CN111442035A

CN111442035A - Damper device

Info

Publication number: CN111442035A
Application number: CN202010025741.0A
Authority: CN
Inventors: 今中秀幸
Original assignee: Ecoside Corp
Current assignee: Ecoside Corp
Priority date: 2019-01-16
Filing date: 2020-01-10
Publication date: 2020-07-24
Anticipated expiration: 2040-01-10
Also published as: CN111442035B; JP2020112241A; JP7148419B2

Abstract

A damper device capable of providing a function of absorbing misalignment and generating stable hysteresis torque. The device is provided with: input side plates (24, 25); a splined hub (4); a plurality of low-stiffness springs (27) disposed therebetween; and a hysteresis torque generating mechanism (13). The hysteresis torque generating mechanism (13) has a first friction washer (51) disposed between the input side plates (24, 25) and the spline hub (4), and generates hysteresis torque. The first friction washer (51) has a first contact surface (51a), a second contact surface (51b), and an engagement portion (51 c). The first contact surface (51a) is in frictional contact with the input side plates (24, 25) to generate a hysteresis torque. The second abutment surface (51b) is in contact with the spline hub (4) to absorb misalignment. The engaging portion (51c) is engaged with the spline hub (4) in a non-rotatable manner.

Description

Damper device

Technical Field

The present invention relates to a damper device, and more particularly to a damper device that transmits an input torque to an output side and attenuates torque fluctuation.

Background

During idling and running of the vehicle, vibration and abnormal noise may be generated due to torque variation transmitted from the engine, for example. In order to solve this problem, a damper device as shown in patent document 1 is provided. The damper device includes: an input side plate; an output unit having a flange and a hub; a high-rigidity damper unit; and first and second low-rigidity damper units.

The high-rigidity damper unit elastically joins the input side plate and the flange of the output unit, and operates in a high torsion angle region. The first and second low-rigidity damper units elastically connect the flange and the hub, are disposed on both sides of the flange, and operate in a low torsion angle region.

The damper device of patent document 1 includes a mechanism that generates a hysteresis torque in a low torsion angle region. The hysteresis torque generating mechanism has a resin bush disposed between the clutch plate and the hub. The bush has a function of absorbing misalignment of the hub (misalignment of the axis) and a function of positioning each member in the radial direction, together with a function of generating a hysteresis torque.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. 2015-175440

Disclosure of Invention

Problems to be solved by the invention

The bush of patent document 1 has a first contact surface that contacts the clutch plate and a second contact surface that contacts the hub, and hysteresis torque is generated in these contact surfaces. However, the first contact surface of the bush is formed in a spherical surface to achieve a function of absorbing the misalignment of the hub. Therefore, it is difficult to obtain a stable hysteresis torque. Further, the side surface of the hub with which the second contact surface of the bush contacts is discontinuous because it is a side surface of the plurality of teeth. Therefore, it is difficult to obtain a stable hysteresis torque as described above.

Further, in order to position the other member in the radial direction by the bushing, the bushing is in contact with the other member, and the bushing generates heat. When the liner is cooled after this heat generation, the liner may shrink. Therefore, the contact on each contact surface becomes unstable, and it is difficult to obtain stable hysteresis torque.

The problem of the present invention is to enable a hysteresis torque generating mechanism having a function of absorbing misalignment to generate stable hysteresis torque.

Means for solving the problems

(1) The damper device of the present invention transmits an input torque to an output side and attenuates torque variation. The damper device includes: an input-side rotating member to which torque is input; an output-side rotating member configured to be rotatable relative to the input-side rotating member; a plurality of elastic members elastically coupling the input-side rotating member and the output-side rotating member in a rotational direction; and a hysteresis torque generating mechanism. The hysteresis torque generating mechanism has a bush disposed between the input-side rotating member and the output-side rotating member, and generates hysteresis torque when the input-side rotating member and the output-side rotating member rotate relative to each other.

The bush of the hysteresis torque generating mechanism has a first contact surface, a second contact surface, and an engaging portion. The first contact surface is in frictional contact with the input-side rotating member to generate a hysteresis torque. The second contact surface contacts the output-side rotating member to absorb a displacement of the output-side rotating member with respect to the rotation center. The engaging portion is engaged with the output-side rotating member so as not to be rotatable.

Here, the bush of the hysteresis torque generating mechanism has a first contact surface for generating the hysteresis torque and a second contact surface for absorbing the misalignment. That is, the bush independently has an abutment surface for generating the hysteresis torque and an abutment surface for absorbing the misalignment. Therefore, the first contact surface can be a flat surface instead of a spherical surface as in the conventional case, and a stable hysteresis torque can be generated. Further, since the second contact surface absorbs the misalignment, unstable operation of the output side rotation member can be suppressed, and abrasion of the output side rotation member can be suppressed.

The bush is engaged with the output-side rotating member by the engaging portion so as to be unrotatable. That is, no hysteresis torque is generated between the bush and the output-side rotating member. Therefore, even if the contact surface of the output side rotating member with the bush is formed by a plurality of teeth, for example, unstable hysteresis torque is not generated.

(2) Preferably, the input-side rotating member includes a clutch plate and a holding plate, both of which are annular and are disposed to face each other with a predetermined gap therebetween in the axial direction. The output-side rotating member has a hub including at least a cylindrical portion that axially penetrates the inner peripheral side of the clutch plate. The bush is disposed on the outer peripheral surface of the cylindrical portion of the hub at the inner peripheral end portion of the clutch plate.

(3) Preferably, the first contact surface of the bush is a flat surface and is in frictional contact with a side surface of the inner peripheral end portion of the clutch plate.

(4) Preferably, the outer peripheral surface of the cylindrical portion of the hub has a hub side abutment surface that abuts the second abutment surface of the bush. The second abutment surface and the hub-side abutment surface are each a portion of a spherical surface.

(5) Preferably, the hub side abutting surface has a larger radius of curvature than the second abutting surface, and the second abutting surface and the hub side abutting surface always abut on the outer peripheral side.

Here, since the second abutment surface always abuts on the hub side abutment surface on the outer peripheral side, the play in the axial direction of the hub can be suppressed. Therefore, for example, even when the biasing member is disposed on the side surface of the hub to generate the hysteresis torque, the temporal change of the biasing member can be reduced.

(6) Preferably, the hub has a plurality of teeth formed on an outer peripheral surface of the cylindrical portion. The engaging portion of the bush is a plurality of projections that engage with the plurality of teeth.

Effects of the invention

In the present invention described above, the hysteresis torque generating mechanism can absorb the displacement of the output-side rotating member, and can obtain a stable hysteresis torque.

Drawings

Fig. 1 is a schematic longitudinal sectional view of a clutch disc assembly according to an embodiment of the present invention.

Figure 2 is a partial front view of the clutch disc assembly.

Figure 3 is a torsional characteristic diagram of the clutch disc assembly.

Fig. 4 is an enlarged partial view of fig. 1.

Fig. 5 is an enlarged partial view of fig. 2.

Fig. 6 is an enlarged partial view of fig. 1.

Fig. 7 is an exploded perspective view of a low stiffness damper.

Fig. 8 is an external perspective view of the splined hub.

Fig. 9 is an external perspective view of the first friction washer.

Fig. 10 is a view showing a part of fig. 7.

Description of the reference numerals

1 … clutch disc assembly, 3 … damper mechanism, 4 … spline hub (output side rotating member), 4d … engaging convex part, 41 … boss (cylindrical part), 13 … L-H hysteresis generating mechanism (hysteresis torque generating mechanism), 22 … high rigidity spring, 24 … clutch plate (input side rotating member), 25 … holding plate (input side rotating member), 27 … low rigidity spring, 51 … first friction washer (bush), 51a … first contact surface, 51b … second contact surface, 51c … engaging part.

Detailed Description

Figure 1 is a cross-sectional view of a clutch disc assembly having a damper device according to an embodiment of the present invention. The O-O line of figure 1 is the axis of rotation of the clutch disc assembly 1. The clutch disc assembly 1 transmits torque from an engine and a flywheel disposed on the left side of fig. 1 to a transmission disposed on the right side of fig. 1, and attenuates torque variation. In addition, fig. 2 is a partial front view of the clutch disc assembly 1.

[ integral constitution ]

The clutch disc assembly 1 has: a clutch disk 2 (input-side rotating member) to which torque is input from the flywheel by frictional engagement; a damper mechanism 3 (damper device) that damps and absorbs torque variation input from the clutch disc 2; and a spline hub 4 (output side rotating member).

[ Clutch disk 2]

The clutch disc 2 is pressed against the flywheel by a pressure plate, not shown. The clutch disc 2 has a cushion plate 6 and a pair of friction surfaces 8 fixed to both surfaces of the cushion plate 6 by rivets 7. The damper plate 6 is fixed to the outer peripheral portion of the damper mechanism 3.

[ damper mechanism 3]

In order to effectively damp and absorb torque variation transmitted from the engine, the damper mechanism 3 has four-stage torsional characteristics on the positive side (rotational direction on the drive side) and the negative side, as shown in fig. 3.

The damper mechanism 3 includes a low stiffness damper 11, a high stiffness damper 12, an entire region hysteresis torque generating mechanism (hereinafter referred to as "L-H hysteresis generating mechanism") 13, a low torsion angle region hysteresis torque generating mechanism (hereinafter referred to as "L hysteresis generating mechanism") 14, a middle torsion angle region hysteresis torque generating mechanism (hereinafter referred to as "L2 hysteresis generating mechanism") 15, a high torsion angle region hysteresis torque generating mechanism (hereinafter referred to as "H hysteresis generating mechanism") 16, and a stopper mechanism 17.

The low rigidity damper 11 operates in a low torsion angle region (L1 + L2). The high rigidity damper 12 operates in a high torsion angle region (H3+ H4) in which the torsion angle is larger than that in the low torsion angle region, and in addition, the high rigidity damper 12 has higher torsional rigidity than the low rigidity damper 11.

The L-H hysteresis generating means 13 generates the hysteresis torque in the entire torsion angle region of the low torsion angle region (L1 + L2) and the high torsion angle region (H3+ H4), the L hysteresis generating means 14 generates the hysteresis torque only in the entire torsion angle region (L1 + L2) of the low torsion angle region, the L2 hysteresis generating means 15 generates the hysteresis torque only in the second torsion angle region (L2) of the second stage, and the H hysteresis generating means 16 generates the hysteresis torque only in the high torsion angle region (H3+ H4).

The stopper mechanism 17 is a mechanism that prohibits the clutch disc 2 as the input-side component and the spline hub 4 as the output-side component from further relative rotation to a relative rotation angle above this when the torsion angle (relative rotation angle) of both components reaches a predetermined angle.

< high rigidity damper 12 >

As shown in fig. 4, the high stiffness damper 12 has an input side rotating member 20, a hub rim 21, and a plurality of high stiffness springs 22.

Input-side rotary member 20-

Torque is input from the engine to the input-side rotating member 20 via the clutch disc 2. The input-side rotating member 20 includes a clutch plate 24 and a holding plate 25.

The clutch plate 24 and the holding plate 25 are formed substantially in a ring shape and are arranged at intervals in the axial direction. The clutch plate 24 is disposed on the engine side, and the holding plate 25 is disposed on the transmission side. The clutch plate 24 and the holding plate 25 are connected at their outer peripheries by a stopper pin 26 and rotate integrally.

As shown in fig. 2, four

first holding portions

24a and 25a and four

second holding portions

24b and 25b are formed on the clutch plate 24 and the holding plate 25 at intervals in the circumferential direction. The

first holding portions

24a, 25a and the

second holding portions

24b, 25b are alternately arranged in the circumferential direction. Further, the holding plate 25 is formed with a plurality of engaging holes 25 c.

Although the holding plate 25 is shown in fig. 2, the clutch plate 24 disposed on the opposite side of the holding

portions

24a, 24b, 25a, and 25b has the same configuration. In fig. 2, a part of the holding plate 25 is shown in a broken state.

Hub rim 21-

The hub rim 21 is a substantially disc-shaped member (see fig. 5) and is disposed on the outer periphery of the spline hub 4. the hub rim 21 is disposed between the clutch plate 24 and the retainer plate 25 in the axial direction and is capable of rotating relative to the two

plates

24, 25 within a predetermined angular range. as shown in fig. 5, the hub rim 21 and the spline hub 4 are engaged with each other by a plurality of

teeth

21c, 4c formed on the inner peripheral portion and the outer peripheral portion thereof, and a predetermined gap G1., that is, an angular amount of a gap G1 between the hub rim 21 and the spline hub 4 and capable of rotating relative to the

teeth

21c, 4c (corresponding to the low torsion angle region (L1 + L2)) is set between the

teeth

21c, 4 c.

As shown in fig. 5, the hub rim 21 is formed with first and

second windows

21a and 21b at positions facing the first and

second holding portions

24a and 25a and 24b and 25b of the clutch plate 24 and the holding plate 25, respectively. The first high-rigidity spring 22a is housed in the first window hole 21a, and the first high-rigidity spring 22a is held in the axial direction and the radial direction by the

first holding portions

24a and 25a of the clutch plate 24 and the holding plate 25. Further, the second high-rigidity spring 22b is housed in the second window hole 21b, and the second high-rigidity spring 22b is held in the axial direction and the radial direction by the

second holding portions

24b and 25b of the clutch plate 24 and the holding plate 25.

Further, both ends in the circumferential direction of the

first holding portions

24a, 25a and the

second holding portions

24b, 25b of the clutch plate 24 and the holding plate 25 can be engaged with the end surfaces of the high-

rigidity springs

22a, 22 b.

Here, the first high-stiffness spring 22a is disposed in the first window hole 21a of the hub 21 and the second high-stiffness spring 22b is disposed in the second window hole 21b with no gap therebetween in the circumferential direction. On the other hand, the first high-rigidity spring 22a is disposed in the

first holding portions

24a, 25a of the clutch plate 24 and the holding plate 25 with no gap therebetween in the circumferential direction, while the second high-rigidity spring 22b is disposed in the

second holding portions

24b, 25b of the both

plates

24, 25 with a gap G2 (see fig. 2 and 5) therebetween in the circumferential direction. The gap G2 corresponds to the amount of the third stage torsion angle (angular range H3).

Further, an engagement hole 21e that penetrates in the axial direction is formed on the inner peripheral side of each of the second windows 21b of the hub rim 21.

Although described in detail later, according to the above configuration, in the high torsion angle regions H3 and H4, first, only the first high stiffness spring 22a (region H3) is compressed, and thereafter, the second high stiffness spring 22b (region H4) is compressed in addition to the first high stiffness spring 22 a.

< stop mechanism 17 >

As shown in fig. 2 and 5, the stopper mechanism 17 includes a plurality of stopper notches 21d formed in the outer peripheral portion of the hub rim 21 and the stopper pin 26 described above. The stopper notches 21d are formed in a predetermined angular range and open radially outward. The stopper pin 26 is inserted through the stopper notch 21d in the axial direction.

The notches 21d are formed deeper toward the inner peripheral side at both ends in the circumferential direction, and are formed shallower at the central portion. A second window hole 21b is formed on the inner peripheral side of the shallow portion.

< Low rigidity damper 11 >

As shown in fig. 6 and 7, the low stiffness damper 11 includes a sub plate 34, a spring seat 35, a drive plate 36, and a plurality of low stiffness springs 37.

Sub-plate 34-

The sub-plate 34 is disposed between the clutch plate 24 and the hub rim 21 in the axial direction. As shown in fig. 7, the sub-plate 34 has a circular opening at the center, and includes two first holding portions 34a and two second holding portions 34b, four first engaging projections 34c, four second engaging projections 34d having a projection length shorter than that of the first engaging projections 34c, and an annular groove 34 e.

The first holding portion 34a and the second holding portion 34b are formed on the inner peripheral side of the engaging

projections

34c, 34 d. An annular groove 34e is formed in the edge of the opening portion on the inner peripheral side of the first holding portion 34a and the second holding portion 34 b.

Spring seats 35

The spring seat 35 is disposed opposite to the sub-plate 34 with a gap therebetween in the axial direction between the sub-plate 34 and the hub rim 21. The spring seat 35 has substantially the same shape as the sub-plate 34. The spring seat 35 has a circular opening in the center, and has two first and

second holding portions

35a and 35b, four boss portions 35c, and four cutouts 35d, respectively. A cutout 35e is formed in each boss portion 35 c. Further, arc-shaped grooves 35f extending in the circumferential direction are formed at both ends in the circumferential direction of the second holding portion 35 b.

The first holding portion 35a and the second holding portion 35b are formed at positions facing the first holding portion 34a and the second holding portion 34b of the sub-plate 34, respectively. The first engaging projections 34c of the sub-plate 34 engage with the notches 35e of the four boss portions 35c, and the boss portions 35c engage with the engaging holes 21e of the hub rim 21. The cutout 35d is formed corresponding to the second engaging projection 34d of the sub-plate 34, and the second engaging projection 34d is engaged with the cutout 35 d.

As described above, the sub-plate 34 and the spring seat 35 are integrated by the engagement of the first engaging projection 34c with the notch 35e and the engagement of the second engaging projection 34d with the notch 35 d. The spring seat 35 and the hub rim 21 are integrated by the engagement of the first engaging projection 34c and the boss portion 35c with the engaging hole 21 e. Thus, the sub-plate 34 and the spring seat 35 rotate integrally with the hub rim 21.

Drive plate 36

The drive plate 36 is disposed between the sub plate 34 and the spring seat 35 in the axial direction, and is rotatable within a predetermined angular range relative to the sub plate 34 and the spring seat 35. The drive plate 36 has an opening at the center, and has two first windows 36a and two second windows 36b, and a plurality of engaging recesses 36c formed in the inner circumferential surface of the drive plate 36.

Further, first engagement grooves 36d extending in the circumferential direction are formed on both sides of the inner peripheral end portion of the first window hole 36 a. A second engagement groove 36e extending in the circumferential direction is formed on one side of the inner peripheral end portion of the second window hole 36 b.

The first window hole 36a and the second window hole 36b are formed at positions facing the

first holding portions

34a, 35a and the

second holding portions

34b, 35b of the sub-plate 34 and the spring seat 35, respectively. The first window hole 36a accommodates a first low-stiffness spring 37a, and the first low-stiffness spring 37a is held in the axial direction and the radial direction by the

first holding portions

34a and 35a of the sub-plate 34 and the spring seat 35. Further, the second low rigidity spring 37b is housed in the second window hole 36b, and the second low rigidity spring 37b is held in the axial direction and the radial direction by the

second holding portions

34b and 35b of the sub-plate 34 and the spring seat 35.

Further, both ends in the circumferential direction of the

first holding portions

34a, 35a and the

second holding portions

34b, 35b of the sub-plate 34 and the spring seat 35 can be engaged with the end surfaces of the low-

stiffness springs

37a, 37 b.

Here, the first low-stiffness spring 37a is disposed in the first window hole 36a of the drive plate 36 and the second low-stiffness spring 37b is disposed in the second window hole 36b with no gap in the circumferential direction, while the first low-stiffness spring 37a is disposed in the

first holding portions

34a and 35a of the sub-plate 34 and the spring seat 35 with no gap in the circumferential direction, and the second low-stiffness spring 37b is disposed in the

second holding portions

34b and 35b of the two

members

34 and 35 with a gap in the circumferential direction, the gap corresponding to the torsion angle amount of the first stage (the low torsion angle region L1).

The spring constant of the low-rate spring 37 is set to be significantly smaller than that of the high-rate spring 22, that is, the high-rate spring 22 has a significantly higher rate than that of the low-rate spring 37, and therefore, in the first stage region (L1) and the second stage region (L2), the high-rate spring 22 is not compressed, but only the low-rate spring 37 is compressed.

[ spline hub 4]

The spline hub 4 is disposed on the inner peripheral side of the clutch plate 24 and the holding plate 25. As shown in fig. 4, 6, and 8, the spline hub 4 includes

cylindrical bosses

41a and 41b (an example of a cylindrical portion) extending in the axial direction, and a flange 42 extending radially outward from the

bosses

41a and 41 b.

The

bosses

41a, 41b extend axially through the inner peripheral portions of the clutch plate 24 and the retainer plate 25. The clearance between the outer peripheral surface of the boss 41a on the engine side and the inner peripheral surface of the clutch plate 24 is narrower than in the conventional structure. That is, the clearance between the outer peripheral surface of the boss 41a and the inner peripheral surface of the clutch plate 24 is reduced, whereby the clutch plate 24 is positioned in the radial direction with respect to the spline hub 4 (centering function). Further, spline holes 4a that engage with an input shaft (not shown) of the transmission are formed in the inner peripheral portions of the

bosses

41a and 41 b.

A plurality of engaging protrusions 4d are formed on the outer peripheral surface of the boss 41a on the engine side. The engine-side surface 4e (an example of the hub-side abutment surface) of the engaging convex portion 4d is a part of a spherical surface (more specifically, a spherical surface bulging outward). The engaging convex portion 4d engages with the engaging concave portion 36c of the drive plate 36 substantially without a gap. Further, teeth 4c are formed on the outer peripheral surface of the flange 42. As illustrated in fig. 5, the teeth 4c can mesh with the teeth 21c of the hub rim 21, and a gap G1 exists between the

teeth

4c and 21c in the circumferential direction.

< L-H hysteresis generating mechanism 13 >

The L-H hysteresis generating mechanism 13 generates the hysteresis torque H in the entire torsion angle region (L1 + L2 + H3+ H4).

As shown in fig. 6, the L-H hysteresis generating mechanism 13 includes a first friction washer 51 (an example of a bush), a second friction washer 52, and a first conical spring 54.

The first friction washer 51 is made of resin, and is disposed between the side surface of the engaging convex portion 4d and the inner peripheral end portion of the clutch plate 24 on the outer periphery of the boss 41 of the spline hub 4.

As shown in fig. 9, the first friction washer 51 is an annular member made of resin, and has a first contact surface 51a, a second contact surface 51b, and a plurality of engagement portions 51 c.

The first contact surface 51a is a flat surface and contacts a side surface of the inner peripheral portion of the clutch plate 24. That is, the first contact surface 51a contacts the side surface of the clutch plate 24 to be in frictional contact with the side surface, thereby generating hysteresis torque.

The second contact surface 51b is a part of a spherical surface (more specifically, a spherical surface recessed inward), and contacts the side surface 4e of the engaging convex portion 4d of the boss 41 a. As described above, the side surface 4e of the engaging convex portion 4d is a part of a spherical surface bulging outward. Therefore, the spherical surface of the second abutment surface 51b and the spherical surface of the engaging convex portion 4d, that is, 51b and 4e abut against each other, thereby absorbing the misalignment of the spline hub 4 with respect to the rotation axis. The side surface (spherical surface) 4e of the convex engaging portion 4d has a larger radius of curvature than the second contact surface 51 b. Therefore, the side surface 4e of the engaging convex portion 4d and the second contact surface 51b always contact on the outer peripheral side.

The engaging portion 51c is formed to protrude toward the engaging convex portion 4 d. The engaging portion 51c is inserted between the adjacent engaging protrusions 4 d. That is, the plurality of engaging portions 51c are engaged with the engaging protrusions 4d, respectively. Therefore, the first friction washer 51 cannot relatively rotate with respect to the spline hub 4.

Further, the radial clearance between the inner peripheral surface of the first friction washer 51 and the outer peripheral surface of the boss 41 of the spline hub 4 is set to be larger than the radial clearance between the inner peripheral surface of the clutch plate 24 and the outer peripheral surface of the boss 41. Therefore, the inner peripheral surface of the first friction washer 51 can be prevented from contacting the outer peripheral surface of the boss 41 and generating heat.

The radial gap between the outer peripheral surface of the first friction washer 51 and the inner peripheral surface of the sub-plate 34 is set to be larger than the radial gap between the inner peripheral surface of the clutch plate 24 and the outer peripheral surface of the boss 41. Therefore, the inner and outer circumferential surfaces of the first friction washer 51 can be prevented from contacting the inner circumferential surface of the sub-plate 34 to generate heat.

The second friction washer 52 is a resin annular member and is disposed between the flange 42 of the spline hub 4 and the inner peripheral end portion of the holding plate 25 in the axial direction. The second friction washer 52 has an engagement portion (not shown) at its outer peripheral portion, which engages with a third friction washer 53 (described later), and both members rotate integrally.

The first conical spring 54 is disposed between the second friction washer 52 and the inner peripheral end portion of the holding plate 25 in the axial direction, and biases the two

members

25, 52 so that the second friction washer 52 and the holding plate 25 are separated from each other.

As described above, in the entire torsion angle region in which the clutch plate 24 and the retainer plate 25 rotate relative to the spline hub 4, the frictional resistance is generated between the first contact surface 51a of the first friction washer 51 and the clutch plate 24, and the frictional resistance is generated between the second friction washer 52 and the spline hub 4. The hysteresis torque H is generated in the entire torsion angle region by these frictional resistances.

< L hysteresis generating means 14 >

L the hysteresis generating mechanism 14 generates the hysteresis torque h L only in the entire low torsion angle region (L1 + L2) which is the first stage region and the second stage region.

As shown in fig. 7, the L hysteresis generating mechanism 14 includes a wavy line 56 as a biasing member fitted in an annular groove 34e of the sub-plate 34, the wavy line 56 is formed of an annular wire material having a partially broken portion, the wavy line 56 has a plurality of pressing portions 56a at predetermined intervals in the circumferential direction, the pressing portions 56a are formed to project toward the drive plate 36 and are elastically deformable, the tip end portions of the pressing portions 56a are engageable with first and second engaging

grooves

36d and 36e formed in the

respective window holes

36a and 36b of the drive plate 36, and thus the wavy line 56 is not rotatable relative to the drive plate 36 and is movable in the circumferential direction in the annular groove 34e, and the drive plate 36 is biased toward the spring seat 35 by the elastic deformation of the wavy line 56 c.

Here, as described above, the sub plate 34 and the spring seat 35 rotate integrally with the hub rim 21, the drive plate 36 rotates integrally with the spline hub 4, and the hub rim 21 and the spline hub 4 can rotate relative to each other by the angular amount of the gap G1, as described above, in other words, the hub rim 21 (rotate integrally with the spring seat 35) and the spline hub 4 (rotate integrally with the drive plate 36) can rotate relative to each other only over the entire low torsion angle region (L1 + L2) of the first stage region and the second stage region of the torsion characteristic.

Since the spring seat 35 and the drive plate 36 are pressed against each other by the wavy line 56, the spring seat 35 and the drive plate 36 relatively rotate only over the entire low torsion angle region (L1 + L2) and generate frictional resistance, and frictional resistance is also generated between the wavy line 56 and the bottom of the annular groove of the sub plate 34, and hysteresis torque h L is generated by these frictional resistances.

< L2 hysteresis generating means 15 >

L2 the hysteresis generating mechanism 15 generates the hysteresis torque h L2 only in the torsion angle region (L2) of the second stage.

L2 the hysteresis generating mechanism 15 has a wave spring 60. the wave spring 60 is an annular elastic body that can elastically deform in the axial direction, and is disposed between the flange 42 of the spline hub 4 and the spring seat 35 in a state of being compressed in the axial direction, and the wave spring 60 abuts against the hub rim 21 and the spring seat 35, and generates frictional resistance when rotating with respect to the hub rim 21.

The wave spring 60 and its surrounding components are extracted and shown in fig. 10. The wave spring 60 includes an annular main body portion 60a and two pairs of claw portions 60b extending radially outward from the main body portion 60 a. The tip end of the claw portion 60b is bent in the axial direction, and is brought into contact with both ends of the second low rigidity spring 37b by the arc-shaped groove 35f formed in the spring seat 35. The circumferential distance between the two claw portions 60b substantially coincides with the free length of the second low-stiffness spring 37 b. Thereby, the second low-stiffness spring 37b performs positioning of the wave spring 60 in the circumferential (rotational) direction, and the second low-stiffness spring 37b and the wave spring 60 can rotate integrally. Further, the distance in the circumferential direction of the groove 35f is longer than the distance in the circumferential direction between the two claw portions 60 b.

Further, a plurality of engaging recesses 60c are formed in the inner peripheral portion of the main body portion 60a, and the engaging recesses 60c engage with the engaging protrusions 4d of the spline hub 4 with a predetermined clearance corresponding to the angular amount of the torsion angle region (L1) of the first stage, so that the hysteresis torque generated by the wave spring 60 is not generated in the first stage region, and the hysteresis torque h L2 generated by the wave spring 60 is obtained only in the second stage region (L2).

< H hysteresis generating means 16 >

The H hysteresis generating mechanism 16 generates the hysteresis torque hH only in the high torsion angle region (H3+ H4) which is the third stage region and the fourth stage region.

As shown in fig. 4 and 6, the H hysteresis generating mechanism 16 has a ring-shaped first friction member 61 fitted to the sub plate 34, a third friction washer 53 having a ring-shaped second friction member 62, and a second conical spring 64.

The first friction material 61 is fixed to the engine-side surface of the sub plate 34 and can be in contact with the side surface of the inner peripheral portion of the clutch plate 24. The first friction member 61 and the sub-plate 34 rotate together with the hub rim 21.

The third friction washer 53 is disposed between the inner peripheral portion of the hub rim 21 and the inner peripheral portion of the retaining plate 25, and has a plurality of engaging protrusions 53a protruding toward the retaining plate 25. The engaging projection 53a engages with the engaging hole 25c of the holding plate 25. Thus, the third friction washer 53 rotates integrally with the holding plate 25. The second friction material 62 is fixed to a side surface of the third friction washer 53 on the hub rim 21 side, and can abut against a side surface of the inner peripheral portion of the hub rim 21.

The second conical spring 64 is disposed between the third friction washer 53 and the holding plate 25. The second conical spring 64 urges the third friction washer 53 and the holding plate 25 in a direction to axially separate from each other. Thus, by the second conical spring 64, the first friction member 61 and the clutch plate 24 are pressed against each other, and the second friction member 62 and the hub rim 21 are pressed against each other.

According to the above, in the entire high torsion angle region (H3+ H4) where the clutch plate 24 and the retainer plate 25 rotate relative to the hub rim 21, frictional resistance is generated between the first friction member 61 and the clutch plate 24 and between the second friction member 62 and the hub rim 21. By these frictional resistances, hysteresis torque hH is generated.

To summarize the above, as shown in fig. 3, the following hysteresis torques are generated in each angular region.

The first section (L1) is H (L-H retardation generator 13) + H L (L retardation generator 14)

A second region (L2) H + H L + H L2 (L2 hysteresis generation mechanism 15)

Third and fourth stage regions (H3+ H4): h + hH (H hysteresis generating mechanism 16)

[ actions ]

The clutch disc assembly 1 of the present embodiment has different angular ranges of the torsional characteristics, but is basically symmetrical on the positive side and the negative side. Therefore, only the positive side operation will be described here, and the negative side operation will not be described.

< first paragraph >

When the transmission torque and the torque fluctuation are small, the present device operates in a first stage (L1) of the torsional characteristics, in which only the first low-rigidity spring 37a having a long free length among the first and second low-

rigidity springs

37a, 37b having low rigidity is compressed, and therefore, the sub-plate 34 and the spring seat 35 rotate relative to the drive plate 36, while the first and second high-

rigidity springs

22a, 22b have high rigidity and are therefore not substantially compressed, and therefore, the input member 20 (the clutch plate 24 and the retainer plate 25) rotates integrally with the hub rim 21.

From the above, in the first stage of the torsional characteristics, { input side rotary body 2+ hub rim 21+ sub plate 34+ spring seat 35} rotates integrally, and { drive plate 36+ spline hub 4} rotates relative to these components.

In this case, the hysteresis torque H generated by the L-H hysteresis generating mechanism 13 and the hysteresis torque H L generated by the L hysteresis generating mechanism 14 are generated, specifically, frictional resistance is generated between the first abutment surface 51a of the first friction washer 51 and the clutch plate 24 and between the second friction washer 52 and the spline hub 4, and in addition, frictional resistance is also generated between the wave line 56 and the drive plate 36 and between the drive plate 36 and the spring seat 35 at the same time.

Since the claw portion 60b of the wave spring 60 is engaged with the second low-stiffness spring 37b, the wave spring 60 is in a freely rotatable state in the first stage, and no frictional resistance is generated between the wave spring 60 and the hub rim 21.

< second stage >

When the transmission torque or the torque variation becomes larger, not only the first low-stiffness spring 37a but also the second low-stiffness spring 37b having a shorter free length starts to be further compressed. Since the first low rigidity spring 37a and the second low rigidity spring 37b are arranged in parallel, when the second low rigidity spring 37b starts to be compressed, the torsional rigidity becomes higher than that in the case where only the first low rigidity spring 37a is compressed (first stage). I.e. to the second stage of the torsional behaviour.

In the second stage, the L2 hysteresis generating mechanism 15 operates in addition to the hysteresis

torque generating mechanisms

13, 14 similar to the first stage.

Specifically, when the second low rigidity spring 37b is compressed, the wave spring 60 rotates relative to the hub rim 21 by the amount that the second low rigidity spring 37b is compressed, generating frictional resistance between the two

members

60, 21. therefore, in the second stage, hysteresis torque H L2 is generated by frictional resistance between the wave spring 60 and the hub rim 21 in addition to hysteresis torque H + H L which is the same as in the first stage.

< third paragraph >

When the transmission torque or the torque variation becomes larger, the first and second low-

stiffness springs

37a and 37b are further compressed, and the input-side rotating member 20 further rotates with respect to the spline hub 4. Then, the teeth 21c of the hub rim 21 abut against the teeth 4c of the spline hub 4, and the hub rim 21 rotates integrally with the spline hub 4. In this state, the first and second low rigidity springs 37a and 37b are not compressed more than before, and the first high rigidity spring 22a having a longer free length among the high rigidity springs 22 starts to be compressed. Since the first high stiffness spring 22a has a higher stiffness than the first and second low stiffness springs 37a and 37b, a higher torsional stiffness of the third stage is obtained than that of the second stage.

In the third stage, the first high-stiffness spring 22a is compressed, and therefore, relative rotation occurs between the input-side rotating member 20 and the hub flange 21 (and the spline hub 4). on the other hand, the retaining plate 25 and the third friction washer 53 rotate integrally, and the hub flange 21 and the sub-plate 34 rotate integrally.

That is, in the H hysteresis generating mechanism 16, frictional resistance is generated between the second friction material 62 fixed to the third friction washer 53 and the hub rim 21, and frictional resistance is generated between the first friction material 61 fixed to the sub plate 34 and the clutch plate 24, hysteresis torque hH. is generated by these frictional resistance, and hysteresis torque is generated by the L-H generating mechanism 13, and therefore hysteresis torque H + hH is generated in total.

In this third stage, the sub-plate 34 and the spring seat 35 do not rotate relative to the drive plate 36, and no frictional resistance is generated between these members, that is, the L hysteresis generation mechanisms 14 and L2 hysteresis generation mechanism 15 do not operate.

< fourth paragraph >

When the transmission torque or the torque variation becomes larger, not only the first high rigidity spring 22a but also the second high rigidity spring 22b having a shorter free length starts to be compressed further. Since the first high rigidity spring 22a and the second high rigidity spring 22b are arranged in parallel, when the second high rigidity spring 22b starts to be compressed, the torsional rigidity becomes higher than that in the case where only the first high rigidity spring 22a is compressed (third stage). I.e. to the fourth stage of the torsional behaviour.

In the fourth stage, the members that rotate relative to each other are the same as in the third stage, and the L-H hysteresis generating mechanism 13 and the H hysteresis generating mechanism 16 operate to obtain the hysteresis torque H + hH.

< operation of the stop means 17 >

When the transmission torque or the torque variation further increases, the relative rotation angle between the clutch plate 24 and the retaining plate 25 and the hub rim 21 increases. Then, the stopper pin 26 abuts against the side surface of the stopper notch 21d, and the relative rotation between the clutch plate 24 and the retaining plate 25 and the hub rim 21 is stopped.

[ other embodiments ]

The present invention is not limited to the above-described embodiments, and various modifications and corrections can be made without departing from the scope of the present invention.

(a) In the above embodiment, the present invention is applied to the clutch disc assembly having the four-stage torsion characteristic, but the number of stages of the torsion characteristic is not limited. The present invention can be equally applied to all power transmission devices having a damper device.

(b) The magnitude of the hysteresis torque generated by each hysteresis torque generating mechanism is not limited. The magnitude of the hysteresis torque can be appropriately changed according to the obtained torsional characteristics.

Claims

1. A damper device that transmits an input torque to an output side and damps a torque variation, the damper device comprising:

an input-side rotating member to which torque is input;

an output-side rotating member configured to be rotatable with respect to the input-side rotating member;

a plurality of elastic members that elastically connect the input-side rotating member and the output-side rotating member in a rotational direction; and

a hysteresis torque generating mechanism having a bush disposed between the input-side rotating member and the output-side rotating member, and generating a hysteresis torque when the input-side rotating member and the output-side rotating member rotate relative to each other,

the bushing has:

a first contact surface that is in frictional contact with the input-side rotating member and generates a hysteresis torque;

a second contact surface that is in contact with the output-side rotating member and absorbs a displacement of the output-side rotating member with respect to a rotation center; and

and an engaging portion that engages with the output-side rotating member so as to be unrotatable.

2. The damper device of claim 1,

the input-side rotating member has a clutch plate and a holding plate both of which are disposed opposite to each other with a predetermined gap therebetween in an axial direction and are annular,

the output-side rotating member has a hub including at least a cylindrical portion that penetrates an inner peripheral side of the clutch plate in an axial direction,

the bush is disposed on an outer peripheral surface of the cylindrical portion of the hub at an inner peripheral end portion of the clutch plate.

3. The damper device of claim 2,

the first contact surface of the bush is a flat surface and is in frictional contact with a side surface of an inner peripheral end portion of the clutch plate.

4. A damper device according to claim 2 or 3,

a hub side abutting surface abutting against the second abutting surface of the bush is provided on an outer peripheral surface of the cylindrical portion of the hub,

the second abutment surface and the hub-side abutment surface are each a portion of a spherical surface.

5. The damper device of claim 4,

the hub side abutment surface has a larger radius of curvature than the second abutment surface,

the second abutment surface always abuts the hub side abutment surface on the outer peripheral side.

6. The damper device according to any one of claims 2 to 5,

a plurality of teeth are formed on the outer peripheral surface of the cylindrical portion of the hub,

the engaging portion of the bush is a plurality of projections that engage with the plurality of teeth.