JPS58225224A - Damper device of clutch for torque converter - Google Patents
Damper device of clutch for torque converterInfo
- Publication number
- JPS58225224A JPS58225224A JP10767582A JP10767582A JPS58225224A JP S58225224 A JPS58225224 A JP S58225224A JP 10767582 A JP10767582 A JP 10767582A JP 10767582 A JP10767582 A JP 10767582A JP S58225224 A JPS58225224 A JP S58225224A
- Authority
- JP
- Japan
- Prior art keywords
- clutch plate
- input case
- clutch
- torque
- input
- 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
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
Description
【発明の詳細な説明】
本発明は、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 to a damper device for a torque converter clutch mainly 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（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フ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、該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、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
可能に連結して、高速巡快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フンバ
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、入出力軸部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が、このものではエン
ジンの駆動トルクの小さな領域でのトルク変動を吸収し
にくい不都合を伴う。Conventionally, as this type of device, for example, USF 4240552
According to the No. 1 specification, a vehicle's A turbine wheel connected to an output shaft connected to a drive wheel, and a clutch plate between the turbine wheel and the input case are provided, and the clutch plate is movable in the axial direction. an oil chamber is formed between the input case and the input case, and the clutch plate is pressed toward the input case by the internal pressure of the internal gap by the oil discharged from the oil chamber, and 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 in the rotational direction via a long coil spring, and in high-speed cruising, etc. →
By mechanically transmitting torque in the yarn path of the output shaft, efficient torque transmission can be achieved by preventing slippage in the torque converter1.In addition, torque fluctuations are absorbed by the expansion and contraction of the coil spring, and the input/output shaft There is a known device that can prevent the transmission of torque fluctuations in the engine, but this method has the disadvantage that it is difficult to absorb torque fluctuations in a region where the driving torque of the engine is small.
これを詳述するに、フィルスプリングは駆動トルクの大
きな領域でのトルク変動を吸収し得るようそのばね定数
を比較的高く設定するもので、駆動トルクの小さな領域
でのトルク変動に際しては、定常トルクに対するトルク
変動中の割合が大きくなるにもかかわらず、該スプリン
グにこれに対応した充分な伸縮動作が与えられず、トル
ク変動を該スプリングだけで吸収することは困難になる
。To explain this in detail, fill springs have a relatively high spring constant so that they can absorb torque fluctuations in large drive torque ranges. Even though the proportion of the torque fluctuation increases, the spring is not given sufficient expansion and contraction action to correspond to this, making it difficult for the spring to absorb the torque fluctuation alone.
本発明は、駆動トルクの大きさに応じて内部空隙の内圧
を増減し、クラッチ板を駆動トルクの小さな領域では滑
り易くして、クラッチ板の滑りによりかかる領域でのト
ルク変動を効果的に吸収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。The present invention increases or decreases the internal pressure of the internal gap according to the magnitude of the driving torque, makes the clutch plate slippery in a region where the driving torque is small, and effectively absorbs torque fluctuations in such a region due to clutch plate slippage. The present invention will be explained 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１該本体（
１）は、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（５１とで構成される該本体（１）の内部空６１
［（６） Ｇ″・該出力軸（３）′″内周７）／゛’７
’ 。In the drawing, +1) indicates the torque converter main body.1 The main body (
1) is an input shaft (2
), an output shaft (3) connected to a load such as the drive wheels of a vehicle, and 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 main body (1) is composed of the input case (4) and the pump impeller (51). internal space 61
[(6) G''・The output shaft (3)'' inner circumference 7)/''7
'.
（７＆）において連結されるタービン翼車（７）と、該
両翼車（５バフ）間のステータ翼車（８）とを備え、該
入力軸（２）の回転によればこれら翼車（５）（７）
＋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
るようにし、更に該入力ケース（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
油室顛を形成して、該油室顛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０Ｉ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、且つ該クラッチ板（９）と該タービン
翼車（７）とをその回転方向に長手のフィルスプリング
αυを介して相対回転可能に連結し、かくて該接続状態
への切換えによれば、入力軸（２）→入力ケース（４）
→クララｆ 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。(7&), and a stator wheel (8) between the two blade wheels (5 buffs). )(7)
+8) so that internal fluid is circulated between the input case (4) and the turbine wheel (7) to provide fluid torque transmission to the output shaft (3) via the turbine wheel (7). A clutch plate (9) is provided between the hub (7a) rotatably and slidably in the axial direction, and a clutch plate (9) is provided between the clutch plate (9) and the input case (4). A clutch disengaged state in which the clutch plate (9) is separated from the input case (4) by supplying oil to the oil chamber frame, and a clutch disengagement state in which the clutch plate (9) is separated from the input case (4) by forming an oil chamber frame in between, and the clutch plate (9) is separated from the input case (4) by oil discharge from the oil chamber OI Plate (9) is pressed into the input case (4) by the internal pressure of the internal cavity (6).
The clutch plate (9) and the turbine wheel (7) are moved relative to each other in the direction of rotation via a long fill spring αυ. The input shaft (2) → the input case (4) is rotatably connected, and thus, according to the switching to the connected state, the input shaft (2) → the input case (4)
→Clara f plate (9)→coil spring aυ→turbine wheel (7)→output shaft (3) Mechanical torque transmission is provided through the thread path.
これを更に詳述するに、該コイルスプリングαυは、第
２図に示す如く該クラッチ板（９）の外周の環状の四部
（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α１）
毎にこれを内方に抜止する支持片α渇を取付けて、該支
持片α２に該各スプリングａυを挾持する両端の入力側
リテーナα３）（１３を突設し、更に該各スプリングα
υの配置間隙に該タービン翼車（刃側からのびる出力側
リテーナ（１４１を挿入した。To explain this in more detail, a plurality of coil springs αυ are housed with gaps in the four annular portions (9a) on the outer periphery of the clutch plate (9) as shown in FIG. , each spring α1) on the clutch plate (9).
A support piece α to prevent the spring from coming out inwardly is attached to the support piece α2, and an input side retainer α3) (13) at both ends that clamps each spring aυ is protruded from the support piece α2.
The output side retainer (141 extending from the blade side) of the turbine wheel was inserted into the arrangement gap υ.
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、エンジン側からの駆動トルク
の伝達時該タービン翼車（７）は該クラッチ板（９）に
対し逆転方向即ち時計方向への相対回転を生じ、該出力
側リテーナα滲を介して該各スプリングａ１に駆動トル
クに応じた弾力が得られる迄の圧縮動作が与えられ、該
各スプリングαυはトルク変動に際し、駆動トルクに応
じた所定の圧縮変位位置を中心にして伸縮動作し、トル
ク変動を吸収する。Here, the direction of drive rotation by the engine, that is, the forward rotation direction, is set to the second direction.
In the figure, when the direction is counterclockwise, when the driving torque is transmitted from the engine side, the turbine wheel (7) generates a relative rotation in the reverse direction, that is, in the clockwise direction, with respect to the clutch plate (9), and the output side retainer α A compressive action is applied to each spring a1 through the leakage until elasticity corresponding to the driving torque is obtained, and each spring αυ expands and contracts around a predetermined compression displacement position according to the driving torque when the torque fluctuates. operates and absorbs torque fluctuations.
この場合、コイルスプリング（１１）は、駆動トルりの
大きな領域において、これが定常状態で最大圧縮位置に
圧縮変位されて以後の）ルク変動を吸収し得なくなるこ
とのないよう比較的はね定数の高いものを用いるが、こ
れによれば上記の如く駆動トルクの小さな領域でのトル
ク変動を充分に吸収し得なくなる。In this case, the coil spring (11) has a relatively high spring constant in order to prevent the coil spring (11) from becoming unable to absorb torque fluctuations after being compressed to the maximum compression position in a steady state in a region where the driving torque is large. Although a high one is used, this makes it impossible to sufficiently absorb torque fluctuations in a region where the drive torque is small as described above.
そこで本発明によれば、該クラッチ板（９）に前記内部
空＠（６）と油室ａ１とを連通する連通孔（ＩＳを形成
し１更に該連通孔ａＳを開閉する開閉部材ａＱを設けて
、該開閉部材（Ｌｅｊを、該タービン翼車（７）の該ク
ラッチ板（９）に対する逆転方向即ち時計方向への相対
回転に伴う該スプリングａυの上記の如き圧縮動作に連
動して閉じ側に動作させるようにした。Therefore, according to the present invention, the clutch plate (9) is provided with a communication hole (IS) that communicates the internal space @ (6) with the oil chamber a1, and an opening/closing member aQ that opens and closes the communication hole aS. Then, the opening/closing member (Lej) is moved to the closing side in conjunction with the above-described compression operation of the spring aυ accompanying the relative rotation of the turbine wheel (7) to the clutch plate (9) in the reverse direction, that is, in the clockwise direction. I made it work.
これを図示のものにつき更に詳述するに、該連通孔α９
は、第２図及び第５図に明示する如く、何れかのコイル
スプリングａυの配置部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図に示す如き切欠きαηを
形成して、該連通孔（Ｉｓと該切欠き（Ｌ７）とを介し
て該内部空隙（６）が該油室Ｑｌに連通されるようじし
、該開閉部材αＱは、該スプリングＩの反時計方向の端
面に座金（１１ｍ） ト共に取付けた該クラッチ板（９
）上を摺動する略り字形の板片で構成されるものとし、
これに時計方向への移動で該連通孔ａＱを順次に閉じる
楔形の切欠き（１６ａ）を形成した。To explain this in more detail with respect to the illustrated one, the communication hole α9
As clearly shown in FIGS. 2 and 5, the clutch plate (9) is located at the location of any of the coil springs aυ.
A notch αη as shown in FIG. 4 is formed in the annular friction member (9b) on the front surface of the clutch plate (9), and the communication hole (Is) and the notch (L7) The opening/closing member αQ is connected to the clutch plate (11m) attached to the counterclockwise end face of the spring I together with the washer (11m). 9
) shall consist of an abbreviated plate sliding over the
A wedge-shaped notch (16a) was formed in this to sequentially close the communication hole aQ by moving clockwise.
尚、該開閉部材αＱは、第５図に示す如く傾斜縁（ｉ６
ｂ）を有して、これにより該連通孔ａ１を順次に閉じる
形状のものとしても良く、又その時計方向の一定ス）ｏ
−り以内での移動では該連通孔０！１９を開き、それ以
上の移動では該連通孔（Ｌ９を閉じるように構成しても
良く、更に該開閉部材αｅは前記出力側リテーナａ４に
取付けても１又該座金（１１＆）や該リテーナ（４）と
一体に形成しても良いＯ
次いでその作動を説明するに、クラッチ板（９）象は内
部空ｔｉｌｔ （６）の内圧が高い程入力ケース（４）
側への押圧力が強くなって、そのトルク伝達容量が増す
もので、この場合駆動トルクの大きな領域では、上記の
如くタービン翼車（７）の逆転方向即ち時計方向への相
対回転に伴うフィルスプリングαυの時計方向への圧縮
変位量が増して、その圧縮動作に連動する開閉部材（１
６）により連通孔ａ９が閉じられ、該内部空隙（６）の
内圧は所定の高圧に保持され、駆動トルクが大きくても
該クラッチ板（９）の滑りは可及的に減少されて、効率
的なトルク伝達が行われ、又駆動トルクの大きな領域で
は１定常トルクに対するトルク変動中の割合が小さくな
り、トルク変動な生じてもこれは該スプリングａυで確
実に吸収される。The opening/closing member αQ has an inclined edge (i6) as shown in FIG.
b), thereby sequentially closing the communication hole a1, or a constant clockwise step) o
The communication hole 0!19 may be opened when the movement is within 30 degrees, and the communication hole (L9) may be closed when the movement is further than that. Alternatively, the clutch plate (9) may be formed integrally with the washer (11&) and the retainer (4).Next, to explain its operation, the higher the internal pressure of the internal air (tilt (6)), the more input the clutch plate (9) becomes. Case (4)
In this case, in the region of large driving torque, the filter is increased due to the relative rotation of the turbine wheel (7) in the reverse direction, that is, in the clockwise direction, as described above. The amount of compression displacement of the spring αυ in the clockwise direction increases, and the opening/closing member (1
6), the communication hole a9 is closed, the internal pressure of the internal gap (6) is maintained at a predetermined high pressure, and even if the driving torque is large, the slippage of the clutch plate (9) is reduced as much as possible, improving efficiency. In addition, in a region where the drive torque is large, the ratio of torque fluctuation to one steady torque is small, and even if torque fluctuation occurs, it is reliably absorbed by the spring aυ.
これに対し、駆動トルクの小さな領域では、該スプリン
グαυの圧縮変位量が減少して該連通孔ｔｔＳが開かれ
、該内部空隙（６）の内圧が油室ＯＱ側への油の流出で
低下し、トルク伝達容量が駆動トルク′に応じて減少さ
れ、該クラッチ板（９）の滑りを生じ易くなり、かかる
領域でのトルク変動に際しては、該スプリング（ＩＩ）
による吸収作用を充分に得られなくとも、該クラッチ板
（９）の滑りによりトルク変動は確実に吸収される。On the other hand, in a region where the driving torque is small, the compressive displacement amount of the spring αυ decreases, the communication hole ttS is opened, and the internal pressure of the internal gap (6) decreases due to oil flowing out to the oil chamber OQ side. However, the torque transmission capacity is reduced in accordance with the driving torque', and the clutch plate (9) tends to slip, and when the torque fluctuates in such a region, the spring (II)
Even if a sufficient absorption effect cannot be obtained, torque fluctuations can be reliably absorbed by the slippage of the clutch plate (9).
この様に本発明によるときは、クラッチ板に形成した連
通孔とコイルスプリングに連動する開閉部材とで内部空
隙の内圧が駆動トルクに応じて変化され、該クラッチ板
のトルク伝達容量が駆動トルクに応じて増減されて、駆
動トルクの大きな領域でのトルク伝達効率を低下させる
ことなく、駆動トルクの小さな領域での該クラッチ板の
滑りによるトルク変動の吸収作用を得られ、上記した従
来装置のものにおける不都合を確実に解消し得る効果を
有する。As described above, according to the present invention, the internal pressure of the internal gap is changed according to the driving torque by the communication hole formed in the clutch plate and the opening/closing member interlocked with the coil spring, and the torque transmission capacity of the clutch plate is changed according to the driving torque. The above-mentioned conventional device can be increased or decreased accordingly, and it is possible to obtain an effect of absorbing torque fluctuations due to slipping of the clutch plate in a region of small drive torque without reducing torque transmission efficiency in a region of large drive torque. This has the effect of reliably resolving the inconveniences caused by.
第１図は本発明装置を具備したトルクフンバータの１例
の裁断側面図、第２図は第１図の■−■線截断裁断図、
第５図は第２図の■−■線截断裁断図、第４図は第１図
のＷ−Ｗ線から見たクラッチ板の正面図、第５図は他の
実施例の要部の裁断背面図である。
［１）・・・トルクフンバータ本体
（２）・・・入力軸
（３）・・・出力軸
（４）・・・入力ケース
（５）・・・ポンプ翼車
（６）・・・内部空隙
（７）・・・タービン翼車
（９）・・・クラッチ板
α０）・・・油 室
０υ・・・コイルスプリング
θ訃・・連通孔
αｅ・・・開閉部材
第１図
第２図
第３図
手続補正書
昭和 ５も、 ７．−”７ 日
特許庁長官殿
■、小事件表示
昭和５７年特許願第１０７６７５号
２、発明の名称
トルクコンバータ用クラッチのダンパ装置３、補正をす
る者
事件との関係 特許出願人
５３２ 本田技研工業株式会社
４、代 理 人
東京都港区新橋２ｆ目１６番１ニュー新橋ピル７０３６
００２弁理士北 利 欣 −
電話５０３−７８１１番（代）
６、 補正の対象
明細書の「発明の詳細な説明」の欄
７、補正の内容
１、 明細書第８頁１５行に「リテーナ（４）」とある
を「リテーナＱ４１Ｊに補正する。
２ 仝書簡１０頁６行に「トルク・・・・・・低下させ
る」とあるを「効率的なトルク伝達を犠牲にする」と補
正する。FIG. 1 is a cut side view of an example of a Torque Humn converter equipped with the device of the present invention, FIG. 2 is a cutaway view taken along the line ■-■ in FIG. 1,
Fig. 5 is a cutaway view taken along the line ■-■ in Fig. 2, Fig. 4 is a front view of the clutch plate seen from line W-W in Fig. 1, and Fig. 5 is a cutaway view of the main part of another embodiment. FIG. [1]...Torque humverter body (2)...Input shaft (3)...Output shaft (4)...Input case (5)...Pump impeller (6)...Inside Gap (7)...Turbine wheel (9)...Clutch plate α0)...Oil chamber 0υ...Coil spring θ...Communication hole αe...Opening/closing member Fig. 1 Fig. 2 Figure 3 Procedural Amendments Showa 5 also, 7. -”7 Mr. Commissioner of the Japan Patent Office■, Minor case indication 1988 Patent Application No. 107675 2, Name of the invention, Damper device 3 for a clutch for a torque converter, Relationship with the person making the amendment Patent applicant 532 Honda Motor Co., Ltd. Co., Ltd. 4, Agent: 7036 New Shinbashi Pill, 16-1, Shinbashi 2F, Minato-ku, Tokyo
002 Patent Attorney Kin Kitatoshi - Telephone number 503-7811 (Main) 6. Column 7 of "Detailed Description of the Invention" of the specification subject to amendment, content of amendment 1, "Retainer ( 4)" is corrected to "retainer Q41J." 2. On page 10 of the letter, line 6, the text "torque...reduces" is corrected to "sacrifices efficient torque transmission."
Claims (1)
連結される他側のポンプ翼車とで構成されるトルクフン
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転油室を形
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１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フィ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、該クラッ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、該開閉部材を、該タービン
翼車の該クラッチ板に対する逆転方向への相対回転に伴
う該フィルスプリングの圧縮動作に連動して閉じ側に動
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 an output shaft in an internal space of a Torquefhum converter main body, which is composed of an input case 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 diversion chamber is formed between the clutch plate and the input case, and the oil transfer chamber is formed between the clutch plate and the input case. The clutch plate is pressed against the input case side by the internal pressure of the internal gap due to the drained oil from the chamber and is frictionally engaged with the input case. In a damper device for a torque converter clutch that is connected to each other so as to be relatively rotatable via a fill spring, a communication hole is formed in the clutch plate to communicate the internal cavity and the oil chamber, and the communication hole is opened and closed. The invention is characterized in that an opening/closing member is provided, and the opening/closing member is moved toward the closing side in conjunction with the compression operation of the fill spring accompanying the relative rotation of the turbine impeller in the reverse direction with respect to the clutch plate. A damper device for torque converter clutches.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10767582A JPS58225224A (en) | 1982-06-24 | 1982-06-24 | Damper device of clutch for torque converter |
| US06/505,753 US4638897A (en) | 1982-06-24 | 1983-06-20 | Damper device for a torque converter clutch |
| GB08317204A GB2123906B (en) | 1982-06-24 | 1983-06-24 | Torque converter with lock-up clutch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10767582A JPS58225224A (en) | 1982-06-24 | 1982-06-24 | Damper device of clutch for torque converter |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58225224A true JPS58225224A (en) | 1983-12-27 |
| JPS6137503B2 JPS6137503B2 (en) | 1986-08-23 |
Family
ID=14465134
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10767582A Granted JPS58225224A (en) | 1982-06-24 | 1982-06-24 | Damper device of clutch for torque converter |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58225224A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5917362U (en) * | 1982-07-24 | 1984-02-02 | 本田技研工業株式会社 | Torque converter clutch damper device |
| EP1582771A2 (en) | 2004-03-29 | 2005-10-05 | Mazda Motor Corporation | Fluid transmission apparatus with a lockup clutch |
-
1982
- 1982-06-24 JP JP10767582A patent/JPS58225224A/en active Granted
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5917362U (en) * | 1982-07-24 | 1984-02-02 | 本田技研工業株式会社 | Torque converter clutch damper device |
| JPS6146286Y2 (en) * | 1982-07-24 | 1986-12-26 | ||
| EP1582771A2 (en) | 2004-03-29 | 2005-10-05 | Mazda Motor Corporation | Fluid transmission apparatus with a lockup clutch |
| US7228950B2 (en) | 2004-03-29 | 2007-06-12 | Mazda Motor Company | Fluid transmission apparatus with lockup clutch |
| EP1582771A3 (en) * | 2004-03-29 | 2008-07-30 | Mazda Motor Corporation | Fluid transmission apparatus with a lockup clutch |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6137503B2 (en) | 1986-08-23 |
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