JPH1089379A - Diaphragm spring and clutch cover assembly - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent deterioration in operability of half-cutch and engaging feeling of the clutch in a diaphragm spring having large energizng force. SOLUTION: A diaphragm spring 30 is mounted on a driving side flywheel ring together with a clutch cover for pressurizing a driven plate against a drive plate through a pressure plate. The diaphragm spring 30 has a support part 30c, a pressurizing part 30a, and a lever 30b. The support part 30c is supported by a clutch cover. The pressurizing part 30a is formed on an outer peripheral side of the support part 30c, for pressurizing the pressure plate against the driven plate. The lever 30b is extended from the support part 30c to the inner peripheral side. The levers are arranged with various spacings in a circumferential direction. A clutch assembly has the clutch cover fixed to a driving member, the pressure plate arranged on an inner peripheral side of the clutch cover relatively unrotatably in respect to the clutch cover and movably in an axial direction, and the diaphragm spring supported to the clutch cover.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a clutch cover assembly and a diaphragm spring as a component thereof.

[0002]

2. Description of the Related Art With the recent increase in the output of an engine, it has been desired to improve the torque transmission capacity of a clutch for transmitting and disconnecting the power. On the other hand, there is a demand for a lighter and more compact drive train as a vehicle, so it is necessary to improve the torque transmission capacity of the clutch while suppressing the housing space. On the other hand, since it is difficult to increase the torque transmission capacity of a single-plate type clutch, a multi-plate clutch used for racing or the like is often mounted.

This multi-plate clutch comprises a cylindrical flywheel ring fixed to a flywheel of an engine as a driving member, a hub flange connected to an output shaft, and a plurality of friction plates disposed between the two. And a clutch cover assembly for connecting and disconnecting the plurality of friction plates. The hub flange includes a hub connected to the output shaft, a flange extending from the hub to the outer periphery, and a tubular portion provided on the outer periphery of the flange. Friction occurs in a space between the tubular portion and the flywheel ring. A plate is arranged.

The clutch cover assembly includes a disk-shaped clutch cover fixed to a flywheel ring, and an urging member supported by the clutch cover and urging the pressure plate toward the friction plate, for example, a diaphragm spring. Have. When the release device is operated and the urging by the diaphragm spring is released, the friction plate on the driving side and the friction plate on the driven side are separated from each other, and the clutch is disconnected. When the operation of the diaphragm spring by the release device is stopped, the diaphragm spring urges the friction plates together via the pressure plate,
The clutch is connected.

[0005]

In the conventional multi-plate clutch, it is necessary to increase the set load of the clutch cover assembly in order to improve the torque transmission capacity of the clutch. For this reason, the rigidity of the clutch cover is increased, and the thickness of the diaphragm spring is increased to increase the rigidity, thereby increasing the urging force of the diaphragm spring.

However, as the rigidity of the diaphragm spring increases, the cushioning effect at the time of clutch connection by elastic deformation becomes smaller than that of the conventional diaphragm spring having low rigidity. Unlike clutches for pure racing, general high-output vehicle clutches also require ease of clutch operation in city driving, and such a decrease in cushioning effect makes half-clutch operation difficult and clutch connection fee. Ring degradation is undesirable.

SUMMARY OF THE INVENTION It is an object of the present invention to suppress a decrease in operability of a half-clutch and a decrease in clutch connection feeling in a diaphragm spring having a large urging force.

[0008]

According to a first aspect of the present invention, there is provided a diaphragm spring mounted on a driving member together with a clutch cover and pressing a driven member against a driving member via a pressure plate. It has a support portion, a pressing portion, and a plurality of lever portions. The support is supported by the clutch cover. The pressing portion is formed on the outer peripheral side of the support portion, and presses the pressure plate against the driven member. The plurality of lever portions extend inward from the support portion and are arranged at unequal intervals in the circumferential direction.

In this diaphragm spring, the conventional lever portions are arranged at regular intervals in the circumferential direction, but it is possible to adopt a configuration in which several lever portions are thinned out from the conventional lever portions. The rigidity of the entire lever portion can be reduced as compared with the related art without changing the rigidity of the portion. Therefore, even if the thickness of the diaphragm spring is increased to improve the pressing force (biasing force) of the pressing portion, the rigidity of the lever portion can be suppressed. As a result, the cushion effect due to the elastic deformation of the entire diaphragm spring can be maintained, and the difficulty in half-clutch operation and the decrease in clutch connection feeling can be suppressed.

[0010] The diaphragm spring according to claim 2 is mounted on a driving side member together with a clutch cover,
A diaphragm spring that presses the driven member against the driving member via the pressure plate,
It has a pressing portion and a plurality of lever portions. The support is supported by the clutch cover. The pressing portion is formed on the outer peripheral side of the support portion, and presses the pressure plate against the driven member. The plurality of lever portions extend inward from the support portion, and at least one of the lever portions has a groove formed therein.

In this diaphragm spring, a groove is formed in at least one lever, and the rigidity of the lever in which the groove is formed is reduced. And
As a result, the rigidity of the entire lever portion is reduced. Therefore, even if the thickness of the diaphragm spring is increased to increase the pressing force of the pressing portion, the rigidity of the lever portion can be suppressed. As a result, the cushion effect due to the elastic deformation of the entire diaphragm spring can be maintained, and the difficulty in half-clutch operation and the decrease in clutch connection feeling can be suppressed.

The diaphragm spring according to claim 3 is mounted on a driving side member together with a clutch cover,
A diaphragm spring that presses the driven member against the driving member via the pressure plate,
It has a pressing portion and a plurality of lever portions. The support is supported by the clutch cover. The pressing portion is formed on the outer peripheral side of the support portion and presses the pressure plate against the driven member. The plurality of lever portions extend inward from the support portion, and at least one of the lever portions has a hole formed therein.

In this diaphragm spring, a hole is formed in at least one lever portion, and the rigidity of the lever portion having the hole is reduced. And
As a result, the rigidity of the entire lever portion is reduced. Therefore, even if the thickness of the diaphragm spring is increased to increase the pressing force of the pressing portion, the rigidity of the lever portion can be suppressed. As a result, the cushion effect due to the elastic deformation of the entire diaphragm spring can be maintained, and the difficulty in half-clutch operation and the decrease in clutch connection feeling can be suppressed.

The diaphragm spring according to claim 4 is mounted on a drive side member together with the clutch cover,
A diaphragm spring that presses the driven member against the driving member via the pressure plate,
It has a pressing portion and a plurality of lever portions. The support is supported by the clutch cover. The pressing portion is formed on the outer peripheral side of the support portion, and presses the pressure plate against the driven member. The plurality of lever portions extend inward from the support portion, and the thickness of at least one of the lever portions is smaller than the thickness of the pressing portion.

In this diaphragm spring, the plate thickness of at least one lever portion is smaller than the plate thickness of the pressing portion, and the rigidity of the lever portion having a small plate thickness is reduced. Then, the rigidity of the entire lever portion is reduced by this amount. Therefore, even if the thickness of the diaphragm spring is increased to increase the pressing force of the pressing portion, the rigidity of the lever portion can be suppressed. As a result, the cushion effect due to the elastic deformation of the entire diaphragm spring can be maintained, and the difficulty in half-clutch operation and the decrease in clutch connection feeling can be suppressed.

According to a fifth aspect of the present invention, there is provided a diaphragm spring which is supported by a clutch cover via a supporting member and presses a driven member against a driving member via a pressure plate. And a plurality of lever portions. The support has a plurality of notches through which the support member is inserted. Each circumferential dimension between adjacent notches in the support is at least two different dimensions. The pressing portion is formed on the outer peripheral side of the support portion, and presses the pressure plate against the driven member. The plurality of lever portions are formed so as to extend from the support portion to the inner peripheral side.

In this diaphragm spring, the circumferential dimensions between the notches of the conventional supporting portion are all the same, but these dimensions are at least two different dimensions. Can be reduced in size. As a result, the rigidity of the portion between the notches whose dimensions have been reduced is reduced, and the rigidity of the diaphragm spring can be reduced. Therefore, by increasing the thickness of the diaphragm spring, the pressing force (biasing force)
The rigidity of the diaphragm spring can be suppressed even if the height is improved. This maintains the cushioning effect due to the elastic deformation of the diaphragm spring as a whole,
Difficulty in half-clutch operation and reduction in clutch engagement feeling can be suppressed.

According to a sixth aspect of the present invention, there is provided a clutch cover assembly for pressing or releasing a driven member against a driving member, comprising a clutch cover, a pressure plate, a diaphragm spring, It has. The clutch cover is fixed to the driving member. The pressure plate is arranged on the inner peripheral side of the clutch cover so as not to rotate relative to the clutch cover and to be movable in the axial direction. The diaphragm spring is the diaphragm spring according to any one of claims 1 to 5, and is supported by the clutch cover.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION

[First Embodiment] FIG. 1 is a sectional view of a multi-plate clutch 1 for an automobile according to an embodiment of the present invention. The multi-plate clutch 1 transmits and shuts off torque from a flywheel 2 of an engine (not shown) arranged on the left side of FIG. 1 to an input shaft (not shown) of a transmission arranged on the right side of FIG. Device. The multi-plate clutch 1 mainly includes a flywheel ring 5 as a driving member, a hub flange 6 as a driven member, and a flywheel ring 5.
And a friction plate group 9 composed of a plurality of drive plates (drive members) 7 and driven plates (driven members) 8 disposed between the drive plate 7 and the hub flange 6. And a clutch cover assembly 10.

The hub flange 6 is composed of a boss 11 disposed at the center and the flange 1 which extends integrally from the boss 11 to the outer peripheral side.
2 and a second cylindrical portion 13 integrally provided on the outer periphery of the flange 12. At the center of the boss 11, there is formed a spline hole 11a that meshes with the spline teeth of the transmission input shaft. Thereby, the hub flange 6 is movable in the axial direction with respect to the input shaft of the transmission and cannot rotate relative thereto. A plurality of air passage openings 14 are provided in the flange 12 of the hub flange 6 at intervals in the circumferential direction. As is clear from FIG. 1, the air passage openings 14 allow the clutch internal spaces on both sides of the flange 12 to conduct. The second cylindrical portion 13 protrudes from the flange 12 on both axial sides. A large number of external teeth 18 extending in the axial direction are formed on the outer periphery of the second cylindrical portion 13. A plurality of air passage holes 19 and 20 are formed in portions protruding on both axial sides of the second cylindrical portion 13, respectively. The air passage holes 19 and 20 are
The cylindrical portion 13 substantially penetrates in the radial direction, and a radially outer end is opened at the bottom of the external teeth 18.

A flywheel ring 5 is arranged concentrically outside the second cylindrical portion 13 in the radial direction. The left end of the flywheel ring 5 in FIG. 1 is fixed to the flywheel 2 of the engine with a plurality of bolts 22 (only the center line is shown). Flywheel ring 5 has internal teeth 23
It has. At a plurality of locations (for example, three locations) spaced apart in the axial direction of the outer peripheral surface of the flywheel ring 5,
An air passage groove 24 is provided. As shown in FIG.
The air passage groove 24 is provided radially outside the driven plate 8. Each air passage groove 24 extends in an arc shape along the circumferential direction of the flywheel ring 5, and is opened at the bottom surface of the plurality of internal teeth 23.

A group of friction plates 9 is arranged between the inside of the flywheel ring 5 and the second cylindrical portion 13 of the hub flange 6. The friction plate group 9 is disposed between a friction surface of the flywheel 2 and an annular pressure plate 29 (described later) in the axial direction. The friction plate group 9 includes four drive plates 7 and three driven plates 8 alternately arranged in the axial direction. The drive plate 7 and the driven plate 8 are dry-type annular friction plates, and both are arranged concentrically with the input shaft of the transmission. The drive plate 7 has radial projections 26 on the outer periphery,
The protrusion 26 is engaged with the internal teeth 23 of the flywheel ring 5 so as to be relatively non-rotatable and slidable in the axial direction. The driven plate 8 has radial projections 27 on its inner peripheral portion. The projections 27 are engaged with the external teeth 18 of the second cylindrical portion 13 so as to be relatively non-rotatable and slidable in the axial direction.

The clutch cover assembly 10 has a clutch cover 28, an annular pressure plate 29 disposed between the clutch cover 28 and the friction plate group 9, and a pressure plate 29 for urging the pressure plate 29 toward the flywheel 2. Spring 30 and a support mechanism 31 for supporting the diaphragm spring 30 on the clutch cover 28
And the main.

The clutch cover 28 is a thick disk member, and its outer peripheral portion is fixed to the end surface of the flywheel ring 5 by the bolt 22 described above. Clutch cover 28
Is made of a metal mainly composed of aluminum, and is lightweight. The pressure plate 29 is arranged on the transmission side of the drive plate 7 arranged closest to the clutch cover 28. Pressure plate 29
Are provided with radial projections 32 on the outer peripheral portion, and the projections 32 are engaged with the engaging grooves 23 so as not to rotate relatively and slidably in the axial direction. A protruding portion 33 having a semicircular cross section is formed on a portion of the rear surface of the pressure plate 29 (the surface opposite to the drive plate 7) from the inner periphery.

The diaphragm spring 30 includes a support 3
0c, a pressing portion 30a, and a plurality of lever portions 30b. The support 30c is supported by the clutch cover 28 by a support mechanism 31. Pressing part 30
a is formed on the outer peripheral side of the support portion 30c. The lever portion 30b extends inward from the support portion 30c, and a release device (not shown) can abut on the distal end portion. As shown in FIG. 2, these lever portions 30b are arranged at unequal intervals in the circumferential direction, and a slit is formed between adjacent lever portions 30b. A notch 30d having a relatively large circumferential width is formed in a radially outer portion of each slit. This diaphragm spring 30 is shown in FIG.
As is clear from FIG. 1, the lever portion is removed at a ratio of one out of three from the conventional diaphragm spring in which the lever portions are arranged at equal intervals, and the rigidity of the lever portion 30b is reduced by that much. doing.

The support mechanism 31 includes a plurality of stud pins 60 (support members) fixed to the inner peripheral portion of the clutch cover 28.
And two wirings 63 supported by stud pins 60. The stud pin 60 extends from the inner peripheral portion of the clutch cover 28 toward the flywheel 2. Each stud pin 60 passes through the notch 30d of the diaphragm spring 30, and a receiving portion 61 is formed at one end thereof. The pair of wirings 63 are in contact with both side surfaces of the support portion 30c of the diaphragm spring 30, respectively.

In the structure described above, the hub flange 6 is movable in the axial direction with respect to the input shaft of the transmission, and therefore, it is necessary to limit the axial movement of the hub flange 6. Therefore, the second cylindrical portion 1 of the hub flange 6
3, three arc-shaped plates 52 are connected. The structure and mounting method will be described below. 2nd cylindrical part 1
A circumferential groove 56 is formed on the flywheel 2 side of the third external teeth 18. The circumferential groove 56 has a depth up to near the bottom of the external teeth 18. In the circumferential groove 56, accommodation portions extending radially inward at three locations at equal intervals in the circumferential direction and penetrating the second cylindrical portion 13 are formed. Each arc-shaped plate 52 is fitted in a circumferential groove 56. The fixing portions 52a formed at both ends of each arc-shaped plate 52 are inserted into the accommodating portion together with the adjacent fixing portions 52a. Each fixing portion 52a is fixed to the second cylindrical portion 13 by a bolt 53. Thus, the arc-shaped plate 52 is arranged between the protrusions 27 of the two second driven plates 8. The friction plate group 9 including the driven plate 8 is
Further, the axial movement range is restricted by the pressure plate 29. Therefore, the axial position of the hub flange 6 is also limited to a predetermined range.

Next, the operation of engaging and disengaging the clutch will be described. In the clutch connected state, the release device does not press the distal end of the lever portion 30b of the diaphragm spring 30 toward the flywheel 2, and the diaphragm spring 30
The elastic force of itself presses the pressure plate 29 against the friction plate group 9 side. As a result, the drive plate 7 and the driven plate 8 press against each other, and the torque input from the flywheel 2 to the flywheel ring 5
The power is transmitted to the hub flange 6 via the drive plate 7 and the driven plate 8, and is further output from the hub flange 6 to the input shaft of the transmission. FIG. 1 shows this clutch connected state.

When releasing the clutch, the release device is used to release the lever portion 30 of the diaphragm spring 30.
b Push the tip toward the flywheel 2 side. Then, the support part 3
With 0c as a fulcrum, the outer peripheral portion of the pressing portion 30a moves in a direction away from the pressure plate 29 (the side opposite to the flywheel 2). Thereby, the pressure contact force between the drive plate 7 and the driven plate 8 is released, and the clutch is disconnected. At this time, the low rigidity lever portion 30b is elastically deformed in the axial direction.

When the clutch is released from the clutch release state, the pressing of the diaphragm spring 30 of the release device against the lever portion 30b is released. Then, the diaphragm spring 30 returns to the original state, and the elastic force of the diaphragm spring 30 is reduced to the pressure plate 29.
To the friction plate group 9 side, and the clutch is connected. At this time, since the lever portion 30b that has been elastically deformed returns to the original state, this works as a cushion effect in clutch connection. That is, the moving speed of the pressing portion 30a toward the flywheel 2 becomes slower by the amount by which the lever portion 30b returns to the original shape, and the clutch connection feeling is improved. Further, the rising gradient of the transmission torque of the clutch with respect to the moving amount of the clutch device (the amount of depression of the clutch pedal) becomes gentle, and the operability of the half clutch is improved. [Second Embodiment] Even if the diaphragm spring 70 shown in FIG. 3 is employed in place of the diaphragm spring 30 shown in FIG. 2, the improvement in the clutch connection feeling and the improvement in the operability of the half clutch as described above. The effect is obtained.

The diaphragm spring 70 of the present embodiment
In this embodiment, the rigidity of the lever portion 70b is reduced by providing the groove 70e. Diaphragm spring 70
Is composed of a support portion 70c, a pressing portion 70a, and a plurality of lever portions 70b. The support 70c is supported by the clutch cover 28 by the support mechanism 31.
The pressing portion 70a is formed on the outer peripheral side of the supporting portion 70c. The lever portion 70b extends inward from the support portion 70c, and a release device (not shown) can abut on the distal end portion. As shown in FIGS. 3 and 4, three grooves 70e extending in the circumferential direction are formed in the lever portion 70b on the transmission-side surface. These grooves 70e are
This is formed to reduce the rigidity of the lever portion 70b. A slit is formed between the adjacent lever portions 70b. A notch 70d having a relatively large circumferential width is formed in a radially outer portion of each slit.

The other constructions and functions and effects are the same as in the first embodiment. Here, a diaphragm spring 70 having a lever portion 70b provided with a groove 70e on the surface on the transmission side is employed.
The diaphragm spring 71 having a lever portion 71b provided with a groove 71f on the flywheel side surface as shown in FIG. Further, a diaphragm spring 72 having a lever portion 72b in which a groove 72e and a groove 72f are formed on both surfaces as shown in FIG. 6 may be employed. [Third Embodiment] Instead of the diaphragm spring 70 of the second embodiment, a diaphragm spring 75 shown in FIG. 7 may be employed. In the above diaphragm spring 70, the rigidity of the lever portion 70b is reduced by providing the groove 70e in the lever portion 70b. However, in the diaphragm spring 75 of the present embodiment, the lever portion 7b is provided by forming the hole 75g in the lever portion 75b.
5b is intended to reduce the rigidity.

The diaphragm spring 75 is provided on the supporting portion 7.
5c, a pressing portion 75a, and a plurality of lever portions 75b. The support portion 75c is supported by the clutch cover 28 by the support mechanism 31. Pressing part 75
a is formed on the outer peripheral side of the support portion 75c. The lever portion 75b extends inward from the support portion 75c, and a release device (not shown) can contact the distal end portion. As shown in FIG. 7, a hole 75g for reducing the rigidity of the lever 75b is formed in the lever 75b. A slit is formed between the adjacent lever portions 75b. A notch 75d having a relatively large circumferential width is formed in a radially outer portion of each slit.

The other structure, operation, and effect are the same as those of the first embodiment. [Fourth Embodiment] Instead of the diaphragm spring 30 shown in FIG. 2 of the first embodiment, a diaphragm spring 80 shown in FIG. 8 may be adopted. In the diaphragm spring 80, the size of the notch formed in the radially outer portion of the slit between the lever portions is changed to reduce the rigidity of the lever portion.

The diaphragm spring 80 supports the support portion 8.
0c, a pressing portion 80a, and a plurality of lever portions 80b and 8
0f. The support portion 80c is supported by the clutch cover 28 by the support mechanism 31. The stud pins 6 of the support mechanism 31 are provided on the inner peripheral portion of the support portion 80c.
Notches 80d and 80e through which 0 penetrates are formed. The circumferential width of the notch 80d is smaller than the circumferential width of the notch 80e. The pressing portion 80a is a supporting portion 80
c is formed on the outer peripheral side. Lever parts 80b and 80
f extends inward from the support portion 80c, and a release device (not shown) can abut on the distal end portion. At the radially outer peripheral portions of the lever portions 80b and 80f, width details 80g and 80h connected to the support portion 80c are formed. Due to the difference in the circumferential width of the notches 80d and 80e, the circumferential dimension of the width detail 80g and the width detail 80h is different. A slit is formed between the adjacent lever portions 80b, and a notch 80d is formed in a radially outer portion of the slit. A slit is formed between the adjacent lever portions 80b and 80f, and a notch 80e is formed in a radially outer portion of the slit.

The notch 80e has a larger circumferential width than the conventional notch such as the notch 80d, and the width 80h of the lever portion 80f has a smaller width. For this reason, the rigidity of the lever portion 80f becomes smaller than before,
The rigidity of the lever as a whole is also reduced. Other configurations and operational effects are the same as those of the first embodiment. [Fifth Embodiment] Instead of the diaphragm spring 30 shown in FIG. 2 of the first embodiment, a diaphragm spring 90 shown in FIG. 9 may be adopted. In the diaphragm spring 90, the rigidity of the lever portion 90b is reduced by making the plate thickness of the lever portion 90b thinner than that of the pressing portion 90a.

The diaphragm spring 90 is connected to the support 9
0c, a pressing portion 90a, and a plurality of lever portions 90b. The support portion 90c is supported by the clutch cover 28 by the support mechanism 31. The pressing portion 90a is formed on the outer peripheral side of the supporting portion 90c. Lever part 90
b extends inward from the support portion 90c, and a release device (not shown) can abut on the distal end portion. This lever part 90
The thickness of b is smaller than the thickness of the pressing portion 90a and the supporting portion 90c. Thereby, the rigidity of the lever portion 90b is reduced. A slit is formed between the adjacent lever portions 90b, and a notch 90d is formed in a radially outer portion of each slit.

The other structure, operation and effect are the same as those of the first embodiment. Sixth Embodiment A diaphragm spring 91 shown in FIG. 10 may be used instead of the diaphragm spring 90 shown in FIG. 9 of the fifth embodiment. In the above diaphragm spring 90, the lever portion 9 is changed by changing the plate thickness.
Although the rigidity of the lever portion 91b is reduced, in the diaphragm spring 91 of the present embodiment, the rigidity of the lever portion 91b is reduced by changing the circumferential width of the lever portion 91b.

The diaphragm spring 91 is connected to the support 9
1c, a pressing portion 91a, and a plurality of lever portions 91b. The support portion 91c is supported by the clutch cover 28 by the support mechanism 31. The pressing portion 91a is formed on the outer peripheral side of the supporting portion 91c. Lever part 91
b extends inward from the support portion 91c, and a release device (not shown) can abut on the distal end portion. This lever part 91
The width b in the circumferential direction is smaller than that of the related art in order to reduce the rigidity of the lever portion 91b. A slit is formed between the adjacent lever portions 91b,
There is no notch in the radially outer portion of each slit that was present in the diaphragm spring of each of the above embodiments. This is because the width of the slit is large in the present embodiment because the width of the lever portion 91b is small and the width of the slit is large. Therefore, in this embodiment, the stud pin 60 of the support mechanism 31 penetrates the slit between the adjacent lever portions 91b of the diaphragm spring 30.

The other constructions and functions and effects are the same as in the first embodiment.

[0041]

According to the present invention, in a diaphragm spring having a large urging force, the stiffness of the lever portion can be reduced and a cushion effect can be generated at the lever portion. Can be suppressed.

[Brief description of the drawings]

FIG. 1 is a sectional view of a multi-plate clutch for an automobile according to a first embodiment of the present invention.

FIG. 2 is a plan view of the diaphragm spring according to the first embodiment.

FIG. 3 is a plan view of a diaphragm spring according to a second embodiment.

FIG. 4 is a sectional view taken along the line IV-IV in FIG. 3;

FIG. 5 is a sectional view of another diaphragm spring according to the second embodiment;

FIG. 6 is a sectional view of another diaphragm spring according to the second embodiment.

FIG. 7 is a plan view of a diaphragm spring according to a third embodiment.

FIG. 8 is a plan view of a diaphragm spring according to a fourth embodiment.

FIG. 9 is a sectional view of a multi-plate clutch for an automobile according to a fifth embodiment.

FIG. 10 is a plan view of a diaphragm spring according to a sixth embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Multi-plate clutch 5 Flywheel ring 6 Hub flange 7 Drive plate 8 Driven plate 28 Clutch cover 29 Pressure plate 30, 70-72, 75, 80, 90, 91 Diaphragm spring 30a, 70a-72a, 75a, 80a, 90a, 9
1a Pressing part 30b, 70b to 72b, 75b, 80b, 90b, 9
1b Lever part 30c, 70c to 72c, 75c, 80c, 90c, 9
1c Supporting parts 70e, 71f, 72e, 72f
Groove 75g
Holes 80d, 80e
Notch

Claims (6)

[Claims] 1. A diaphragm spring mounted on a driving member together with a clutch cover to press a driven member against a driving member via a pressure plate, wherein the supporting member is supported by the clutch cover; A pressing portion formed on the outer peripheral side of the pressing member for pressing the pressure plate against the driven member; and a plurality of pressing portions extending inward from the supporting portion and arranged at unequal intervals in the circumferential direction. A diaphragm spring having a lever portion. 2. A diaphragm spring mounted on a driving member together with a clutch cover and pressing a driven member against a driving member via a pressure plate, wherein the supporting member is supported by the clutch cover; A pressing portion formed on the outer peripheral side of the pressure member to press the pressure plate against the driven member; and a plurality of lever portions extending inward from the support portion and having at least one groove formed therein. Diaphragm spring provided. 3. A diaphragm spring mounted on a driving member together with a clutch cover and pressing a driven member against a driving member via a pressure plate, wherein the supporting portion is supported by the clutch cover; A pressing portion formed on the outer peripheral side of the pressure member and pressing the pressure plate against the driven member; and a plurality of lever portions extending inward from the support portion and having at least one hole formed therein. Diaphragm spring provided. 4. A diaphragm spring mounted on a driving member together with a clutch cover and pressing a driven member against a driving member via a pressure plate, wherein the supporting member is supported by the clutch cover; A pressing portion formed on an outer peripheral side of the pressing member for pressing the pressure plate against the driven member; and a plurality of pressing members extending inward from the supporting portion, wherein at least one plate thickness is smaller than a plate thickness of the pressing portion. And a lever portion. 5. A diaphragm spring supported by a clutch cover via a supporting member and pressing a driven member against a driving member via a pressure plate, the supporting portion having a plurality of notches through which the supporting member is inserted. A pressing portion formed on the outer peripheral side of the support portion and pressing the pressure plate against the driven member; and a plurality of lever portions formed to extend inward from the support portion. A diaphragm spring, wherein each dimension in the circumferential direction between adjacent notches of the support is at least two different dimensions. 6. A clutch cover assembly for pressing or releasing a driven member against a driving member, comprising: a clutch cover fixed to the driving member; and a clutch on an inner peripheral side of the clutch cover. A clutch cover assembly comprising: a pressure plate disposed so as to be relatively non-rotatable with respect to the cover and movably in the axial direction; and the diaphragm spring according to claim 1 supported by the clutch cover. Three-dimensional.