JPH04171345A - Damper mechanism of hydraulic transmission device equipped with lock-up clutch - Google Patents

Abstract

PURPOSE:To prevent the reduction of the viscous torque generated by a viscous damping mechanism in the engagement of a lock-up clutch by shifting the driven-side member of a viscous damping mechanism in the direction for the engagement of the lock-up clutch, together with a driving member. CONSTITUTION:A driving side member 29 is supported by keeping the inner and outer peripheries in slide contact with a driven side member 28, and the slide contact part is sealed by the X-figure shaped seals 36a and 36b, and the high viscosity oil is sealed, together with air, in a sealed hollow part, and a variable capacity type viscous damping mechanism 43 is constituted. At the time point when the driving side member 29 starts contact with a frictional member 40 in the engagement of a lock-up clutch 39, the engagement pressure is low, and then the driven side member 28 shifts furthermore, and approaches the driving side member 29, and then the air which is sealed together with the high viscous oil carries out the buffering action, and the engagement pressure gradually increases. Accordingly, in the engagement of the lock-up clutch 29, each lap quantity in the axis line direction of each rib 29a, 30 and each rib 33, 34 on the driving side member 29 side is held at a constant value or more, and a prescribed viscous torque is secured.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application This invention relates to a fluid transmission device with a lock-up clutch that has a damper mechanism that has both the function of reducing vibrations due to torque fluctuations and the function of damping vibrations.

Conventional Technology A lock-up clutch built into a fluid transmission device such as a torque converter is used to eliminate power loss when torque is transmitted via fluid.For example, in a torque converter for a vehicle, It is arranged between the inner surface of the front cover and the turbine runner, and is configured to transmit torque directly from the front cover to the output shaft by pressing and engaging the lock-up clutch against the inner surface of the front cover. . If this lock-up clutch is engaged, torque is transmitted without using fluid, so the torque transmission rate is almost 100% and there is no power loss, but engine torque fluctuations remain unchanged at the output shaft. It gets transmitted to the other side. As a result, when the engine torque fluctuation is large, the vibration caused by this is transmitted to the drive mechanism such as the transmission via the output shaft, causing torsional resonance in the drive mechanism, and the vibration is transmitted to the body through the mount. This also causes the body panels and floor panels to vibrate, resulting in a so-called muffled sound inside the vehicle.

Conventionally, in order to eliminate the problems associated with engaging such a lock-up clutch, a torque converter has been proposed that takes the following measures.

That is, FIG. 13 shows a torque converter 1 with a lock-up clutch shown in Japanese Utility Model Application Publication No. 157746/1983.
A housing 2 connected to an output shaft (not shown) of an engine is composed of a front cover 2a and a casing of a pump impeller 3, and a stator 4 and a turbine runner 5 are provided inside the housing 2. The stator 4 is held via a directional clutch 4a, and the turbine runner 5 is connected to an output shaft 6 via a turbine hub 6a. Further, a lock-up clutch 7 is arranged between the front cover 2a and the turbine runner 5. This lock-up clutch 7 is connected to the turbine hub 6.
A is fixed to the turbine runner 5 by a rivet 13.
A disc-shaped driven member 8 that rotates together with the front cover 2a is disposed between the inner surface of the front cover 2a and the driven member 8,
The drive side member 1 is fitted to the outer circumference of the turbine hub 6a so as to be relatively rotatable, and is disk-shaped and movable in the axial direction.
It is composed of 0. A damper spring 9 is provided on the outer periphery of the driven member 8 to provide a buffer between the driven member 8 and the driving member 10. Furthermore, concentric ribs 8a and 10a are formed on the opposing surfaces of the driven side member 8 and the driving side member 10 near the center so as to fit into each other with a predetermined gap. These ribs 8a and 10a torsionally reduce the resistance force caused by shearing the AT oil filled between the ribs 8a and 10a when the driven member 8 and the driving member 10 rotate relative to each other. The viscous damping mechanism 11 is used to act as a damping force against vibrations in the direction.
is configured.

For example, when the vehicle speed increases and the state of the vehicle reaches a lock-up region, the front cover 2a and the drive side member 1
0 is set relatively lower than the oil pressure on the turbine runner 5 side, and due to the pressure difference,
is pushed toward the front cover 2a side, and the front cover 2
It comes into pressure contact with the friction member 12 provided on the inner surface of a. That is, the lock-up clutch 7 is connected, and the power is transmitted from the housing 2 to the drive side member 10 and the damper spring 9.
The signal is transmitted from the driven member 8 to the output shaft 6 via. In this way, when the lock-up clutch 7 is connected, part or most of the rotational torque of the engine is mechanically transmitted to the output shaft 6 without using fluid. When the engine torque fluctuates in this state, the damper spring 9 that connects the driving side member 10 and the driven side member 8 expands and contracts in accordance with the input torque. By reducing the spring constant of the damper spring 9, muffled noise can be prevented.

Furthermore, in the torque converter 1 described above, the damper spring 9, which normally functions as a vibration absorbing element, increases vibration under special circumstances such as a step change in input torque, causing so-called jerking. However, the viscous damping mechanism 1 arranged in parallel with the damper spring 9
1 acts to suppress the relative rotation between the driving side member 10 and the driven side member 8, thereby preventing the occurrence of jerking and providing an excellent drive feeling during lock-up.

Problems to be Solved by the Invention However, in the conventional torque converter 1 described above, the drive-side member 10 is provided movably in the axial direction on the outer periphery of the turbine hub 6a in order to engage and release the lock-up clutch 7. It is. On the other hand, the driven side member 8, which forms the viscous damping mechanism 11 together with the driving side member 10,
It is fixed to the outer periphery of the turbine hub 6a integrally with the turbine runner 5 with rivets 13.

Therefore, when the lock-up clutch is engaged, the driving side member 10 moves toward the front cover 12, but the driven side member 8. does not move, the gap between both members 10 and 8 increases, and the rib 10a of the viscous damping mechanism 11
Since the amount of lap in the axial direction of the rib 8a is reduced, there is a problem in that the generated viscous torque is reduced.

This invention was made in view of the above circumstances, and is a damper mechanism that prevents the viscous torque generated by the viscous damping mechanism from decreasing when a lock-up clutch is engaged, and obtains a sufficient amount of viscous torque. is intended to provide.

Means for Solving the Problems As a means for solving the above problems, the present invention provides a system in which a pump impeller and a turbine runner are housed in a housing, and which engage and disengage with a member that rotates together with the pump impeller. A fluid transmission device comprising a driving side member forming a lock-up clutch and a driven side member rotating integrally with a turbine runner,
The driven side member is held so as to move together with the driving side member in a direction in which the lock-up clutch is engaged, and the driving side member and the driven side member have opposing surfaces thereof,
Arc-shaped ribs that fit into each other with a predetermined gap are formed concentrically, and the driving side member and the driven side member are connected via a damper spring, and the driving side member and the driven side member are connected through a damper spring. It is characterized by a high viscosity oil being filled between the side member and the side member to form a viscous damping mechanism.

Function In this invention, the driven side member of the viscous damping mechanism is
Since the drive member is designed to be able to move in the direction in which the lock-up clutch is engaged, when the lock-up clutch is engaged, the hydraulic pressure within the housing is controlled to move the drive-side member toward the front cover. Along with this, the driven side member also moves toward the front cover together with the driving side member, and moves while ensuring the amount of wrap in the axial direction of the rib for viscous damping, and generates sufficient viscous torque during relative rotation. .

Embodiments Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 12.

First, a first embodiment will be described with reference to FIGS. 1 to 7. The torque converter 21 shown in FIG. 1 has almost the same structure as a conventional torque converter except for the lock-up clutch, damper mechanism, and viscous damping mechanism. )
The housing 23 that connects the drive plate 22 attached to the housing 23 is composed of a front cover 23a and a case of the pump impeller 24.
Inside, a turbine runner 25 to which torque is transmitted from the pump impeller 24 via AT oil is connected to the pump impeller 24.
A stator 26 is disposed between the turbine runner 25 and the pump impeller 24, and is disposed opposite to the stator 26, which changes the direction of the AT oil flow from the turbine runner 25 to the pump impeller 24. Further, the turbine runner 25 includes a hub 27a spline-fitted to the output shaft 27.
A substantially disc-shaped driven member 28 located between the turbine runner 25 and the front cover 23a is spline-fitted to the outer circumference of the hub 27a so as to be movable in the axial direction. There is.

Further, a driving side member 29 is arranged between the driven side member 28 and the front cover 238. As shown in cross section in FIG. 1, this driving side member 29 has a disk-shaped portion facing the driven side member 28 and a cylindrical portion extending in the axial direction at its outer peripheral portion. , whose cylindrical portion is fitted and supported by the driven side member 28 so as to be movable in the axial direction.

To further explain the driving side member 29, as shown in FIG. 2, the driving side member 29 has six concentric annular ribs 29a, 2
9b, . . . 29f are formed to protrude from the outer circumferential side at predetermined intervals, and these annular ribs 2
9a, 29b, . It is formed in a protruding arc shape at a position where it is divided into four equal parts, each forming a part of a concentric circle. In other words, the arc-shaped notch is formed by cutting off a part of the annular rib over a predetermined length so that the stopper rib 30 remains. A damper spring described below is accommodated in the notch. That is, in the four valleys in which the stopper ribs 30 are formed, there are damper springs 31 a, 3 l b, which have a smaller spring constant than conventional damper springs used in this type of application.
31 c, 31 d, 8 for each valley, total 3
Contains two. To explain the installation state in more detail with reference to FIG. 3, a pair of damper springs 31a, 31b, 31c, 31d are provided between the stopper lips 30 adjacent to each other in the circumferential direction, that is, in each notch.
are fitted with the spacer block 32 sandwiched therebetween. Note that the spacer block 32 is movable in the circumferential direction, and is connected to the damper springs 31a, . . .
...This is provided in order to shorten the length of each 31d to prevent buckling. Furthermore, the spring constants of the damper springs 31a, . . . 31d may be different from each other.

On the other hand, in the driven side member 28, at each position dividing the circumference into four equal parts on the surface facing the driving side member 29,
As shown in FIG. 4, a plurality of arcuate pushing ribs 33 forming part of concentric circles are formed. The pushing rib 33 pushes and compresses the damper springs 31a, . . . 31d together with the stopper rib 30 when the driving side member 29 and the driven side member 28 rotate relative to each other. , the stopper rib 30 on the driving side member 29 side and the annular rib 29a are formed to maintain a slight gap between the ribs 30 and the annular rib 29a, and to engage with these ribs 30.29a in an uneven manner. Incidentally, FIG. 5 shows the fitted state of these ribs 30.degree. 29a.

Further, the driving side member 29 is supported with its inner and outer peripheries in sliding contact with the driven side member 28, and the sliding contact portion of the inner and outer peripheries between the driven side member 28 and the driving side member 29 is an X-shaped seal 36.
In the hollow space between the driven side member 28 and the drive side member 29, which are sealed by these X-shaped seals 36a and 36b, an appropriate amount of high viscosity oil such as silicone oil is applied. A variable capacity type viscous damping mechanism 43 is configured here. Note that this high viscosity oil is injected through holes 37 and 37 (see Fig. 4) formed at two locations on the peripheral edge of the driven side member 28, and after injection, the copper balls 38 are press-fitted into each company 37, and The opening is caulked and closed. In addition, the amount of high viscosity oil injected into the viscous damping mechanism 43 is such that the expected maximum pressure acts to bring the driven member 28 closer to the driving member 29, and as a result, as shown in FIG. Even when the distance between the driven side member 28 and the driving side member 29 shown in FIG.
, and the bottom of the valley between 29b and the side clearance Δ
It is set to an amount that can be secured at least 1 hour.

Further, a friction material 40 is attached to the inside of the front cover 23a, and when the drive side member 29 is pressed against this friction material 40, the input torque is transferred to the drive side member 29.
9 and damper spring 31a, ...3
1d and the driven member 28 to the output shaft 27. That is, a lock-up clutch 39 is formed here.

In addition, the reference numeral 41 in FIG. 6 is a sealing material that prevents hydraulic pressure from escaping. The operation of the torque converter 21 will now be explained.

When the running state of the vehicle has not reached the lock-up region, oil is supplied between the front cover 23a and the drive-side member 29, and the drive-side member 29
In other words, the lock-up clutch 39 is in a released state, and in this state, the pump impeller 24 integrated with the housing 23 passes through the AT oil to the turbine runner 25. The torque is transmitted, and the torque is further transmitted to the output shaft 27. In this manner, in the non-lockup region, torque is transmitted via fluid, and vibrations due to torque fluctuations are cut by the torque converter 21 slipping.

For example, when the vehicle speed increases and the running state of the vehicle reaches a lock-up region, the oil pressure Pa on the turbine runner 25 side is increased relative to the oil pressure between the front cover 23a and the drive side member 29, and the oil pressure Pa on the turbine runner 25 side is increased. As a result, the hub portion 27a
A driven member 2 is provided to be movable in the axial direction.
8 pushes the drive side member 29 through high viscosity oil to move it toward the front cover 23a side (left side in FIG. 1). Since an appropriate amount of air is sealed together with high viscosity oil between the driven member 28 and the driving member 29, as the driven member 28 moves, the driving member 29 moves toward the front cover 23a. , and is pressed against the friction material 40. That is, the lock-up clutch 39 is engaged. In that case, when the drive-side member 29 starts contacting the friction material 40, the air sealed together with the high viscosity oil has not yet been compressed, so the lock-up clutch 39 has a low locking pressure. When the driving side member 28 moves further and approaches the driving side member 29 and compresses the air, the pressure between the driving side member 29 and the driven side member 28 gradually increases, and lock-up occurs accordingly. The engagement pressure of the clutch 39 also increases. That is, the air enclosed together with the high viscosity oil acts as a buffer, and the engagement pressure of the lock-up clutch 39 gradually increases.

In this way, the driving side member 29 is relative to the driven side member 28.
are slidably supported, so when the lock-up clutch 39 is engaged, each rib 29a on the driving side member 29 side,
30 and the ribs 33 and 34 in the axial direction are maintained at a constant level or more, and a predetermined viscous torque is ensured.

When the lock-up clutch 39 is engaged, the drive side member 29 rotates together with the housing 23, so most of the input torque is transferred from the drive side member 29 via the damper springs 31a, 31d. is transmitted to the driven member 28 and further transmitted to the output shaft 27. In this state, each damper spring 31a, . . . 31d is compressed according to the magnitude of the torque transmitted from the driving side member 29 to the driven side member 28, so engine torque fluctuation occurs. and each damper spring 31a,...
...31d is further compressed and expanded, and such expansion and contraction is performed in response to fluctuations in input torque. That is, relative rotation occurs between the driving side member 29 and the driven side member 28,
As a result, vibrations caused by fluctuations in input torque are reduced. In particular, in the torque converter 21 described above, sufficient space is secured for the damper springs 31a, 31d, and damper springs 31a, 31d with small spring constants are used. Therefore, the torque converter 21 described above is more effective in preventing muffled noise than conventional torque converters.

On the other hand, damper springs 31a,...31
If the spring constant of d is made small, vibrations with low frequencies and large amplitudes that cause jerking tend to occur, but in the torque converter 21 described above, the ribs in the viscous damping mechanism 43 are connected to the driving side member 29 and the driven side member. 28 and has high viscous damping characteristics, it is possible to effectively damp the relative rotation, that is, torsion, between the drive side member 29 and the driven side member 28. Therefore, the torque converter 21 described above also has an excellent effect of preventing jerking.

To explain this more specifically, when engine torque fluctuation occurs when the lock-up clutch 39 is engaged, the torque fluctuation is first transmitted to the driving side member 29 and the rotational speed changes, so the driven side member 28 side A pushing rib 33 formed on each damper spring 31a, 31b, 31c
, 31d are compressed between them and the stopper rib 30. To explain the action of the damper spring in this state, the seventh
Figures (^) to Figure 7 (C) are expressed using a straight line model for ease of explanation, and Figure 7 (^) is
This shows a state in which no relative rotation or twisting occurs between the driving side member 29 and the driven side member 28 because no torque is applied, and in this state, the stopper rib 3
0.30 and the pushing rib 33 completely overlap, and the wrap length/l becomes "large", so the viscous damping torque Ta becomes "
It becomes “large”.

Moreover, FIG. 7(B) shows a slightly twisted state, and in this state, the wrap length 12 between the stopper rib 30 and the pushing rib 33 is "medium", and the viscous damping torque Tb is also "
Then, FIG. 7(C) shows a further twisted state, and in this state, the lap length between the stopper rib 30 and the pushing rib 33 becomes 2=0, and the viscous damping torque also becomes T=O. becomes.

As explained above, in the torque converter 21, the viscous damping mechanism 43 is formed by providing ribs on almost the entire surfaces of the driving side member 29 and the driven side member 28 that face each other, and a damper spring is installed inside the ribs. 31a,・
Since the structure accommodates the damper springs 31a, . . . 31d, the spring constant of the damper springs 31a, .

Furthermore, in the torque converter 21 described above, since the driven side member is movable in the axial direction, when the lock-up clutch 39 is engaged, the direction in which the lock-up clutch 39 is engaged, that is, the driving side member is movable. Since the driven side member 28 moves in the direction approaching the side member 29, for example, the rib 29a.

A reduction in the amount of overlap between the ribs 30 and the ribs 33 is prevented, and generation of a sufficient amount of viscous torque can be ensured. Therefore, due to engine torque fluctuations, etc., the drive side member 2
When the driven wheel member 9 and the driven wheel member 28 rotate relative to each other, a large viscous torque can be generated, and jerking can be effectively prevented.

Further, FIGS. 8 to 12 show a second embodiment of the present invention, and the torque converter 51 shown here also has the same features as the torque converter 21 described in the above embodiment.
A pump impeller 54 that rotates together with the housing 53, a turbine runner 55 to which torque is transmitted from the pump impeller 54 via AT oil, and a stator 56 are provided in the housing 53. Further, inside the housing 53, on the turbine runner 55 side, there is a disc-shaped cover that rotates together with the turbine runner 55 and is attached to the output shaft 52 via the hub portion 52a so as to be movable in the axial direction. A drive side member 58 is provided. Moreover, this driven side member 58 and the housing 53
The drive side member 5 is located between the front cover 53a and the front cover 53a.
As shown in the figure, this driving side member 59 has a disk-shaped portion facing the driven side member 58 and a cylindrical portion extending in the axial direction at its outer peripheral portion. .

The driving side member 59 slides the seal rib 65 and boss portion 66 formed near the center of the driven side member 58 into sliding contact with the side surfaces of the annular ribs 59d and 59e of the driven side member 28, respectively, in the axial direction. They are slidably fitted and supported.

Further, on the surface of the driving side member 59 facing the driven side member 58, concentric annular ribs 59a, 59b, . . .
・59e is formed to protrude, and the annular rib 59
Between a and 59b, between annular ribs 50b and 50c, and between annular ribs 59c and 59d, stopper ribs 60 for damper springs are provided at positions that divide the circumference into four equal parts and are arranged in concentric circles. (See Figure 9). In other words, a part of the annular rib is cut away over a predetermined length so that the stopper rib 60 remains, forming an arcuate notch, and the damper spring described below is housed in the notch. That is,
The three valleys in which the stopper ribs 60 are formed are provided with damper springs 61a, 6, which have a smaller spring constant than the damper springs conventionally used in this type of application.
], b, and 61C are accommodated in each valley, 8 pieces in total, 24 pieces in total. To explain the installation state in more detail with reference to FIG. 10, the stopper ribs 6 adjacent in the circumferential direction
A pair of damper springs 61a, 61b, and 61C are fitted between the spacer blocks 62, that is, in each notch, with a spacer block 62 sandwiched therebetween. Note that this spacer block 62 is also movable in the circumferential direction like the spacer block 32 of the above-described embodiment, and this is achieved by shortening the length of each of the damper springs 61a, 61b, and 61c. This is provided to prevent buckling. In addition, each damper spring 61a, 61b, 61
The spring constants of c may be different from each other.

Furthermore, an annular rib 59d and an annular rib 59e closest to the center
Three viscous damping ribs 63 are formed in concentric circles with predetermined gaps between each of them on the line connecting the stopper rib 60 and the center.

FIG. 11 is a front view of the driven member 58 viewed from the side facing the driving member 59, and the driven member 58 has a push rib 64 corresponding to the stopper rib 60.
is formed to protrude.

That is, this pushing rib 64 is connected to the corresponding stopper rib 6.
12, each annular rib 59a,... ...59
e and the valleys between the stopper ribs 60, respectively, and are formed in a shape such that a predetermined gap is created between each of the stopper ribs 60. Furthermore, the pushing rib 64
an X-shaped sealing material 57a, which is in sliding contact with the center-side side surface of the annular rib 59e and the center-side side surface of the annular rib 59d of the drive-side member 59 at a position near the center of the drive-side member 59 and concentrically with the pushing rib 64; An annular seal rib 65 for sealing is formed by 57b, and a boss portion 66 is formed at the position closest to the center. Three arc-shaped damping ribs 67 that fit into the three viscous damping ribs 63 provided on the drive side member 59 are formed concentrically with the pushing rib 64, the seal rib 65, and the boss portion 66. has been done.

And a large number of damper springs 61a, 61b, 61
When the driven side member 58 is brought into contact with the driving side member 59 holding the position c, the pushing ribs 64 are fitted between the stopper ribs 60, and the damping ribs are fitted between the three viscous damping ribs 63. 67 are fitted, and furthermore, the seal rib 65 and the boss portion 66 are in liquid-tight sliding contact with the annular rib 59d and the annular rib 59e, respectively. Then, by injecting high viscosity oil such as silicone oil into the hollow portion formed near the center by sealing with the sealing materials 57a and 57b between the driving side member 59 and the driven side member 58, a viscous damping mechanism is created. 68 are configured.

Further, a friction material 69 is attached to the inside of the front cover 53a of the housing 53, and when the drive side member 59 is pressed against the friction material 69, input torque is transferred to the drive side member 59 and the damper spring 61a.
, 6lb, 61c and the driven member 58 to be transmitted to the output shaft 52. That is, a lock-up clutch 70 is formed here.

As described above, the torque converter 51 shown in FIG.
The driven side member 58 is provided on the hub portion 52a so as to be movable in the axial direction, and the driving side member 59 is provided on the driven side member 5.
Since the driven side member 58 is supported by the drive side member 59 and is slidable in the axial direction, when the lockup clutch 70 is engaged, the driven side member 58 is supported by the front cover 5 together with the drive side member 59.
3a, the stopper rib 60, viscous damping rib 63, and annular rib 59a on the driving side member 59 side.

. . . The amount of overlap in the axial direction between 59e and the pushing rib 64, damping rib 67, and sealing rib 65 on the driven side member 58 side does not decrease. Therefore, when the driving side member 59 and the driven side member 58 rotate relative to each other due to engine torque fluctuations or the like, sufficient viscous torque can be generated, and shaking can be effectively prevented.

Effects of the Invention As described above, according to the present invention, the driven side member forming the viscous damping mechanism is provided so as to move together with the driving side member in the direction in which the lockup clutch is engaged. When the clutch is engaged, the distance between the driving side member and the driven side member does not increase, the amount of axial wrap of each rib for viscous damping is maintained, and the viscosity remains stable when relative rotation occurs. Torque is generated, and vibrations caused by engine torque fluctuations can be effectively damped.

[Brief explanation of the drawing]

1 to 7 show a first embodiment of the present invention, in which FIG. 1 is a partially omitted sectional side view of the torque converter and damper mechanism, FIG. 2 is a front view of the drive side member, and FIG. Figure 4 is a front view of the driving side member fitted with a damper spring, Figure 5 is a front view of the driven side member, Figure 5 is a sectional view taken along the line ■-■ in Figure 1, and Figure 6 is a partially enlarged view of the damper mechanism. , Figure 7 (^),
(B) and (C) are explanatory diagrams showing the operating states of the damper spring, respectively. Figures 8 to 12 show the second embodiment of the present invention, and Figure 8 shows the torque converter and damper mechanism.・A cross-sectional side view with parts omitted; FIG. 9 is a front view of the driving side member; FIG. 10 is a front view of the driving side member fitted with a damper spring; FIG. 11 is a front view of the driven side member; FIG. 12 8 is a sectional view taken along the line A--2 in FIG. 8, and FIG. 13 is a sectional side view showing a conventional example. 2J...Torque converter, 22...Drive plate, 23...Housing, 23a...Front cover, 24...Pump impeller, 2
5... Turbine runner, 27... Output shaft, 28...
... Driven side member, 29... Drive side member, 29a
, ~29f... Annular rib, 30... Stopper rib, 31a. ~31d... Damper spring, 32... Spacer block, 33... Pushing rib, 39...
lock-up clutch, 43... viscous damping mechanism,
51... Torque converter, 58... Driven side member, 59... Driving side member, 59a, ~59e...
Annular rib, 60...Stopper rib, 61a, ~ 61c
Damper spring, 62 Spacer block, 63 Viscous damping rib, 64 Pushing rib, 67 Damping rib, 68 Viscous damping mechanism, 70... Lockup clutch. C1 Dharma ＼ 10～, Dharma Figure 8 Figure 9 Figure 11 Figure 12 Figure 13

Claims (1)

[Scope of Claims] A pump impeller and a turbine runner are housed in a housing, and a drive-side member forming a lock-up clutch that engages and releases a member that rotates together with the pump impeller; In a fluid transmission device including a runner and a driven member that rotates integrally with the runner, the driven member is held so as to move together with the driving member in a direction in which a lock-up clutch is engaged, and the driving member The side member and the driven side member have opposing surfaces,
Arc-shaped ribs that fit into each other with a predetermined gap are formed concentrically, and the driving side member and the driven side member are connected via a damper spring, and the driving side member and the driven side member are connected through a damper spring. A damper mechanism for a fluid transmission device with a lock-up clutch, characterized in that a high viscosity oil is filled between side members to form a viscous damping mechanism.