JPH0331939B2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to the “torsion angle” in a clutch disk.
The present invention relates to a clutch disc whose torque characteristics are improved to obtain a predetermined hysteresis.

[Prior Art] In conventional clutch disks of this type, there is a slight gap in the rotational direction between the torque transmission path from the facing of the disk plate to the clutch hub due to manufacturing accuracy and assembly accuracy. Therefore, when the rotational force from the engine is transmitted from the facing to the clutch hub, or conversely when the rotational force from the clutch hub is transmitted to the facing during engine braking, there is a slight delay between the facing and the clutch hub. A frictional effect of the friction material placed between the torque transmission paths occurs. Due to this delay,
This results in a section d in which almost no hysteresis exists, as shown in the "torsion angle-torque" diagram in FIG. 7, resulting in the disadvantage that the desired hysteresis cannot be obtained.

Add further explanation. FIG. 9 shows that in FIG. 10, the conventional clutch disc has a sub-plate T.
1, a disc spring T2, a thrust plate T3, a friction material T4, and a flange portion T5 of a clutch hub. Due to manufacturing accuracy and assembly accuracy, there are minute gaps W1, W2 between the claw portion T30 of the thrust plate T3 and the wall surface of the hole in the sub-plate T1 in the directions of arrows X1 and X2, which are the rotational directions of the clutch disk. actually occurs unavoidably. 7th
The figure schematically shows the return angle-torque characteristics of a conventional clutch disc having such a structure. 7th
The horizontal axis of the figure shows the torsion angle (relative torsion angle between the disk plate and sub-plate and the flange),
The vertical axis indicates the torque transmitted between the disk plate and the flange.

Here, when the rotational force from the engine side is transmitted from the facing to the clutch hub T5, the sub-plate T1 rotates in the direction of arrow X1, the minute gap W1 decreases, and the minute gap W2 increases. At this time, the metal disc spring T2 has a smaller friction coefficient than the friction material T4. Therefore, slipping occurs between the disc spring T2 and the sub-plate T1 or between the disc spring T2 and the thrust plate T3. The characteristics at this time are schematically shown by P1 in FIG. Further, as shown in FIG. 10, when the sub-plate T1 rotates and the minute gap W2 disappears and the gap W1 becomes larger, the claw portion T30 of the thrust plate T3 comes into contact with the wall surface of the sub-plate T1 and is locked. Then, the transmission torque characteristic rises as schematically shown at P2 in FIG. After that, sub-plate T
1. Disc spring T2 and thrust plate T3 rotate integrally in the direction of arrow X1. At this time, slippage occurs between the friction material T4 with a large friction coefficient and the thrust plate T3, or between the flange portion T5 of the hub and the friction material T4 with a large friction coefficient, so the characteristics are shown schematically in P3 of Fig. 7. As shown in , the torque increases as the torsion angle increases.

Furthermore, when the sub-plate T1 returns to the opposite direction from the state shown in FIG. 10, that is, rotates in the direction of arrow This occurs, and the characteristics at this time are schematically shown at P4 in FIG.

As described above, in the conventional art, friction occurs at the position of the disc spring due to relative displacement or play between the thrust plate and the sub-plate. Therefore, the friction material that is supposed to friction operates with a time delay, which affects the hysteresis characteristics.

[Problems to be Solved by the Invention] As a first means, the present invention is configured such that the thrust plate constantly presses the friction material in the axial direction of the clutch disk by the spring force of a disc spring, and as a second means. , a configuration that prevents relative displacement between the thrust plate and the sub-plate in the rotational direction of the clutch disk, thereby preventing play in the axial and rotational directions between the torque transmission path from the facing of the disk plate to the clutch hub, The object is to obtain a rising portion from when the twist angle is 0 degrees and to generate a desired hysteresis.

[Means for Solving the Problems] The clutch disk of the present invention includes a clutch hub that is fitted onto a rotating shaft, and a clutch hub that is integrated in the radial direction and has a plurality of window holes in which damper members are disposed. a flange portion extending to the flange portion, a disk plate having a window hole formed at a position corresponding to the window hole of the flange portion and having a facing on the outer peripheral portion, and a window hole formed at a position corresponding to the window hole of the flange portion. a sub-plate disposed on the opposite side of the disc plate with respect to the flange portion; a stopper pin connecting the sub-plate and the disc plate; and a stopper pin disposed between the flange portion and the disc plate. a first friction material provided, a second friction material provided between the flange portion and the sub-plate on the opposite side to the first friction material; a thrust plate disposed between the thrust plate and the sub-plate; a disc spring disposed between the thrust plate and the sub-plate for biasing the second friction material toward the flange; A plurality of clutch hubs are arranged radially at predetermined intervals around the axis of the clutch hub, with the thickness direction thereof being oriented in the direction of rotation of the clutch hub, and the thickness direction thereof being oriented in the direction of the axis of the clutch hub. The thrust plate is characterized by a plate spring having one lengthwise end fixed to the sub-plate so as not to be relatively displaced in the direction, and the other end fixed to the thrust plate.

[Operations and Effects of the Invention] In the clutch disk of the present invention, firstly, the thrust plate is constantly biased in the axial direction of the clutch disk by the disc spring, and therefore the second friction material is applied to the flange portion by the thrust plate. As a result, the degree of pressure contact of the first friction material and the second friction material to the flange portion in the axial direction can be ensured.

Second, in the clutch disk of the present invention, one longitudinal end of the leaf spring is fixed to the sub-plate, and the other longitudinal end of the leaf spring is locked to the thrust plate. Also, the plane direction, or width direction, of the leaf spring is approximately parallel to the rotation direction of the clutch hub; Here, the leaf spring has strong rigidity in its surface direction, that is, in its width direction, so that one end and the other end of the leaf spring in the length direction do not undergo relative displacement in the rotational direction of the clutch disk.
Therefore, the thrust plate and the sub-plate are integrated in the direction of rotation of the clutch disk, and relative displacement between the thrust plate and the sub-plate in the direction of rotation is prevented.

Further, in the clutch disk of the present invention, the thickness direction of the leaf spring is oriented in the axial direction of the clutch hub. Here, the leaf spring has flexibility and spring force in its thickness direction. Therefore, even if relative displacement or play occurs between the thrust plate and the sub-plate in the axial direction of the clutch disk due to wear of the first friction material and the second friction material, the leaf spring It can be deflected and followed in the direction.
Therefore, due to the following, the engagement between the other end of the leaf spring and the thrust plate can be maintained. Therefore, the integrity of the thrust plate and subplate in the direction of rotation is maintained.

Therefore, in the present invention, it is possible to integrate the thrust plate and the sub-plate in the axial direction and rotational direction, and a gap is generated in the axial direction and rotational direction between the torque transmission path between the facing of the disc plate and the clutch hub. It is advantageous for prevention. Therefore, as shown in FIG. 8, a rising portion P2 can be obtained in the "torsion angle-torque" curve from when the twist angle is 0.

[Examples] Hereinafter, the present invention will be made more clear by describing examples of the present invention based on the accompanying drawings.

(Configuration of Embodiment) FIGS. 1 to 4 show a clutch disk C as an embodiment of the present invention. In these figures, a clutch hub 10 has a spline 101 formed in its center, and the spline 101 The clutch hub 10 can rotate integrally with a rotating shaft (not shown) that engages with the clutch hub 10. A radially extending flange portion 102 is integrally formed on the clutch hub 10, and a total of six window holes 103, 104, and 105, two each having different sizes, are formed in the flange portion 102. . And these window holes 103, 10
Three types of coil springs 11, 12, and 13 having different spring forces that act as dampers are attached to the coil springs 4 and 105, respectively.

As shown in FIG. 2, a ring-shaped first friction plate 14 and a second friction plate 15 are provided on both sides of the flange portion 102.
are disk plate 16 and thrust plate 17
They are each held in place by. The disk plate 16 has a thin plate shape, and a plurality of small holes 161 are bored in the outer circumference thereof. Further, another thin ring-shaped cushion plate 19 is fixed to each of these small holes 161 by crimping and fixing a rivet 18 thereto. The outer diameter of the cushion plate 19 is larger than the outer diameter of the disk plate 16, and a corrugated portion 191 is formed on the outer periphery of the plate 19 to serve as a cushion. Ring-shaped clutch facings 21 and 22 made of a friction material are fixed to both sides of the plate 19 by caulking a plurality of rivets 23.

The thrust plate 17 includes a first friction plate 14,
It makes the surface pressure acting on the second friction plate 15 uniform, and the first friction plate 14 and the second friction plate 15
It is formed into a thin plate ring shape similar to the above. Here, the first friction plate 14 and the second friction plate 15 are such that the rotational force from the engine side or the transmission is applied to the first friction plate 14 and the second friction plate 15.
15, the end face becomes the flange portion 102.
and disk plate 16, thrust plate 1
It is inserted in order to generate a predetermined hysteresis by friction with 7, and also to absorb various noises.

The thrust plate 17 has a plurality of claws 1 (three in this embodiment as shown in FIG. 1) on its inner circumference.
71 is formed. On the right side of the thrust plate 17, a thin plate ring-shaped disc spring 17A similar to the first friction plate 14 and the second friction plate 15 is disposed. Furthermore, a sub-plate 24 having a shape similar to the disc plate 16 is disposed on the right side of the disc spring 17A.
Three small holes 241 are bored in the outer periphery of the disc plate 16, and a small hole 16 is formed in a location corresponding to the disk plate 16.
2 is drilled. Both ends of the stopper pin 25 are inserted into the small holes 241 and 162 and fixed by caulking. Therefore, both plates 16 and 27 are structurally integrated and rotate together. In this case, since the cutout recess 106 is provided in the outer circumference of the flange portion 102, the stopper pin 25 will not interfere with the flange portion 102.

Furthermore, window holes 242, 243, 244 are formed in the sub-plate 24 at locations corresponding to the positions of the six coil springs 11, 12, 13, two each as described above. On the other hand, the disk plate 16 described above also has six coil springs 11, 12, 1.
Window holes 163, 164,
165 is formed. And these window holes 2
42,243,244;163,164,165
are formed in such a size that the outer peripheries of the coil springs 11, 12, 13 can protrude slightly in the horizontal direction on the paper surface of FIG. It is supported so that it does not come off.

Now, the main configuration will be explained. On the right side of the sub-plate 24 in FIG. 2, three leaf springs 26 (see FIG. 1) are arranged at equal positions. The leaf spring 26 has a rectangular shape and its thickness is equal to that of the sub-plate 24.
It is thinner and is installed in a slightly bent state when viewed from the side as shown in Figure 2. Therefore, as shown in FIG. 2, the thickness direction of the leaf spring 26 is in the axial direction of the clutch hub 10. In this example,
As shown in FIG. 1, the plane direction, that is, the width direction of the leaf spring 26 is along the rotational direction of the clutch hub 10, and is therefore parallel to the rotational direction.

The plate spring 26 is attached by caulking the outer end of the plate spring 26, that is, one end 26G, to the sub-plate 24 using a rivet 26A. A notch-shaped recess 261 (see FIG. 4) is formed at the inner end, that is, the other end 26H of the leaf spring 26. This recess 261 has two inclined surfaces 172 of the claw portion 171 of the thrust plate 17.
are always in contact and locked.

That is, in this embodiment, one end 26G of the leaf spring 26 is fixed by a rivet 26A, while the other end 26H of the leaf spring 26 is attached to the inclined surface of the thrust plate 17 as shown in FIGS. 172, that is, it is always in a locked state.

The reason for this constant contact and constant locking is as follows. That is, the spring force of the leaf spring 26 is generated in the thickness direction and goes in the direction of arrow A in FIG.
This is because the end portion where the concave portion 261 of No. 6 is located, that is, the other end 26H, is biased in the direction of the flange portion 102, that is, in the direction of arrow A in FIGS. 2 and 3, using the rivet 26A as a fulcrum.

Therefore, even if the thrust plate 17 is relatively displaced in the axial direction of the clutch disk, the leaf spring 26 can easily follow the relative displacement. Therefore, as shown in FIG. 4, the slope 261a of the other end 26H of the leaf spring 26 and the thrust plate 17
The engagement of the claw portion 171 with the inclined surface 172 is always maintained.

Further, in this embodiment, the surfaces of the first friction plate 14 and the second friction plate 15 are subjected to a constant pressing force in the direction of the flange portion 102 of the hub 10 due to the strong biasing force of the disc spring 17A. In this case, the second friction plate 15 is pressed in the A direction, but the first friction plate 14 is pressed in the opposite direction to the A direction as a reaction. The biasing force of the disc spring 17A is generated by the sub-plate 24 being caulked and fixed to the disk plate 16 by the stopper pin 25. In addition, in this embodiment, as shown in FIG.
7A is also formed with notches 245, 175 through which the base of the claw portion 171 can pass.
45, 175 and the slope 172 of the claw portion 171 are not in contact with each other, and a gap always exists.

(Effects of Embodiment) As explained above, in this embodiment, when the surfaces of the first friction plate 14 and the second friction plate 15 are worn out, the thrust plate is moved by the spring force of the disc spring 17A according to the amount of wear. 17 follows the direction A, the surfaces of the first friction plate 14 and the second friction plate 15 come into pressure contact with the flange portion 102, and the required pressure contact force and required friction can be ensured.

Further, in this embodiment, one end 26G of the leaf spring 26 in the length direction is fixed to the sub-plate 24, and the other end 26H of the leaf spring 26 in the length direction is locked to the claw portion 171 of the thrust plate 17. There is. Further, the width direction of the leaf spring 26 is in the direction of rotation of the clutch hub 10. Here, since the leaf spring 26 has strong rigidity in its surface direction, that is, in its width direction, the one end 26G and the other end 26H of the leaf spring 26 in the length direction are prevented from relative displacement in the rotational direction of the clutch disk. Therefore, in the direction of rotation of the clutch disk, the thrust plate 17 and the sub-plate 2
4 are integrated. Therefore, unlike the conventional clutch disk shown in FIG. 9, relative displacement between the thrust plate 17 and the sub-plate 24 in the rotational direction is prevented.

Furthermore, in this embodiment, the thickness direction of the leaf spring 26 is oriented in the axial direction of the clutch hub 10.
Here, the leaf spring 26 has flexibility, followability, and spring force in its thickness direction (direction of arrow A in FIG. 2). Therefore, even if a relative displacement occurs between the thrust plate 17 and the sub-plate 24 in the axial direction of the clutch disk due to wear of the first friction material 14 and the second friction material 15, the leaf spring 26 It can bend in the axial direction and follow the direction of arrow A. Therefore, due to the following, as shown in FIG.
The engagement with the inclined surface 172 is reliably maintained. Therefore, the integrity of thrust plate 17 and sub-plate 24 in the rotational direction is maintained.

Therefore, in this embodiment, there is no play in the rotational direction, and in the torque-torsion angle characteristics shown in FIG. can be obtained. Further, after passing through the rising portion P2, as in the conventional device shown in FIG. Since friction occurs at , the torque-torsion angle characteristic shown at P3 in FIG. 8, which is mainly caused by the frictional properties of the friction material 15, is obtained. Further, when the sub-plate 24 rotates back and the torsion angle approaches 0, the characteristic indicated by P5 in FIG. 8 is obtained, which is mainly caused by the frictional properties of the friction material 15, as in the case of P3. Furthermore, even when the sub-plate 24 moves from the torsion angle of 0 to the negative direction, a falling portion as shown at P7 in FIG. 8 is obtained, and thereafter, as the torsion angle increases, the friction of the friction material 15 decreases. The characteristic shown by P8 in FIG. 8, which is mainly caused by the characteristics, is obtained.

(Operation) In this configuration, when the rotational force from the engine is transmitted to the clutch facings 21 and 22 via the flywheel (not shown), the rotational force is transmitted from the cushion plate 19 to the disk plate 1.
6, stopper pin 25, sub plate 24 → disc spring 17A → thrust plate 17 → friction plate 14,
15→coil springs 11, 12, 13→clutch hub 10, and are transmitted to the transmission via a rotating shaft (not shown).

When the engine brake is activated, the rotational force from the clutch hub 10 side is applied to the cushion plate 19 and facing 2 in the reverse order to the above.
1 and 22 are turned.

(Other Embodiments) In the above embodiment, one end 2 of the leaf spring 26
6G is fixed to the sub-plate 24 by the rivet 26A, but instead of this, one end 26G may be fixed to the stopper pin 25. In this case, one end 26G is further extended in the length direction of the leaf spring 26 and fixed together with the sub-plate 24 by the stopper pin 25.

FIGS. 5 and 6 show modified examples of fixing means for one end 26G of the leaf spring 26. FIG. In the example of Fig. 5, the leaf spring 2
A bending part 262 is provided at one end 26G of the bending part 2.
62 is engaged with the notch 245 of the sub-plate 24. Here, as shown in FIG.
An inclined surface 262a is formed on the end surface of the bent portion 262 of No. 6, and the inclined surface 262a is configured to constantly abut and lock against the wall surface of the notch 245 by the spring force of the leaf spring 26. Therefore, since the movement in the direction B in FIG. 6 is regulated, rocking backlash of the leaf spring 26 in the direction perpendicular to the plane of the paper in FIG. 5 is reliably prevented. As a result, one end 2 of the leaf spring 26
6G is securely fixed to the sub-plate 24 by fixing means using the rivet 26A and locking means using the bent portion 262. Also in this example, since the other end 26H of the leaf spring 26 does not rotate, the same effects as in the previous embodiment can be obtained.

In the modified example shown in FIG. 6, the bent portion 262 is formed with an inclined surface 262a, but conversely, the notch 245 is formed with an inclined surface and the bent portion 262 is formed with an inclined surface 262a.
The end face may be straight. This point also applies to the inclined surfaces 172 and 261a in FIGS. 3 and 4.

[Effects of the Invention] According to the clutch disk of the present invention, the required pressing force between the first friction material and the second friction material can be secured by the biasing force of the disc spring, and furthermore, the width direction of the leaf spring is aligned with the clutch hub. So in the direction of rotation. Here, since the leaf spring has strong rigidity in its width direction, one end and the other end of the leaf spring in the length direction are prevented from relative displacement in the rotational direction of the clutch disk.

Therefore, the thrust plate and the sub-plate are integrated in the direction of rotation of the clutch disk, and relative displacement between the thrust plate and the sub-plate in the direction of rotation is prevented. Therefore, so-called backlash is eliminated, and in the torque-torsion angle characteristics shown in FIG. 8, a rising portion P2 where the torque rises when the twist angle is 0 can be obtained. After passing through the rising portion P2, friction occurs between the friction material with a large friction coefficient and the flange of the clutch hub, or between the friction material and the thrust plate, as in the conventional device shown in FIG. The characteristics indicated by P3 in FIG. 8, which are mainly caused by the frictional characteristics of the material, are obtained.

Further, in the clutch disk of the present invention, the thickness direction of the leaf spring is oriented in the axial direction of the clutch hub. Here, the leaf spring has flexibility and spring force in its thickness direction, so even if a relative displacement occurs between the thrust plate and the sub-plate in the axial direction of the clutch disk, the leaf spring will not bend in the axial direction. Can follow. Therefore, due to the following, the engagement between the other end of the leaf spring and the thrust plate is maintained. In this sense as well, the integrity of the thrust plate and sub-plate in the rotational direction is maintained.

[Brief explanation of drawings]

FIG. 1 is a partially cutaway front view of a clutch disk C according to an embodiment of the present invention, and FIG. 2 is a -0-
3 is an enlarged cross-sectional view taken along the - line in FIG. 2, FIG. 4 is an enlarged view of the portion shown in FIG. 1, and FIG. 5 is a portion similar to FIG. 2 showing a modified example. A cross-sectional view, FIG. 6 is a cross-sectional view taken along the - line in FIG.
The figure is a curve diagram schematically showing the "torsion angle-torque" characteristic of the conventional clutch disk, and FIG. 8 is the "torsion angle-torque" characteristic of the clutch disk of the present invention.
FIG. 3 is a curve diagram schematically showing an outline of characteristics. 9 and 10 show the main parts of a conventional clutch disk, FIG. 9 is a configuration diagram before rotation, and FIG.
Figure 0 is a configuration diagram in a state where the sub-plate has been rotated by the required amount. 10...clutch hub, 11, 12, 13...
Coil spring, 14, 15...Friction plate, 16
... Disk plate, 17 ... Thrust plate, 17A ... Belleville spring, 19 ... Cushion plate, 24 ... Sub plate, 26 ... Leaf spring,
171...claw portion, 172, 261a...slanted surface.

Claims (1)

[Claims] 1. A clutch hub that is fitted onto a rotating shaft, a radially extending flange portion of the clutch hub that has a plurality of window holes in which damper members are disposed, and a position corresponding to the window hole of the flange portion. a disk plate having a window hole formed therein and a facing on the outer periphery; a window hole formed at a position corresponding to the window hole of the flange portion and disposed on the opposite side of the disk plate with respect to the flange portion; a sub-plate, a stopper pin connecting the sub-plate and the disk plate, a first friction material disposed between the flange portion and the disk plate, and a first friction material opposite to the first friction material; a second friction material disposed between the flange portion and the sub-plate on the side; a thrust plate disposed between the second friction material and the sub-plate; a disc spring disposed between the sub-plate and biasing the second friction material toward the flange portion; A plurality of clutch hubs are arranged radially around the axis of the clutch hub at predetermined intervals, and one lengthwise end is fixed to the sub-plate so that the other lengthwise end is not relatively displaced in the rotational direction. and a leaf spring whose other end is locked to the thrust plate.