JPS58225223A - Damper device of clutch for torque converter - Google Patents

Damper device of clutch for torque converter

Info

Publication number
JPS58225223A
JPS58225223A JP10767482A JP10767482A JPS58225223A JP S58225223 A JPS58225223 A JP S58225223A JP 10767482 A JP10767482 A JP 10767482A JP 10767482 A JP10767482 A JP 10767482A JP S58225223 A JPS58225223 A JP S58225223A
Authority
JP
Japan
Prior art keywords
clutch plate
input case
clutch disc
input
clutch
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.)
Pending
Application number
JP10767482A
Other languages
Japanese (ja)
Inventor
Sadanori Nishimura
西村　定徳
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP10767482A priority Critical patent/JPS58225223A/en
Publication of JPS58225223A publication Critical patent/JPS58225223A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F16H2045/0273—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type characterised by the type of the friction surface of the lock-up clutch
    • F16H2045/0294—Single disk type lock-up clutch, i.e. using a single disc engaged between friction members

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Fluid Gearings (AREA)

Abstract

PURPOSE:To prevent the inverse driving force from output side from being generated by a method wherein, when a turbine wheel is overdriven against a clutch disc in case of reducing speed, the clutch disc is provided with a slippage by means of reducing the thrust against the input case side of the clutch disc. CONSTITUTION:When a clutch disc 9 is thrusted against an input case 4 side by the internal pressure of an inner cavity 6 using the exhaust oil from an oil chamber 10 between the clutch disc 8 and the input case 4 to engage the clutch disc 9 with the input case 4 (clutch connection), the rotation of the input shaft 2 is transmitted to an output shaft 3 through the intermediary of the input case 4, the clutch disc 9, a coil spring 11 and a turbine wheel 7. In such a device, a communicating hole 15 which communicates the inner cavity 6 with the oil chamber 10 is formed on said clutch disc 9 and the communicating hole 15 is opened and closed by means of an opening and closing member 16. The opening and closing member 16 may be opened interlockingly with the compression of the spring 11 corresponding to the relative rotation of the turbine wheel 7 in the direction of normal rotation i.e. counterclockwise rotation against the clutch disc 9.

Description

【発明の詳細な説明】 本発明は１主として車両用変速機に用いられるトルクコ
ンバータ用クラッチのダンパ装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates primarily to a damper device for a torque converter clutch used in a vehicle transmission.

従来この種装置として、例えばＵＳＦ　４２４０５５２
号明細書により、エンジンに連る入力軸に連結される一
側の入力ケースと該入力ケースに連結される他側のポン
プ翼車とで構成されるトルクコンバータ本体の内部空隙
に、車両の駆動輪に連る出力軸に連結されるタービン翼
車と、該タービン翼車と該入力ケースとの間のクラッチ
板とを設け、骸クラッチ板を軸方向に移動自在とすると
共に、該クラッチ板と該入力ケースとの間に油室を形成
し、核油室からの排油により該クラッチ板を該内部空隙
の内圧で該入力ケース側に押圧してこれに摩擦係合させ
るよう圧し、且つ核クラッチ板と該タービン翼車とをそ
の回転方向に長手のコイルスプリングを介して相対回転
可能に連結して、高速巡航時等においては入力軸→入カ
ケース→クラッチ板→コイルスプリング→タービン翼車
→出力軸の糸路での機械的トルク伝達によりトルクコン
バータでの滑りを防止した効率的なトルク伝達を行い得
られるようにし１且つトルク変動を該コイルスプリング
の伸縮で吸収して、入出力軸間のトルク変動の伝達を阻
止し得るようにしたものは知られる。Conventionally, as this type of device, for example, USF 4240552
According to the specification, the torque converter main body, which is composed of an input case on one side connected to an input shaft connected to the engine and a pump impeller on the other side connected to the input case, is provided with a drive shaft for driving a vehicle. A turbine wheel connected to an output shaft connected to a wheel, and a clutch plate between the turbine wheel and the input case are provided, and the skeleton clutch plate is movable in the axial direction, and the clutch plate and An oil chamber is formed between the input case and the clutch plate is pressed against the input case by the internal pressure of the internal gap by the oil discharged from the core oil chamber so that the clutch plate is frictionally engaged with the input case. The clutch plate and the turbine wheel are connected so that they can rotate relative to each other via a long coil spring in the direction of rotation, so that during high-speed cruising, etc., the input shaft → input case → clutch plate → coil spring → turbine wheel → Mechanical torque transmission in the yarn path of the output shaft enables efficient torque transmission that prevents slippage in the torque converter1.Furthermore, torque fluctuations are absorbed by the expansion and contraction of the coil spring, and the torque is transmitted between the input and output shafts. There are known devices that can prevent the transmission of torque fluctuations.

然し穐このもので紘高速巡航時のエンジンのトルク変動
は吸収し易いが、アクセルペダルを戻して減速を行った
時に生ずる大きなトルク変動は吸収しに〈＜、減速初期
段階でエンジンが駆動輪側から逆駆動され、車体の前後
方向の揺れを生じて乗心地が悪くなる不都合を伴う。However, although it is easy to absorb engine torque fluctuations when cruising at high speeds, it is difficult to absorb the large torque fluctuations that occur when decelerating by releasing the accelerator pedal. This causes the vehicle to be reversely driven, causing the vehicle body to shake in the longitudinal direction, resulting in an uncomfortable ride.

本発明は、減速でタービン翼車がクラッチ板に対するオ
ーバ回転即ち正転方向への相対回転を生じたときは、内
部空隙を油室に連通させてクラッチ板の入力ケース側へ
の押圧力を減少させ１該クラツチ板の滑りを生じさせて
、上記の不都合を解消し得るようにした装置を提供する
ことをその目的とするもので、以下本発明を図示の実施
例に付説明する。In the present invention, when the turbine wheel overrotates with respect to the clutch plate due to deceleration, that is, rotates relative to the clutch plate in the forward direction, the internal gap is communicated with the oil chamber to reduce the pressing force of the clutch plate toward the input case side. It is an object of the present invention to provide a device which can eliminate the above-mentioned disadvantages by causing the clutch plate to slip.The present invention will be described below with reference to the illustrated embodiments.

図面で（１）はトルクコンバータ本体を示し、該本体（
ＩＬｅ−１，、同一軸線上の前後にエンジンに連る入力
軸（２）と負荷たる例えば車両の駆動輪に連る出力軸（
３）と、該入力軸（２）に連結される前側の入力ケース
（４）と、該入力ケース（４）に連結される後側のポン
プ翼車（５）とを備えると共に、該入力ケース（４）と
該ポンプ翼車（５）とで構成される咳本体（１）の内部
空隙（６）に、該出力軸（３）に内周のハブ（７ａ）に
おいて連結されるタービン翼車（７）と、該両翼車（５
）（７）間のステータ翼車（８）とを備え１該入力軸（
２）の回転によればこれら翼車（５）（７１（８）間に
内部流体が循環されて該出力軸（３）に該タービン翼車
（７）を介しての流体トルク伝達が与えられるように　
　　　１１し、更に該入力ナース（４）と該タービン翼
車（７）との間に該ハブ（７ａ）に回転自在に且つ軸方
向に摺動自在に支持させてクラッチ板（９）を設けると
共に、該クラッチ板（９）と該入力ケース（４）との間
の油室（ＩＩ′ｔ−形成して、核油室Ｑ（ｌへの給油に
より該クラッチ板（９）を該入力ケース（４）から離間
させるクラッチ切断状態と、該油室Ｑｌからの排油によ
り該クラッチ板（９）を該内部空隙（６）の内圧で該入
力ケース（４）側に押圧してこれに摩擦係合させるクラ
ッチ接続状態とに切換自在とし、且っ該クラッチ板（９
）と核タービン翼車（７）とをその回転方向に長手のコ
イルスプリングａ１を介して相対回転可能に連結し１か
くて該接続状態への切換え鴨 によれば、入力軸（２）→入力ケース（４）→クラッチ
板（９）→コイルスプリングａυ→タービン翼車（７）
→出力軸（３）の糸路での機械的トルク伝達が与えられ
るようにした。In the drawing, (1) indicates the torque converter main body, and the main body (
ILe-1, front and back on the same axis are an input shaft (2) connected to the engine and an output shaft (2) connected to a load such as the drive wheels of a vehicle.
3), a front input case (4) connected to the input shaft (2), and a rear pump impeller (5) connected to the input case (4), and the input case (4) and the pump impeller (5), the turbine impeller is connected to the output shaft (3) at the inner peripheral hub (7a). (7) and the double-winged vehicle (5
) (7) and a stator wheel (8) between the input shaft (1).
2), internal fluid is circulated between these impellers (5) (71 (8)), and fluid torque is transmitted to the output shaft (3) via the turbine impeller (7). like
11, and a clutch plate (9) is further provided between the input nurse (4) and the turbine wheel (7), supported by the hub (7a) so as to be rotatable and slidable in the axial direction; , an oil chamber (II't-) is formed between the clutch plate (9) and the input case (4), and by supplying oil to the core oil chamber Q (l), the clutch plate (9) is connected to the input case (2). 4), and the clutch plate (9) is pushed toward the input case (4) by the internal pressure of the internal gap (6) due to the discharge of oil from the oil chamber Ql, causing frictional engagement therewith. The clutch plate (9
) and the nuclear turbine impeller (7) are connected so as to be relatively rotatable in the direction of rotation via a long coil spring a1, and the input shaft (2) is switched to the connected state. Case (4) → Clutch plate (9) → Coil spring aυ → Turbine wheel (7)
→Mechanical torque transmission is provided in the yarn path of the output shaft (3).

これを更に詳述するに、該コイルスプリングａυは、＃
Ｉ２図に示す如く該クラッチ板（９）の外周の環状の凹
部（９ａ）内に間隙、を存してその複数個を収容するも
のとし、該クラッチ板（９）に該各スプリングａυ毎に
これを内方に抜止めする支持片ａ２を取付けて、該支持
片ａｚに該各スプリングａＩＪを挾持する両端の入力側
リテー”ｆ’Ｑ３Ｑ３を突設し、更に該′各スプリング
ａυの配置間隙に該タービン翼車（７）側からのびる出
方側リテーナａ４）ｔ−挿入した。ここでエンジンによ
る駆動回転方向即ち正転方向を第２図で反時計方向とす
ると、加速側ヘノトルク変動に際しては該タービン翼車
（７）カ該クラッチ板（９）に対し時計方向への相対回
転を生じて、出力側リテーナＩにより該各スプリングα
υが時計方向に圧縮され、又減速側へのトルク変動に際
しては該タービン翼車（７）が該クラッチ板（９）に対
し反時計方向への相対回転を生じて、該出力側リテーナ
（１４１により該各スプリングαυが反時計方向に圧縮
される。To explain this further in detail, the coil spring aυ is #
As shown in Fig. I2, a gap is provided in the annular recess (9a) on the outer periphery of the clutch plate (9) to accommodate a plurality of the springs, and each spring aυ is inserted into the clutch plate (9). A supporting piece a2 is attached to prevent this from coming out inwardly, and input side retainers "f'Q3Q3" at both ends that hold each spring aIJ are protruded from the supporting piece az, and furthermore, the arrangement gap of each spring aυ is The output side retainer A4) t extending from the turbine impeller (7) side was inserted into the turbine wheel (7).Here, if the drive rotation direction by the engine, that is, the forward rotation direction is counterclockwise in Fig. 2, then when the acceleration side torque changes, The turbine wheel (7) rotates clockwise relative to the clutch plate (9), and the output side retainer I causes each spring α to rotate.
When υ is compressed clockwise and the torque changes toward the deceleration side, the turbine wheel (7) rotates counterclockwise relative to the clutch plate (9), causing the output side retainer (141 As a result, each spring αυ is compressed in the counterclockwise direction.

そして本発明によれば、該クラッチ板（９）に前記内部
空隙（６）と油室（ＩＧとを連通する連通孔ａ５１ｔ−
形成し、更に該連通孔ａ９を開閉する開閉部材（１６）
を設けて、該開閉部材αｅｔ−１該タービシタ−ビン翼
車該り２ツチ板（９）罠対する正転方向即ち反時計方向
への相対回転に伴う該スプリングａｖの上記の如き圧縮
動作に連動して開動作させるようにした。According to the present invention, the clutch plate (9) has a communication hole a51t- which communicates the internal space (6) with the oil chamber (IG).
An opening/closing member (16) that opens and closes the communication hole a9.
is provided, and the opening/closing member αet-1 is interlocked with the above-described compression operation of the spring av accompanying the relative rotation in the forward direction, that is, in the counterclockwise direction, with respect to the trap. I made it work by opening it.

これを図示のものにつき更に詳述するに、該連通孔（１
５＋は、＃！２図及び第３図に示す如く該スプリングα
υの何れかの配置間隙に位置して該クラッチ板（９）に
穿孔されるものとし、該クラッチ板（９）の前面の環状
の摩擦部材（９ｂ）に第４図に示す如く切欠きａＤを形
成して１該連通孔ａすと該切欠きａＤとを介して該内部
空隙（６）が該油室（ＩＩに連通されるようにし、該開
閉部材翰は、該配置間隙の反時計方向に配置されるコイ
ルスプリングαυの端面に座金（１１ａ）と共に取付け
た略り字形の板片で構成されるものとした。To explain this in more detail with respect to the one shown in the figure, the communication hole (1
5+ is #! As shown in FIGS. 2 and 3, the spring α
The clutch plate (9) shall be perforated at one of the arrangement gaps υ, and the annular friction member (9b) on the front surface of the clutch plate (9) shall have a notch aD as shown in FIG. 1 so that the internal space (6) is communicated with the oil chamber (II) through the communication hole a and the notch aD, and the opening/closing member cover is arranged counterclockwise of the arrangement gap. It is made up of an abbreviated plate piece attached together with a washer (11a) to the end face of a coil spring αυ arranged in the direction.

次いでその作動を説明するに、クラッチ接続状態での減
速を行うと、駆動輪側からの慣性力によりタービン翼車
（７）のクラッチ板（９）に対する正転方向即ち反時計
方向への相対回転を生じ、ｊ　　　　これに伴いコイル
スプリングａυの反時計方向への圧縮動作を生ずるもの
で、これは上記し九従来装置のものと異らないが、この
１１で紘急減速等により大きなトルク変動を生ずると１
該スプリング（ＩＩＪの圧縮だけではトルク変動を吸収
しきれず、出力軸（３）→タービン翼車（７）→コイル
スプリングａυ→クラッチ板（９）→入力ケース（４）
→入力軸（２）の糸路でエンジンが駆動輪側から逆駆動
されてしまう。Next, to explain its operation, when deceleration is performed with the clutch engaged, the inertia force from the driving wheel causes the turbine wheel (7) to rotate relative to the clutch plate (9) in the normal rotation direction, that is, in the counterclockwise direction. This causes a compression movement of the coil spring aυ in the counterclockwise direction, which is the same as that of the conventional device 9 mentioned above, but in this 11, large torque fluctuations due to sudden deceleration, etc. When it occurs 1
The compression of the spring (IIJ) alone cannot absorb torque fluctuations, and the output shaft (3) → turbine wheel (7) → coil spring aυ → clutch plate (9) → input case (4)
→The engine is reversely driven from the drive wheel side due to the thread path of the input shaft (2).

然るに、本発明によれば該スプリングαυの反時計方向
への圧縮動作に際し、これに連動して開閉部材αＱが開
動作され、連通孔（１５が開放されて１これ含分して内
部空隙（６）６ら油室凹側に油が流れ、クラッチ板（９
）に作用される入力ケース（４）側への押圧力が減少さ
れて、該クラッチ板（９）の該入力ケース（４）に対す
る大巾なすべりが許容され、エンジン側への逆駆動力の
伝達が阻止される。However, according to the present invention, when the spring αυ is compressed in the counterclockwise direction, the opening/closing member αQ is opened in conjunction with this, and the communication hole (15) is opened, and the internal space (15) is opened. 6) Oil flows from 6 to the concave side of the oil chamber, and the clutch plate (9
) is reduced, the clutch plate (9) is allowed to slide widely against the input case (4), and the reverse driving force to the engine is reduced. Transmission is blocked.

尚１上記実施例では開閉部材Ｑｆ９をコイルスプリング
ａυに取付けたが１該スプリングａυは上記の如く出力
側リテー＋０４に連動して圧縮動作さ　　　　　覧れる
ことから、該リテーナＩに該開閉部材ｕｅｔ−取付けて
も、骸スプリングａυとの連動関係は確保され１更に該
開閉部材ａＱを前記座金（１１１ｋ）や核リテーナＱ４
）と一体に形成することも可能である。In the above embodiment, the opening/closing member Qf9 is attached to the coil spring aυ, but since the spring aυ is compressed in conjunction with the output retainer +04 as described above, the opening/closing member uet- is attached to the retainer I. Even when installed, the interlocking relationship with the skeleton spring aυ is ensured.
) can also be formed integrally with.

この様に本発明によるときは、減速時はクラッチ板の連
通孔の開放による内部空隙の内圧低下で、該クラッチ板
の大巾な滑りが許容され、エンジンの出力側からの逆駆
動が阻止されて、上記し九従来装置のものにおける不都
合が解消される効果を有する。As described above, according to the present invention, during deceleration, the internal pressure in the internal gap decreases due to the opening of the communicating hole in the clutch plate, allowing the clutch plate to slide widely, and preventing reverse drive from the output side of the engine. This has the effect of eliminating the disadvantages of the nine conventional devices described above.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明装置を具備し′たトルクコンバータの１
例の裁断側面図１第２図は第１図の■−ｎｉｌ截断背面
図、第５Ｆｉ：ｉは第２図のｍ−１Ｍ４截断平面図１第
４図社第１図の■−■線から見たクラッチ板の正面図で
ある。 （１）・・・トルクコンバータ本体、（２ｊ・・・入力
軸、（３）・・・出力軸、（４）・・・入力ケース、（
５）・・・ポンプ翼車、（６）・・・内部空隙、（７１
・・・タービン翼車、（９）・・−クラッチ板、Ｑ（１
・・・油室、ａυ・・・コイルスプリング１０卜°連通
孔、（１６１・・・開閉部材 特許出願人　　本田技研工業株式会社 什　　　追■　　　人　　　　　　ｉｔ−、Ｎ　　　　
斤１　　−１Figure 1 shows one of the torque converters equipped with the device of the present invention.
Example cutting side view 1 Fig. 2 is the ■-nil cutting back view of Fig. 1, 5th Fi:i is the m-1M4 cutting plan view 1 of Fig. 2 Fig. 4 from the ■-■ line of Fig. 1 It is a front view of the clutch plate as seen. (1)...torque converter body, (2j...input shaft, (3)...output shaft, (4)...input case, (
5)...Pump impeller, (6)...Internal void, (71
... Turbine impeller, (9) ... - clutch plate, Q (1
...Oil chamber, aυ...Coil spring 10° communication hole, (161...Opening/closing member patent applicant Honda Motor Co., Ltd. IT-, N
1 catty -1

Claims (1)

【特許請求の範囲】[Claims] 入力軸に連結される一側の入力ナースと該入力ケースに
連結される他側のポンプ翼車とで構成されるトルクコン
バータ本体の内部空隙に、出力軸に連結されるタービン
翼車と、該タービン翼車と該入力ケースとの間のクラッ
チ板とを設け、該クラッチ板金軸方向に移動自在とする
と共に、該クラッチ板と蚊入力ケースとの間に油室を形
成し〜該油室からの排油により該クラッチ板を該内部空
隙の内圧で該入力ケース側に押圧してこれに摩擦係合さ
せるようにし、且つ該クラッチ板と該タービン翼車とを
その回転方向に長手のコイルスプリングを介して相対回
転可能に連結するようにしたトルクコンバータ用クラッ
チのダンパ装置において１該クラツチ板に該内部空隙と
該油室とを連通ずる連通孔を形成すると共に、該連通孔
を開閉する開閉部材を設け一＃ＮＭ部材を１該タービン
翼車の該クラッチ板に対する正転方向への相対回転に伴
う該コイルスプリングの圧縮動作に連動して開動作させ
るようにしたことを特徴とするトルクコンバータ用クラ
ッチのダンパ装置。A turbine impeller connected to the output shaft and a pump impeller connected to the output shaft are placed in an internal gap of the torque converter main body, which is composed of an input nurse on one side connected to the input shaft and a pump impeller on the other side connected to the input case. A clutch plate is provided between the turbine impeller and the input case, and the clutch plate is movable in the axial direction, and an oil chamber is formed between the clutch plate and the mosquito input case. The clutch plate is pressed against the input case side by the internal pressure of the internal gap by the drained oil of the internal space, and frictionally engages with the input case, and the clutch plate and the turbine wheel are connected by a longitudinal coil spring in the direction of rotation thereof. In a damper device for a clutch for a torque converter, which is connected for relative rotation via a damper device, a communication hole is formed in the clutch plate to communicate the internal cavity and the oil chamber, and an opening/closing device for opening and closing the communication hole is provided. A torque converter characterized in that a member is provided and the #NM member is opened in conjunction with the compression operation of the coil spring accompanying the relative rotation of the turbine impeller in the normal rotation direction with respect to the clutch plate. damper device for clutches.
JP10767482A 1982-06-24 1982-06-24 Damper device of clutch for torque converter Pending JPS58225223A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP10767482A JPS58225223A (en) 1982-06-24 1982-06-24 Damper device of clutch for torque converter

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP10767482A JPS58225223A (en) 1982-06-24 1982-06-24 Damper device of clutch for torque converter

Publications (1)

Publication Number Publication Date
JPS58225223A true JPS58225223A (en) 1983-12-27

Family

ID=14465112

Family Applications (1)

Application Number Title Priority Date Filing Date
JP10767482A Pending JPS58225223A (en) 1982-06-24 1982-06-24 Damper device of clutch for torque converter

Country Status (1)

Country Link
JP (1) JPS58225223A (en)

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