JPS61201930A - Clutch disc - Google Patents

Abstract

PURPOSE:To enable a vibration from an engine to be efffectively absorbed, by using an on-off mechanism to selectively connect a weight with a damper mechanism. CONSTITUTION:When a clutch is connected, mass M of a weight 21 or the like acts on a clutch disc 12 through tension of a torsion spring provided in a damper mechanism 20. Next when the clutch is released, an on-off mechanism 24 isolates the weight 21 from the damper mechanism 20 so as to prevent the mass M of the weight 21 or the like from acting on the clutch disc 12. Accordingly, a vibration of the clutch disc 12, transmitted from a flywheel 10, can be effectively reduced.

Description

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

(Prior art and its problems) In FIG. 5, which models the structure of a conventional clutch disc, 10 is the input side from the engine, and 12 is the output side that transmits power to, for example, a transmission. A first stage torsion spring 14a, a second stage torsion spring 14b, and a third stage torsion spring 14C are interposed between the input side 10 and the output side 12. are provided with gaps 14d and 14e having a predetermined twist angle.

In addition, the first stage hysteresis torque generation mechanism 16a1 and the second stage hysteresis torque generation mechanism 16b and 16C are similarly interposed, and the second stage hysteresis torque generation mechanism 16b1 and the third stage hysteresis torque generation mechanism 160 have a gap 16d.
, 1.6e are provided.

In the conventional example described above, as the torsion angle increases, the torsion characteristics of the second stage torsion spring 14 change as shown in FIG.
b, the first stage torsion characteristic Kd1 generated by the first stage hysteresis torque generation mechanism 168, the first stage hysteresis patent h1 to the third stage torsion spring 14c, the third stage torsion characteristic Kd1 generated by the third stage and the steresis torque generation mechanism 16c. The characteristics change to three-stage torsion characteristic -1-h3 and third-stage hysteresis characteristic Kd3, but this characteristic has the following problems.

In other words, the first stage torsional characteristic K (11
~ It is preferable to set the third stage torsional characteristic Kd3 small, but on the other hand, for low frequency imaging measures, the first stage torsional characteristic Kd1 ~
It is necessary to set the first torsional characteristic Kd3 to be large.

Therefore, it is necessary to set the torsional characteristics shown in Figure 6 according to the characteristics required for each vehicle.Moreover, recently, the required level of noise and vibration prevention for clutches has become higher and higher, and the conventional structure cannot meet the requirements. In some cases, characteristics that cannot be achieved, that is, conflicting countermeasures and low-frequency imaging countermeasures as described above are required at the same time.

Therefore, the present applicant has developed a clutch disc in which a sub-damper is provided between the spline hub and the weight, and has already filed an application (Japanese Patent Application No. 58-205297, filed on October 31, 1988). In this prior art, even at the time of release, the mass of the weight acts on the synchronizer mechanism of the transmission via the clutch disc, and the sink [
There is a problem in that the torque capacity of the lizer mechanism is exceeded.

(Object of the Invention) An object of the present invention is to provide a clutch disk that can effectively absorb vibrations from an engine and that does not interfere with the differential movement of a synchronizer mechanism of a transmission.

(Structure of the Invention) (1) Technical Means The present invention provides a clutch disc having a spline hub spline-fitted to an input shaft of a transmission on its inner periphery and a manpower portion on its outer periphery. A weight of a predetermined mass that is rotatable as the clutch rotates, a damper mechanism that elastically connects the weight to the spline hub, and a release action that releases the connection between the weight and the damper mechanism when the clutch is disengaged, and when the clutch is engaged. The clutch disc is characterized in that it includes an on/off mechanism provided between the damper mechanism and the weight so as to return the weight and the damper mechanism to a connected state.

(2) The action weight and damper mechanism damp the vibrations of the clutch disk, and the disconnection mechanism selectively connects the weight and damper mechanism.

(Example) In FIG. 1 showing a clutch to which the present invention is applied, 10
is a flywheel to which power from the engine is directly transmitted. A facing 13a of a clutch disc 12 is press-contacted to a press-contact surface 10a of the flywheel 10 in an intermittent manner. A spline hub 13b of the clutch disc 12 is spline-fitted to an input shaft (f in the figure) of a rear-stage transmission. The clutch disc 12 is equipped with a torsion spring 13C1 and a friction washer 13d.

A clutch cover 14 is fixed to the flywheel 10, and a pressure plate 16 is housed inside the clutch cover 1-4 so as to be covered by the clutch cover 14.

Pressure plate 16 is connected to clutch cover 14 by a strap plate (not shown). The pressure plate 16 is pressed toward the flywheel 10 by a diaphragm spring 18 via a wire ring 15a. .

A weight 21 is located behind the pressure plate 16.
As will be described in detail later, it is rotatably provided concentrically with the pressure plate 16.

The pressure plate 16 has a substantially annular shape and is set to have a predetermined mass.

Inner circumference of pressure plate 16 and spline hub 1
A damper mechanism M420 is interposed between the flange portions 13e of 3b, and the damper mechanism 20 has a function of elastically connecting the weight 21 to the flange portions 13e.

Pressure plate 16 and diaphragm spring 1
A release mechanism 22 is provided between 8 and 8, and the release mechanism 22 transmits the spring force of the diaphragm spring 18 to the pressure plate 16. Further, inside the weight 21, there is provided an intermittent mechanism 24 that selectively disconnects and disconnects the connection between the weight 21 and the damper mechanism 20 in accordance with the release operation of the release mechanism 22.

As shown in FIG. 2, the outer circumference of the weight 21 has an annular shape.
19a is formed. The inner case 27a of the bearing 26 is fitted into this annular groove 19a, and the ball 27b is connected to the 7 flange portion 17 of the pressure plate 16.
It fits into the recess 27C of b. A wave spring 28 is interposed between the rear end surface of the annular groove 198 and the inner case 27a, and the spring force of the wave spring 28 forms a clearance C between the weight 21 and the pressure plate 16.

The damper mechanism 20 has seven flange parts, a first bracket 30a fixed to 13e, a second bracket 30b fitted with the eleventh racket 30aG, and a second bracket 30.
It is composed of a torsion spring 32 and the like that elastically connects the first bracket 30b to the first bracket 30a.

The first bracket 30a has a substantially U-shaped cross section that opens outward in the radial direction, and is formed in an annular shape along the outer peripheral edge of the seven flange portions 13e.

The second bracket 30b, on the other hand, has a substantially U-shape that opens radially inward, and is formed into an annular shape that fits into the first bracket 30a.

A window hole 30c is formed in each of the first bracket 30a and the second bracket 30b, and a torsion spring 32 is compressed in the window hole 30C.

The outer circumferential surface of the second bracket 30b is a pressure contact surface 30d, and a brake pad 33 forming a part of the disconnection mechanism 24, which will be described in detail later, is interposed between the pressure contact surface 30d and the inner peripheral surface of the weight 21. has been done.

The spring constant of the torsion spring 32 is determined by the quality IM1 of the clutch disc 12, the weight 21, and the disconnection mechanism 24.
The spring constant is set to a value that allows the torsion spring 32 to absorb rotational fluctuations from the engine that are input to the clutch disc 12 in accordance with the quality ff1M2.

On the other hand, as shown in FIG. 2, a release mechanism 22 is provided at the rear end of the flange portion 17b of the pressure plate 16. The release mechanism 22 includes a torsion ring 34,
It consists of a lever 36 and the like, and the torsion ring 34 fits into an annular groove 17d formed in the fulcrum round part 17C of the flange part 17b. Fulcrum round part 1
Notches 17e are formed in the notches 7c at equal intervals at, for example, 12!1 locations in the circumferential direction, and a lever 36 is fitted into the notches 17e so as to be freely rotatable around the torsion ring 34. . The lever 36 is fixed to the torsion ring 34.

The lever 36 fits into the notch 17e and the torsion ring 3
A plate-shaped main body 37a to which 4 is fixed, a rear piece 37b bent toward the rear, and a front piece 37c bent toward the front are integrally molded. When the torsion ring 34 is in its natural state, the rear piece 37b protrudes rearward by a predetermined distance from the rear end edge of the fulcrum round part 17C, and the front piece 37C is in pressure contact with the set plate 45b.

The weight 21 is provided with a disconnection mechanism 24, and the disconnection mechanism 24 has a function of selectively disconnecting the connection between the weight 21 and the damper mechanism 20 in accordance with the release operation of the release mechanism 22.

The disconnection mechanism 24 is connected to the brake pad 33 and the brake pad 4.
0. It is composed of a pressing body 44 and the like.

The brake pad 33 is a member made of rubber, for example, and has an annular shape with a substantially triangular cross section.
5a is inclined so as to be in close contact with the pressing surface 30d of the second bracket 30b. As shown in FIG. 3, two pairs of rods 40 are fixed adjacently to each other at, for example, six positions in the circumferential direction on the outside of the brake pad 33 in the radial direction.

The rod 40 has its proximal end passed through the brake pad 33 and is fixed together by, for example, "baking".

A square hole 41a is bored in the middle portion of the rod 40 along the axial direction of the clutch, that is, the vertical direction in FIG. The bent portion 41b of the rod 40 has a curved surface shape, as shown in FIG. 3a, and has a substantially barrel-shaped cross section.

As shown in FIG. 2, a *19b that slidably accommodates the rod 40 having such a cross-sectional shape is formed in the weight 21 from the inner circumference of the weight 21 toward the outside in the radial direction. Further, on the rear side of the weight 21, a square hole 19C is bored in the axial direction of the clutch, that is, in the vertical direction in FIG. 2, at a position corresponding to the square hole 41a of the rod 40. A cone spring 46 that presses the rod 40 inward in the radial direction is interposed between the tip of the rod 40 and the outer end of the grooved square hole 19c.

The bottle 45a of the pressing body 44 is slidably inserted into the square hole 41a through the square hole 19c.

The base end of the bottle 45a is fixed to the set ring 45b by, for example, caulking, and the tip of the bottle 45a is provided with a diagonal so that the rod 40 is slid outward by the injection of the bottle 45a. A cam surface 45C is cut off to form a cam surface 45C that presses against the outer edge of the square hole 41a. The set ring 45b has an annular shape concentric with the weight 21, and the front piece 37C of the lever 36 is in pressure contact with the set ring 45b.

When the spring force of the diaphragm spring 18 is D1, the spring force of the cone spring 28 is C1, and the spring force of the torsion ring 34 is the spring force of the diaphragm spring 18, each spring force is set to the relationship of C< T < D (1). has been and is.

This intermittent mechanism 24 connects the diamond slam spring 18 and the damper mechanism 2 by a release operation when the clutch is disengaged.
When the clutch is connected, the weight 21 and the damper mechanism 20 are returned to the connected state by the spring force C of the cone spring 46.

As shown in FIG. 1a, which models the clutch structure described above, a clutch disc 12 is installed at the rear stage of the flywheel 10.
and weights 21 are arranged in parallel. The clutch disc 12 has a facing 13a which has a main disconnecting function.
and a parallel torsion spring 13C and a friction washer 13d. The weight 21 is pivotally supported by a bearing 26 and includes an auxiliary disconnection mechanism 24 and a torsion spring 32.

Next, the action will be explained. Since the front piece 37c of the lever 36 is floating above the set ring 45b when the clutch is connected, the rod 40 is pressed radially inward by the spring tJC of the cone spring 46, and the rod 40 reduces the diameter of the brake pad 33. . When the diameter of the brake pad 33 is reduced, the brake pad 33 is pressed into close contact with the pressure contact surface 30d of the second bracket 30b, and the weight 21 is applied to the seventh flange portion 1 of the clutch disc 12 via the damper mechanism 20.
Connected to 3e.

In this connected state, engine vibration transmitted from the flywheel 10 is removed by the weight 21 and the torsion spring 32 of the damper mechanism 20, and the clutch disc 7 flange portion 13e rotates smoothly.

In addition, the spring force of the diaphragm spring 18 is applied to the lever 3 which is elastically supported by the spring crab of the torsion ring 34.
6 to the pressure plate 16, the spring force of the diamond slam spring 18 is transmitted to the torsion ring 3.
4. The pressure is transmitted to the pressure plate 16 while being buffered by the lever 36, resulting in a so-called cushioning effect.

On the other hand, at the time of release, the spring force of the torsion ring 34 overcomes the spring force of the die 17 and flamm spring 18, and presses the front piece 37c of the lever 36 against the set ring 45b, so that the pressing body 44 is moved in front of the clutch, that is, as shown in FIG. It is pushed downward against the spring force C of the cone spring 46.

At this time, the cam surface 45c of the bottle 45a pushes the outer edge of the square hole 41a, causing the rod 40 to slide radially outward.

As the rod 40 slides, the brake pad 33 expands in diameter, and the contact between the brake pad 33 and the pressure contact surface 30d is released.

It can be deformed by

(2) The brake pad 33 is not limited to a smooth shape made of rubber as shown in FIG. 3, but may have a shape with dog teeth 50 formed therein, as shown in FIG. 4, for example.

[Brief explanation of the drawing]

Fig. 1 is a partial vertical cross-sectional view of a clutch to which the present invention is applied, Fig. 1a is a structural diagram modeling the structure of Fig. 1, Fig. 2 is a cutaway perspective view of the main part of Fig. 1, and Fig. 3 is a A partially cutaway perspective view showing the shape of the brake pad, Figure 3a is a-a in Figure 3.
FIG. 4 is a partially cutaway perspective view showing another embodiment, FIG. 5 is a structural schematic diagram showing a conventional example, and FIG. 6 is a graph showing torsional characteristics of the conventional example. 10... Flywheel
12...Clutch disc, 14...Clutch cover, 16...Pressure plate, 18...
Diaphragm spring, 20... damper mechanism, 2
1... Weight, 22... Release mechanism, 24...
- Intermittent mechanism, 44...pressing body, 45a...bottle, 4
5b...Set plate, 45c...Cam surface ￥L Fig. 1

Claims (1)

[Claims] A clutch disc having a spline hub spline-fitted to an input shaft of a transmission on its inner periphery and an input portion on its outer periphery includes a weight of a predetermined mass that is rotatable as the clutch disc rotates, and this weight. a damper mechanism that elastically connects the weight to the spline hub, and a damper mechanism that releases the connection between the weight and the damper mechanism by a release operation when the clutch is disconnected, and returns the weight and the damper mechanism to the connected state when the clutch is connected. A clutch disc characterized by comprising a disconnection mechanism provided between weights.