KR101102688B1 - Clutch cover assembly having hump compensation apparatus - Google Patents

Abstract

The present invention relates to a clutch cover assembly having a hump compensation device, and more particularly, a hump compensation device for coupling a hump compensation device between the clutch cover and the cantilever member of the diaphragm spring to attenuate the maximum load and increase the minimum load. It relates to a clutch cover assembly having a.

In addition, the present invention is a clutch including a clutch cover which is integrally rotated in combination with a flywheel, a pressure plate for closely contacting the clutch disk to the flywheel, and a diaphragm spring configured to press or release the pressure on the pressure plate and comprising a plurality of cantilever members and rims. A cover assembly, comprising: a clutch cover assembly comprising a hump compensation device coupled between a cantilever member and a clutch cover to lower the maximum load and increase the minimum load applied to the release bearing to pressurize the diaphragm spring.

Diaphragm Spring, Cantilever Member, Hump Compensator, Clutch Cover Assembly

Description

CLUTCH COVER ASSEMBLY HAVING HUMP COMPENSATION APPARATUS}

The present invention relates to a clutch cover assembly having a hump compensation device, and more particularly, a hump compensation device for coupling a hump compensation device between the clutch cover and the cantilever member of the diaphragm spring to attenuate the maximum load and increase the minimum load. It relates to a clutch cover assembly having a.

An automobile clutch is a device for controlling power transmission from the flywheel of a vehicle to the transmission mechanism side, and is composed of a clutch disc and a clutch cover assembly as its components. Korean Unexamined Patent Publication Nos. 2000-7904, 2001-2663, US Patent Nos. 5,979,629, 5,971,125, 5,911,294, 5,878,857, 5,551,547, 5,054,598, 4,923,046, 4,776,443, And 4,679,683 disclose such a conventional clutch configuration.

1A and 1B schematically illustrate the configuration of a conventional automobile clutch cover assembly disclosed in Korean Patent Laid-Open Publication No. 2000-7904. FIG. 1A is a side cross-sectional view of a clutch, and FIG. 1B is a view of a clutch cover assembly in an assembled state. Perspective view.

As shown in the figure, a clutch cover body 2 is fixed to a flywheel 1 that rotates in accordance with the driving of the engine. A plurality of strap plates 5 are connected to the clutch cover body 2 by means of a plurality of strap plates 5 that transmit or block power to the transmission mechanism side as the clutch disc body 3 is connected and disconnected.

Reference numeral 7 denotes a diaphragm spring, 7a denotes a rim of the diaphragm spring, 7b denotes a slit portion of the diaphragm spring, 8 denotes a pulrum ring, 9 denotes a bent piece, 10 denotes a release fork, and 11 denotes a release bearing. .

FIG. 2 is a side cross-sectional view for schematically illustrating a configuration of another conventional clutch, which has a similar operating principle to that of FIGS. 1A and 1B.

Briefly, when the release mechanism 111 is moved to the flywheel 101 side, the release mechanism 111 pushes the inner end of the diaphragm spring 107 to the engine E side, whereby the diaphragm spring 107 The outer end of the pivot point is rotated around the contact point with the pearl crumb ring 108. At this time, the clutch disc 103 is spaced apart from the flywheel 101 so that power transmission from the engine E to the transmission mechanism is interrupted.

Reference numeral 102 denotes a clutch cover body, 104 a pressure plate, 105 a span plate, 106 a bolt, 109 a stud pin, 112 a main drive shaft, 113 represents a crank shaft, respectively.

In general, a clutch, a device that transmits or blocks power between the engine and transmission of a vehicle, may wear the clutch disc due to frequent operation of the clutch, which wear increases the damping load and thus the clutch. Pedal power also increases. Furthermore, for vehicles with large outputs, the difference between the maximum and minimum loads of the clutch's diaphragm springs, the so-called hump, increases further, and when the difference between the maximum and minimum loads increases, the vehicle is completely shut off when the clutch pedal is pressed. The feeling can be strong, causing a problem of poor driving convenience and increased driver fatigue.

In addition, in the recent trend of the demand of automobiles, since the torque output of the vehicle is increasing, there is a limit in reducing the difference between the maximum load and the minimum load in the diaphragm spring of the conventional clutch. Greatly demanded.

The present invention relates to a clutch cover assembly having a hump compensation device, which reduces the difference between the maximum load and the minimum load applied to the clutch release bearing, thereby improving operability when the driver presses the clutch pedal and reducing fatigue. The purpose is to provide.

The present invention provides a clutch cover assembly including a clutch cover which is integrally rotated in combination with a flywheel, a pressure plate for closely contacting the clutch disk to the flywheel, and a diaphragm spring configured to press or release pressure on the pressure plate and include a plurality of cantilever members and rims. It characterized in that it comprises a hump compensation device coupled between the cantilever member and the clutch cover to lower the maximum load applied to the release bearing for applying pressure to the diaphragm spring, and to increase the minimum load.

In addition, the hump compensator is characterized in that it is composed of a rod portion subjected to the load, and a fastening portion extending in the downward direction of the rod portion having an elastic locking portion to be fitted to the cantilever member.

In addition, the rod portion has an open shape, has a compressive load in the clutch cover assembly, and when the release bearing presses the diaphragm spring, it enters the compressive load region from the unloaded region to the tension load region again.

In addition, the hump compensation device is characterized in that at least two or more symmetrically coupled to the plurality of cantilever member and the clutch cover.

The clutch cover assembly having the hump compensation device according to the present invention can reduce the maximum load of the release bearing and simultaneously realize the synergistic effect of the minimum load to compensate for the hump, which is the difference between the maximum load and the minimum load.

In addition, by reducing the maximum load of the clutch, increasing the minimum load, and reducing the hump, the pedal operability can be improved when the driver presses the clutch pedal.

In addition, by improving the clutch pedal operability of the driver, when the driver releases the pedal, less force is applied to reduce the fatigue.

In addition, since the minimum load becomes high, the return load of the clutch pedal increases when the clutch pedal is released.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

3 is a view showing a clutch cover assembly according to the present invention, Figure 4 is a view showing a cross section of the clutch cover assembly with a hump compensation device according to the present invention.

First, the clutch cover assembly 200 is for transmitting power generated from the engine to the transmission, the clutch cover 210, the diaphragm spring 230, the pulrum plate 240, the pulrum lamp 250, the clutch And a pressure plate 260 for applying pressure to the facing 290 of the disk to transmit or block power. At this time, the face of the clutch disk 290 is pressed to the flywheel (not shown) side, the power of the engine is transmitted to the transmission through the clutch enables the vehicle to run.

The clutch cover assembly 200 rotates integrally with the flywheel, not shown, and the release bearing applies pressure to the diaphragm spring 230 to block power from the engine to the transmission. That is, when the driver presses the clutch pedal, the release bearing moves toward the diaphragm spring 230, the release bearing presses the diaphragm spring 230, and lifts up the pressure plate 260 connected to the diaphragm spring 230 to lift the clutch. Disc facing 290 is separated. The diaphragm spring 230 separates the pressure plate 260 from the clutch disk's facing 290 by the principle of the pulrum lamp 250 and the lever, so that the engine's power is not transmitted to the transmission, thereby shifting gears and the like. It becomes possible.

Looking at the structure of the clutch cover assembly, the diaphragm spring 230 is located below the clutch cover 210, the diaphragm spring 230 is the clutch cover 210 and the hump compensator 220 and the percrum plate 240 Is supported by. The pearl crumb plate 240 supports the rear surface of the boundary between the cantilever member 235 and the rim of the diaphragm spring 230 at the lower side of the diaphragm spring, and is connected by the clutch cover 210 and the connecting rivet 280. The perforated hole is formed in the center of the pearl crumb plate 240, and the circumferential part is supported by being in contact with the lower side of the diaphragm spring 230.

The hump compensator 220 is coupled between the clutch cover 210 and the diaphragm spring 230 in an 'open' shape or in a 'U' shape. The release bearing (not shown) connects the diaphragm spring 230. In the case of the compression, the peak load is lowered and the minimum load is increased to damp the hump, which is a difference between the maximum load and the minimum load. The hump compensation device 220 is formed of a rod part 223 and a fastening part 225, and the rod part 223 is connected by the clutch cover 210 and the rivet 227. The fastening part 225 has a hook 228 shape that is open at the bottom thereof so as to be fitted into the cantilever member 235 of the diaphragm spring 230. In addition, the fastening part 225 of the hump compensator 220 is fitted to the cantilever member 235 of the diaphragm spring 230 and the diaphragm spring 230 is coupled to the clutch cover 210. The percrum lamp 250 provides the lever principle in the operation of the diaphragm spring 230. That is, the diaphragm spring 230 is coupled to the clutch cover 210 to press the flywheel toward the facing 290 of the clutch disc, and the pulrum lamp 250 is to falter the flywheel in relation to the diaphragm spring 230. It serves to compress in the direction singh (290).

The diaphragm spring 230 may have a circular flat plate shape, and may be divided into a rim portion of the diaphragm spring 230 and a cantilever member 235 of the diaphragm spring. In detail, it is divided by an annular rim and a slit, and may include a plurality of cantilever members 235 extending from the inner circumference of the rim to the center of the diaphragm spring 230. Here, the end of the cantilever member 235 may form a concentric circle with the diaphragm spring 230 therein. The cantilever member 235 of the diaphragm spring 230 has a shape in which one end thereof is convexly raised toward the release bearing so as to easily contact the release bearing to transmit pressure.

The wear compensation device 270 is installed on the outer circumferential side of the diaphragm spring 230 to compensate for the position of the diaphragm spring 230 according to the wear of the clutch facing 290. The clutch disk contacts the pressure plate 260 to transmit or block power to the transmission. In the process of transmitting or blocking power, the clutch disk facing 290 causes friction with the pressure plate 260 to be worn. When the wear is detected, the leaf spring 275 exerts a force on the wear compensator 270, so that the toothed wear compensator 270 rotates to compensate the position of the diaphragm spring 230 horizontally. .

5 is a view showing a hump compensation device of the clutch cover assembly according to the present invention.

Figure 5 (a) is a perspective view of the hump compensator, (b) is a side view of the hump compensator shows a state that the rod portion is open up.

The hump compensation device 220 is formed of a rod portion 223 and a fastening portion 225, and the rod portion 223 has a coupling hole 226 for fastening the clutch cover 210 and the rivet 227. . The fastening part 225 is connected from the lower side of the rod 223 shows a clip shape to be fitted to the cantilever member 235 of the diaphragm spring 230, and the shape thereof is not limited. That is, when the hump compensator 220 is viewed from the front, the rod part 223 is an open shape that has entered the rear, and the fastening part 225 is an elastic body to be fitted from the outside of the cantilever member 235, The inner side of the fastening portion is formed to correspond to the outer circumferential surface of the cantilever member 235. In addition, an annular hook 226 is formed to be hooked to the cantilever member 235, and wider to correspond to the shape of the cantilever member 235 toward the rear. When the cantilever member 235 moves by the release bearing applying pressure to the diaphragm spring 230, the fastening portion 225 of the hump compensator 220 connected thereto has a certain clearance from the cantilever member 235. It is desirable to put.

In general, 18 cantilever members are formed on the diaphragm spring 230, and the hump compensator 220 is preferably symmetrically coupled to at least two of the cantilever members 225. When the hump compensator 220 is viewed from the side, the rod 223 shows a shape in which the 'U' letter is laid sideways, and the fastening part 225 is connected to the lower side of the rod 223. At this time, the rod portion 223 has a shape in which the surface connected to the clutch cover 210 is lifted upward, so that the rod portion 223 may have a tensile and compressive load when coupled with the clutch cover 210 and the diaphragm spring 230. This is to effectively reduce the difference between the maximum load and the minimum load applied to the diaphragm spring 230. This will be described in detail below.

6 is a diagram illustrating a case where a hump compensator is combined with a diaphragm spring and a clutch cover to receive a compressive and tensile load.

FIG. 6A illustrates a state in which the diaphragm spring 230 is coupled to the clutch cover 210, and the clutch cover 210 is not coupled to the flywheel. The diaphragm spring 230 is inclined to the right by the load of the diaphragm spring 230, and a compressive force is applied to the hump compensator 220. Figure 6 (b) is a view showing a hump compensation device 220 when the clutch cover 210 is coupled to the flywheel. In this case, the hump compensator 220 receives a compressive force. As described above, the hump compensator 220 has a shape in which a surface in contact with the clutch cover 210 of the rod part 223 is lifted up, or when the clutch cover 210 is coupled to a flywheel, the shape of the hump compensator 220 is divided sideways. To achieve a compressive force. 6 (c) shows a case in which a tension force is applied to the hump compensator 220 when the release bearing presses the diaphragm spring 230. 6 (b) shows the hump compensator 220 under the compressive force as the compressive force is gradually released according to the compression of the release bearing, that is, the moment when no load is applied without the compressive or tensile force, that is, when the compressive load is changed to the tensile load. As it passes by, it enters the tensioned section again, increasing the minimum load.

7 shows the positional displacement of the release bearing in the x-axis and the load on the release bearing in the y-axis.

When the driver presses the clutch pedal, the load applied to the release bearing according to the positional displacement of the release bearing is illustrated, and the load curve is a view showing the load that the hump compensator 220 receives. The difference between the maximum load in the compression zone and the minimum load in the tension zone represents a hump, and for clutch cover assemblies without a hump compensator, the maximum load in the compression zone and the maximum load in the tension zone The difference H1 and the difference H2 in the case of using the hump compensator can be compared. That is, when the hump compensator 220 is used, the hump H2 is smaller than when the hump compensator 220 is not used. When the hump compensator 220 is used, the force acts in the opposite direction to the compression in the compression region, so that the maximum load of the release bearing is lowered when the release bearing is moved by pressing the clutch pedal. Force acts in the direction, resulting in a higher minimum load on the release bearing. As a result, the hump value is compensated to provide convenience in the driver's stepping on the clutch for shifting while driving, and can provide a more efficient driving operation in a vehicle having a high torque output. In addition, the effect of increasing the return load of the clutch pedal can be obtained by the increase of the minimum load.

In the above, the present invention has been described in detail based on the embodiments of the present invention and the accompanying drawings. However, the scope of the present invention is not limited by the above embodiments and drawings, and the scope of the present invention will be limited only by the contents described in the claims below.

Figures 1a and 1b is a view for schematically showing the configuration of a conventional clutch cover assembly, Figure 1a is a side cross-sectional view of the clutch, Figure 1b is a view showing a perspective view of the clutch cover assembly in the assembled state.

Figure 2 is a side cross-sectional view schematically showing the configuration of another conventional clutch.

3 is a view showing a clutch cover according to the present invention.

4 is a cross-sectional view of the clutch cover assembly according to the present invention.

5 is a hump compensation device of the clutch having a tension and compression load according to the present invention

The figure shown.

6 is a view showing an operation relationship of the hump compensation device according to the present invention.

7 is a graph showing that the difference between the maximum load and the minimum load of the release bearing of the hump compensator according to the present invention is compensated.

Claims (4)

A clutch cover assembly comprising a clutch cover which is integrally rotated in combination with a flywheel, a pressure plate for closely contacting a clutch disc to a flywheel, and a diaphragm spring configured to apply or release pressure to the pressure plate and comprise a plurality of cantilever members and rims. A hump compensator comprising a rod portion coupled to the clutch cover and receiving a compressive or tensile force, and a fastening portion extending to the rod portion and coupled to the cantilever member, The hump compensator includes a plurality of hump compensators symmetrically coupled to the clutch cover and the cantilever member, which lowers the maximum load applied to the release bearing applying pressure to one end of the cantilever member and increases the minimum load. Clutch cover assembly.       The method of claim 1, The rod portion is formed in an opening shape, the clutch cover assembly having a hump compensation device, characterized in that the fastening portion is hook-shaped to be fitted to the cantilever member. The method of claim 1, The hump compensator has a compressive load in the clutch cover assembly, and when the release bearing presses the diaphragm spring, the clutch cover assembly with the hump compensator is characterized in that it goes from the compressive load region to the unloaded region and back into the tension load region. . The method according to any one of claims 1 to 3, The rod cover clutch cover assembly having a hump compensation device, characterized in that the surface connected to the clutch cover is opened upwardly so as to have a compression load when coupled to the clutch cover assembly.

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