JPH0953700A - Damper device for fluid transmitting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve fuel consumption by enlarging a directly connectable region of a damper device for a fluid transmitting device to a low vehicle speed range without worsening a vibration characteristic. SOLUTION: In a damper device for a fluid transmitting device including a direct coupled clutch 10 having a damper mechanism, a turbine 6, which is partly the downstream of the damper mechanism of the fluid transmitting device and a member not contributing to torque transmission when the direct coupled clutch 10 is placed in an operating condition, is elasticity supported by an inner side damper spring 46 which is an elastic unit, (utilizing existing member) so as to give a dynamic damper function, and a directly connectable region is enlarged to a low speed side.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a damper device for a fluid transmission device including a direct coupling clutch having a damper function.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Patent Laid-Open No. 61-252958
As disclosed in the publication, in a fluid transmission device having a direct coupling clutch, a damper mechanism such as a spring is provided in order to suppress torque fluctuation from the engine when the direct coupling clutch is activated (when the clutch is engaged). There is.

At this time, the torsional rigidity of the damper mechanism may be set to be low in order to expand the directly connectable travel range to a lower vehicle speed range (to improve fuel economy).

This will be described using a simple model of the vibration transmission system shown in FIG.

In FIG. 24, I1 is the moment of inertia of the engine and the primary side of the automatic transmission (from the input side of the automatic transmission to the damper mechanism of the direct coupling clutch: upstream of the damper mechanism).
I2 is the moment of inertia of the secondary side of the automatic transmission (downstream of the damper mechanism), and B is the vehicle body. K1 represents the torsional rigidity of the damper mechanism of the direct coupling clutch, K2 represents the torsional rigidity of the drive shaft, F1 represents the damping term due to friction, and V1 and V2 represent the damping terms due to speed.

In the case of direct running, for example, in the case of a four-cylinder engine, there is a primary mode resonance point where the inertia moments I1 and I2 vibrate in the same phase near 300 rpm, and 1000 rp.
Near m, there is a second mode resonance point where the moments of inertia I1 and I2 vibrate in opposite phases. Of these, the primary mode resonance point is out of the usable range of the engine and therefore does not cause a problem. The secondary mode resonance point becomes a problem during actual direct running.

Therefore, it is understood that the engine speed at the secondary mode resonance point should be set to the low speed side as much as possible in order to extend the direct connection possible range to the low vehicle speed range. Conventionally,
As a method of lowering the secondary mode resonance point, a method of reducing the torsional rigidity K1, K2 and a method of reducing the inertia moments I1, I2
Methods have been proposed to optimize the distribution of the two.

In the prior art disclosed in Japanese Patent Laid-Open No. 61-252958, the torsional rigidity K1 is reduced by using a compression coil spring having a small spring constant and a large stroke length.

[0009]

However, all of the conventional methods have physical restrictions, and there is a limit to the expansion of the directly connectable area to the low vehicle speed area. This is because there is a limit to the reduction of the torsional rigidity K1 of the damper mechanism due to the space limitation, and it is practically impossible to significantly reduce the torsional rigidity K2 of the drive shaft.

Also, regarding the distribution of the moments of inertia I1 and I2, it is almost impossible to set them freely because of the structure, and a compromise has to be made with a predetermined value.

For example, if the inertia moment I1 is to be reduced, the vibration of the engine and the primary side of the automatic transmission increases, causing so-called "squeal" of the accessory drive belt and a problem in durability.

The present invention has been made to solve the above-mentioned conventional problems, and is a region in which the direct coupling clutch can be directly coupled without increasing the weight and housing space of the device and without deteriorating the vibration characteristics of the vehicle. It is an object of the present invention to provide a damper device for a hydraulic power transmission device, which is capable of improving the fuel economy and improving the durability of auxiliaries by further expanding the vehicle speed range toward the lower vehicle speed range.

[0013]

DISCLOSURE OF THE INVENTION The present invention relates to a damper device of a fluid transmission device including a direct coupling clutch having a damper mechanism, which is a part of the fluid transmission device, and is provided when the direct coupling clutch is in an operating state. The member that does not contribute to torque transmission is elastically supported by the member that contributes to torque transmission via an elastic body, thereby achieving the above object.

The principle of the present invention will be described using a simple model.

FIG. 1 shows a simplified model of a vibration transmission system according to the present invention. In the vibration transmission system according to the present invention, a dynamic damper d is added to the conventional vibration transmission system shown in FIG. In FIG. 1, I0 represents the moment of inertia of the dynamic damper d, and K0 represents the torsional rigidity of the dynamic damper d.

In FIG. 1, by applying the torsional rigidity K0 and the inertia moment I0 of the appropriately designed dynamic damper d to the inertial moment I2 on the secondary side of the automatic transmission, the friction or If the damping term due to velocity is ignored, the frequency p0 = √
The fluctuation level of the secondary moment of inertia I2 of the automatic transmission at (K0 / I0) can be set to zero.

Strictly speaking, at this time, new resonance points are generated on both the side where the frequency is higher than the frequency p0 and the side where the frequency is smaller than the frequency p0, and the vibration level of the inertia moment I2 at that frequency becomes high. However, by appropriately designing the inertia moment I0 and the torsional rigidity K0 of the dynamic damper d to be added, in the region of the resonance point higher than the frequency p0, (the torque fluctuation level of the engine, which is the forcing force, is small. It can be at a level where there is no problem even if it is directly connected. Further, if the region of the resonance point lower than the frequency p0 is designed to be indirect connection, no particular problem will occur.

The present invention pays attention to such a principle, and by appropriately designing the inertia moment I0 and the torsional rigidity K0 of the dynamic damper d to be added, a region where direct connection cannot be performed in the conventional structure ( Even in the region near the second-order mode resonance point), it is intended to enable the direct coupling traveling.

That is, according to the present invention, a member (for example, a turbine) that is a part of the fluid transmission device and does not contribute to torque transmission when the direct coupling clutch is in an operating state is elastically used as a member that contributes to torque transmission. It is elastically supported through the body. As a result, when the direct coupling clutch is in the operating state, a member that does not contribute to the torque transmission can function as the dynamic damper d. That is, a part of the existing fluid transmission device is used as a mass body of the dynamic damper d, that is, a member for generating the moment of inertia I0, and the elastic body adjusts the torsional rigidity K0 of the dynamic damper d. It is a thing.

As described above, since the dynamic damper d is composed of the existing members, the dynamic damper function can be added without causing a new increase in weight or an increase in accommodation space. Further, as a result, according to the above-described principle, the directly connectable travel range can be expanded to the low vehicle speed range, and the fuel consumption can be improved.

[0021]

A preferred embodiment is to include a stopper mechanism for preventing the elastic body from being bent by a predetermined amount or more when the direct coupling clutch is in a non-operating state.

This makes it possible to prevent an excessive torque from acting on the elastic body and improve the durability.

For example, when the turbine is elastically supported by the spring body, the torque received from the pump by the turbine is output through the spring body when the direct coupling clutch is inoperative, so that the spring body is supported. Will be heavily loaded. Therefore, if a stopper mechanism is provided to prevent the spring body from bending by a predetermined amount or more, an excessive torque is applied to the spring body and the spring body comes into close contact between the lines (the spring is completely contracted and the elastic force is reduced). The torque is no longer transmitted while it is lost), and the durability of the spring body is improved.

In another preferred embodiment, the member elastically supported by the elastic body is provided with a projecting piece, and the stopper mechanism is constructed using the projecting piece.

As a result, the stopper can be constructed by a small improvement of the existing parts, the productivity is improved, and the space occupied by the stopper mechanism can be minimized.

Another preferred embodiment is to include a regulation means for regulating the function of the elastic body when the direct coupling clutch is in the inoperative state.

As described above, when the function of the elastic body is regulated (in particular, it does not function at all), the durability of the elastic body is further improved as compared with the case where a stopper is simply provided. You can

Another preferred embodiment is that the elastic body is assembled in a preloaded state. As a result, since the elastic body is not used at the beginning of bending or near the complete contact, the required characteristics of the elastic body can be stably realized.

In another preferred embodiment, the elastic body is in contact with a member which is a part of the elastic body and the fluid transmission device and which does not contribute to torque transmission when the direct coupling clutch is in an operating state. It is arranged in a tangential direction at the contact point with respect to a circle passing through the point and concentric with the axis.
This makes it possible to reduce the component of the force that presses the elastic body in the radial direction when the elastic body is compressed, so that the frictional force between the elastic body and the retaining cover of the elastic body becomes small, and the durability is reduced. And the characteristics of the elastic body are stabilized.

In another preferred embodiment, a linking part for linking a member that does not contribute to torque transmission when the direct coupling clutch is in an operating state with a part of the fluid transmission device and the elastic body, That is, it penetrates the holding cover of the elastic body. Accordingly, since the linking portion does not hit the elastic body, the characteristics of the elastic body can be stabilized.

In still another preferred embodiment, the elastic body holding cover has a structure in which the elastic body is sandwiched between two plates, and each plate holds a cylindrical portion holding the elastic body and other general members. And the general shaped portion has a stepped shape so as to create a space in the joint portion. Thereby, the cylindrical portion can be easily molded, and the holding performance of the elastic body is improved. Furthermore, since the support performance of the elastic body is stable, the characteristics of the elastic body can be stabilized.

Specific embodiments of the present invention will be described in detail below with reference to the drawings.

FIG. 2 is a vertical cross-sectional view showing the outline of the damper device of the fluid transmission device according to the first embodiment of the present invention.

In FIG. 2, the torque converter (fluid transmission device) 2 is mainly composed of a pump 4, a turbine 6, a stator 8 and a direct coupling clutch 10.

The lockup piston 12 of the direct coupling clutch 10 is provided with the front cover 14 of the torque converter 2.
Has a lining (friction plate) 16 which comes into contact with the inner surface of the. A drive plate 20 is integrally attached to the lock-up piston 12 by a rivet 18. An intermediate plate 22 is provided between the lock-up piston 12 and the drive plate 20. The intermediate plate 22 has a long hole 24 in which the rivet 18 moves.

The drive plate 20 transmits torque to the driven plate 28 via the outer damper spring 26 and the intermediate plate 22. The driven plate 28 is fixed to the turbine hub 32 by rivets 30. A spline 34 is provided below the turbine hub 32.
Is provided, and torque is transmitted from here to an output shaft (transmission input shaft) not shown.

The lower flange portion 36 of the lock-up piston 12 is slidably attached to the bearing portion 38 of the turbine hub 32 and sealed by a seal 40.

A transmission member 44 is integrally attached to the lower portion of the turbine 6 by a rivet 42. The transmission member 44 is connected to the driven plate 28 via an inner damper spring 46.

Reference numeral 50 indicates the inner damper spring 4
6 is a holding cover, 52 is a rivet for integrating the holding cover 50 and the driven plate 28.

The operation of the first embodiment will be described below.

First, the operation when the direct coupling clutch 10 is operated (when the direct coupling is running, that is, when the torque converter is not operating) will be described.

When the direct coupling clutch is operated, the lockup piston 12 is moved to the right in the drawing by the action of hydraulic pressure (by a known structure) and is pressed against the front cover 14 side. The front cover 14 is driven by an engine (not shown). Therefore, the torque from the engine is the lining 1
It is directly transmitted to the lockup piston 12 via 6.

The drive plate 20 integrated with the lock-up piston 12 is provided with the outer damper spring 2
Press one end of 6. Therefore, the outer damper spring 26
Will push the intermediate plate 22. The torque transmitted to the intermediate plate 22 is
8 is transmitted to the turbine hub 32 which is an output member.

The outer damper spring 26 corresponds to the torsional rigidity K1 on the primary side (upstream side of the damper mechanism) of the engine and the automatic transmission in FIG. Further, the members after the intermediate plate 22 correspond to the inertia moment I2 on the secondary side (downstream side of the damper mechanism) of the automatic transmission in FIG.

The turbine 6 is also provided with a transmission member 44 fixed to the turbine 6 and an inner damper spring 46.
It is arranged to be rotatable relative to the turbine hub 32 on the secondary side of the automatic transmission. That is, in this embodiment, the turbine 6 as a member on the secondary side of the automatic transmission (downstream side of the damper mechanism) that does not contribute to torque transmission when the direct coupling clutch 10 is in an operating state serves as an elastic body. It is elastically supported by the turbine hub 32 as a member that contributes to torque transmission via the inner damper spring 46. As a result, the turbine 6 is a member that generates the inertia moment I0 of the dynamic damper d in FIG.
Also, the inner damper spring 46 is a dynamic damper d.
Will function as a member corresponding to the torsional rigidity K0.

As described above, in this embodiment, by using the existing member, the dynamic damper function can be imparted without increasing the weight and the accommodation space, and the direct-coupling drivable area (the vibration characteristic is deteriorated). It is possible to improve the fuel efficiency by lowering the speed to a lower speed.

Next, the operation when the direct coupling clutch is not operated (when the torque converter is running) will be described.

When the engine drives the front cover 14, the pump 4 integrated with the front cover 14 is driven. When the pump 4 is driven, a fluid flow is generated, which drives the turbine 6. At this time, the stator 8 adjusts the direction of the fluid flowing from the turbine 6 to the pump 4.

When the turbine 6 is driven, the transmission member 44 fixed to the turbine 6 moves to the inner damper spring 46.
Press. The torque of the turbine 6 is transmitted to the driven plate 28 via the inner damper spring 46.
The driven plate 28 is fixed to the turbine hub 32, and torque is transmitted from the turbine hub 32 to an output shaft (not shown).

Although the turbine 6 is used as a member for generating the inertia moment I0 of the dynamic damper d in the present embodiment, the stator 8 may be used instead of the turbine 6.

Next, a second embodiment of the present invention will be described.

FIG. 3 is a vertical cross-sectional view schematically showing a damper device of the fluid transmission device according to the second embodiment.

Since the second embodiment is basically the same as the first embodiment, the same or similar members will be denoted by the same reference numerals in the last two digits only in the drawings, and only different portions will be described. Will be explained. Note that the same method will be described in the third and subsequent embodiments.

The second embodiment differs from the first embodiment in that, as shown in FIG. 3, a long hole 148 is provided in the transmission member 144, and the rivet 130 is inserted into the long hole 148 to be assembled. is there. This rivet 130 and slot 148
Thus, a stopper mechanism for preventing the turbine 106 and the turbine hub 132 from rotating relative to each other by a predetermined angle or more.

In the first embodiment, during non-direct drive, torque is transmitted from the turbine 6 to the transmission member 44 and further transmitted to the turbine hub 32 via the inner damper spring 46. Therefore, the large torque amplified by the torque converter 2 is applied to the inner damper spring 46. However, in the second embodiment, since the rivet 130 is inserted into the elongated hole 148 of the transmission member 144, when the rivet 130 comes into contact with the end of the elongated hole 148 of the transmission member 144, the rivet 130 functions as a stopper, and the inner damper is formed. The spring 146 prevents the transmission of torque while closely contacting the lines. As a result, the durability of the inner damper spring 146 can be improved.

Further, the inner damper spring 146 can be designed as a dedicated spring for the dynamic damper d when the vehicle is directly connected, so that a spring which is space-saving and optimal for vibration countermeasures can be arranged.

Next, a third embodiment of the present invention will be described.

In the third embodiment, the stopper mechanism is shown in FIG.
In the first embodiment shown in FIG.
The mounting diameter is substantially the same as that of No. 6 and the same is arranged on the same circumference.

FIG. 4 is a front view of the inner damper spring 246 as viewed from the turbine 6 side. It should be noted that only the notable members are depicted. In FIG. 4, 244 is a transmission member, and 250 is a stopper elastic member made of rubber, resin or the like. Further, an enlarged cross section taken along the line VV of FIG. 4 is shown in FIG. In FIG. 5, reference numeral 228 is a driven plate, which is omitted in FIG. In addition, in the third embodiment, four inner damper springs 246 and four stopper elastic members 250 are arranged.

With the rotation of the turbine 6, the transmission member 244
Also rotates and pushes the inner damper spring 246. As a result, the transmission member 244 receives a reaction force from the inner damper spring 246 in both the positive and negative directions.

Thereafter, when the rotation angle further increases, the transmission member 244 pushes the stopper elastic member 250 before the inner damper spring 246 comes into close contact with the line. The stopper elastic member 250 absorbs the torque when pushed, and prevents the inner damper spring 246 from bending more than a certain amount.

As a result, the inner damper spring 246
For, the stepped characteristic as shown in FIG. 6 is obtained. or,
As described above, the transmission member 244 is the stopper elastic member 2
Since it abuts on 50, it is possible to mitigate the impact caused by the contact between the metals when the stopper function is exerted.

As shown in FIG. 4, the gap (angles a and b) between the elastic member 250 and the stopper elastic member 250 may be changed on both sides of the transmission member 244 so that the characteristics are changed by rotation in the positive and negative directions.

According to the third embodiment, the stopper can be constructed by a small improvement of the existing parts, the productivity is improved, and the space occupied by the stopper mechanism can be minimized.

In the second embodiment as well, by attaching an elastic body such as rubber or resin to the end of the elongated hole 148 with which the rivet 130 abuts, or by covering the rivet 130 itself with an elastic body, A stepping characteristic similar to that of No. 6 can be obtained.

Next, a fourth embodiment of the present invention will be described.

In the fourth embodiment, in addition to the turbine, the stator is also used as a member for generating the moment of inertia I0 of the dynamic damper d in FIG. 1 to increase the inertia and expand the vibration reduction region. It is intended to improve the vibration level.

FIG. 7 shows a schematic side sectional view of a damper device of the fluid transmission system of the fourth embodiment.

In FIG. 7, the stator carrier 353 supporting the stator 308 has a protruding piece 354.
On the inner diameter side of the stator carrier 353, a stator side member 356 that moves integrally with the stator carrier 353, and this stator side member 3
A fixed shaft side member 358 is provided so as to face 56.
The stator-side member 356 causes the stator 3
It moves to the left and right in FIG. 7 together with 08. Further, the fixed shaft side member 358 is fixed so as not to rotate.

The stator side member 356 and the fixed shaft side member 35
As shown in FIG. 8 which is a cross section taken along the line VIII-VIII in FIG. 7, the facing surface of No. 8 is provided with teeth 356a and 358a, respectively. The teeth 356a and 358a have inclined surfaces 356, respectively.
a1 and 358a1 and vertical surfaces 356a2 and 358a2. The configuration other than these is the same as that of the first embodiment of FIG.

First, during non-direct coupling running (when the torque converter is operating), the rotation of the pump 304 causes a fluid flow as shown by an arrow in FIG. The stator 308 receives the force from this fluid and moves to the left in the drawing. As a result, the stator side member 356 also moves to the left and the teeth 356
a and the tooth 358a are perpendicular to each other 356a2, 358a.
Engage so that a2 abuts. These teeth 356a, 35
The shape of 8a allows the stator 308 to rotate only in one direction.

When the rotation of the stator 308 is blocked and the stator 308 is fixed (that is, when the working fluid acts in a direction to fix the stator 308 in a region called the converter region), the torque converter 302 operates. The fluid hits the fixed stator 308 and increases the torque. Further, when the stator 308 rotates (that is, in the region called the coupling region), the working fluid of the torque converter 302 is smoothly returned to the pump 304 (that is, without receiving the reaction force of the stator).

The shape of the teeth 356a, 358a is not limited to that of the present embodiment, and further, a mechanism other than the mechanism for engaging the teeth is allowed to rotate only in one direction. Any configuration may be adopted.

Next, during direct-coupling travel (when the torque converter is not operating), the flow of the working fluid in the torque converter 302 almost stops, and the stator 308 and the stator carrier 35 are stopped.
3 and the stator side member 356 move to the right in the drawing. As a result, the stator side member 356 is separated from the fixed shaft member 358, and the protruding piece 354 of the stator carrier 353 engages with the lower end portion of the turbine 306 as shown in FIG. 7.

As a result, the stator 308 as well as the turbine 3
06, the transmission member 344, the inner damper spring 3
It is connected to the turbine hub 332 via 46 and functions as an inertial body of the dynamic damper d. Therefore, the inertia moment I0 of the dynamic damper d is increased, and the vibration reduction area can be expanded and the vibration level can be improved.

Next explained is the fifth embodiment of the invention.

FIG. 9 shows a schematic vertical section of the damper device of the fluid transmission system of the fifth embodiment.

In the fifth embodiment, as shown in FIG. 9, a projecting piece 460 is provided on the side end of the turbine 406, and torque is directly output from the projecting piece 460 via the driven plate 428.

That is, the torque of the turbine 406 is applied to the protruding piece 46 during non-direct drive (when the torque converter is operating).
It is directly transmitted from 0 to the driven plate 428. As a result, torque can be transmitted without going through the inner damper spring 446.

In the second embodiment, the stopper mechanism is provided to prevent the inner damper spring 146 from bending more than a certain amount. However, in the fifth embodiment, the inner damper spring 446 is completely restricted from bending. Therefore, the durability of the inner damper spring 446 can be further improved.

Next explained is the sixth embodiment of the invention.

The sixth embodiment is different from the sixth embodiment in the inner damper springs 46 and 14 in the other embodiments up to now.
6, 246, 346, 446, 546, that is, the torsional rigidity K0 of the dynamic damper d.

Generally, the torque fluctuation level of the engine increases as the throttle opening increases, and decreases as the rotation speed increases. By the way, for example, in the first embodiment shown in FIG. 2, when traveling with the lock-up on, the throttle opening is generally low during steady traveling (travel with a constant accelerator opening) and relatively high during acceleration traveling. This is the throttle opening.

Therefore, assuming that the resonance point of the dynamic damper d is set to be convenient for steady running at a low vehicle speed, the throttle opening becomes large during accelerating running, so that even if the engine speed increases, the engine speed increases. There is a case where the torque fluctuation level does not become low and a sufficient dynamic damper effect cannot be obtained.

In order to avoid this, by increasing the torsional rigidity K0 during acceleration traveling to the torsional rigidity K0 of the dynamic damper d during steady traveling, the dynamic damper resonance point during acceleration is set to the engine. Move to the high rotation side.

For that purpose, the characteristic of the torsional rigidity K0 of the dynamic damper d may be set as shown in the graph of FIG.

In FIG. 10, during steady running C, the (inner) springs (146, 24) of the dynamic damper d are
6, 346, 446), the average torque is 0, and the vibration torque fluctuation component T1 overlaps this. On the other hand, during acceleration running D, due to the influence of the inertia moment I0, the (inner) springs (146, 246, 346) of the dynamic damper d,
446), the average torque increases by I0α, where α is the average angular acceleration of the engine, and the excitation torque fluctuation T2 is superposed on this.

Therefore, if the characteristic of the torsional rigidity K0 of the dynamic damper d is set as shown in FIG. 10 (or by using, for example, a two-stage or three-stage spring so as to approximate FIG. 10), steady running is performed. A good dynamic damper effect can be obtained at both times and during acceleration.

As described above, in the sixth embodiment, the characteristic of the inner damper spring is set as shown by (solid line) K0 in FIG. 10 to improve the characteristic of the dynamic damper effect.

Next explained is the seventh embodiment of the invention.

In the seventh embodiment, the inner damper spring 4 is used.
6 is related to the assembling.

As described above, the inner damper spring 4
6 (246) with the transmission member 44 (244) interposed therebetween, for example, as shown in the front view of FIG. At this time, the amplitude of the transmission member 44 is generally a very small angle (for example, about 0.025 rad), but stable setting spring characteristics must be realized. However, as a general characteristic of the spring, accuracy is not guaranteed in the characteristic at a flexure rate of 0 to 20% and 80 to 100%, and there is no play (gap) when the transmission member 44 and the inner damper spring 46 are assembled. There is a problem that it must be.

Therefore, in this embodiment, as shown in FIG. 11, the transmission member 44 is sandwiched between the inner damper springs 46 in a pre-loaded state.

That is, in FIG. 11, the reference symbol r0 in the free state shown in the uppermost diagram shows the range of the bending rate of 0 to 100%. On the other hand, as shown in the middle figure, the transmission member 44 is arranged between the inner damper springs 46, and the end portion 46a is located at a position where the deflection rate is approximately 50% when not operating.
Are assembled so that they are positioned, and as shown in the bottom figure, the flexure rate 20 to 80 indicated by the symbol r is shown even during operation.
Try to fall within the range of%.

As a result, a stable spring constant can be realized with respect to the operation of the transmission member 44 which vibrates on both sides around the position at the time of assembly with a small amplitude.

FIG. 12 shows the rigid spring characteristic at this time.

In FIG. 12, broken lines F1 and F2 are shown in FIG.
The left and right inner damper springs 46 of the transmission member 44 indicate the force exerted on the transmission member 44, and the solid line G indicates the force applied to the transmission member 44 when the transmission member 44 moves to the left and right. The position in the no-load state is shown as the origin.

Here, if the damper use region is set to the range of E in the figure, since the beginning of bending of the spring and the vicinity of the contact are not used, the target spring constant can be accurately realized.

Next, an eighth embodiment of the present invention will be described.

Also in the eighth embodiment, the inner damper spring 46 is used.
It is related to the assembly of.

That is, as shown in FIG. 13, the transmission member 44
The inner damper spring 46 is arranged such that the axis of the inner damper spring 46 coincides with the direction of a tangent line T at the contact point P with respect to a circle (concentric with the axis) that passes through the contact point P between the inner damper spring 46 and the inner damper spring 46.

As described above, by arranging the inner damper spring 46 in the direction of the tangent line T, not along the circle concentric with the shaft, the inner damper spring 46 is transferred to the transmission member 4.
When compressed by receiving force from No. 4, there is almost no component force pressing in the radial direction, and it is possible to receive only the load in the axial direction of the inner damper spring 46. Therefore, the frictional force generated between the inner damper spring 46 and the holding cover 50 surrounding the inner damper spring 46 can be almost eliminated, the durability of the spring can be improved, and highly stable spring characteristics can be obtained.

Next explained is the ninth embodiment of the invention.

In the ninth embodiment, the transmission member (cooperation part) 44 is used.
It is related to the structure of.

That is, as shown in FIGS. 14 and 15, the transmission member 544 is extended so that the inner damper spring 546 can be accurately pressed in the axial direction.

At this time, there is a certain amount of axial direction inside the torque converter 502, the transmission member 544 moves to the left in FIG. 14 when the damper is activated, and when normal, the transmission member 544 moves to FIG.
As shown in (a), the inner damper spring 546
As shown in FIG. 16 (b), there is a possibility that the member that had been pressed against the inner damper spring 546 may come into partial contact with the member that has been pressed. In this case, the inner damper spring 546 is pushed obliquely, so that the aimed spring characteristic cannot be realized.

Therefore, in the present embodiment, the transmission member (cooperating portion) 544 is extended sufficiently longer than the amount of the axial direction inside the torque converter 502, and the inner damper spring 54.
The structure is such that the cylindrical portion 562 of the holding cover 550 that wraps 6 inside is penetrated.

Instead of extending the transmission member 544 so as to penetrate the cylindrical portion 562 of the holding cover 550, as shown in FIG. 17, the inner damper spring 54
It is conceivable to attach a cap 547 or the like to 6 and push the cap 547, but this increases the cost.

Therefore, according to this embodiment, it is possible to prevent one-sided contact without increasing the cost, and to obtain stable and good spring characteristics.

Next explained is the tenth embodiment of the invention.

As shown in FIG. 15, the holding cover 550 of the inner damper spring 546 has a structure other than that of the cylindrical portion 562.
A portion 564 that does not enclose the inner damper spring 546 (which is referred to as a general shape portion) has a stopper portion 570 having an elongated hole shape, and the transmission member 544 moves inside the stopper portion 570 to contact the end of the stopper portion 570. When in contact, it acts as a stopper.

The tenth embodiment relates to the shape of the stopper portion 570.

FIG. 18 is a sectional view taken along line XVIII-XVIII in FIG. Also, an enlarged view of the stopper portion 570 is shown in FIG.
9 shows.

In this embodiment, the stopper portion 570 is shown in FIG.
And, as shown in FIG. 19, a flange 572 is formed upright around the elongated hole shape.

As a result, the transmission member 544 and the holding cover 5
When 50 relatively rotates and hits the stopper 570, as shown in FIG.
As shown in FIG. 7, the load is received by the surface, the surface pressure received by the stopper 570 is reduced, and the durability of the holding cover 550 is improved.

Further, since the stopper portion 570 has a structure in which the flange 572 is erected over the entire circumference of the long hole shape, the rigidity around the long hole portion is improved, the deformation amount when receiving a load is small, and the inner damper is formed. There is no adverse effect on the spring characteristics of the spring 546. Further, since it can be formed by press working, there is no increase in cost.

Finally, the eleventh embodiment of the present invention will be described.

The eleventh embodiment relates to the shape of the cylindrical portion 562 of the holding cover 550.

FIG. 22 is a vertical sectional view of the cylindrical portion 662 of the conventional holding cover 650, and FIG. 23 is a perspective view of the same.

As shown in FIG. 22, when the steps l and m of the cylindrical portion 662 with respect to the general shape portion 664 are large, when the cylindrical portion 662 is formed by press working, the cylindrical portion 662 cannot be formed well. The bottom portion 666 shown in FIG.

Therefore, in this embodiment, as shown in the longitudinal sectional view of FIG. 20 and the oblique view of FIG. 21, a holding cover 750 is provided.
The general shape portion 764 is formed into a stepped shape to reduce the steps p and q with the cylindrical portion 762.

As a result, the cylindrical portion 762 can be easily formed by pressing. Also, since the general shape portion 764 has a stepped shape, as shown in FIG. 20, when two holding covers (plates) 750a and 750b are assembled, an inner damper spring (elastic body, not shown) is included therein. ) Is set, the inner damper spring can be supported at a plurality of points, the spring holding performance is improved, and the spring characteristics can be prevented from changing due to disturbance. Furthermore, since it is a bag shape, the rigidity of the holding cover 750 itself is also improved.

[0123]

As described above, according to the present invention,
When a direct coupling clutch is in an operating state, which is a part of a fluid transmission device, a member that does not contribute to torque transmission is elastically supported by a member that contributes to torque transmission through an elastic body. It can be used as a mass body of a dynamic damper, and a dynamic damper function can be added without increasing the weight and storage space, and the direct drive range can be lowered to the low speed side to reduce fuel consumption without degrading vibration characteristics. Can be improved.

[Brief description of drawings]

FIG. 1 is a schematic diagram of a simple model showing the principle of the present invention.

FIG. 2 is a vertical sectional view showing an outline of a damper device of the fluid transmission device according to the first embodiment.

FIG. 3 is a vertical sectional view showing an outline of a damper device of a fluid transmission device according to a second embodiment.

FIG. 4 is a front view of the vicinity of an inner tamper spring showing a stopper mechanism of a damper device of a fluid transmission device according to a third embodiment.

FIG. 5 is an enlarged sectional view taken along the line VV of the fourth embodiment.

FIG. 6 is a graph showing the torsional rigidity of the inner damper spring.

FIG. 7 is a vertical sectional view showing an outline of a damper device of a fluid transmission device according to a fourth embodiment.

8 is an enlarged cross-sectional view taken along the line VIII-VIII in FIG.

FIG. 9 is a vertical sectional view showing an outline of a damper device of a fluid transmission device according to a fifth embodiment.

FIG. 10 is a graph showing the torsional rigidity of the inner damper spring according to the sixth embodiment.

FIG. 11 is an explanatory diagram showing a method of assembling the inner damper spring according to the seventh embodiment.

FIG. 12 is a diagrammatic view showing spring characteristics of an inner damper spring according to the seventh embodiment.

FIG. 13 is an explanatory view showing an assembling method of the inner damper spring according to the eighth embodiment.

FIG. 14 is a vertical cross-sectional view schematically showing a damper device of a fluid transmission device according to a ninth embodiment.

FIG. 15 is a front view showing a transmission member and a holding cover according to the ninth embodiment as well.

FIG. 16 is an explanatory view showing the relationship of the transmission member with respect to the inner damper spring.

FIG. 17 is an explanatory view showing a cap installed on an inner damper spring.

18 is a sectional view taken along line XVIII-XVIII in FIG.

FIG. 19 is an enlarged view showing the shape of the stopper portion of the holding cover according to the tenth embodiment.

FIG. 20 is a vertical cross-sectional view showing the shape of the cylindrical portion of the holding cover according to the eleventh embodiment.

FIG. 21 is a perspective view showing the shape of the cylindrical portion of the same.

FIG. 22 is a vertical sectional view showing the shape of a cylindrical portion of a conventional holding cover.

FIG. 23 is a perspective view showing the shape of the cylindrical portion as well.

FIG. 24 is a schematic diagram of a simple model showing a conventional vibration transmission system.

[Explanation of symbols]

2, 102, 202, 302, 402, 502 ... Torque converter 4, 104, 204, 304, 404, 504 ... Pump 6, 106, 206, 306, 406, 506 ... Turbine 8, 108, 208, 308, 408, 508 ... Stator 10, 110, 210, 310, 410, 510 ... Direct coupling clutch 12, 112, 212, 312, 412, 512 ... Lockup piston 14, 114, 214, 314, 414, 514 ... Front cover 16, 116, 216, 316, 416, 516 ... Lining 18, 30, 118, 218, 318, 418, 518 130, 230, 330, 430, 530 42, 142, 42, 342, 442, 542 ... Rivet 20, 120, 220, 320, 420, 520 ... Drive plate 2 , 122, 222, 322, 422, 522 ... Intermediate plate 24, 124, 224, 324, 424, 524 ... Elongated hole shape 26, 126, 226, 326, 426, 526 ... Outer damper spring 28, 128, 228, 328 428, 528 ... Driven plate 32, 132, 232, 332, 432, 532 ... Turbine hub 34, 134, 234, 334, 434, 534 ... Spline 36, 136, 236, 336, 436, 536 ... Flange portion 38, 138, 238, 338, 438, 538 ... Bearing section 40, 140, 240, 340, 440, 540 ... Seal 44, 144, 244, 344, 444, 544 ... Transmission member 46, 146, 246, 346, 446, 546 … Inner damper spring

Claims (8)

[Claims] 1. A damper device for a fluid transmission device including a direct coupling clutch having a damper mechanism, wherein a member that is a part of the fluid transmission device and does not contribute to torque transmission when the direct coupling clutch is in an operating state, A damper device for a fluid transmission device, which is elastically supported by a member that contributes to torque transmission through an elastic body. 2. The fluid transmission according to claim 1, further comprising a stopper mechanism for preventing the elastic body from being bent by a predetermined amount or more when the direct coupling clutch is in an inoperative state. Equipment damper device. 3. The damper device for a fluid transmission device according to claim 2, wherein the member elastically supported by the elastic body includes a projecting piece, and the stopper mechanism is configured using the projecting piece. . 4. A damper device for a fluid transmission device according to claim 1, further comprising a restriction means for completely restricting a function of the elastic body when the direct coupling clutch is in an inoperative state. 5. The damper device for a fluid transmission device according to claim 1, wherein the elastic body is assembled in a preloaded state. 6. The contact point between the elastic body and a member which is a part of the fluid transmission and does not contribute to torque transmission when the direct coupling clutch is in an operating state. A damper device for a fluid transmission, which is arranged in a tangential direction at the contact point with respect to a circle passing therethrough and concentric with the axis. 7. The elastic member according to claim 1, wherein the elastic member is a part of the hydraulic power transmission device that cooperates with a member that does not contribute to torque transmission when the direct coupling clutch is in an operating state. A damper device for a fluid transmission, wherein the damper device penetrates through a body holding cover. 8. The holding cover for the elastic body according to claim 7, wherein the elastic body is sandwiched between two plates.
Each plate has a cylindrical portion for holding an elastic body and a general shape portion other than the elastic portion, and the general shape portion has a stepped shape so as to create a space in the joint portion. Damper device for fluid transmission.