DE102014217589B4 - Torque converter and torque transmission device - Google Patents

Abstract

Torque converter, preferably integrated torque converter (1), for a vehicle, in particular for a drive train of a passenger car, with a coupling device (30) provided between a pump (10) and a turbine (20) of the torque converter (1), wherein
the clutch device (30) has a clutch plate (300) separate from the pump (10), the clutch plate (300) having a friction surface (310) for the clutch device (30) or an adhesive surface (310) for a friction lining (312) of the clutch device (30), and the clutch plate (300) is fixed to the pump (10), characterized in that the clutch plate (300) has a starter ring gear (320), wherein
the starter ring gear (320) is preferably provided, fastened or formed in one piece, in one piece, in one piece or integrally on/with the clutch plate (300).

Description

The present invention relates to a torque converter, preferably an integrated torque converter, for a vehicle, in particular for a drive train of a passenger car, with a coupling device provided between a pump and a turbine of the torque converter. The invention further relates to a torque transmission device, preferably an automatic transmission or a continuously variable transmission, for a vehicle, in particular for a drive train of a passenger car

Hydrodynamic torque converters have been used for decades, particularly for automatic transmissions or continuously variable transmissions, so-called CVT transmissions (CVT: Continuously Variable Transmission) for vehicles. The torque converter is arranged between an internal combustion engine and the transmission of the vehicle and transmits torque from the internal combustion engine to a transmission input shaft. When the vehicle starts moving, the torque is initially transmitted hydrodynamically and, in order to reduce the consumption of the internal combustion engine when driving, via an integrated clutch device of the torque converter, which is usually referred to as a lock-up clutch. When the vehicle starts moving, the torque converter increases the torque on the transmission input shaft by up to a factor of three.

Such hydrodynamic torque converters are, for example, from the publications US 3,126,079 A , DE 10 2007 061 242 A1 , DE 103 42 898 A1 , US 3,225,627 A and DE 10 2008 058 082 A known.

A so-called integrated torque converter (ITC: Integrated Torque Converter), such as that from the subsequently published DE 10 2014 218 154 A1 is disclosed represents a possibility in which a function of the lock-up clutch is integrated directly into a turbine or can be carried out by a turbine wheel of the torque converter. Such a training has a comparatively low weight and therefore a comparatively low mass inertia. In addition, the installation space consumption is lower and the lock-up clutch enables the use of an additional damping concept, such as. B. a torsional vibration damper device and / or a centrifugal pendulum device. - Since a conventional torque converter with a centrifugal pendulum device can only be used in a vehicle with a rear-wheel drive, the integrated torque converter is also suitable for use in a vehicle with a front-wheel drive due to an integration of the centrifugal pendulum device on/in the torque converter.

Due to cost pressure and the demand for increased performance with constantly shrinking installation space in the drive trains of vehicles, developers are increasingly focusing on matters that previously only caused minor or easily remedied problems. Such a problem area exists with a torque converter or an integrated torque converter with a comparatively small installation space available for this. In addition to the required low space consumption, the focus in the development of a torque converter is on increasing performance, reducing costs and increasing power density in order to contribute to reduced fuel consumption, lower emissions and better driving performance of a vehicle.

It is an object of the invention to provide an improved torque converter, in particular an improved integrated torque converter, for a vehicle, in particular a passenger car. Furthermore, it is an object of the invention to provide an improved torque transmission device, in particular an improved automatic transmission or an improved continuously variable transmission, for a vehicle. - The improved torque converter should have a small installation space requirement, especially in the radial direction, and should be easy to assemble. The design of a coupling device of the torque converter and its periphery should be subject to few restrictions, with the coupling device being protected when the torque converter is assembled. Furthermore, the torque converter should have a structurally simple and compact structure and should also be inexpensive to manufacture, assemble, operate and/or maintain.

The object of the invention is by means of a torque converter, preferably an integrated torque converter, for a vehicle, in particular for a drive train of a passenger car, with a coupling device provided between a pump and a turbine of the torque converter, according to claim 1; and solved by means of a torque transmission device, preferably an automatic transmission or a continuously variable transmission, for a vehicle, in particular for a drive train of a passenger car, according to claim 9. Here, the torque transmission device according to the invention has a torque converter according to the invention. - Advantageous further developments, additional features and/or advantages of the invention arise from the dependent claims and/or the following description.

The torque converter according to the invention has a clutch plate that is separate from a pump of the torque converter, the clutch plate having a friction surface for a clutch device of the torque converter or an adhesive surface for a friction lining of a clutch device of the torque converter, and the clutch plate is fixed to the pump. Here, a cover of the torque converter can be fixed on the clutch plate opposite the pump, with a turbine of the torque converter preferably being set up in the torque converter in the radial direction of the torque converter within the cover. The pump is preferably designed essentially as a pump wheel and/or the turbine is preferably designed essentially as a turbine wheel. Furthermore, the clutch device is also referred to as a lock-up clutch of the torque converter.

The clutch device can be designed in such a way that the clutch plate can interact with its friction surface and a friction lining of the turbine, or the clutch plate can interact with its friction lining and a friction surface of the turbine. Furthermore, the torque converter is preferably designed in such a way that when the torque converter is operating as intended, with a turbine lifted off the clutch plate, the pump is hydrodynamically coupled to the turbine, preferably via a stator, and/or with a power flow established through the clutch plate between the Pump and turbine, the torque converter is mechanically short-circuited. The coupling plate is preferably designed as a stamped sheet metal part and/or a formed part. Here, the coupling plate can be designed as a substantially flat plate or at least simply plated and/or at least simply potted.

In one embodiment of the invention, the clutch plate or a base body of the clutch plate is essentially designed as a flat hollow cylinder with a substantially annular cross section, with the pump on a first end face of the clutch plate and the second end face of the clutch plate opposite this in the axial direction of the torque converter the lid is fixed. In this case, a starter ring gear can be formed, in particular integrally with the clutch plate, on a free outer peripheral section of the clutch plate. In one embodiment of the invention, the coupling plate is essentially designed as a flat pot or a plate, with the pump being fixed to a first end face of the coupling plate and the cover being fixed to a second end face of the coupling plate which is opposite this in the axial direction. Here, the starter ring gear can be formed in particular integrally with the clutch plate on a free outer bent peripheral edge of the clutch plate.

The clutch plate has the starter gear ring, wherein the starter gear ring is provided, fastened or formed in one piece, in one piece, in one piece of material or integrally on/with the clutch plate. Alternatively, the starter ring gear can be provided as a separate, preferably one-piece component in one piece on the cover, attached to the cover in one piece, or formed integrally with the cover. To center the pump, the cover and/or the friction lining, the clutch plate can have a projection, a collar or an edge. According to the invention, the clutch plate can be designed as an intermediate plate. According to the invention, the coupling plate can be welded, soldered, glued, riveted and/or screwed to the pump and/or to the cover.

The invention is explained in more detail below using exemplary embodiments of a variant with reference to the attached schematic and not true-to-scale drawing. Elements, parts or components which have an identical, unique or analogous design and/or function are provided with the same reference numbers in the description of the figures, the patent claims and the list of reference numbers and/or marked with the same reference numbers in the figures in the drawing. Possible alternatives, static and/or kinematic reversals, combinations, etc., not explained in the description, not shown in the drawing and/or not exhaustive, to the illustrated embodiments and/or the explained embodiments of the invention or individual assemblies, parts or sections of which can be found in the list of reference symbols.

• 1 in einer geschnittenen und weggebrochenen Halbseitenansicht einen integrierten Drehmomentwandler gemäß dem Stand der Technik mit einer herkömmlichen Überbrückungskupplung;
• 2 in einer zur 1 analogen Darstellung eine erste Ausführungsform eines erfindungsgemäßen Drehmomentwandlers mit einer ersten Ausführungsform einer erfindungsgemäßen Überbrückungskupplung; und
• 3 eine geschnittene und weggebrochene Seitenteilansicht einer zweiten Ausführungsform der erfindungsgemäßen Überbrückungskupplung für eine zweite Ausführungsform des erfindungsgemäßen Drehmomentwandlers.

All of the features explained, including those in the list of reference symbols, are applicable not only in the specified combination or combinations, but also in another combination or other combinations or on their own. In particular, it is possible to substitute a feature or a plurality of features in the description of the invention and/or the description of the figures based on the reference numbers and the features assigned to them in the description of the invention, the description of the figures and/or the list of reference symbols. Furthermore, a feature or a plurality of features can be included in the patent claims designed, specified and/or replaced. - In the figures (Fig.) of the drawing show:

• 1 in a sectioned and broken away half-side view an integrated torque converter according to the prior art with a conventional lock-up clutch;
• 2 in one to 1 analog representation of a first embodiment of a torque converter according to the invention with a first embodiment of a lock-up clutch according to the invention; and
• 3 a sectioned and broken away partial side view of a second embodiment of the lock-up clutch according to the invention for a second embodiment of the torque converter according to the invention.

The invention is explained below using embodiments of a variant (cf. the 1 and 2 ) of a torque converter 1, preferably an integrated torque converter 1, for a vehicle, in particular for a drive train of a passenger car, explained in more detail. However, the invention is not limited to such a variant and/or the embodiments explained below, but is of a more fundamental nature so that it can be applied to all torque converters within the meaning of the invention. - Although the invention is illustrated and described in detail by preferred exemplary embodiments, the invention is not limited by these disclosed examples. Other variations may be derived therefrom without departing from the scope of the invention.

The explanation of the invention relates below to an axial direction Ax, a rotation axis Ax, a radial direction Ra and a circumferential direction Around a torque transmission device 0 according to the invention with a torque converter 1 according to the invention, in particular a hydrodynamic torque converter 1, of the drive train of the vehicle, such as. B. a passenger car, a passenger transport vehicle, a motorcycle, a commercial vehicle, a (heavy) truck, a construction vehicle, a construction machine, a special vehicle, etc. with a gasoline or diesel engine. These location information refer to e.g. B. also on a crankshaft of the vehicle, the drive train, a transmission 0 or its transmission input shaft(s), etc.

In the state of the art ( 1 ) is a lock-up clutch 30 designed as a friction clutch 30 from a coupling section 11 of a pump wheel 10 or a pump 10 (force introduction component 10 of the torque converter 1 or the lock-up clutch 30) running in the radial direction Ra and a coupling section 21 of a turbine wheel 20 or A turbine 20 (force dissipation component 20 of the torque converter 1 or the lock-up clutch 30) as well as a friction surface on the pump wheel 10 or turbine wheel 20 and a friction lining 32 on the turbine wheel 20 or pump wheel 10. The lock-up clutch 30 can be opened by a slight movement of the turbine wheel 20 in the axial direction Ax (movement to the left with respect to the 1 ) or closed (movement to the right in relation to the 1 ) become.

The coupling section 11 of the pump wheel 10 also has an outer mounting section 12, which preferably extends in the axial direction Ax, for a starter ring gear 120 and a cover 40, the starter ring gear 120 and the cover 40 preferably being fastened to the mounting section 12 by means of a common and therefore comparatively thick weld seam . The coupling section 11 of the pump wheel 10 and the mounting section 12 adjoining the coupling section 11 result in restrictions for the lock-up clutch 30. This arrangement therefore requires a comparatively large amount of installation space in the radial direction Ra. Furthermore, when producing the torque converter 1, a welding tool comes comparatively close to the lock-up clutch 30, which can lead to local overheating of the friction lining 32 between the pump wheel 10 and the turbine wheel 20 when the torque converter 1 is assembled.

According to the invention ( 2 and 3 ), the clutch section 11 and the mounting section 12 of the pump wheel 10 are omitted and replaced by a clutch plate 300 designed as an intermediate plate 300, which may also replace the starter ring gear 120 (see below). The clutch plate 300 is preferably designed as a sheet metal stamping part 300 and/or a formed part 300, which is flat ( 2 ), plated (single or multiple) ( 3 ) or potted (single or multiple) ( 3 ) can be trained. The clutch plate 300 is on the pump wheel 10 ( 3 ) or a peripheral edge 14 ( 2 ) of the pump wheel 10 attached, e.g. B. welded, and in operation of the torque converter 1 has a task analogous to the coupling section 11 of the pump wheel 10 according to the prior art. Furthermore, the cover 40 of the torque converter 1 is attached to the clutch plate 300 opposite the pump wheel 10. This can again be done using a welding process.

According to the invention, the clutch plate 300 ( 3 ) or the coupling section 21 ( 2 ) of the turbine wheel 20 a friction surface 310/210 and the clutch section 21 ( 2 ) or the clutch plate 300 ( 2 ) have an adhesive surface 210/310 for the friction lining 32 of the lock-up clutch 30. - The clutch plate 300 can have an additional function, the clutch plate 300 preferably having a starter ring gear 320 which is provided, attached or formed on it. The starter ring gear 320 is preferably formed integrally from a material of the clutch plate 300. The starter ring gear 320 forms a radially outer boundary of the clutch plate 300, which in particular completely revolves around the clutch plate 300 in the circumferential direction.

In the 2 the first embodiment of the lock-up clutch 30 or the clutch plate 300 is shown. Here, the coupling plate 300 is designed as a comparatively thin, flat plate, the outline of which is a circular ring. The clutch plate 300 has the preferably integral starter ring gear 320 on a circumferential outer edge. On one of the two large sides (on the left in the 2 ) of the clutch plate 300 and comparatively radially on the outside, the cover 40 is welded to the clutch plate 300. On a large side opposite this side, the pump wheel 10 is welded radially further inward to the clutch plate 300 with respect to the cover 40.

The 3 shows the second embodiment of the lock-up clutch 30 or the clutch plate 300, wherein the clutch plate 300 is formed from an L-profile that runs completely around the circumference. One leg of this circumferential “L” extends in the radial direction Ra (radial section) and the other leg of the “L” extends in the axial direction Ax (axial section). A floor plan of the coupling plate 300 is again a circular ring. The radial section of the clutch plate 300 is welded to the pump wheel 10 and radially further out on an axially opposite side of the clutch plate 300, the cover 40 is centered on the inside of the axial section of the clutch plate 300 and welded to a free axial end of the axial section. On the outside of the axial section, the clutch plate 300 has the integral starter ring gear 320.

Preferably, according to the invention, no change or adjustment needs to be made on a turbine side of the torque converter 1. Furthermore, the torque converter 1 according to the invention can have a torsional or torsional vibration damper device and/or an absorber or (trapezoidal) centrifugal force pendulum device, which introduces a torque from the turbine wheel 20 into a transmission input shaft of the transmission 0 in a vibration-isolated manner. - According to the invention, installation space is saved in the radial direction Ra, which extends completely around the torque converter 1. Furthermore, when producing the torque converter 1, a welding tool no longer comes as close to the friction lining 32 of the lock-up clutch 30, which prevents local overheating of the friction lining 32.

Reference symbol list

0

torque transmission device; (Automatic) transmission, continuously variable transmission (CVT transmission, CVT: Continuously Variable Transmission), converter for a vehicle (passenger car, passenger transport vehicle, motorcycle, commercial vehicle, (heavy) truck, construction vehicle, construction machine, special vehicle, etc., with gasoline or diesel engine), in particular a drive train of a motor vehicle

1

(hydrodynamic) (integrated, ITC: Integrated Torque Converter) torque converter, possibly with (torsional/torsional vibration) damper device and/or absorber or (trapezoidal) centrifugal force pendulum device

10

(Converter) pump, pump wheel, force introduction component of the torque converter 1 or the clutch device 30, immediate input side of the torque converter 1

11

Coupling section of the pump 10 (prior art)

12

Mounting section of the coupling section 11 for starter ring gear 120 and cover 40 (prior art)

14

Circumferential edge of pump 10 for clutch plate 300

15

Idler (optional)

20

(Converter) turbine, turbine wheel, force dissipation component of the torque converter 1 or the clutch device 30, immediate output side of the torque converter 1

21

Coupling section of the turbine 20

30

Clutch device, lock-up clutch, friction clutch

32

Friction lining of the clutch device 30

40

Lid

120

Starter ring gear (state of the art)

210

Adhesive surface/friction surface

300

Coupling plate, intermediate plate, preferably stamped sheet metal part and/or formed part, flat, plated (single or multiple) or potted (single or multiple)

310

Friction surface/adhesive surface

320

Starter ring gear on clutch plate 300 (optional)

Ax

Axial direction, longitudinal direction, axis of rotation of the crankshaft, the drive train, the torque transmission device 0, the torque converter 1, the transmission input shaft(s), axial

Ra

Radial direction of the crankshaft, the drive train, the torque transmission device 0, the torque converter 1, the transmission input shaft(s), radial

Around

Circumferential direction, circumference of the crankshaft, the drive train, the torque transmission device 0, the torque converter 1, the transmission input shaft(s), (relative) rotational movements or rotational movements take place in the circumferential direction Um, tangentially

Claims (9)

Torque converter, preferably integrated torque converter (1), for a vehicle, in particular for a drive train of a passenger car, with a coupling device (30) provided between a pump (10) and a turbine (20) of the torque converter (1), the coupling device (30 ) has a clutch plate (300) separate from the pump (10), the clutch plate (300) having a friction surface (310) for the clutch device (30) or an adhesive surface (310) for a friction lining (312) of the clutch device (30). , and the clutch plate (300) is fixed to the pump (10), characterized in that the clutch plate (300) has a starter ring gear (320), wherein the starter ring gear (320) is preferably in one piece, in one piece, in one piece of material or integrally on/with the coupling plate (300) is provided, fastened or formed. Torque converter according to the preceding claim, characterized in that a cover (40) of the torque converter (1) is fixed to the clutch plate (300) opposite the pump (10), wherein in the radial direction (Ra) of the torque converter (1) within the cover (40 ) preferably the turbine (20) is set up in the torque converter (1). Torque converter according to one of the preceding claims, characterized in that the clutch device (30) of the torque converter (1) is designed such that the clutch plate (300) can interact with its friction surface (310) and a friction lining (32) of the turbine (20). , or the clutch plate (300) can interact with its friction lining (32) and a friction surface of the turbine (20). Torque converter according to one of the preceding claims, characterized in that the torque converter (1) is designed such that the torque converter (1) in its intended operation, with a turbine (20) lifted off the clutch plate (300), the pump (10) and the turbine (20), preferably via a stator (15), are hydrodynamically coupled, and/or with a power flow between the pump (10) and the turbine (20) established through the clutch plate (300), the torque converter (1 ) is mechanically short-circuited. Torque converter according to one of the preceding claims, characterized in that the clutch plate (300) or a base body of the clutch plate (300) is designed essentially as a flat hollow cylinder, with the pump (10) and on a first end face of the clutch plate (300). one of these second end faces of the clutch plate (300), which is opposite in the axial direction (Ax) of the torque converter (1), the cover (40) is fixed, and preferably on a free outer peripheral section of the clutch plate (300) the starter ring gear (320), in particular integrally with the Clutch plate (300) is formed. Torque converter according to one of Claims 1 until 5 , characterized in that the coupling plate (300) is essentially designed as a flat pot or a plate, with the pump (10) on a first end face of the coupling plate (300) and the second end face opposite this in the axial direction (Ax). the cover (40) is fixed to the clutch plate (300), and preferably the starter ring gear (320) is formed, in particular integrally with the clutch plate (300), on a free outer bent peripheral edge of the clutch plate (300). Torque converter according to one of the preceding claims, characterized in that the clutch plate (300) has a projection, a collar or a projection for centering the pump (10), for centering the cover (40) and/or for centering the friction lining (312). has an edge. Torque converter according to one of the preceding claims, characterized in that: • the clutch plate (300) is designed as an intermediate plate (300); • the coupling plate (300) is welded, soldered, glued, riveted and/or screwed to the pump (10); • the coupling plate (300) is welded, soldered, glued, riveted and/or screwed to the cover (40); • the coupling plate (300) is designed as a sheet metal stamping part and/or a formed part; • Clutch plate (300) is at least simply plated or at least simply potted; and/or • a starter ring gear is provided, attached or formed on the cover (40). Torque transmission device, preferably automatic transmission (0) or continuously variable transmission (0), for a vehicle, in particular for a drive train of a passenger car, characterized in that the torque transmission device (0) has a torque converter (1), in particular an integrated torque converter (1 ), according to one of the preceding claims.

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