KR20110089956A - Clutch device for a vehicle - Google Patents

Clutch device for a vehicle Download PDF

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Publication number
KR20110089956A
KR20110089956A KR1020100009482A KR20100009482A KR20110089956A KR 20110089956 A KR20110089956 A KR 20110089956A KR 1020100009482 A KR1020100009482 A KR 1020100009482A KR 20100009482 A KR20100009482 A KR 20100009482A KR 20110089956 A KR20110089956 A KR 20110089956A
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KR
South Korea
Prior art keywords
damper
clutch
driving force
coupled
engine
Prior art date
Application number
KR1020100009482A
Other languages
Korean (ko)
Inventor
이진수
장재덕
주인식
Original Assignee
한국파워트레인 주식회사
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 한국파워트레인 주식회사 filed Critical 한국파워트레인 주식회사
Priority to KR1020100009482A priority Critical patent/KR20110089956A/en
Publication of KR20110089956A publication Critical patent/KR20110089956A/en

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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
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • 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
    • F16H2045/021—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type three chamber system, i.e. comprising a separated, closed chamber specially adapted for actuating a lock-up clutch
    • 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
    • F16H2045/0215—Details of oil circulation
    • 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
    • F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means
    • F16H2045/0226—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means comprising two or more vibration dampers
    • 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
    • F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means
    • F16H2045/0226—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means comprising two or more vibration dampers
    • F16H2045/0231—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means comprising two or more vibration dampers arranged in series
    • 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
    • F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means
    • F16H2045/0252—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means having a damper arranged on input side of the lock-up clutch
    • 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
    • F16H2045/0278—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 comprising only two co-acting friction surfaces
    • 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
    • F16H2045/0284—Multiple disk type lock-up clutch

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

PURPOSE: A clutch apparatus for a vehicle is provided to prevent user discomfort by absorbing and attenuating the vibration and the impact of the rotational direction delivered from an engine with the inertia and the first damper spring of a housing. CONSTITUTION: A housing(1) is connected to an engine and transmits the driving force of the engine. A first torsional damper(3) is installed inside the housing and absorbs the vibration and the impact of a rotational direction. The first torsional damper comprises a first retaining plate(9), a first damper spring(11), and a first cover plate(13). A lock-up clutch(5) transfers or blocks the driving force delivered through the first torsional damper to a transmission. A second torsional damper(7) absorbs the vibration and the impact of the rotational direction when the lock-up clutch operates.

Description

Clutch device for a vehicle

The present invention relates to a clutch device for a vehicle, and more particularly, is installed between a drive source such as an engine or a motor and a transmission, and is used to transmit or block a driving force of the drive source to the transmission and to maximize the vibration damping effect in the rotational direction. A clutch device.

In general, the torque converter is installed between the engine of the vehicle and the transmission to transmit the driving force of the engine to the transmission using a fluid. Such a torque converter receives a driving force of an engine, a turbine that rotates by an impeller that is rotated by oil discharged from an impeller, and a reactor that increases the rate of change of torque by directing the flow of oil flowing back to the impeller in a direction of rotation of the impeller ('stator' "Also".

Torque converters are equipped with a lock-up clutch (also called a "damper clutch"), a means of direct connection between the engine and the transmission, as the load on the engine can decrease power transmission efficiency. The lockup clutch is disposed between the front cover and the turbine directly connected to the engine so that the rotational power of the engine can be transmitted directly to the turbine.

This lockup clutch includes a piston that is axially coupled to the turbine shaft. And the piston is coupled to the friction material in friction contact with the front cover. The lockup clutch is coupled with a torsional damper capable of absorbing shock and vibration acting in the rotational direction of the shaft when the friction material coupled to the piston is coupled to the front cover.

As such, the torque converter disposed between the engine and the transmission to transmit the driving force of the engine to the transmission side has a problem in that the number of components is large, resulting in a large load and accompanying power loss.

Thus, a clutch device is used instead of this torque converter.

The wet multi-plate clutch is a housing that rotates by receiving the driving force of the engine, a lockup clutch disposed inside the housing to transmit or block the driving force of the engine to the transmission side, and a tonic that is connected to the lockup clutch to absorb vibrations acting in the rotational direction. It includes a damper.

Such a conventional clutch device needs to effectively reduce the ride comfort of the vehicle by effectively attenuating the vibration in the rotational direction transmitted from the engine, but there is a problem in that it is not sufficiently satisfied.

Accordingly, the present invention has been proposed to solve the above problems, an object of the present invention is to provide a vehicle clutch device that can effectively reduce the ride comfort of the vehicle by attenuating the vibration of the rotation direction transmitted from the engine effectively have.

In order to achieve the object as described above, the present invention, the housing is connected to the engine to receive the driving force of the engine, the first torsional damper is installed inside the housing to absorb vibration and shock in the rotational direction, the first 1, a lockup clutch for transmitting or blocking a driving force transmitted through the torsional damper to the transmission side, and a second tonic damper for absorbing vibration and shock in the rotational direction and transmitting the driving force to the transmission when the lockup clutch is operated. Provided is a clutch device for a vehicle.

The first tonic damper is coupled to the inside of the housing and the first retaining plate, the first retaining plate receiving the driving force of the engine, the first retaining plate and the first to absorb the vibration and shock in the rotation direction Damper springs, a first cover plate coupled to the first retaining plate and maintaining the coupled state of the first damper springs, and elastically supporting the first damper springs and transferred through the first damper springs. It is preferred to include a first drive plate for transmitting a driving force to the lockup clutch.

The lock-up clutch is coupled to a piston hub that rotates relatively to the housing and is coupled to a first drive plate provided to the first toe damper to receive a driving force through the first toe damper, to the clutch drum. First friction plates to be coupled, second friction plates disposed between the first friction plates to frictionally contact the first friction plates to transfer or cut power, a clutch hub to which the second friction plates are coupled, and a shaft by hydraulic pressure. It is preferable to include a piston that can be moved in the direction and in close contact with the first friction plates and the second friction plates.

The second tonic damper is coupled to the lock-up clutch, the second drive plate receiving the driving force, the second damper springs elastically supported by the second drive plate to absorb vibration and shock in the rotational direction, the first A second cover plate coupled to the second drive plate to maintain the second damper springs coupled to the second drive plate, and a second retainer that elastically supports the second damper springs and transmits a driving force to the transmission side. It is preferable to include an inning plate.

Preferably, the clutch drum is coupled to the clutch drum on an outer circumferential side thereof.

In the present invention as described above, the driving force of the engine is transmitted to the housing, and the impact and vibration of the rotational direction are primarily attenuated by the inertia of the housing. Secondary attenuation of the shock and vibration in the rotational direction is achieved by the springs, and the third damping of the shock and vibration in the rotational direction is carried out by the clutch inertia while the driving force is transmitted to the lockup clutch through the first toe-amper damper. Fourth attenuation of the shock and vibration in the rotational direction is achieved by the second damper spring, and the driving force is transmitted to the second tonic damper through the lockup clutch, and the fifth damper by the second tonic damper Inertia. Attenuation of the shock and vibration in the rotational direction is made, and the driving force of the engine is transmitted to the transmission, and the torsional rigidity of the transmission input shaft The final vibration attenuation is made to attenuate the vibration in the rotational direction transmitted from the engine, thereby preventing the ride comfort of the vehicle from falling.

1 is a block diagram illustrating a power transmission path of an embodiment of the present invention.
Figure 2 is a half cross-sectional view showing a clutch device for a vehicle for explaining an embodiment of the present invention.
3 is a diagram illustrating a state in which a clutch is operated to explain an embodiment of the present invention.
4 is a view showing a state in which the clutch is released to explain the embodiment of the present invention.

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

1 is a configuration diagram for explaining an embodiment of the present invention, a diagram illustrating a position where a plurality of damping is arranged in the process of transmitting power from the engine of the vehicle to the transmission. The driving force of the engine E passes through the housing 1, the first torsional damper 3, the clutch mass 4, the lockup clutch 5, the second torsional damper 7, and the transmission input shaft S. It is transmitted to the transmission T.

As shown in FIG. 2, a vehicle clutch device according to an embodiment of the present invention includes a housing 1, a first torsional damper 3, a lockup clutch 5, and a second to receive the driving force of the engine E. And a torsional damper (7).

The housing 1 is provided with a space for accommodating the first torsional damper 3, the lockup clutch 5, and the second torsional damper 7 therein.

The first torsional damper 3 can absorb vibrations and shocks acting in the rotational direction when the engine is driven.

The first torsional damper 3 comprises a first retaining plate 9, a first damper spring 11, a first cover plate 13, and a first drive plate 15.

The first retaining plate 9 is integrally coupled to the inside of the housing 1 by welding or the like, and is rotated by receiving the driving force of the engine transmitted through the housing 1.

The first damper springs 11 are elastically supported by the first retaining plate 9 and can absorb vibrations and shocks in the rotational direction. The first damper springs 11 may have a plurality of compression coil springs arranged in the circumferential direction to absorb vibration and shock in the rotational direction.

The first cover plate 13 is coupled to the first retaining plate 9 so that the state in which the first damper springs 11 are coupled to the first retaining plate 9 can be maintained.

The first drive plate 15 elastically supports the first damper spring 11 and is coupled to the clutch drum 17 of the lockup clutch 5.

The lockup clutch 5 comprises a clutch drum 17, first friction plates 19, second friction plates 21, a clutch hub 23, and a piston 25.

In the embodiment of the present invention, the clutch drum 17 is coupled to the piston hub 18 and can rotate relative to the housing 1 at a certain distance from the housing 1.

The first friction plates 19 may be coupled to the inner circumferential surface of the clutch drum 17 to rotate together with the clutch drum 17. These first friction plates 19 are preferably arranged and coupled at regular intervals.

In addition, the second friction plates 21 may be disposed between the first friction plates 19 to frictionally contact the first friction plates 19 to transmit or block power.

That is, the first friction plate 19 and the second friction plate 21 may move in the axial direction by the force applied by the piston 25 to be in close contact with each other to transfer the driving force or to block the driving force apart from each other.

The clutch hub 23 is coupled to the above-described second friction plate 21.

The above-described piston 25 may be coupled to the piston hub 18 which rotates relative to the housing 1, and may be in close contact with the first friction plates 19 and the second friction plates 21 while being axially moved by hydraulic pressure. .

And one side of the piston 25 may be provided with a return spring 29 for returning the piston 25 moved to the original position by the pressure of the oil.

The damper 7 includes a second drive plate 31, second damper springs 33, a second cover plate 35, and a second retaining plate 37.

The second drive plate 31 is coupled to the clutch hub 23 of the lockup clutch 5 to receive the driving force.

The second damper springs 33 are elastically supported by the second drive plate 31 to absorb vibration and shock in the rotational direction.

The second cover plate 35 is coupled to the second drive plate 31 to serve to maintain the state in which the second damper springs 33 are coupled to the second drive plate 31.

The second retaining plate 37 elastically supports the second damper springs 33 and is coupled to the damper hub 39 to transmit the driving force to the transmission side.

The power transmission path will be described in detail with reference to FIGS. 3 and 4 when the clutch device of the embodiment of the present invention thus made is activated and released.

3 is a view showing a power transmission path when the lockup clutch is operated. The driving force of the engine E is transmitted to the first torsional damper 3 through the housing 1.

That is, the driving force of the engine E is transmitted to the housing 1 and the driving force transmitted to the housing 1 is transmitted to the first torsional damper 3. In this case, since the first retaining plate 9, the first damper spring 11, and the first cover plate 13 are formed of a single mass, the housing 1 may be vibrated and impacted in the rotational direction by Inertia. This may be primarily attenuated.

The driving force of the engine transmitted to the housing 1 is transmitted to the first damper spring 11 through the first damper retaining plate 9. At this time, the vibration and impact generated in the rotational direction by the driving force of the engine E are attenuated secondarily by the first damper spring 11. The driving force of the engine transmitted to the first damper spring 11 is transmitted to the lockup clutch 5 through the first drive plate 15.

At this time, when the lockup clutch is operated, the first friction plate 19 and the second friction plate 21 of the lockup clutch 5 closely contact each other while the piston 25 is moved in the axial direction by hydraulic pressure.

Then, the driving force of the engine transmitted to the first torsional damper 3 is transmitted to the clutch hub 23 via the first friction plate 19 and the second friction plate 21 through the clutch drum 17.

The driving force of the engine transmitted to the clutch hub 23 is transmitted to the second drive plate 31. The driving force of the engine transmitted to the second drive plate 31 is transmitted to the second damper spring 33.

In this case, the lockup clutch 5 includes the first drive plate 15, the clutch drum 17, the piston hub 18, the first friction plate 19, the second friction plate 21, the clutch hub 23, and the piston 25. And the second drive plate 31 acts as a mass, the vibration and impact in the rotational direction is attenuated in a third order by Inertia.

Subsequently, as the second damper spring 33 is compressed in the rotational direction, the vibration and shock in the rotational direction generated in the process of transmitting the driving force of the engine are absorbed to thereby attenuate the vibration in the fourth order.

The driving force of the engine transmitted to the second damper springs 33 is transmitted to the second retaining plate 37. Since the second retaining plate 37 is connected to the damper hub 39, the second retaining plate 37 transmits the driving force of the engine to the damper hub 39.

In this process, the vibration and the shock in the rotational direction generated in the process of transmitting the driving force of the engine are absorbed by the fifth order by the Inertia of the second torsional damper 7.

Subsequently, the driving force of the engine is transmitted from the conventional damper 7 to the transmission input shaft S (shown in FIG. 1) through the damper hub 39, and the driving force of the engine transmitted to the transmission input shaft S is transmitted to the transmission ( To T).

In this process, vibrations and shocks are finally absorbed by the torsional rigidity of the transmission input shaft S in the rotational direction generated in the power transmission process of the engine.

As shown in FIG. 4, when the lockup clutch is released, the driving force of the engine E is transmitted to the first torsional damper 3 through the housing 1 as described above.

Of course, even in this case, vibration and shock in the rotational direction generated in the process of transmitting the driving force of the engine may be absorbed and attenuated by the inertia and the first damper spring 11 of the housing 1 as described in the above-described embodiment. .

As described above, the embodiment of the present invention acts to absorb and attenuate the first to sixth vibrations and shocks in the rotational direction generated in the process of transmitting the driving force of the engine, so that the vibrations and shocks generated in the rotational direction are sufficient. Absorption of the vehicle can be prevented from falling.

On the other hand, in the embodiment of the present invention, since the clutch mass body 4 is provided on the outer circumferential surface of the clutch drum 17, the clutch can further increase the mass of the lock-up clutch 5, thereby acting in the rotational direction by Inertia. Vibration and shock can be further reduced.

1. housing, 3. first torsional damper,
5. lockup clutch, 7. second tonic damper,
9. First retaining plate, 11. First damper spring,
13. First cover plate, 15. First drive plate,
17. clutch drum, 19. first friction plate,
21. 2nd friction plate, 23. clutch hub,
25. piston, 31. second drive plate,
33. second damper spring, 35. second cover plate,
37. Second Retaining Plate

Claims (5)

A housing connected to the engine to receive the driving force of the engine,
A first torsional damper installed inside the housing to absorb vibration and shock in a rotational direction,
A lock-up clutch for transmitting or blocking a driving force transmitted through the first torsional damper to the transmission side;
A second tonic damper that absorbs vibration and shock in the rotational direction and transmits a driving force to the transmission when the lockup clutch is operated
Clutch device for a vehicle comprising a. The method according to claim 1,
The first cushion damper is
A first retaining plate coupled to the inside of the housing to receive the driving force of the engine;
First damper springs elastically supported by the first retaining plate and absorbing vibration and shock in a rotational direction,
A first cover plate coupled to the first retaining plate and maintaining a state in which the first damper springs are coupled;
A first drive plate elastically supporting the first damper springs and transmitting a driving force transmitted through the first damper springs to the lockup clutch
Clutch device for a vehicle comprising a. The method according to claim 1,
The lockup clutch
A clutch drum coupled to a piston hub that rotates relatively to the housing and coupled to a first drive plate provided in the first torsional damper to receive driving force through the first torsional damper;
First friction plates coupled to the clutch drum,
Second friction plates disposed between the first friction plates to frictionally contact the first friction plates to transmit or block power;
A clutch hub to which the second friction plates are coupled;
A piston that can be moved in the axial direction by hydraulic pressure, the piston for bringing the first friction plates and the second friction plates in close contact
A clutch device for a vehicle comprising a. The method according to claim 1,
The second tonic damper is
A second drive plate coupled to the lockup clutch and receiving a driving force;
Second damper springs elastically supported by the second drive plate to absorb vibration and shock in a rotational direction,
A second cover plate coupled to the second drive plate to maintain the second damper springs coupled to the second drive plate;
A second retaining plate that elastically supports the second damper springs and transmits a driving force to the transmission side
Clutch device for a vehicle comprising a. The method according to claim 3,
The clutch drum
A clutch device for a vehicle in which a clutch mass body is coupled to an outer circumferential side.
KR1020100009482A 2010-02-02 2010-02-02 Clutch device for a vehicle KR20110089956A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020100009482A KR20110089956A (en) 2010-02-02 2010-02-02 Clutch device for a vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020100009482A KR20110089956A (en) 2010-02-02 2010-02-02 Clutch device for a vehicle

Publications (1)

Publication Number Publication Date
KR20110089956A true KR20110089956A (en) 2011-08-10

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Family Applications (1)

Application Number Title Priority Date Filing Date
KR1020100009482A KR20110089956A (en) 2010-02-02 2010-02-02 Clutch device for a vehicle

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012015936A1 (en) 2011-09-06 2013-03-07 Lg Electronics Inc. Thin film solar cell
WO2014084457A1 (en) * 2012-11-27 2014-06-05 한국파워트레인 주식회사 Torque converter for vehicle
KR20170017902A (en) * 2014-06-05 2017-02-15 발레오 유니시아 트랜스미션즈 가부시끼가이샤 Damper with integrated centrifugal pendulum-type vibration absorbing device
KR101858186B1 (en) * 2016-12-26 2018-05-15 주식회사 카펙발레오 Torque converter for vehicle

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012015936A1 (en) 2011-09-06 2013-03-07 Lg Electronics Inc. Thin film solar cell
WO2014084457A1 (en) * 2012-11-27 2014-06-05 한국파워트레인 주식회사 Torque converter for vehicle
KR20170017902A (en) * 2014-06-05 2017-02-15 발레오 유니시아 트랜스미션즈 가부시끼가이샤 Damper with integrated centrifugal pendulum-type vibration absorbing device
KR101858186B1 (en) * 2016-12-26 2018-05-15 주식회사 카펙발레오 Torque converter for vehicle

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