JP7303230B2 - Transmission with dynamic damper and torque converter - Google Patents

Description

A dynamic damper is attached to a transmission device, particularly a power transmission path capable of transmitting power from an input rotor to an output rotor, and the dynamic damper rotates relative to a transmission rotating member constituting a part of the power transmission path. The present invention relates to a transmission with a dynamic damper having an inertia rotor and a dynamic damper spring capable of connecting the transmission rotating member and the inertia rotor, and a torque converter equipped with the transmission.

In the present invention and this specification, the term "radial direction" refers to the radial direction of an arc centered on the rotation axis of the rotary transmission member (the intermediate rotor in the embodiment), and the term "circumferential direction" Likewise, the term "axial direction" refers to the direction along the axis of rotation.

The above-described transmission device with a dynamic damper is conventionally known as disclosed in Patent Document 1, for example. In this patent document 1, the transmission device for mechanical transmission is incorporated in a torque converter capable of switching between fluid transmission and mechanical transmission by means of a lockup clutch.

JP 2018-141499 A

In the transmission device of Patent Document 1, a pair of retaining plates that have spring bearings for the dynamic damper springs and retain the dynamic damper springs therebetween are provided separately from the inertia rotating body. The engagement between the notch-shaped stopper concave portion provided in the inner peripheral portion and the stopper collar fitted to the rivet connecting the two holding plates defines the relative rotation limit of the inertial rotator with respect to the holding plate.

In such a structure of the stopper mechanism, the engagement between the stopper collar and the stopper recessed portion becomes line contact, and the contact surface pressure increases. There is a concern that the contact portion (for example, the stopper collar and the rivet that supports it) will be worn out and damaged early due to the increased load bearing on the contact portion.

In addition, since the stopper concave portion is located on the inner peripheral portion of the inertia rotator, torque is delivered at a portion radially inward of the inertia rotator with respect to the stopper collar. is further increased, and the above concerns become even greater.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a transmission device with a dynamic damper and a torque converter equipped with such a transmission device, which can solve the above-mentioned problems of conventional devices with a simple structure. do.

In order to achieve the above object, the present invention provides a power transmission rotation system in which a dynamic damper is attached to a power transmission path capable of transmitting power from an input rotor to an output rotor, and the dynamic damper constitutes a part of the power transmission path. In a transmission device with a dynamic damper, which includes an inertial rotating body rotatable relative to a member, and a dynamic damper spring capable of connecting the transmission rotating member and the inertial rotating body, the inertial rotating body is the dynamic damper. A pair of holding plates having a spring bearing for the spring and holding the dynamic damper spring therebetween, and a stopper projection on either one of the opposing surfaces of at least one of the holding plates and the transmission rotary member. and either one of them is provided with a stopper recess that can be engaged with the stopper projection, and the engagement defines the relative rotation limit of the inertia rotor with respect to the transmission rotation member. This is the first feature.

Further, in addition to the first characteristic, the present invention is characterized in that an inertia weight is coupled to the outer peripheral portion of the at least one holding plate via a plurality of couplings arranged at intervals in the circumferential direction, and the at least one A plurality of stopper recesses are formed on the inner surface of the outer peripheral portion of one of the holding plates at positions avoiding the couplers in the circumferential direction. A second feature is that the stopper protrusion is provided.

In addition to the first or second feature, the present invention has a third feature that the coupler and the tip of the stopper protrusion are arranged on a virtual circle concentric with the transmission rotary member. do.

Further, according to the present invention, in addition to any one of the first to third features, the transmission rotary member has a plurality of through holes for respectively accommodating the plurality of dynamic damper springs, and between the pair of holding plates. A plurality of stopper protrusions are slidably sandwiched and provided on an outer peripheral portion of the transmission rotary member at the same circumferential position as at least a part of the through holes, and correspond to the plurality of stopper protrusions, respectively. A plurality of stopper recesses are formed on the inner surface of the outer peripheral portion of at least one of the holding plates, and the through holes and the corresponding stopper protrusions partially overlap each other in radial positions. Characterized by

Further, according to the present invention, in addition to any one of the first to fourth features, a plurality of the stopper concave portions and the stopper convex portions are arranged at intervals in the circumferential direction, and the bottom surface of the stopper concave portion and the A fifth feature is that the distal end surface of the stopper protrusion is slidably abutted, and the abutment positions the transmission rotary member and the inertia rotary member in the radial direction.

Further, according to the present invention, in addition to any one of the first to sixth features, the transmission rotary member is an intermediate rotary body arranged between the input rotary body and the output rotary body, and the intermediate rotary body and Sixth, a primary damper spring is interposed between the input rotors and a secondary damper spring is interposed between the intermediate rotor and the output rotor. characterized by

Further, in addition to the sixth feature, the present invention is characterized in that the primary damper spring and the secondary damper spring are arranged radially inward of the dynamic damper spring, centering on the center of rotation of the intermediate rotor. A seventh feature is that they are arranged on the same circumference.

The present invention also provides a torque converter capable of switching between fluid transmission and mechanical transmission by means of a lockup clutch, which incorporates a transmission device with a dynamic damper having any one of the first to seventh features for the mechanical transmission. The eighth feature is that

According to a first feature of the present invention, the inertial rotor has a pair of holding plates that have spring bearings for the dynamic damper springs and hold the dynamic damper springs therebetween, and at least one of the holding plates and the transmission A stopper protrusion is provided on either one of the opposing surfaces facing the rotating member, and a stopper recess that can be engaged with the stopper protrusion is provided on the other of the surfaces. Since the relative rotation limit of the inertia rotor with respect to the member is defined, when excessive torque is input to the dynamic damper, the torque is transferred by direct contact (thus surface contact) between the holding plate and the transmission rotating member. , the load burden on the contact portion (stopper mechanism) is reduced, and early wear and damage can be effectively suppressed.

According to the second feature, the inertia weight is coupled to the outer peripheral portion of at least one of the holding plates via a plurality of couplings arranged at intervals in the circumferential direction, and the at least one of the holding plates is A plurality of stopper recesses are formed on the inner surface of the outer peripheral portion at positions avoiding the couplings in the circumferential direction. In other words, it is possible to transfer torque between the stopper concave portion and the stopper convex portion, which are located on the outer side in the radial direction of the inertial rotating body), further reducing the load burden on the contact portion between them, and premature wear of the contact portion. and damage can be more effectively suppressed.

According to the third feature, since the coupler and the tip of the stopper protrusion are arranged on a virtual circle concentric with the transmission rotary member, the stopper protrusion avoids interference with the coupler. However, it is possible to arrange the radial position at the maximum outer side. As a result, the contact portion between the stopper protrusion and the stopper recess (that is, the torque transfer portion) can be arranged further radially outward, so that the load on the contact portion can be further reduced in relation to the lever ratio, and the contact portion can be opened at an early stage. It is possible to more effectively suppress the wear and damage of

According to the fourth feature, the transmission rotary member has a plurality of through holes for accommodating a plurality of dynamic damper springs, respectively, and is slidably sandwiched between a pair of holding plates, and the through holes and the circumferential direction. A plurality of stopper protrusions are provided at the same position on the outer peripheral portion of the transmission rotary member, and the through holes and the corresponding stopper protrusions partially overlap each other in radial positions, so that the transmission rotary member is provided with the above-described stopper protrusions. Even if the through hole is specially provided, it is possible to sufficiently ensure the radial thickness of the portion of the rotary transmission member radially outside the through hole at the tip of the stopper projection. As a result, the dynamic damper spring can be arranged radially outward as much as possible by using the stopper projection without increasing the diameter of the rotating transmission member, which contributes to the reduction in the size of the apparatus in the radial direction. can.

According to the fifth feature, a plurality of stopper recesses and stopper protrusions are arranged at intervals in the circumferential direction, and the bottom surfaces of the stopper recesses and the tip surfaces of the stopper protrusions are slidably abutted. , the contact causes the transmission rotary member and the inertia rotary member to be positioned in the radial direction. It is possible to position the device in the radial direction with respect to the other, and no special member or space for the positioning is required.

According to the sixth feature, the transmission rotary member is an intermediate rotary member disposed between the input rotary member and the output rotary member, and a primary damper spring connecting the intermediate rotary member and the input rotary member is provided between the intermediate rotary member and the input rotary member. is interposed between the intermediate rotor and the output rotor, and a secondary damper spring is interposed between the intermediate rotor and the output rotor. It also serves as a spring receiving means for and can contribute to the simplification of the structure of the device.

According to the seventh feature, the primary damper spring and the secondary damper spring are arranged radially inward of the dynamic damper spring on the same circumference around the center of rotation of the intermediate rotor. Therefore, the primary damper spring and the secondary damper spring can be compactly arranged radially inward of the dynamic damper spring, which contributes to the radial miniaturization of the device.

According to the eighth feature, the torque converter capable of switching between fluid transmission and mechanical transmission by means of a lockup clutch incorporates a transmission device with a dynamic damper that exhibits the effects of each of the above features for mechanical transmission. It can contribute to structural simplification, weight reduction, miniaturization, and cost reduction of a torque converter including a transmission with a dynamic damper.

FIG. 2 is a vertical cross-sectional view of a torque converter incorporating a transmission with a dynamic damper according to the first embodiment of the present invention (enlarged cross-sectional view taken along line 1-1 in FIG. 2). Cross-sectional view of the main part of the transmission device seen in the direction of arrow 2-2 in FIG. (A) is an enlarged cross-sectional view along line 3A-3A in FIG. 2, and (B) is an enlarged cross-sectional view along line 3B-3B in FIG. Principal part perspective view showing the first holding plate alone FIG. 3 is an enlarged cross-sectional view (a cross-sectional view corresponding to the arrow 5A in FIG. 2) showing the main parts of the transmission device, particularly the supporting parts of the primary and secondary damper springs and the dynamic damper spring, of which (A) is the second 1 embodiment and (B) shows a second embodiment 1 is a side view of a main part showing how the operation of each part of the transmission device changes during acceleration, where (1) shows a state in which the intermediate rotor is in a neutral position with respect to the input rotor and the output rotor, and (2) shows (3) shows a state in which the intermediate rotor reaches the relative rotation limit with respect to the output rotor (that is, the second stopper mechanism operates as a stopper) and the elastic deformation of the secondary damper spring is completed. This shows the state in which the elastic deformation of the primary damper spring has ended when the relative rotation limit has been reached with respect to the rotating body (that is, the first stopper mechanism operates as a stopper). 6(1) is a side view of the main part showing how the operation of each part of the transmission device changes during deceleration; (3) shows a state in which the elastic deformation of the secondary damper spring has ended when the rotating body reaches the relative rotation limit with respect to the intermediate rotating body (that is, the first stopper mechanism operates as a stopper). (4) indicates a state in which the elastic deformation of the secondary damper spring has ended when the relative rotation limit is reached with respect to the body (that is, the second stopper mechanism operates as a stopper). Indicates a state in which the deceleration torque has further increased while the relative rotation to FIG. 8 is a characteristic diagram of an embodiment in which the relative rotation angle of the input rotor with respect to the output rotor is plotted on the horizontal axis and the torque received by the input rotor is plotted on the vertical axis, and is a small characteristic diagram showing each state in FIGS. (However, the dotted line in FIG. 8 represents a comparative example in which the relative rotation limit angle during acceleration and the relative rotation limit angle during deceleration are set to be the same between the intermediate rotor and the output rotor. , showing a characteristic part different from the embodiment) A cross-sectional view of the main part of the transmission device according to the third embodiment (a cross-sectional view corresponding to the arrow 5A in FIG. 2)

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described based on the accompanying drawings.

First, the first embodiment will be described with reference to FIGS. 1 and 2. FIG. In FIG. 1, a torque converter TC with a lockup mechanism is arranged between a pump impeller 11, a turbine runner 12 arranged opposite to the pump impeller 11, and inner peripheral portions of the pump impeller 11 and the turbine runner 12. Between the pump impeller 11 , the turbine runner 12 and the stator 13 , a circulation circuit 15 for circulating working oil is formed as indicated by an arrow 14 .

As will be described later, the torque converter TC is configured to be capable of switching between fluid transmission and mechanical transmission based on switching between disengagement and engagement of the lockup clutch L. In particular, the transmission device T according to the present invention performs mechanical transmission. It has become. In this specification, first, an example structure for fluid transmission will be described.

The pump impeller 11 includes a bowl-shaped pump shell 16, a plurality of pump blades 17 provided on the inner surface of the pump shell 16, a pump core ring 18 connecting the pump blades 17, and an inner peripheral portion of the pump shell 16. It has a pump hub 19 which is fixed to it, for example by welding. An oil pump (not shown) that supplies working oil to the torque converter TC is interlocked and connected to the pump hub 19 .

A bowl-shaped transmission cover 20 that covers the turbine runner 12 from the outside is welded to the outer peripheral portion of the pump shell 16. A boss 21 is fixed to the outer peripheral portion of the transmission cover 20, and the boss 21 has a drive shaft. Plate 22 is fastened. A crankshaft 23 of a vehicle engine E is coaxially fastened to the driving plate 22 , so that the pump impeller 11 receives rotational power from the vehicle engine E. As shown in FIG.

The turbine runner 12 has a bowl-shaped turbine shell 24 , a plurality of turbine blades 25 provided on the inner surface of the turbine shell 24 , and a turbine core ring 26 connecting the turbine blades 25 . The inner peripheral portion of the turbine shell 24 is coupled to the output hub 29 via a ring plate-shaped output rotor 80 which will be described later.

The output shaft 27, which transmits rotational power from the vehicle engine E to a transmission (not shown), has an oil passage 100 running through its center. is connected to a hydraulic control circuit (not shown) capable of controlling the supply and discharge of the operating hydraulic pressure to the oil passage 100 . The distal end of the output shaft 27 is received in a bottomed cylindrical support cylinder 20a connected to the center of the transmission cover 20 with an annular gap 49 therebetween. Always communicated.

An output hub 29 separated from the pump hub 19 and welded to the inner periphery of the output rotor 80 is spline-fitted to the outer periphery of the output shaft 27 and is adjacent to the side surface of the output hub 29 via the needle thrust bearing 30 . An annular cover hub 44 is rotatably fitted and supported via a bearing bush 47 . The bearing bush 47 is fixed (for example, press-fitted) to the inner circumference of the cover hub 44 .

The cover hub 44 has a plurality of radially extending oil grooves 44 a on its outer surface, and the outer peripheral end of the outer surface is welded to the inner surface of the inner peripheral portion of the transmission cover 20 . Therefore, the tip of the output shaft 27 is rotatably supported by the transmission cover 20 via the bearing bush 47 and the cover hub 44 .

The stator 13 includes a stator hub 31 arranged between the pump hub 19 and the output hub 29, a plurality of stator blades 32 provided on the outer circumference of the stator hub 31, and a stator core ring 33 connecting the outer circumferences of the stator blades 32. have. A thrust bearing 34 is interposed between the pump hub 19 and the stator hub 31 , and a thrust bearing 35 is interposed between the output hub 29 (directly the turbine shell 24 ) and the stator hub 31 .

A one-way clutch 37 is interposed between the stator hub 31 and a stator shaft 36 that rotatably surrounds the output shaft 27 that rotates with the output hub 29. The stator shaft 36 is connected to a transmission case (not shown). supported non-rotatably. A clutch chamber 38 communicating with the circulation circuit 15 is formed between the transmission cover 20 and the turbine shell 24 . The clutch chamber 38 has a lockup clutch L that receives the rotational power of the transmission cover 20 on the input side, and a power transmission path 46 that can mechanically transmit power between the output side of the lockup clutch L and the output shaft 27 . A transmission T with a damper function is provided.

The lockup clutch L is axially slidable and oil-tightly fitted to and supported by the cover hub 44, and is fixed (welded) to the inner surface of the transmission cover 20 by the clutch piston 43, which is adjacent to and faces the inner surface of the transmission cover 20. ), a clutch inner Li concentrically surrounded by the clutch outer Lo and fixed to an input rotor 60 described later, and a friction coupling mechanism Lm interposed between the clutch outer Lo and the clutch inner Li. Prepare. The outer peripheral portion of the clutch piston 43 is axially slidably and oil-tightly fitted to the inner peripheral surface of the clutch outer Lo.

The friction coupling mechanism Lm includes a plurality of friction plates and pressure receiving plates which are supported by the clutch outer Lo so as to be non-rotatable relative to each other and axially slidable within a predetermined limited range, as in a conventional multi-plate friction clutch mechanism. , and a plurality of friction plates supported by the clutch inner Li so as to be non-rotatable and slidable in the axial direction. Then, by moving the clutch piston 43 toward the clutch-on side, that is, toward the friction coupling mechanism Lm (to the right in FIG. 1), the friction plates are brought into pressure contact with each other, and the lock-up clutch L is connected. is moved to the side opposite to the above, that is, to the clutch-off side (to the left in FIG. 1), the pressure contact force between the friction plates is released, and the lockup clutch L is disengaged.

Note that the lockup clutch L is not limited to the multi-plate friction clutch as in the embodiment, and various friction clutches such as a single-plate friction clutch can also be implemented.

By the clutch piston 43, the clutch chamber 38 is divided into an inner chamber 38a located on the turbine runner 12 side and communicating with the circulation oil passage 15, and an outer chamber 38a located on the transmission cover 20 side and not communicating with the circulation oil passage 15. It is divided into a chamber 38b. The inner chamber 38a accommodates the friction coupling mechanism Lm and the transmission device T with a damper function.

On the other hand, the outer chamber 38b functions as a pressure receiving chamber for the clutch piston 43, and when clutch operating oil is introduced therein from a hydraulic control device (not shown) through the oil passage 100, the annular gap 49 and the oil groove 44a, The hydraulic oil can drive and hold the clutch piston 43 to the clutch-on side, and when the clutch hydraulic oil is discharged from the outer chamber 38b (clutch pressure receiving chamber), the clutch piston 43 is moved by the hydraulic pressure in the inner chamber 38a. It becomes possible to retreat to the clutch-off side by being pushed.

An inlet oil passage 101 is defined between the output shaft 27 and the stator shaft 36 , and the inlet oil passage 101 extends from a lateral hole of the stator shaft 36 to spline fit between the stator shaft 36 and the inner portion of the one-way clutch 37 . It communicates with the circulation oil passage 15 and the inner peripheral portions of the inner chamber 38a via the joining portion (especially the toothless portion of the spline). On the other hand, an outlet oil passage 102 is defined between the pump hub 19 and the stator shaft 36 to communicate with the inner peripheral portion of the circulation circuit 15 . The inlet oil passage 101 and the outlet oil passage 102 are connected to an oil circulation system (not shown). The oil continues to flow back to the oil passage 102, and the inner chamber 38a and the circulation circuit 15 are always filled with oil.

For example, when the vehicle engine E is idling or in a very low speed operating range, the clutch operating oil is not supplied to the outer chamber 38b (clutch pressure receiving chamber), and the clutch piston 43 is on the clutch off side. Therefore, the friction plates of the friction coupling mechanism Lm are in a non-pressing state in which they can rotate relative to each other, and the lockup clutch L is in a non-connected state. In this state, relative rotation of the pump impeller 11 and the turbine runner 12 is permitted, and the pump impeller 11 is rotationally driven by the vehicle engine E, causing the hydraulic oil in the circulation circuit 15 to flow as indicated by an arrow 14. Then, the pump impeller 11, turbine runner 12, and stator 13 circulate in the circulation circuit 15 in this order, and the rotational torque of the pump impeller 11 is transmitted to the output shaft 27 via the turbine runner 12, the output rotor 80, and the output hub 29. be.

On the other hand, when torque is amplified between the pump impeller 11 and the turbine runner 12 , the stator 13 bears the reaction force associated therewith, and the stator 13 is fixed by the locking action of the one-way clutch 37 . When the torque amplifying action is finished, the stator 13 rotates in the same direction together with the pump impeller 11 and the turbine runner 12 while the one-way clutch 37 is idling due to the reversal of the direction of the torque received by the stator 13 .

When the torque converter TC enters the coupling state or approaches the coupling state in this way, a hydraulic control circuit (not shown) that operates based on the output of a sensor that detects this state outputs clutch operating oil. It is introduced into the outer chamber 38b (clutch pressure receiving chamber) through the oil passage 100 in the output shaft 27 and the like. As a result, the clutch piston 43 is pushed away from the transmission cover 20 (that is, the clutch-on side) to switch the friction coupling mechanism Lm to the friction coupling state, and the lockup clutch L is brought into the connected state.

When the lockup clutch L is engaged, the rotational power transmitted from the vehicle engine E to the transmission cover 20 is transmitted from the lockup clutch L through the transmission device T with a damper function in the clutch chamber 38 (inner chamber 38a). It is mechanically transmitted to the output shaft 27 .

In the power transmission path 46, the transmission device T includes an input rotor 60 fixed to the clutch inner Li, and an intermediate rotor 70 connected to the input rotor 60 via a primary damper spring S1. , and an output rotor 80 connected to the intermediate rotor 70 via a secondary damper spring S2. The intermediate rotating body 70 is an example of a transmission rotating member.

Thus, the input rotor 60, the intermediate rotor 70 and the output rotor 80 are arranged concentrically with respect to the output shaft 27 and configured to be rotatable relative to each other. The first and second damper springs S1 and S2 are alternately arranged on the same imaginary circle centered on the axis of the output shaft 27 (and concentric with the intermediate rotor 70).

The input rotor 60 includes first and second support plates 61 and 62 that sandwich an intermediate rotor 70 formed in a ring plate shape so as to be rotatably slidable, and fixed together with a clutch inner Li (more specifically, a plurality of support plates 61 and 62). rivets 63). A cylindrical collar 64 that functions as a spacer between the first and second support plates 61 and 62 is fitted and fixed to each rivet 63 . In addition, it can move along the arc-shaped inner peripheral surface of the intermediate rotating body 70 .

The inner peripheral end portion of the first support plate 61 extends radially inward and is concentrically fitted to and supported by the outer periphery of the output hub 29 . In addition, radially intermediate portions of the first and second support plates 61 and 62 respectively have arcuate openings 61o and 62o extending in the circumferential direction. The radial inner and outer peripheral edge portions of the openings 61o and 62o are cut and raised axially outward. This constitutes holder portions 61h and 62h. Both circumferential inner edge portions of the openings 61o and 62o function as spring bearings 60s for abutting and supporting corresponding one end portions of the first and second damper springs S1 and S2.

A plurality of first spring receiving projections 71 are integrally formed on the inner peripheral portion of the intermediate rotor 70 at intervals in the circumferential direction so as to protrude radially inward. Both side end faces of each of the first spring receiving projections 71 in the circumferential direction serve as spring receivers 70s for abutting and supporting the corresponding other end portions of the primary damper spring S1 and the secondary damper spring S2. 70s is an example of the first spring receiving portion. A stopper protrusion 74 extending radially inward from the spring receiver 70s (therefore, the primary damper spring S1 and the secondary damper spring S2) is integrally connected to the tip of the first spring receiver protrusion 71. As shown in FIG.

In addition, on the inner peripheral portion of the intermediate rotating body 70 (more specifically, the root portion of the first spring bearing projection 71), a pair of A concave shaft receiving surface 73 is provided. By engaging the intermediate shaft portion 63m of the rivet 63 with the shaft portion receiving surface 73 via the collar 64, the relative rotation angle of the intermediate rotor 70 with respect to the input rotor 60 is regulated within a predetermined limited range. It is possible.

The shaft receiving surface 73, the intermediate shaft portion 63m of the rivet 63, and the collar 64 cooperate with each other to regulate the relative rotation angle of the intermediate rotor 70 with respect to the input rotor 60 to a specified value or less (that is, According to this first stopper mechanism ST1, excessive deformation of the primary damper spring S1 is suppressed during acceleration, and excessive deformation of the secondary damper spring S2 is restrained during deceleration. deformation is suppressed.

In the embodiment, a collar 64 functioning as a spacer is fitted and fixed to the intermediate shaft portion 63m of the rivet 63, and the intermediate shaft portion 63m is engaged with the shaft portion receiving surface 73 via the collar 64. However, the collar 64 may be omitted and the enlarged intermediate shaft portion 63m of the rivet 63 may be directly engaged with the shaft portion receiving surface 73 . Alternatively, instead of the collar 64, a roller may be rotatably fitted to and supported by the intermediate shaft portion 63m of the rivet 63.

Further, in the embodiment, the shaft portion receiving surface 73 is formed in a concave curved surface shape at the root portion (particularly, both circumferential side surfaces) of the first spring receiving projection 71, but the shape of the first spring receiving projection 71 may be different. Depending on the position, a shaft receiving surface independent of the first spring receiving projection 71 may be provided on the inner peripheral portion of the intermediate rotor 70 so as to be engageable with the collar 64 (intermediate shaft portion 63m).

The output hub 29 is fitted and fixed (for example, welded) to the inner peripheral portion of the output rotor 80 , and the intermediate portion near the inner peripheral end of the turbine shell 24 is fixed to the output rotor 80 with a plurality of rivets 53 . In addition, a plurality of second spring receiving projections 82 are integrally formed on the outer peripheral portion of the output rotor 80 at intervals in the circumferential direction so as to protrude radially outward. Both side end surfaces in the circumferential direction serve as spring bearings 80s for abutting and supporting the one ends of the primary damper spring S1 and the secondary damper spring S2. This spring bearing 80s is an example of a second spring bearing portion.

A radially outer end face of the second spring receiving projection 82 is formed in an arcuate shape in a side view, and some of the collars 64 are arranged so as to approach or abut each other in the radial direction with respect to the outer end face.

Further, on the outer peripheral portion of the output rotor 80, there is an engagement groove portion 83 that can be engaged with the stopper projection portion 74 at the tip of the first spring receiving projection 71 at an intermediate position between the second spring receiving projections 82 adjacent in the circumferential direction. It is formed. The engagement between the stopper protrusion 74 and the engaging groove 83 can regulate the relative rotation angle of the intermediate rotor 70 with respect to the output rotor 80 within a predetermined limited range (that is, define the relative rotation limit). .

The stopper protrusion 74 and the engagement groove 83 cooperate with each other to form a second stopper mechanism ST2 that regulates the relative rotation angle of the intermediate rotor 70 with respect to the output rotor 80 to a specified value or less. According to the second stopper mechanism ST2, excessive deformation of the secondary damper spring S2 is suppressed during acceleration, and excessive deformation of the primary damper spring S1 is suppressed during deceleration.

Further, the tip surface of the stopper protrusion 74 and the bottom surface of the engagement groove 83 are slidably abutted. The contact positions the output rotor 80 and the intermediate rotor 70 relative to each other in the radial direction, thus holding the intermediate rotor 70 rotatably and concentrically with respect to the output rotor 80 .

Further, as will be described later, the first and second stopper mechanisms ST1 and ST2 of the embodiment are limited to a limit angle of relative rotation between the input rotor 60 and the intermediate rotor 70 during acceleration, which is defined by the first stopper mechanism ST1. θa (see FIG. 6(1)) is set to be larger than the relative rotation limit angle θb (see FIG. 7(1)) between the output rotor 80 and the intermediate rotor 70 during deceleration. be.

By the way, the transmission device T with a damper function of the embodiment is provided with a dynamic damper DD interlockingly connected to the intermediate rotor 70 . The dynamic damper DD is connected to the outer circumference of the inertia rotor 40 via a plurality of joints (for example, rivets 48) arranged at intervals in the circumferential direction on the outer circumference of the inertia rotor 40. and a plurality of dynamic damper springs S3 interposed between the inertia rotor 40 and the intermediate rotor 70 and arranged at intervals in the circumferential direction. The dynamic damper spring S3 is arranged radially outward from the arrangement position of the primary damper spring S1 and the secondary damper spring S2 alternately arranged on the same circumference as described above.

In the embodiment, the inertia weight W is composed of a single annular ring body. You may In that case, there may be a gap between the weight elements adjacent in the circumferential direction, or the gap may be eliminated and the weight elements may be brought into direct contact with each other. Also, each weight element is coupled to the outer peripheral portion of the inertial rotor 40 via a coupling (for example, a rivet 48).

The inertia rotator 40 sandwiches the intermediate rotator 70 between them so as to be rotationally slidable, and the inner periphery of the inertia rotator 40 is rotatably concentrically fitted to the outer periphery of the first and second support plates 61 and 62 of the input rotator 60 . , second holding plates 41 and 42 . The outer peripheries of the first and second holding plates 41 and 42 are joined with a plurality of rivets 48 for fixing the inertia weight W in the embodiment. In addition, the inertia weight W may be connected independently between the first and second holding plates 41 and 42 .

The first and second holding plates 41 and 42 have a plurality of arcuate openings 41o and 42o extending in the circumferential direction of the inertial rotor 40 at intervals in the circumferential direction. The radial outer edges of the openings 41o and 42o are cut and raised axially outward to form spring holders 41h and 42h that hold the dynamic damper spring S3 from both sides.

Both circumferential inner edge portions of the respective openings 41o and 42o function as first spring receiving surfaces 40s for contacting and supporting the corresponding end portions of the dynamic damper spring S3. A plurality of arcuate through holes 70o for accommodating the dynamic damper springs S3 are provided in the intermediate rotor 70 corresponding to the openings 41o and 42o. It functions as a second spring bearing surface 72s that supports the corresponding ends of the spring S3.

The inner surface of the first holding plate 41 is formed with a plurality of radially inwardly directed stopper recesses So that can be engaged with the plurality of radially outwardly directed stopper projections St provided on the outer peripheral portion of the intermediate rotating body 70 . (for example, press molding). By directly engaging the stopper protrusion St with the stopper recess So, the relative rotation angle of the inertia rotor 40 with respect to the intermediate rotor 70 can be restricted within a predetermined limited range (that is, the relative rotation limit can be defined). be.

The stopper protrusion St and the stopper recess So cooperate with each other to form a third stopper mechanism ST3 as a stopper mechanism that regulates the relative rotation angle of the inertial rotor 40 with respect to the intermediate rotor 70 to a specified value or less. This suppresses excessive deformation of the dynamic damper spring S3.

Further, the stopper protrusion St of the embodiment is projected from the outer peripheral portion of the intermediate rotor 70 at the same position in the circumferential direction as the through hole 70o of the intermediate rotor 70 that accommodates the dynamic damper spring S3. Moreover, each through-hole 70o and the corresponding stopper protrusion St are arranged so that their radial positions partially overlap.

The stopper recess So is formed on the inner surface of the outer peripheral portion of the first holding plate 41 at a position that avoids the rivet 48 (therefore, the rivet joint portion of the first and second holding plates 41 and 42) in the circumferential direction. Moreover, the rivet 48 and the stopper projection St are arranged on a virtual circle 90 concentric with the intermediate rotor 70 .

The stopper recess So may be provided on the inner surface of the second holding plate 42 or may be provided so as to straddle both the first and second holding plates 41 and 42 .

In the embodiment, the bottom surface Sof of the stopper concave portion So and the tip end surface Stf of the stopper convex portion St are slidably in contact with each other. is positioned at The clearance between the bottom surface Sof of the stopper concave portion So and the tip end surface Stf of the stopper convex portion St may be set to a minimum sliding clearance within a range in which smooth relative sliding is possible between them. Alternatively, the clearance may be set to be somewhat wider within a range that allows accurate radial positioning between them.

According to the stopper mechanism ST3 of the dynamic damper DD described above, the following effects can be achieved. That is, one of the opposed surfaces of the first holding plate 41 and the intermediate rotor 70 is provided with a stopper projection St, and the other is provided with a stopper recess So that can be engaged with the stopper projection St. Since the engagement defines the relative rotation limit of the inertial rotor 40 with respect to the intermediate rotor 70, the direct contact between the first holding plate 41 and the intermediate rotor 70 is reduced when excessive torque is input to the dynamic damper DD. Torque is transferred by contact (thus surface contact), the load on the contact portion (stopper mechanism ST3) is reduced, and early wear and damage can be suppressed.

In addition, a plurality of inertia weights W are connected to the outer peripheral portion of the first holding plate 41 at intervals in the circumferential direction via rivets 48. , a plurality of stopper recesses So are formed at positions avoiding the rivets 48 (therefore, the rivet joints of the first and second holding plates 41 and 42). As a result, torque can be transferred between the stopper concave portion So located radially outwardly of the first holding plate 41 (that is, the inertial rotating body 40) and the stopper convex portion St directly engaged therewith. , the load burden on the contact portion between the stopper concave portion So and the stopper convex portion St can be further reduced, and early wear and damage of the contact portion can be more effectively suppressed.

Moreover, in the embodiment, since the rivet 48 and the tip of the stopper protrusion St are arranged on the virtual circle 90 concentric with the intermediate rotating body 70, the stopper protrusion St avoids interference with the rivet 48. However, it is possible to arrange the radial position at the maximum outer side. As a result, the contact portion (that is, the torque transfer portion) between the stopper protrusion St and the stopper recess So can be arranged further radially outward, thereby further reducing the load imposed on the contact portion.

Moreover, the intermediate rotating body 70 has a plurality of through holes 70o for respectively accommodating the dynamic damper springs S3, and is slidably sandwiched between the first and second holding plates 41 and 42. A plurality of stopper protrusions St are provided at the same position on the outer peripheral portion of the intermediate rotating body 70, and the through-hole 70o and the corresponding stopper protrusion St are arranged so that their radial positions partially overlap each other. . As a result, even if the through hole 70o is specially provided in the intermediate rotating body 70, the radial thickness of the portion of the intermediate rotating body 70 radially outside the through hole 70o is sufficiently increased at the tip of the stopper protrusion St. Therefore, the dynamic damper spring S3 can be arranged radially outward as much as possible using the stopper protrusion St without increasing the diameter of the intermediate rotor 70, and the device can be made compact in the radial direction. planned.

A plurality of stopper recesses So and stopper protrusions St are arranged at intervals in the circumferential direction. Due to the abutment, the intermediate rotor 70 and the inertia rotor 40 are radially positioned relative to each other. This makes it possible to position the intermediate rotor 70 and the inertia rotor 40 in the radial direction by utilizing the mutual engagement between the stopper concave portion So and the stopper convex portion St, eliminating the need for special members and space for positioning. As a result, the structure of the device can be simplified and the size can be reduced.

Further, the intermediate rotor 70 linked to the dynamic damper DD also serves as spring receiving means for the primary damper spring S1 and the secondary damper spring S2, thereby simplifying the structure of the device accordingly.

Further, particularly in the first embodiment, the dynamic damper spring S3 is compressed when the lockup clutch L is in the non-connected state (that is, the power transmission path 46 is in the non-transmitting state), as is clear from FIG. 5(A). Both ends of the dynamic damper spring S3 are brought into contact with both the first and second spring receiving surfaces 40s and 72s in the state (that is, a state in which a predetermined preset load, that is, a preload is applied to the dynamic damper spring S3). (more specifically, pressure contact). In this case, let a be the length between the first spring bearing surfaces 40s facing each other in the circumferential direction of the inertia rotor 40, and b be the length between the facing second spring bearing surfaces 72s, Assuming that the length of the dynamic damper spring S3 in the free state is s, the lengths a, b, and s are set so as to satisfy the relationship s>a=b. According to the first embodiment, there is an advantage that the damping region of the dynamic damper DD can be expanded by the effect of applying the preset load to the dynamic damper spring S3.

On the other hand, in the second embodiment illustrated in FIG. 5(B), when the lockup clutch L is in the disengaged state, both end portions of the dynamic damper spring S3 are in contact with the first and second spring receiving surfaces 40s, 40s, and 40s. 72s (the second spring receiving surface 72s in the illustrated example) in a state in which the dynamic damper spring S3 is compressed (that is, in a state in which a predetermined preset load, that is, a preload is applied to the dynamic damper spring S3). , and the other (the first spring bearing surface 40s in the illustrated example) and both ends of the dynamic damper spring S3, there is a backlash, that is, a predetermined gap C in the rotational direction (that is, in FIG. 5(B) , a−b) are set. That is, in the second embodiment, the lengths a, b, and s are set so as to satisfy the relationship s>a>b. According to the second embodiment, as in the first embodiment, the damping region of the dynamic damper DD can be expanded. There is an advantage that it is possible to suppress fluctuations due to large deviations due to large and small sizes.

Further, in the first and second embodiments described above, when the spring constant of the primary damper spring S1 is k1 and the spring constant of the secondary damper spring S2 is k2, k1 is set larger than k2 (for example, k1 /k2 is set within a range of greater than 1 and 5 or less).

Next, the operation of the first embodiment will be described with reference to FIGS. 6 to 8 as well.

In the torque converter TC, when the lockup clutch L is in the engaged state, the rotational power transmitted from the engine E to the transmission cover 20 as described above is transferred from the lockup clutch L to the transmission device T with a damper function of the embodiment. It is mechanically transmitted to the output shaft 27 via the power transmission path 46 . At this time, rotational fluctuations and vibrations caused by acceleration or deceleration of the engine E are damped and suppressed by the primary damper spring S1 and secondary damper spring S2 provided in the transmission device T and the dynamic damper DD.

In this case, especially in the dynamic damper DD, the inertia rotor 40 vibrates with the elastic deformation of the dynamic damper spring S3, and the vibration energy of the power transmission path 46 (that is, the main vibration system excluding the dynamic damper DD) can be alternatively absorbed. Therefore, the damping effect on the vibration of the main vibration system is particularly enhanced near the damping peak rotation speed corresponding to the natural frequency of the dynamic damper DD (that is, the secondary vibration system).

In particular, FIG. 6 shows each part of the transmission device T (that is, the input rotor 60, the intermediate rotor 70, the output rotor 80, the primary and secondary damper springs S1 and S2, and the first and second stopper mechanisms) during acceleration. ST1, ST2), and FIG. 7 shows the operation change of each part of the corresponding transmission device T during deceleration. In this case, in FIGS. 6 and 7, the input rotor 60 tends to rotate relative to the output rotor 80 clockwise during acceleration and counterclockwise during deceleration.

6(1) and 7(1), the input rotor 60 receives no relative torque on either the acceleration side or the deceleration side. 80, the neutral position is defined by the mutual balancing action of the primary damper spring S1 and the secondary damper spring S2.

When the input rotor 60 receives acceleration torque in this neutral state of FIG. While each of the damper springs S1 and S2 is deflected, it attempts to rotate clockwise relative to the output rotor 80. At this time, the secondary damper spring S2 with low rigidity undergoes greater compression deformation than the primary damper spring S1. do. Next, when the relative rotation reaches the limit (that is, the second stopper mechanism ST2 operates as a stopper, more specifically, the stopper protrusion 74 engages one inner end of the engagement groove 83), the subsequent secondary The elastic deformation of the damper spring S2 ends, and the state shown in FIG. 6(2) is reached.

After that, when the input rotor 60 receives further acceleration torque, the input rotor 60 reaches the limit of relative rotation with respect to the intermediate rotor 70 while deflecting the highly rigid primary damper spring S1 (that is, the first stopper mechanism ST1 is operated as a stopper, more specifically, the intermediate shaft portion 63m is engaged with the shaft portion receiving surface 72 via the collar 64), the elastic deformation of the primary damper spring S1 is terminated, and the state shown in FIG. 6(3) becomes.

On the other hand, when the input rotor 60 receives deceleration torque in the neutral state of FIG. While both damper springs S1 and S2 are deflected, they attempt to rotate counterclockwise relative to the output rotor 80. At this time, the secondary damper spring S2 with low rigidity compresses more than the primary damper spring S1. transform. Next, when the relative rotation reaches the limit (that is, the first stopper mechanism ST1 performs stopper operation, more specifically, the intermediate shaft portion 63m engages the shaft portion receiving surface 72 via the collar 64), the secondary damper spring The elastic deformation of S2 ends and the state shown in FIG. 7(2) is reached.

After that, when the input rotor 60 receives further deceleration torque, the input rotor 60 reaches the limit of relative rotation with respect to the intermediate rotor 70 while deflecting the highly rigid primary damper spring S1 (that is, the second stopper mechanism ST2 is operated as a stopper, more specifically, the stopper protrusion 74 is engaged with the other inner end of the engagement groove 83), the subsequent elastic deformation of the secondary damper spring S2 is terminated, and the state shown in FIG. state shown.

After that, even if the input rotor 60 receives a larger deceleration torque, the input rotor 60 is prevented from rotating relative to the intermediate rotor 70 and the output rotor 80 by the stopper operations of the first and second stopper mechanisms ST1 and ST2. The deceleration torque increases while the motor is stopped, and this state is shown in FIG. 7(4).

The relationship between the relative rotation angle (horizontal axis) of the input rotor with respect to the output rotor during acceleration and deceleration in the embodiment described above and the torque received by the input rotor 60 is represented by the solid line in FIG.

The dotted line in FIG. 8 indicates the second half of the deceleration of a comparative example in which the relative rotation limit angle θb between the intermediate rotor 70 and the output rotor 80 during deceleration is set equal to the relative rotation limit angle θa during acceleration. shows the characteristic line of In this comparative example, as is clear from the dotted line in FIG. 8, the amount of compressive deformation of the primary damper spring S1 acting on the spring receiving portion 80s of the output rotor 80 at the time when the second stopper mechanism ST2 operates as a stopper during deceleration is is larger than the amount of compressive deformation of the embodiment, so it is clear that the deformation load is greater than that of the example.

As described above, the torque converter TC of the embodiment, particularly the transmission device T with a damper function that performs mechanical transmission in the connected state of the lockup clutch L, is interposed between the input rotor 60 and the output rotor 80. a primary damper spring S1 connecting between the intermediate rotating body 70 and the input rotating body 60; and a secondary damper spring S2 connecting between the intermediate rotating body 70 and the output rotating body 80. The primary damper spring S1 and the secondary damper spring S2 are arranged on the same imaginary circle concentric with the intermediate rotor 70, and between the input rotor 60 and the intermediate rotor 70, there is an acceleration during acceleration therebetween. A first stopper mechanism ST1 is interposed to define each relative rotation limit during deceleration. In particular, the second stopper mechanism ST2 has a larger diameter than the second spring receiving portion 70s of the intermediate rotor 70 that receives the primary damper spring S1 and the secondary damper spring S2. It is placed on the inward side of the direction.

As a result, when the intermediate rotor 70 reaches the relative rotation limit with respect to the output rotor 80 due to acceleration, the torque load received by the second stopper mechanism ST2 acts on a relatively inner peripheral portion of the output rotor 80. Therefore, the stress locally generated in the output rotor 80 due to the torque load can be effectively reduced. As a result, the load on the output rotor 80 is reduced, and special reinforcing measures (for example, increasing the thickness of the plate) are not required. It becomes possible.

Further, since the primary damper spring S1 and the secondary damper spring S2 are arranged on the same virtual circle, the primary damper spring S1 can be arranged at the same radial position as the secondary damper spring S2. It is advantageous in suppressing the enlargement.

Further, the input rotor 60 of the embodiment includes first and second support plates 61 and 62 that axially sandwich the ring plate-shaped intermediate rotor 70, and connects the first and second support plates 61 and 62. Equipped with a plurality of rivets 63, the first stopper mechanism ST1 is provided on the intermediate shaft portion 63m of the rivet 63 and the inner peripheral portion of the intermediate rotating body 70, and when the input rotating body 60 and the intermediate rotating body 70 accelerate each other, the first stopper mechanism ST1 is provided. - It has a shaft portion receiving surface 73 that can be engaged with the intermediate shaft portion 63m so as to define each relative rotation limit during deceleration. As a result, the input rotor 60 and the intermediate rotor 70 can be handled as an assembly that is compact in the axial direction while suppressing an increase in plate thickness, and further miniaturization of the transmission device T can be achieved. Moreover, since the connecting means (rivet 63) connecting the first and second support plates 61 and 62 of the input rotor 60 also serves as a part of the first stopper mechanism ST1, the structure can be simplified and the number of parts can be reduced. .

Further, in the embodiment, a plurality of first spring receiving projections 71 having first spring receiving portions 70s for receiving the primary damper spring S1 and the secondary damper spring S2 are formed on the inner peripheral portion of the annular intermediate rotating body 70 in the radial direction. Stopper protrusions 74 are provided inwardly and circumferentially at intervals, and extend radially inward from the first spring receiving portions 70s to each of the first spring receiving protrusions 71. be done. On the other hand, on the outer peripheral portion of the annular output rotor 80, a plurality of second spring receiving projections 82 having second spring receiving portions 80s for receiving the primary damper spring S1 and the secondary damper spring S2 extend radially outward and A plurality of first spring receiving projections 71 are arranged alternately in the circumferential direction. It has an engagement groove 83 recessed and a stopper protrusion 74 received in the engagement groove 83 so as to be circumferentially movable. Stopper projections 74 can be engaged with both circumferentially inner ends of engagement groove 83 so as to define respective relative rotation limits during deceleration. As a result, the stopper protrusion 74 connected to the first spring receiving protrusion 71 is received in the engagement groove 83, and is disposed so as to radially overlap the output rotor 80. It can be made smaller in the radial direction.

Moreover, the tip of the stopper protrusion 74 slidably contacts the inner bottom surface of the engagement groove 83 , and the contact allows the intermediate rotor 70 to be radially positioned with respect to the output rotor 80 . As a result, the stopper protrusion 74, which is a part of the second stopper mechanism ST2, also serves as radial positioning means for the intermediate rotor 70 with respect to the output rotor 80, thereby simplifying the structure and reducing the number of parts. .

In addition, in the embodiment, since the dynamic damper DD is connected to the outer peripheral portion of the intermediate rotor 70, the increase in the axial dimension due to special installation of the dynamic damper DD is minimized, and the damping performance of the transmission device T is improved by the dynamic damper DD. can be enhanced.

Furthermore, in this embodiment, the spring constant of the primary damper spring S1 is greater than the spring constant of the secondary damper spring S2, so that the intermediate rotor 70 is relatively moved relative to the output rotor 80 as shown in FIG. When the rotation limit is reached, the torque load is received by the second stopper mechanism ST2, and the deformation load of the relatively low-rigidity secondary damper spring S2 elastically deformed up to that point is applied to the spring receiving portion 80s of the output rotor 80. accepted by. As a result, the load is distributed between the spring receiving portion 80s and the second stopper mechanism ST2, and the deformation load of the secondary damper spring S2 is also reduced. further reduction is achieved.

On the other hand, when the second stopper mechanism ST2 operates as a stopper during deceleration as shown in FIG. The higher the rigidity of the damper, the greater the rigidity of the damper, which is disadvantageous in terms of damper strength. Therefore, the present embodiment, in which the primary damper spring S1 has a relatively high rigidity and can reduce the stress on the output rotor 80 particularly during acceleration, is more advantageous.

Moreover, in the embodiment, the relative rotation limit angle θa (see FIG. 6(1)) between the input rotor 60 and the intermediate rotor 70 during acceleration defined by the first stopper mechanism ST1 is the output rotation. It is set to be larger than the relative rotation limit angle θb (see FIG. 7(1)) between the body 80 and the intermediate rotor 70 during deceleration. As a result, during deceleration, the limit compression amount of the high-rigidity primary damper spring S1 is reduced more than during acceleration, and the additional load after the limit compression is received by the second stopper mechanism ST2, thereby receiving the compressive load of the primary damper spring S1. It is possible to effectively reduce the stress in the root portion of the second spring bearing projection 82 . Therefore, the stress generated in the output rotor 80 can be further reduced.

Furthermore, in the embodiment, a torque converter TC capable of switching between fluid transmission and mechanical transmission by means of a lockup clutch L is provided with a transmission device T with a damper function for mechanical transmission, which can exhibit the above-described particularly remarkable effects. Therefore, it is possible to simplify the structure of the torque converter TC including the transmission device T, reduce the weight and size, and reduce the cost.

Although the operation of the first embodiment has been described above, basically the same operation as that of the first embodiment can also be achieved in the second embodiment.

Also shown in FIG. 9 is a third embodiment. In the first and second embodiments, the radially outward stopper projection St is provided on the outer circumference of the intermediate rotor 70, and the radially inward stopper is provided on the inner surface of the outer circumference of the first holding plate 41 (inertial rotor 40). Although the recesses So are provided respectively, in the third embodiment, from a different point of view, it is sandwiched between the adjacent stopper protrusions St in the outer peripheral portion of the intermediate rotating body 70 in the first and second embodiments. A radially outward concave portion formed in the portion is referred to as a stopper concave portion So of the third embodiment. In addition, the radially inward convex portion formed in the portion sandwiched between the adjacent stopper concave portions So on the inner surface of the outer peripheral portion of the first holding plate 41 (inertial rotor 40) in the first and second embodiments is replaced by the third It is referred to as a stopper protrusion St of the embodiment.

In the third embodiment, the bottom surface Sof of the stopper recess So directed radially outward on the outer peripheral portion of the intermediate rotor 70 and the inner surface of the outer peripheral portion of the first holding plate 41 (inertia rotating body 40) directed radially inward. is slidably abutted with the tip surface Stf of the stopper projection St, and the abutment positions the transmission rotary member 70 and the inertia rotary body 40 relative to each other in the radial direction.

Other configurations of the third embodiment are the same as those of the first and second embodiments. Description is omitted. Therefore, in the third embodiment as well, it is possible to achieve the same working configuration as in the first and second embodiments.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various design changes may be made without departing from the scope of the present invention described in the claims. is possible.

For example, in the above-described embodiment, the transmission device according to the present invention is incorporated in a torque converter TC with a lockup mechanism for automobiles, and bears mechanical transmission from the engine E to the output shaft 27 side when the lockup clutch L is connected. Although the transmission device T is illustrated, the transmission device of the present invention may be applied to power transmission devices of various mechanical devices other than the torque converter TC.

Further, in the above-described embodiment, when the lockup clutch L is in a disengaged state (that is, the power transmission path 46 is in a non-transmitting state), the dynamic damper spring S3 is in a compressed state (that is, the spring S3 is in a compressed state as shown in FIG. 5). The dynamic damper spring S3 is set between the intermediate rotor 70 and the inertia rotor 40 under a predetermined preset load, i.e., a state in which a preload is applied. It may be set between the rotating body 70 and the inertial rotating body 40 .

In the above embodiment, the damper springs other than the dynamic damper spring S3 are the primary damper spring S1 and the secondary damper spring S2. Anything that can be arranged in 46 and exhibit a damper function may be used.

DD: Dynamic damper L: Lockup clutches S1, S2: Primary damper spring, secondary damper spring S3: Dynamic damper spring ST3: Second damper as a stopper mechanism 3 Stopper Mechanism So.... Stopper Concave Sof... Bottom of Stopper Concave St... Stopper Protruding Part Stf... Tip Surface of Stopper Protruding Part T... Transmission Device TC Torque converter W Inertia weight 40 Inertia rotor 40s Spring bearings 41, 42 First and second holdings as a pair of holding plates Plates 41h, 42h Spring holder 46 Power transmission path 48 Rivets 60, 80 as couplings Input rotor, output rotor 70 Transmission rotary member Intermediate rotating body 70o as ... through hole 90 ... virtual circle

Claims (8)

A dynamic damper (DD) is attached to a power transmission path (46) capable of transmitting power from the input rotor (60) to the output rotor (80), and the dynamic damper (DD) is one part of the power transmission path (46). a dynamic damper spring ( S3), wherein the inertia rotor (40) has a spring bearing (40s) for the dynamic damper spring (S3) to hold the dynamic damper spring (S3) therebetween. having a pair of holding plates (41, 42) for
At least one of the holding plate (41) and the transmission rotary member (70) has a stopper protrusion (St) on either one of the opposing surfaces, and the other has the stopper protrusion (St ) are provided, respectively, and the engagement defines the relative rotation limit of the inertial rotating body (40) with respect to the transmission rotating member (70). Transmission with dynamic damper. An inertia weight (W) is coupled to the outer peripheral portion of at least one of the holding plates (41) via a plurality of couplings (48) arranged at intervals in the circumferential direction,
A plurality of stopper recesses (So) are formed on the inner surface of the outer peripheral portion of at least one of the holding plates (41) at positions avoiding the coupler (48) in the circumferential direction. 2. A transmission with a dynamic damper according to claim 1, wherein a plurality of said stopper protrusions (St) are provided on the outer peripheral portion of said transmission rotary member (70) corresponding to each of them. 3. The dynamic drive according to claim 2, wherein the coupler (48) and the stopper projection (St) are arranged on a virtual circle (90) concentric with the transmission rotary member (70). Transmission with damper. The transmission rotary member (70) has a plurality of through holes (70o) for accommodating the plurality of dynamic damper springs (S3) respectively, and is slidably sandwiched between the pair of holding plates (41, 42). is,
A plurality of stopper protrusions (St) are provided on the outer peripheral portion of the transmission rotary member (70) at the same circumferential position as the through hole (70o), and each of the plurality of stopper protrusions (St) Correspondingly, a plurality of stopper recesses (So) are formed on the inner surface of the outer periphery of at least one holding plate (41),
4. The dynamic structure according to any one of claims 1 to 3, wherein the through hole (70o) and the corresponding stopper protrusion (St) partially overlap each other in radial positions. Transmission with damper. A plurality of the stopper recesses (So) and the stopper protrusions (St) are arranged at intervals in the circumferential direction,
The bottom surface (Sof) of the stopper concave portion (So) and the tip end surface (Stf) of the stopper convex portion (St) are slidably brought into contact with each other. A transmission with a dynamic damper according to any one of claims 1 to 4, characterized in that the bodies of rotation (40) are radially positioned relative to each other. The transmission rotary member is an intermediate rotary body (70) arranged between the input rotary body (60) and the output rotary body (80), and the intermediate rotary body (70) and the input rotary body (60). A primary damper spring (S1) is interposed therebetween, and a secondary damper spring (S2) is interposed between the intermediate rotor (70) and the output rotor (80). A transmission with a dynamic damper according to any one of claims 1 to 5, characterized in that it is interposed. The primary damper spring (S1) and the secondary damper spring (S2) are radially inward of the dynamic damper spring (S3) and are centered on the center of rotation of the intermediate rotor (70). 7. A transmission with dynamic dampers according to claim 6, characterized in that they are arranged on the same circumference. A torque converter (TC) capable of switching between fluid transmission and mechanical transmission by a lockup clutch (L),
A torque converter comprising the transmission device with a dynamic damper according to any one of claims 1 to 7 for the mechanical transmission.

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