JP2000304065A - Starting clutch - Google Patents
Starting clutchInfo
- Publication number
- JP2000304065A JP2000304065A JP11236909A JP23690999A JP2000304065A JP 2000304065 A JP2000304065 A JP 2000304065A JP 11236909 A JP11236909 A JP 11236909A JP 23690999 A JP23690999 A JP 23690999A JP 2000304065 A JP2000304065 A JP 2000304065A
- Authority
- JP
- Japan
- Prior art keywords
- hub
- clutch
- housing
- cylindrical part
- damper device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Mechanical Operated Clutches (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、自動車等の自動変
速機等に使用可能な発進クラッチに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a starting clutch which can be used for an automatic transmission of an automobile or the like.
【０００２】[0002]
【従来の技術】従来、自動変速機、すなわちＡＴ（オー
トマチックトランスミッション）において、車両発進は
トルクコンバータでのトルク伝達によって行っていた。
トルクコンバータはトルク増幅効果もあり、トルクの増
加、減少時のトルク伝達も滑らかであるため多くのＡＴ
車両に搭載されていた。2. Description of the Related Art Conventionally, in an automatic transmission, that is, an automatic transmission (AT), a vehicle is started by transmitting a torque by a torque converter.
The torque converter also has a torque amplifying effect, and the torque transmission when the torque increases and decreases is smooth, so many AT
It was mounted on the vehicle.
【０００３】一方、トルクコンバータはトルクの増加・
減少時の滑り量が多く、あまり効率的ではないという欠
点も有している。そこで最近では、トルクコンバータに
代えて発進クラッチを用いることが提案されており、ま
たギア比を落とすと共に変速数を増やして低速域でのト
ルク増幅を図ることも行われている。[0003] On the other hand, the torque converter increases the torque.
It also has the disadvantage that the amount of slip at the time of reduction is large and not very efficient. Therefore, recently, it has been proposed to use a starting clutch in place of the torque converter, and it has also been attempted to reduce the gear ratio and increase the number of shifts so as to amplify torque in a low speed range.
【０００４】図２は、従来の発進クラッチの軸方向断面
図（上半分）である。発進クラッチ５０は、ダンパ装置
２７と、多板クラッチ装置１１を主要構成機構とし、駆
動側要素と従動側要素とに大別できる。駆動側要素は、
エンジン出力軸との連結部２１、ダンパ装置２７、装置
全体を覆うハウジング２０、多板クラッチ１１のクラッ
チケース１６と、クラッチケース１６に取り付けられる
セパレータプレート１３、バッキングプレート１４、ピ
ストン１８、ベースリング３７等から構成され、従動側
要素は出力軸３２、多板クラッチ１１のハブ３１、ハブ
３１の円筒部に取り付けられるフリクションプレート１
２、ジョイントリング３８等によって構成される。ハブ
３１の円筒部とジョイントリング３８とは、半径方向内
方に延在する底面３９によって連結している。FIG. 2 is an axial sectional view (upper half) of a conventional starting clutch. The starting clutch 50 includes the damper device 27 and the multi-plate clutch device 11 as main constituent mechanisms, and can be roughly classified into a driving-side element and a driven-side element. The driving element is
Connection part 21 with engine output shaft, damper device 27, housing 20 covering the entire device, clutch case 16 of multiple disc clutch 11, separator plate 13, backing plate 14, piston 18, base ring 37 attached to clutch case 16 The driven side element includes an output shaft 32, a hub 31 of the multi-plate clutch 11, and a friction plate 1 attached to a cylindrical portion of the hub 31.
2. It is constituted by a joint ring 38 and the like. The cylindrical portion of the hub 31 and the joint ring 38 are connected by a bottom surface 39 extending radially inward.
【０００５】更に詳細には、ダンパ装置２７は、スプリ
ング３０と、ハウジング２０の内壁に加締めによって固
定されたスプリング３０を保持するリテーナプレート２
４と、クラッチケース１６の外周に取り付けられた嵌合
爪２３とによって構成され、ピストン１８はクラッチケ
ース１６の内壁との間、及びベースリング３７の外周面
との間にはＯ−リング１７が設置され、ピストン１８を
多板クラッチの解放側、すなわち図中右方へ付勢するリ
ターンスプリング２６、及びこのリターンスプリング２
６を取り付ける部材がベースリング３７に設置されてい
る。More specifically, the damper device 27 includes a spring 30 and a retainer plate 2 that holds the spring 30 fixed by caulking to the inner wall of the housing 20.
The O-ring 17 is formed between the piston 18 and the inner wall of the clutch case 16 and between the piston 18 and the outer peripheral surface of the base ring 37. A return spring 26 is provided to urge the piston 18 to the release side of the multi-plate clutch, that is, rightward in the drawing, and the return spring 2
A member for attaching 6 is installed on the base ring 37.
【０００６】ピストン１８は、油路２２から油を供給
し、油室１９へ油圧を発生させることによって作動され
る。また、フリクションプレート１２、セパレータプレ
ート１３、バッキングプレート１４を支持するスナップ
リング１５がクラッチケース１６の開口端側に配置さ
れ、ジョイントリング３８とベースリング３７の間には
シール軸受３６が配置されており、更に互いに相対回転
するハウジング２０とハブ３１、ハブ３１とベースリン
グ３７、クラッチケース１６とオイルポンプシャフト４
１の間には樹脂製のワッシャ４０が介在している。The piston 18 is operated by supplying oil from an oil passage 22 and generating oil pressure in an oil chamber 19. A snap ring 15 supporting the friction plate 12, the separator plate 13, and the backing plate 14 is disposed on the open end side of the clutch case 16, and a seal bearing 36 is disposed between the joint ring 38 and the base ring 37. The housing 20 and the hub 31, which rotate relative to each other, the hub 31 and the base ring 37, the clutch case 16 and the oil pump shaft 4
A resin washer 40 is interposed between the two.
【０００７】[0007]
【発明が解決しようとする課題】しかしながら、近年の
技術開発においては、装置の小型化や軽量化といった課
題が常に検討されており、本願にかかる発進クラッチの
場合も例外ではない。そこで本発明は、軸方向寸法を短
縮化すると共に部品点数を減らし、全体として簡単な構
造とした発進クラッチを提供することを課題とする。However, in recent technical developments, problems such as miniaturization and weight reduction of the apparatus are constantly being studied, and the starting clutch according to the present application is no exception. Accordingly, an object of the present invention is to provide a starting clutch that has a simple structure as a whole, with a reduced axial dimension and a reduced number of parts.
【０００８】[0008]
【課題を解決するための手段】そこで、本願発明は、ハ
ブ（３１）を有する多板クラッチ（１１）と、ダンパ装
置（２７）と、前記多板クラッチ及びダンパ装置を覆う
ハウジング（２０）とからなる発進クラッチ（１０）に
おいて、前記多板クラッチ（１１）の前記ハブ（３１）
の外周側を駆動側要素（１２，２１，２７，３４）と連
結したことを特徴とする発進クラッチにより、上記課題
を解決している。SUMMARY OF THE INVENTION Accordingly, the present invention provides a multi-plate clutch (11) having a hub (31), a damper device (27), and a housing (20) for covering the multi-plate clutch and the damper device. The starting clutch (10) comprising: the hub (31) of the multi-plate clutch (11).
The above problem is solved by a starting clutch characterized in that the outer peripheral side of the starting clutch is connected to the driving side elements (12, 21, 27, 34).
【０００９】[0009]
【発明の実施態様】請求項１に記載の発明は多板クラッ
チを構成するハブの外周側を駆動側要素と連結したもの
であり、請求項２に記載の発明はハブを駆動側要素にダ
ンパ装置を介して連結したものであり、請求項３に記載
の発明はハブの内周を駆動要素部分で支持したものであ
る。According to a first aspect of the present invention, an outer peripheral side of a hub constituting a multi-plate clutch is connected to a drive side element. According to a third aspect of the present invention, the inner periphery of the hub is supported by a driving element portion.
【００１０】ハブの形状を断面コの字状の環状部材と
し、内側円筒部の外周にスプラインを設けてそこにフリ
クションプレートを配置し、外側円筒部の外周にダンパ
装置を嵌合させ、更にダンパ装置の外周をハウジングに
嵌合させた。このように配置することでハブの内径側の
取付け構造が簡略化される。またハブ外周側の取付け構
造は従来、クラッチケースの外周側で行っていたので構
造が複雑になることはない。The hub is formed as an annular member having a U-shaped cross section, a spline is provided on the outer periphery of the inner cylindrical portion, a friction plate is disposed thereon, and a damper device is fitted on the outer periphery of the outer cylindrical portion. The outer periphery of the device was fitted into the housing. With this arrangement, the mounting structure on the inner diameter side of the hub is simplified. Further, since the mounting structure on the outer peripheral side of the hub is conventionally performed on the outer peripheral side of the clutch case, the structure is not complicated.
【００１１】ハブの内周はオイルポンプシャフトの先端
部分で支持することとした。このオイルポンプシャフト
はハウジング同様本装置の外側に配置されるものなの
で、ハブの内径側へ延びる底面が不要となって、取り付
けスペースを確保するために装置の軸方向寸法を大きく
する必要は無くなる。The inner periphery of the hub is supported by the tip of the oil pump shaft. Since the oil pump shaft is disposed outside the device like the housing, a bottom surface extending toward the inner diameter side of the hub is not required, and it is not necessary to increase the axial dimension of the device in order to secure a mounting space.
【００１２】ダンパ装置はハブの外周側の円筒部とハウ
ジングの間に介在させた。ダンパ装置は径方向を大きく
して多板クラッチの外周側に配置し、スプリングの長さ
を長く確保することによって振動減衰をより効果的に行
うことができるようにした。The damper device is interposed between the cylindrical portion on the outer peripheral side of the hub and the housing. The damper device is arranged on the outer peripheral side of the multi-plate clutch with a larger radial direction, and the vibration can be more effectively damped by securing a longer spring.
【００１３】[0013]
【実施例】以下、添付図面を参照して本発明の実施例を
詳細に説明する。尚、上述の従来例と重複する部分の説
明は省略する。また符号は大部分同一のものを用いてい
る。Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. The description of the same parts as those of the above-described conventional example will be omitted. Most of the reference numerals are the same.
【００１４】図１は、本発明の発進クラッチの実施例を
示す軸方向断面図（上半分）である。ハブ３１は、断面
コの字型の形状をしており、外側円筒部３５、内側円筒
部３３及び外側円筒部３５と内側円筒部３３とを一体に
連結する底面部３４とから成っている。FIG. 1 is an axial sectional view (upper half) showing an embodiment of the starting clutch of the present invention. The hub 31 has a U-shaped cross section, and includes an outer cylindrical portion 35, an inner cylindrical portion 33, and a bottom portion 34 that integrally connects the outer cylindrical portion 35 and the inner cylindrical portion 33.
【００１５】ハブ３１の内側円筒部３３の半径方向の外
周面には、軸方向に延在するスプライン４５が刻設され
ており、スプライン４５にフリクションプレート１２が
嵌合している。An axially extending spline 45 is engraved on the radially outer peripheral surface of the inner cylindrical portion 33 of the hub 31, and the friction plate 12 is fitted to the spline 45.
【００１６】底面部３４には樹脂製のワッシャ４２が固
定されており、ハウジング２０の内壁と底面部３４との
間にワッシャ４２が介在することで、底面部３４は軸方
向に指示されている。A resin washer 42 is fixed to the bottom 34, and the washer 42 is interposed between the inner wall of the housing 20 and the bottom 34 so that the bottom 34 is pointed in the axial direction. .
【００１７】外側円筒部３５は、クラッチケース１６の
外径側に延び、その先端部にダンパ装置２７の嵌合爪２
３が嵌合している。従って、外側円筒部３５は、ダンパ
装置２７を介して駆動側要素の一部であるハウジング２
０と連結している。The outer cylindrical portion 35 extends to the outer diameter side of the clutch case 16 and has a front end portion on which the fitting claw 2 of the damper device 27 is attached.
3 are fitted. Accordingly, the outer cylindrical portion 35 is connected to the housing 2 which is a part of the driving side element via the damper device 27.
Connected to 0.
【００１８】このように設置することによって図２に示
す従来例におけるジョイントリング３８、及びシール軸
受け３６を省略することができる。また、ハブ３１はダ
ンパ装置２７を介してハウジング２０に取り付けられて
いるので、図２の従来例に示す内径方向に延びる底面３
９を省略することができる。すなわち、オイルポンプシ
ャフト４１は、ハウジング２０同様、装置の外側に配置
されるものなので、ハブ３１の内径側へ延びる底面が不
要となるからである。従って、取り付けスペースを確保
するために装置の軸方向寸法を大きくする必要は無くな
る。また、ハブ３１は内側円筒部３３の内周をオイルポ
ンプシャフト４１の先端部分によって支持されている。
このようにすることで正確な芯出しをすることができ
る。With this arrangement, the joint ring 38 and the seal bearing 36 in the conventional example shown in FIG. 2 can be omitted. Further, since the hub 31 is attached to the housing 20 via the damper device 27, the bottom surface 3 extending in the inner diameter direction shown in the conventional example of FIG.
9 can be omitted. That is, since the oil pump shaft 41 is disposed outside the device similarly to the housing 20, a bottom surface extending toward the inner diameter side of the hub 31 is not required. Therefore, it is not necessary to increase the axial dimension of the device in order to secure the mounting space. Further, the hub 31 has an inner periphery of the inner cylindrical portion 33 supported by a tip portion of the oil pump shaft 41.
In this manner, accurate centering can be performed.
【００１９】従来例の装置と同様の趣旨により、相対回
転するハウジング２０とベースリング３７、ベースリン
グ３７とオイルポンプシャフト４１の間には樹脂製のワ
ッシャ４０が介在している。A resin washer 40 is interposed between the base 20 and the base ring 37, and between the base ring 37 and the oil pump shaft 41.
【００２０】ダンパ装置２７は、ハブ３１の外側円筒部
３５とハウジング２０との間に介在させたため、ダンパ
装置２７は径方向を大きくして多板クラッチ１１の外周
側に配置し、スプリング３０の長さを長く確保すること
によって振動減衰がより効果的に行うことができる。Since the damper device 27 is interposed between the outer cylindrical portion 35 of the hub 31 and the housing 20, the damper device 27 has a larger radial direction and is disposed on the outer peripheral side of the multi-plate clutch 11. Vibration damping can be performed more effectively by ensuring a long length.
【００２１】尚、図１に示す本発明の実施例では、フリ
クションプレート１２とセパレータプレート１３との係
合状態を解くため多板クラッチ１１を解放する方向即
ち、図中左方へ付勢するリターンスプリングは設けられ
ていない。代わりに、多板クラッチを締結する方向に常
時付勢し、クリープトルクを生じさせる程度の押圧力発
生させる押圧スプリング２８が油室１９の外周側に配置
されている。In the embodiment of the present invention shown in FIG. 1, in order to disengage the engagement state between the friction plate 12 and the separator plate 13, the return to urge the multiple disc clutch 11 in the direction of releasing, ie, to the left in the drawing. No spring is provided. Instead, a pressing spring 28 that constantly urges in the direction of engaging the multi-plate clutch and generates a pressing force that generates a creep torque is arranged on the outer peripheral side of the oil chamber 19.
【００２２】[0022]
【発明の効果】以上説明した形態により実施される本発
明の発進クラッチは、次のような効果を奏する。The starting clutch according to the present invention implemented by the embodiment described above has the following effects.
【００２３】請求項１及び２に記載の発明によれば、装
置本体と出力軸との連結部分の簡略化、及び軸方向寸法
を短縮化することができる。また、請求項３に記載の発
明によれば、正確な芯出しを行うことができるという効
果がある。According to the first and second aspects of the present invention, it is possible to simplify the connecting portion between the apparatus main body and the output shaft, and to reduce the axial dimension. According to the third aspect of the invention, there is an effect that accurate centering can be performed.
【図１】本発明の実施例の発進クラッチを示す軸方向断
面図（上半分）である。FIG. 1 is an axial sectional view (upper half) showing a starting clutch according to an embodiment of the present invention.
【図２】従来の発進クラッチを示す軸方向断面図（上半
分）である。FIG. 2 is an axial sectional view (upper half) showing a conventional starting clutch.
１０ 発進クラッチ １１ 多板クラッチ １２ フリクションプレート ２７ ダンパ装置 ３１ ハブ ３４ 底面部 ４１ オイルポンプシャフト DESCRIPTION OF SYMBOLS 10 Start clutch 11 Multi-plate clutch 12 Friction plate 27 Damper device 31 Hub 34 Bottom part 41 Oil pump shaft
Claims (3)
置と、前記多板クラッチ及びダンパ装置を覆うハウジン
グとからなる発進クラッチにおいて、 前記多板クラッチの前記ハブの外周側は駆動側要素と連
結されていることを特徴とする発進クラッチ。1. A starting clutch comprising a multi-plate clutch having a hub, a damper device, and a housing covering the multi-plate clutch and the damper device, wherein an outer peripheral side of the hub of the multi-plate clutch is connected to a driving element. A starting clutch characterized by being made.
して連結されていることを特徴とする請求項１に記載の
発進クラッチ。2. The starting clutch according to claim 1, wherein the hub is connected to a driving element via a damper device.
支持されていることを特徴とする請求項２に記載の発進
クラッチ。3. The starting clutch according to claim 2, wherein an inner periphery of the hub is supported by a part of a driving element.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23690999A JP4443683B2 (en) | 1999-08-24 | 1999-08-24 | Starting clutch |
| US09/518,685 US6332521B1 (en) | 1999-03-10 | 2000-03-03 | Starting clutch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23690999A JP4443683B2 (en) | 1999-08-24 | 1999-08-24 | Starting clutch |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11112196A Division JP2000320572A (en) | 1999-03-10 | 1999-04-20 | Starting clutch |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2000304065A true JP2000304065A (en) | 2000-10-31 |
| JP4443683B2 JP4443683B2 (en) | 2010-03-31 |
Family
ID=17007562
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP23690999A Expired - Lifetime JP4443683B2 (en) | 1999-03-10 | 1999-08-24 | Starting clutch |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4443683B2 (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7017724B2 (en) | 2001-08-14 | 2006-03-28 | Aisin Aw Co., Ltd | Clutch assembly |
| JP2008151205A (en) * | 2006-12-15 | 2008-07-03 | Nsk Warner Kk | Starting clutch |
| JP2008208979A (en) * | 2007-02-28 | 2008-09-11 | Aisin Aw Industries Co Ltd | Starting clutch |
| JP2011220498A (en) * | 2010-04-13 | 2011-11-04 | Yutaka Giken Co Ltd | Power transmission device |
| JP2011220499A (en) * | 2010-04-13 | 2011-11-04 | Yutaka Giken Co Ltd | Power transmission device |
| WO2018078029A1 (en) * | 2016-10-27 | 2018-05-03 | Valeo Embrayages | Transmission device for a hybrid vehicle |
| WO2018228638A1 (en) * | 2017-06-16 | 2018-12-20 | Schaeffler Technologies AG & Co. KG | Hybrid module for a drive train of a motor vehicle, hybrid unit and method for assembling a hybrid module |
| FR3073784A1 (en) * | 2017-11-22 | 2019-05-24 | Valeo Embrayages | TRANSMISSION DEVICE FOR A HYBRID VEHICLE |
| WO2019102098A3 (en) * | 2017-11-22 | 2019-07-18 | Valeo Embrayages | Transmission device for a hybrid vehicle |
| CN110352308A (en) * | 2016-12-21 | 2019-10-18 | 法雷奥离合器公司 | Module for motor vehicles hybrid transmission |
-
1999
- 1999-08-24 JP JP23690999A patent/JP4443683B2/en not_active Expired - Lifetime
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1323246C (en) * | 2001-08-14 | 2007-06-27 | 爱信艾达株式会社 | Start clutch device |
| US7017724B2 (en) | 2001-08-14 | 2006-03-28 | Aisin Aw Co., Ltd | Clutch assembly |
| JP2008151205A (en) * | 2006-12-15 | 2008-07-03 | Nsk Warner Kk | Starting clutch |
| JP2008208979A (en) * | 2007-02-28 | 2008-09-11 | Aisin Aw Industries Co Ltd | Starting clutch |
| JP2011220498A (en) * | 2010-04-13 | 2011-11-04 | Yutaka Giken Co Ltd | Power transmission device |
| JP2011220499A (en) * | 2010-04-13 | 2011-11-04 | Yutaka Giken Co Ltd | Power transmission device |
| CN109890639A (en) * | 2016-10-27 | 2019-06-14 | 法雷奥离合器公司 | Transmission device for hybrid vehicle |
| WO2018078029A1 (en) * | 2016-10-27 | 2018-05-03 | Valeo Embrayages | Transmission device for a hybrid vehicle |
| FR3058098A1 (en) * | 2016-10-27 | 2018-05-04 | Valeo Embrayages | TRANSMISSION DEVICE FOR A HYBRID VEHICLE |
| EP3532324B1 (en) | 2016-10-27 | 2020-09-16 | Valeo Embrayages | Transmission device for a hybrid vehicle |
| CN110352308A (en) * | 2016-12-21 | 2019-10-18 | 法雷奥离合器公司 | Module for motor vehicles hybrid transmission |
| CN110352308B (en) * | 2016-12-21 | 2021-12-07 | 法雷奥离合器公司 | Module for a hybrid transmission of a motor vehicle |
| CN110740891A (en) * | 2017-06-16 | 2020-01-31 | 舍弗勒技术股份两合公司 | Hybrid module for a drive train of a motor vehicle, hybrid unit and method for assembling a hybrid module |
| WO2018228638A1 (en) * | 2017-06-16 | 2018-12-20 | Schaeffler Technologies AG & Co. KG | Hybrid module for a drive train of a motor vehicle, hybrid unit and method for assembling a hybrid module |
| US11479106B2 (en) | 2017-06-16 | 2022-10-25 | Schaeffler Technologies AG & Co. KG | Hybrid module for a drive train of a motor vehicle, hybrid unit and method for assembling a hybrid module |
| WO2019102098A3 (en) * | 2017-11-22 | 2019-07-18 | Valeo Embrayages | Transmission device for a hybrid vehicle |
| FR3073784A1 (en) * | 2017-11-22 | 2019-05-24 | Valeo Embrayages | TRANSMISSION DEVICE FOR A HYBRID VEHICLE |
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| JP4443683B2 (en) | 2010-03-31 |
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