12, which uses the power from the second pressure plate 16b with a constant frictional force.
This clutch cover assembly is characterized in that it is equipped with a power transmission mechanism 24 for transmitting power to the clutch.

(2) Action The damper mechanism absorbs vibrations transmitted from the first pressure plate to the second pressure plate, and the power from the second pressure plate, which prevents rotational fluctuations, is transferred to the clutch disk using the power transmission mechanism. while the release mechanism allows the second pressure plate to float when the clutch is engaged.
At the time of clutch release, the spring force of the diaphragm spring is transmitted to the first pressure plate with both pressure plates pressed against each other.

(Embodiment) In FIG. 1 showing a clutch to which the present invention is applied, 10 is a flywheel to which power from an engine is directly transmitted. A facing 13a of a clutch disk 12 is press-contacted to a press-contact surface 10a of the flywheel 10 in an intermittent manner. A spline hub 13b of the clutch disk 12 is spline-fitted to an input shaft (not shown) of a rear-stage transmission. The clutch disk 12 has a torsion spring 13c and a friction washer 13.
d is provided.

A clutch cover 14 is fixed to the flywheel 10, and a first pressure plate 16a and a second pressure plate 16b are housed inside the clutch cover 14 so as to be covered by the clutch cover 14.

The first pressure plate 16a is connected to the clutch cover 14 by a strap plate. The first pressure plate 16a is connected to the diaphragm spring 1 via the wire ring 15a.
8, it is pressed toward the flywheel 10.

The first pressure plate 16a has a substantially annular shape that presses the facing 13a toward the flywheel 10, and the rear surface of the first pressure plate 16a has a substantially annular second plate having a predetermined mass. A pusher plate 16b is arranged.

A damper mechanism 20, which will be described in detail later, is provided between the first pressure plate 16a and the second pressure plate 16b, and a release mechanism 22 is provided on the first pressure plate 16a. Also, the second pressure plate 16
A power transmission mechanism 24 is provided between the clutch disk 12 and the flange portion 13e of the clutch disk 12.

As shown in FIGS. 2 and 3, the damper mechanism 20 includes a torsion spring 26, a case 28, a wave spring 30, etc.
2 has a function of elastically connecting the second pressure plate 16b to the first pressure plate 16a so as to be rotatable within a predetermined range in the circumferential direction and movable in the axial direction.

The torsion spring 26 is housed in a case 28 having an annular groove shape. The case 28 is fitted into a groove 17a formed on the outer peripheral surface of the second pressure plate 16b so as to be slidable in the axial direction, that is, in the front-rear direction in FIG. A wave spring 30 is compressed between the groove 17a and the rear side surface of the groove 17a so as to press the case 28 forward.

As shown in FIG. 3, a spring presser 32 is removably fixed to the inner peripheral surface of the flange portion 17b of the first pressure plate 16a with a screw 31a. holds one end of the Although not particularly shown in the case 28, there is a protrusion 33a that holds the other end of the torsion spring 26.
A similar protrusion is provided, and a torsion spring 26 is compressed between both protrusions.

Therefore, the second pressure plate 16b is rotatable in the circumferential direction with respect to the first pressure plate 16a within the contraction range of the torsion spring 26, and is rotatable in the axial direction within the contraction range of the wave spring 30. That is, it is slidable in the front-rear direction in FIG. Note that 31a is a set plate detachably provided on the second pressure plate 16b.

The spring constant of the torsion spring 26 is the first
The change in angular velocity of the pressure plate 16a is Θ1
and clutch disk spline hub 13b
Assuming that the change in angular velocity is Θ2, it is set to show a characteristic 27 showing the relationship between the value of |Θ2/Θ1| and the engine rotational speed N in FIG. 1a. In this characteristic 27, compared to the conventional characteristic P, the resonance point Pa does not occur, and the value of |Θ2/Θ1| decreases in the idle rotation speed I and the rotation speed range higher than the resonance point Pa. .

Therefore, in the normal rotation speed range higher than the idle rotation speed I, the value of |Θ2/Θ1| decreases as the rotation speed increases, and the angular velocity change Θ2 of the clutch disk/spline hub 13b, that is, after the transmission The rotational fluctuation is so small that it hardly poses a problem in practice.

As shown in FIG. 3, a release mechanism 22 is provided at the rear end of the flange portion 17b of the first pressure plate 16a. The release mechanism 22 consists of a torsion ring 34, a lever 36, etc., and the torsion ring 34 is an annular groove 17d formed in the fulcrum round part 17c of the flange part 17b.
is fitted. Notches 17e are formed in the fulcrum round portion 17c, for example, at 12 locations at equal intervals in the circumferential direction, and a lever 36 is fitted into the notches 17e so as to be rotatable about the torsion ring 34. ing. The lever 36 is fixed to the torsion ring 34.

The lever 36 has a plate-shaped main body 37a that fits into the notch 17e and to which the torsion ring 34 is fixed.
A rear piece portion 37b bent toward the rear and a front piece portion 37c bent toward the front are integrally molded. The rear piece 37b is a torsion ring 34
In the natural state of fulcrum round part 17
The front piece 37c protrudes rearward by a predetermined distance from the rear end edge of the front piece 37c, and the front piece 37c is pressed against the set plate 31b.

Let D be the spring force of the diaphragm spring 18, W be the spring force of the wave spring 30, and T be the spring force of the torsion ring 34. Each spring force is set to the relationship W<T<D...(1). There is.

As shown in FIG. 3, the power transmission mechanism 24 includes a retaining ring 38, a wave spring 40, and a friction member 4.
The second pressure plate 16b
The power is transmitted to the flange portion 13e (FIG. 1) with constant frictional force whenever the clutch is engaged.

The retaining ring 38 has a substantially groove-shaped annular shape, and is shown separated from the second pressure plate 16b in FIG.
is fixed to.

An opening is formed between the flanges 39a of the retaining ring 38, and a facing 43a of the friction member 42 extends toward the flange portion 13e from this opening. The facing 43a is fixed to an annular plate 43b housed within the retaining ring 38, and is movable in the axial direction of the clutch, that is, in the vertical direction in FIG. 3, within the sliding range of the annular plate 43b. Annular plate 43
A wave spring 40 is compressed between b and the retaining ring 38, and the wave spring 40
The friction member 42 is pressed against the flange portion 13e by the spring force.

As shown in FIG. 1b, which models the above clutch structure, the clutch disk 12 and the second pressure plate 16b are arranged in parallel after the first pressure plate 16a. Torsion spring 13 on clutch disk 12
c and a friction washer 13d for generating hysteresis torque are provided in parallel with each other. The second pressure plate 16b is provided with a torsion spring 26 and a facing 43a for generating hysteresis torque in series with each other.

Next, the action will be explained. The power from the flywheel 10 is transmitted to the clutch cover 14, and the strap plate connects the first pressure plate 16 to the clutch cover 14.
a, and is transmitted to the second pressure plate 16b via the damper mechanism 20. Therefore, the first pressure plate 16a, the second pressure plate 16b, and the diaphragm spring 1
8. The release mechanism 22 and the like rotate together with the flywheel 10.

When the clutch is connected in this state, as shown in FIG. The portion 37c floats up from the set plate 31b. When the front piece 37c floats up from the set plate 31b, the spring force T of the torsion ring 34 no longer acts on the second pressure plate 16b.
The pressure plate 16b is urged backward by the spring force W of the wave spring 30, and the clearance C1 between the first pressure plate 16a and the second pressure plate 16b becomes δ, and the fulcrum round part 17c and The clearance C2 between the diaphragm springs 18 becomes 0.

Therefore, the spring force D of the diaphragm spring 18 is transmitted only to the first pressure plate 16a, and the first pressure plate 16a is applied to the facing 13a of the clutch disk 12 (FIG. 1).
is pressed against the flywheel 10.

On the other hand, the facing 43a of the power transmission mechanism 24 is pressed against the flange portion 13e by the spring force of the wave spring 40, and the second pressure plate 16
The power of b is transmitted to the flange portion 13e.

In the above clutch connected state, the engine power input to the first pressure plate 16a is transmitted to the transmission via the clutch disk 12 and the second pressure plate 16b.
It is transmitted to the transmission through two routes: from there to the transmission via the friction member 42 and the flange portion 13e.

Therefore, the power from the engine that is transmitted to the transmission is transmitted to the transmission via the second pressure plate 16b, which is elastically floatingly supported by the torsion spring 26 and almost all rotational fluctuations are eliminated. , engine rotational fluctuations and torque fluctuations are almost completely eliminated.

Next, when the clutch is released, as shown in FIG. 5, the spring force D of the diaphragm spring 18 decreases, so the spring force T of the torsion ring 34 decreases.
overcomes the spring force D of the diaphragm spring 18, and the lever 36 rotates in the direction of arrow B. The front piece 37c of the lever 36 presses the set plate 31b, and the spring force T of the torsion ring 34 urges the second pressure plate 16b forward against the spring force W of the wave spring 30.

Therefore, the second pressure plate 16b is pressed against the first pressure plate 16a, the clearance C1 becomes 0, and the clearance C2 becomes δ. In this state, the first pressure plate 16a and the second pressure plate 16b rotate together, and the facing 1 that is transmitted to the first pressure plate 16a when the clutch is released.
3a is transferred to the second pressure plate 16b.
This also improves heat dissipation.

(Effects of the Invention) As explained above, the clutch cover assembly of the present invention has the following effects.

Regarding low frequency vibrations, engine rotational fluctuations transmitted to the clutch cover 14 cause the first pressure plate 16a to be transmitted to the second pressure plate 16b and the damper mechanism 20 via the release mechanism 22.
Since the clutch cover 14, first pressure plate 16a and flywheel 10
It can significantly dampen the vibrations of the clutch cover, etc.

Regarding drive transmission system torsional vibration related to abnormal noise, engine rotation is transmitted to the transmission via the clutch disk 12, and from the second pressure plate 16b to the friction member 42 and the flange portion 13e. The engine rotational fluctuations and torque fluctuations transmitted to the transmission side are transmitted to the transmission through two routes: the damper mechanism 20, the second pressure plate 16b, and the friction member 42. The noise and vibrations transmitted to the drive system, such as the transmission in the rear stages, can be significantly reduced.

When the clutch is released, the second pressure plate 16b is movable in the clutch axial direction relative to the first pressure plate 16a.
The first pressure plate 16a and the second pressure plate 16b are integrally pressed together, and the facing 1 transmitted to the first pressure plate 16a
The amount of heat from 3a is the second pressure plate 16
Heat is also radiated from b, improving the heat radiating effect at the time of release.

Furthermore, there is no need to perform any processing on the flywheel 10 on the engine side, and the clutch cover 1
Only the pressure plate portion in 4 can perform the above-mentioned vibration damping function.

(Another embodiment) (1) The damper mechanism 20, the release mechanism 22, and the power transmission mechanism 24 are not limited to the above embodiments, and can be modified within the scope of the claims.

[Brief explanation of drawings]

Fig. 1 is a vertical cross-sectional partial view of a clutch to which the present invention is applied, Fig. 1a is a graph showing the damping characteristics of the structure of Fig. 1, Fig. 1b is a structural diagram modeling the structure of Fig. The figures are an enlarged view of the main parts of Fig. 1, Fig. 3 is a perspective view of the main parts of both pressure plates, Fig. 4 is a structural diagram showing when the clutch is connected, and Fig. 5 is a structural schematic diagram showing when the clutch is released. FIG. 6 is a structural diagram showing a conventional example, and FIG. 7 is a graph showing torsional characteristics of the conventional example. 10...Flywheel, 12
...Clutch disk, 14...Clutch cover, 16a...First pressure plate, 16
b...Second pressure plate, 18...Diaphragm spring, 20...Damper mechanism, 2
2...Release mechanism, 24...Power transmission mechanism, 2
6... Torsion spring, 34... Torsion ring, 36... Lever, 38... Retaining ring, 40... Wave spring, 42... Friction member.

Claims (1)

[Claims] 1. A first pressure plate 16a connected to the clutch cover 14 and pressing the clutch disk 12 toward the flywheel 10, and a second pressure plate 16a provided concentrically with the first pressure plate 16a and set to a predetermined mass. Shear plate 16b
, a torsion damper mechanism 20 that connects the second pressure plate 16b to the first pressure plate 16a so that the second pressure plate 16b can be moved in and out of the axial direction and elastically connected in the rotational direction;
a torsion ring 34 supported by the fulcrum land 17c on the side of the clutch center from the contact point between the fulcrum land 17c on the outer periphery of the diaphragm spring 18; A rear piece 37b that protrudes toward the diaphragm spring 18 side and constantly contacts the diaphragm spring 18 due to the elasticity of the torsion spring 34, and a front piece 37c that protrudes toward the second pressure plate 16b at the inner end. When the outer peripheral part of the diaphragm spring 18 moves toward the flywheel 10 and comes into contact with the fulcrum land part 17c, the lever front piece part 37c separates from the second pressure plate 16b, When the outer circumference of the diaphragm spring 18 moves toward the side opposite to the flywheel 10 and is separated from the fulcrum land portion 17c by a predetermined amount, the lever front piece 37c
includes a release mechanism 22 that presses the second pressure plate 16b against the first pressure plate 16a, and a clutch disk 12 that applies the power from the second pressure plate 16b to the clutch disk 12 with a constant frictional force.
A clutch cover assembly comprising a power transmission mechanism 24 for transmitting power to a spline hub 13b.