JP2007177969A - Stator supporting device of torque converter for vehicles - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a stator supporting device of a torque converter for vehicles capable of suitably preventing relative displacement in the rotating shaft direction of a one-way clutch provided in the inner peripheral side of the stator. <P>SOLUTION: The stator supporting device is provided with an end bearing 108 between an outer race 104 and an inner race 106 of a one-way clutch 28, a thrust bearing race 116 provided so as to be neighboring to an end face of the outer race 104, a convex portion 30f arranged in the inner peripheral surface of the stator 30 and at the same time, a concave groove 104f in which the convex portion 30f is fitted is provided in the outer peripheral surface of the outer race 104 and a pawl section 116f fitted in the concave groove 104f in the outer peripheral part of the thrust bearing race 116 is provided, thereby suitably preventing the circumferential relative rotation of the thrust bearing race 116 toward the outer race 104 and also easily securing durability and strength. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a support device that supports a stator of a vehicle torque converter, and more particularly, to an improvement for suitably suppressing relative movement in a rotational axis direction of a one-way clutch disposed on an inner peripheral side of the stator.

  A torque converter, which is a fluid transmission device that is provided in a power transmission path between a vehicle power source and an automatic transmission, amplifies the torque generated by the power source and transmits the amplified torque to the automatic transmission, has become widespread. Yes. Such a torque converter is generally configured to include a stator that is a fixed impeller, and the stator is usually rotated by a one-way clutch that is a one-way engagement element. It is arranged on the outer peripheral side of the shaft (output shaft). A technique for suppressing the relative movement of the one-way clutch in the rotation axis direction has been proposed. For example, this is the stator support device described in Patent Document 1. According to this technique, a thrust bearing race having a claw on the outer peripheral portion is provided, and the outer race of the one-way clutch is tightened from the outer diameter side by the claw, whereby the position of the thrust bearing race in the rotation axis direction is determined. Is supposed to be fixed.

JP 2004-132526 A No. 2607205 specification etc. JP-A-9-17738

  However, in the prior art, the thrust bearing race is fixed to the outer race of the one-way clutch by tightening the claws provided in the thrust bearing race, so that the thrust bearing race in the circumferential direction of the rotating shaft. There is a problem that the relative movement of the is weakly suppressed. Moreover, since the nail has a structure that handles the radial load, it is difficult to ensure the durability and strength of the nail, and the shape accuracy and material of the nail are required, which leads to an increase in cost. There was a harmful effect.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to suitably suppress the relative movement in the rotational axis direction of the one-way clutch disposed on the inner peripheral side of the stator. Another object is to provide a stator support device for a torque converter.

  In order to achieve such an object, the gist of the present invention is a stator support device that supports a stator of a vehicle torque converter via a one-way clutch disposed on an inner peripheral side thereof, An outer race of the one-way clutch, an inner race, and an end bearing disposed in a gap between the outer race, an inner race, and an end bearing disposed adjacent to one end surface in the axial direction of the outer race; A thrust bearing race for suppressing axial movement relative to the inner race, a convex portion provided on the inner peripheral surface of the stator so as to protrude toward the inner peripheral side, and an outer peripheral surface of the outer race. A concave groove communicating in the axial direction so that the convex portion is fitted, and an axial direction of the stator provided on the outer peripheral portion of the thrust bearing race And a claw portion fitted to the concave groove extends, and is characterized in that it comprises.

  According to this configuration, the outer race, the inner race, and the end bearings disposed in the gap between the one-way clutch and the one end surface in the axial direction of the outer race are disposed adjacent to the end race. A thrust bearing race for preventing the bearing from moving in the axial direction with respect to the outer race and the inner race, a convex portion provided on the inner peripheral surface of the stator so as to protrude toward the inner peripheral side, and the outer race A concave groove provided on the outer peripheral surface of the thrust bearing race and extending in the axial direction of the stator and fitted in the concave groove. Provided with a claw portion to be joined to the outer race in order to suppress relative rotation in the circumferential direction between the stator and the outer race. By fitting the claw portion into the recessed groove, the relative rotation in the circumferential direction of the thrust bearing race with respect to the outer race is suitably performed using the fitting groove on the outer periphery of the outer race, which is an existing configuration in the prior art. Since the claw portion is provided extending in the axial direction of the stator, durability and strength can be easily ensured as compared with the conventional configuration. That is, it is possible to provide a stator support device for a vehicle torque converter that suitably suppresses relative movement in the rotation axis direction of a one-way clutch disposed on the inner peripheral side of the stator.

  Here, preferably, an outer peripheral portion of the thrust bearing race is provided with an edge portion extending in the axial direction of the stator and covering an outer periphery of one end portion of the outer race in the axial direction. The claw portion is provided at an end portion of the edge of the stator in the axial direction. If it does in this way, the load of a radial direction can be taken by the said edge part, and also the outstanding durability and intensity | strength are realizable.

  Preferably, the claw portion includes an axial direction portion extending in the axial direction of the stator, and a radial direction extending in the radial direction of the stator and provided on the outer peripheral side of the axial direction portion. And a snap ring disposed on the inner peripheral side of the stator so as to overlap the radial direction portion in the radial direction of the stator. In this way, the radial portion and the snap ring overlap in the radial direction of the stator, and therefore the axial movement of the thrust bearing race relative to the stator can be suppressed by the snap ring.

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

  FIG. 1 is a skeleton diagram illustrating a configuration of a power transmission device 10 including a torque converter 14 to which the present invention is preferably applied. This power transmission device 10 has, for example, a horizontal automatic transmission 16 and is suitably employed in an FF (front engine / front drive) type vehicle or the like. An engine 12 constituted by an engine is provided. The output of the engine 12 is driven to the left and right via the torque converter 14 including the stator support device 124 according to an embodiment of the present invention, the automatic transmission 16, the differential gear device (not shown), and a pair of axles. It is transmitted to the wheel.

  The torque converter 14 includes a pump impeller (pump impeller) 20 connected to the crankshaft 18 of the engine 12, a turbine runner (turbine impeller) 24 connected to an input shaft 22 of the automatic transmission 16, and one A stator (fixed impeller) 30 is connected to a transmission case 36 (housing) via a directional clutch (one-way engaging element) 28, and amplifies the torque generated by the engine 12. It is a fluid transmission device that transmits to the automatic transmission 16. A lockup clutch 26 is provided between the pump impeller 20 and the turbine runner 24. The lock-up clutch 26 is a hydraulic friction clutch that is frictionally engaged by a differential pressure ΔP between the hydraulic pressure in the engagement side oil chamber 32 and the hydraulic pressure in the release side oil chamber 34, and is fully engaged. As a result, the pump impeller 20 and the turbine runner 24 are integrally rotated. Further, the differential pressure ΔP, that is, the engagement torque is feedback-controlled so as to be engaged in a predetermined slip state, so that the turbine runner 24 is pump impeller with a predetermined slip amount of, for example, about 50 rpm when the vehicle is driven (power on). On the other hand, when the vehicle is not driven (powered off), the pump impeller 20 is rotated following the turbine runner 24 with a predetermined slip amount of, for example, about −50 rpm.

  The automatic transmission 16 includes a first transmission unit 41 mainly composed of a single pinion type first planetary gear unit 40, a single pinion type second planetary gear unit 42, and a double pinion type third planetary gear unit. A second speed change portion 43 mainly composed of the device 44 is provided on the coaxial line, and the rotation of the input shaft 22 is changed and output from the output gear 46. The input shaft 22 corresponds to an input member, such as a turbine shaft of a torque converter that is rotationally driven by a driving source such as an engine, and the output gear 46 corresponds to an output member. Or directly or directly meshes with the differential gear device to drive the left and right drive wheels to rotate. The vehicle automatic transmission 16 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG. The same applies to the following embodiments.

  The first planetary gear unit 40 constituting the first transmission unit 41 includes three rotating elements, a sun gear S1, a carrier CA1, and a ring gear R1, and the sun gear S1 is connected to the input shaft 22 to rotate. When driven, the ring gear R1 is fixed to the transmission case 36 through the third brake B3 so as not to rotate, so that the carrier CA1 is decelerated and rotated with respect to the input shaft 22 as an intermediate output member for output. . Further, the second planetary gear device 42 and the third planetary gear device 44 constituting the second transmission unit 43 are partly connected to each other to constitute four rotating elements RM1 to RM4. Specifically, the first rotating element RM1 is constituted by the sun gear S3 of the third planetary gear unit 44, and the ring gear R2 of the second planetary gear unit 42 and the ring gear R3 of the third planetary gear unit 44 are connected to each other. A second rotating element RM2 is configured, and the carrier CA2 of the second planetary gear unit 42 and the carrier CA3 of the third planetary gear unit 44 are connected to each other to form a third rotating element RM3. The second planetary gear unit 42 The fourth rotating element RM4 is configured by the sun gear S2. Further, in the second planetary gear device 42 and the third planetary gear device 44, the carriers CA2 and CA3 are constituted by a common member, and the ring gears R2 and R3 are constituted by a common member, and The pinion gear of the second planetary gear unit 42 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the third planetary gear unit 44.

  The first rotation element RM1 (sun gear S3) is selectively connected to the transmission case 36 by the first brake B1 to stop the rotation, and the second rotation element RM2 (ring gears R2, R3) is stopped by the second brake B2. The fourth rotary element RM4 (sun gear S2) is selectively connected to the input shaft 22 via the first clutch C1 and selectively connected to the transmission case 36, and the second rotary element RM2. (Ring gears R2, R3) are selectively connected to the input shaft 22 via the second clutch C2, and the first rotating element RM1 (sun gear S3) is connected to the carrier CA1 of the first planetary gear unit 40 which is an intermediate output member. The third rotation element RM3 (carriers CA2, CA3) is integrally connected to the output gear 46 to output rotation.The first brake B1 to the third brake B3, the first clutch C1, and the second clutch C2 (hereinafter simply referred to as the clutch C and the brake B unless otherwise specified) are controlled by a hydraulic actuator such as a multi-plate clutch or a brake. The hydraulic circuit is switched by the solenoid valves Sol1 to Sol5 and the linear solenoid valves SL1 and SL2 provided in the hydraulic control circuit 88 shown in FIG. It is supposed to be.

  The operation table of FIG. 2 summarizes the relationship between the above-described shift speeds and the operation states of the clutches C1 and C2 and the brakes B1 to B3, and “◯” indicates engagement. As described above, in the vehicle automatic transmission 16 according to the present embodiment, the multi-stage of six forward stages using the three planetary gear devices 40, 42, 44, the two clutches C1, C2, and the three brakes B1 to B3. A shift is achieved. Further, the gear ratio of each gear stage is appropriately determined by the gear ratios ρ1, ρ2, and ρ3 of the first planetary gear device 22, the second planetary gear device 26, and the third planetary gear device 28, for example, ρ1≈0. If 45, ρ2≈0.38, and ρ3≈0.41, the gear ratio shown in FIG. 2 is obtained.

  FIG. 3 is a block diagram illustrating a control system provided in the vehicle for controlling the operation of the engine 12, the automatic transmission 16, and the like. The electronic control device 48 shown in FIG. 3 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. By performing signal processing according to the stored program, basic control such as output control of the engine 12, shift control of the automatic transmission 16, and lock-up clutch control of the lock-up clutch 26 is executed. It is configured separately for engine control and hydraulic control as required.

In the control system shown in FIG. 3, the accelerator opening degree Acc, which is the operation amount of the accelerator pedal 50, is detected by the accelerator opening degree sensor 51. The accelerator pedal 50 is largely depressed according to the driver's required output amount, and corresponds to an accelerator operation member, and the accelerator opening Acc corresponds to the required output amount. Further, the intake pipe of the engine 12, the electronic throttle valve 56 that is square i.e. the throttle opening theta _TH opening corresponding to the accelerator opening Acc is provided by a throttle actuator 54. In addition, the bypass passage 52 that bypasses the electronic throttle valve 56 for idle rotational speed control has an intake air amount when the electronic throttle valve 56 is fully closed to control the idle rotational speed N _EIDL of the engine 12. An ISC (idle rotational speed control) valve 53 is provided for control. In addition, the rotational speed N engine rotational speed sensor 58 for detecting the _E, intake air quantity sensor 60 for detecting an intake air quantity Q of the engine 12 of the engine 12, detects the temperature T _A of intake air An intake air temperature sensor 62, a throttle sensor 64 with an idle switch for detecting the fully closed state (idle state) of the electronic throttle valve 56 and its throttle opening _θTH, and a rotational speed N _{OUT of the} output gear 46 a vehicle speed sensor 66 for detecting a vehicle speed V corresponding to the coolant temperature sensor 68 for detecting the cooling water temperature T _W of the engine 12, a brake switch 70 for detecting the presence or absence of the operation of the foot brake is a service brake , lever position (operation position) of the shift lever 72 lever position sensor 74 for detecting a P _SH, the AT for detecting the turbine rotational speed sensor 76 for detecting a turbine rotational speed N _T which corresponds to the rotational speed N _IN of the power shaft 22, which is the temperature of the hydraulic oil in the hydraulic control circuit 88 AT oil temperature T _OIL An oil temperature sensor 78, an upshift switch 80, a downshift switch 82, and the like are provided. From these sensors and switches, the engine speed N _E , the intake air amount Q, the intake air temperature T _A , the throttle opening θ _TH , Vehicle speed V, engine coolant temperature T _W , presence / absence of brake operation, lever position P _SH of shift lever 72, turbine rotation speed N _T , AT oil temperature T _OIL , shift range up command R _UP , down command R _DN , etc. Is supplied to the electronic control unit 48. In addition, it is connected to an ABS (anti-lock brake system) 84 that controls the braking force so that the wheel does not lock (slip) during the operation of the foot brake, and is supplied with information on brake hydraulic pressure and the like corresponding to the braking force. A signal indicating the presence / absence of operation is supplied from 86.

  The hydraulic control circuit 88 shown in FIG. 3 mainly includes the lock-up hydraulic pressure, that is, the hydraulic pressure in the engagement side oil chamber 32 and the release side, in addition to the above-described solenoid valves Sol1 to Sol5 and linear solenoid valves SL1 and SL2. A linear solenoid valve SLU that controls a differential pressure ΔP with respect to the hydraulic pressure in the oil chamber 34, a linear solenoid valve SLT that mainly controls the line hydraulic pressure, and the like are provided. The hydraulic oil in the hydraulic control circuit 88 is supplied to the lock-up clutch 26 and also used for lubricating each part of the automatic transmission 16 and the like. The hydraulic friction engagement devices and the lock-up clutch 26 of the automatic transmission 16 are mechanically coupled to the engine 12 and are directly driven by the engine 12 in synchronization with the engine rotational speed. The hydraulic pressure generated by the oil pump 90 is controlled by the hydraulic control circuit 88 using the original pressure as the original pressure.

The electronic control unit 48 performs output control of the engine 12, shift control of the automatic transmission 16, lockup clutch control of the lockup clutch 26, and the like. Regarding the output control of the engine 12, in addition to controlling the opening and closing of the electronic throttle valve 56 by the throttle actuator 54, the fuel injection valve 92 is controlled for controlling the fuel injection amount, and the ignition such as an igniter is controlled for controlling the ignition timing. The apparatus 94 is controlled, and the ISC valve 53 is controlled for idle rotation speed control. The electronic throttle valve 56 is controlled by, for example, driving the throttle actuator 54 based on an actual accelerator opening degree Acc from a preset relationship (map), and increasing the accelerator opening degree Acc, the throttle opening degree θ. Increase _TH . Further, when the engine 12 is started, a crankshaft 18 of the engine 12 is cranked by a starter (electric motor) 96.

Further, the shift control of the automatic transmission 16, in response to said lever position P _SH of the shift lever 72, for example, the actual throttle opening from a pre-stored shift diagram shown in FIG. 4 (shift map) Based on the degree θ _TH and the vehicle speed V, the gear stage to be shifted of the automatic transmission 16 is determined, that is, the shift determination from the current gear stage to the gear stage of the shift destination is executed, and the determined gear stage is changed. A shift output for starting the shift operation is executed. The solid line in FIG. 4 is an upshift line, and the broken line is a downshift line. As the vehicle speed V decreases or the throttle valve opening _θTH increases, the gear ratio (= input rotational speed N _IN / output rotational speed). The speed N _OUT ) can be switched to a low speed side gear stage, and “1” to “6” in the figure mean the first speed gear stage “1st” to the sixth speed gear stage “6th”. is doing. In the lockup clutch control of the lockup clutch 26, the engagement torque, that is, the engagement force of the lockup clutch 26 is continuously controlled. For example, the engagement state of the lockup clutch 26 is controlled in accordance with a map of a release region, a slip control region, and an engagement region stored in advance using the throttle valve opening θ _TH and the vehicle speed V as parameters as shown in FIG. In order to control the rotational speed difference (slip amount) N _SLP (= N _E −N _T ) between the turbine rotational speed _NT and the engine rotational speed N _E to the target rotational speed difference (target slip amount) N _SLP ^*. In addition, a drive duty ratio D _SLU that is a drive signal for the solenoid valve SLU that controls the differential pressure ΔP of the lockup clutch 26 is output. In this slip control, in order to suppress the power transmission loss of the torque converter 14 as much as possible while absorbing the rotational fluctuation of the engine 12 for the purpose of improving the fuel efficiency as much as possible without impairing the drivability. The lock-up clutch 26 is maintained in the slip state.

  FIG. 6 is a cross-sectional view for explaining the configuration of the torque converter 14 in detail. As shown in FIG. 6, the torque converter 14 includes the pump impeller 20, the turbine runner 24, the lock-up clutch 26, the one-way clutch 28, the stator 30 and the like described above.

  The pump impeller 20 is connected to a crankshaft 18 that transmits the output of the engine 12, and is connected to a front cover 98 that is rotated about its axis at the same rotational speed as the crankshaft 18. When the front cover 98 is rotated by this driving, the pump impeller 20 is rotated integrally with the front cover 98. Then, by the rotation of the pump impeller 20, the hydraulic oil filled in the pump impeller 20 is pushed and rotated by the impeller in the pump impeller 20, and is driven in the outer peripheral direction by the centrifugal force generated thereby. It is. The hydraulic oil collides with the impeller of the turbine runner 24 arranged so as to face the pump impeller 20, rotates the turbine runner 24 by the impact force, and then curves the impeller of the turbine runner 24. And return to the pump impeller 20 through the stator 30 and circulate in the torque converter 14.

  When the relative rotational speed difference between the pump impeller 20 and the turbine runner 24 is relatively large, such as when the pump impeller 20 starts rotating, the flow of hydraulic oil flowing out of the turbine runner 24 is The pump impeller 20 flows in a direction that prevents rotation, but is supported via a one-way clutch 28 that is spline-fitted to a tubular fixed shaft 23 that is a non-rotating member provided integrally with the transmission case 36. Since the stator 30 is provided between the pump impeller 20 and the turbine runner 24, the flow of hydraulic oil is converted by the impeller of the stator 30 into a direction that assists the flow of the pump impeller 20. On the other hand, when the rotational speed of the turbine runner 24 increases and the relative rotational speed difference between the pump impeller 20 and the turbine runner 24 decreases, the stator 30 works to prevent the flow. Since the stator 30 is rotated by 28, the flow is prevented from being obstructed in this way. Since the turbine runner 24 is connected by a rivet 102 to the turbine hub 100 that is spline-fitted to the input shaft 22 of the automatic transmission 16 corresponding to the output shaft, the turbine runner 24 is connected as described above. When rotated, the rotation is transmitted from the input shaft 22 to the automatic transmission 16 via the turbine hub 100.

  FIG. 7 is a partial cross-sectional view showing an enlarged part in order to explain in detail the configuration of the torque converter 14 in the vicinity of the one-way clutch 28. As shown in FIG. 7, the one-way clutch 28 includes an outer race 104 disposed on the inner peripheral side of the stator 30 and an inner side disposed on the outer peripheral side of the fixed shaft 23 that is a non-rotating member. A race 106, a sprag 107 disposed in a gap between the outer race 104 and the inner race 106, and a pair of end bearings 108 are provided. A thrust bearing 110 is disposed in the gap between the turbine hub 100 and the outer race 104 so that the circumferential rotation of the outer race 104 relative to the turbine hub 100 is allowed while being supported in the axial direction. It has become. Similarly, a thrust bearing 114 is disposed in a gap between a rear case 112 formed integrally with the front case 98 and rotated integrally with the front case 98 and the outer race 104, and the outer case with respect to the rear case 112 is arranged. The relative rotation in the circumferential direction of the race 104 is allowed while being supported in the axial direction. A disc-shaped thrust bearing race 116 is provided between the roller 111 of the thrust bearing 110 and the outer race 104, and a disc-like thrust is provided between the roller 115 of the thrust bearing 114 and the outer race 104. Bearing races 118 are respectively disposed.

  FIG. 8 is a perspective view illustrating in detail the configuration of each element provided in the one-way clutch 28 and the thrust bearing race 116. As shown in FIG. 8, the outer race 104 has a structure having at least one step (radial dimension difference) in the axial direction due to an inlay structure described later, and has a large diameter with a relatively large radial dimension. It has the part 104a and the small diameter part 104b with a comparatively small radial direction dimension. Further, at least one (four in FIG. 8) concave grooves 104f are formed in the outer peripheral surface so as to communicate (penetrate) in the axial direction. A convex portion 30f (see FIG. 7) is provided on the inner peripheral surface of the stator 30 so as to protrude into the inner peripheral side and be fitted into the concave groove 104f. The convex portion 30f is assembled to the torque converter 14. In this state, the concave groove 104f formed on the outer peripheral surface of the outer race 104 and the convex portion 30f formed on the inner peripheral surface of the stator 30 are fitted together, so that the periphery of the stator 30 with respect to the outer race 104 is fitted. Relative rotation in the direction is disabled, and they are rotated together around a common axis. In the present embodiment, the concave groove 104f is formed by communicating the large-diameter portion 104a and the small-diameter portion 104b in the axial direction, but is formed by communicating in the axial direction at least with respect to the large-diameter portion 104a. As long as it does not necessarily extend to the small diameter portion 104b.

  As shown in FIG. 8, the thrust bearing race 116 on the turbine hub 100 side has an outer peripheral portion that extends in the axial direction of the stator 30 (the rotational axis direction, that is, the axial direction of the input shaft 22). An edge portion 116e for covering the outer periphery of the small-diameter portion 104b (the axial end portion in this embodiment) of the outer race 104, and extending (offset) in the axial direction from the axial end portion of the edge portion 116e. A hook-like claw portion 116f is provided. The claw portion 116f includes an axial direction portion 116s provided extending in the axial direction of the stator 30, and a radial direction portion extending in the radial direction of the stator 30 and provided on the outer peripheral side of the axial direction portion 116s. 116d, and preferably provided in the same number (four in FIG. 8) as the concave grooves 104 so as to be fitted into the concave grooves 104f of the outer race 104. That is, in the state assembled to the torque converter 14, the concave groove 104f formed on the outer peripheral surface of the outer race 104 and the claw portion 116f formed on the outer peripheral portion of the thrust bearing race 116 (in this embodiment) And the edge 116e covers the end of the small diameter portion 104b of the outer race 104, and the thrust bearing race 116 is brought into contact with one end surface of the outer race in the axial direction. With such a structure, relative rotation in the circumferential direction of the thrust bearing race 116 with respect to the outer race 104 is disabled, and these are integrally rotated around a common axis. Further, the inlay structure as described above facilitates the centering of the one-way bearing 28 and the thrust bearing race 116.

  Further, as shown in FIG. 7, the radial portion 116 d of the claw portion 116 f functions as an engaging portion with the snap ring 120, and the thrust bearing race 116 is assembled to the torque converter 14. Then, the snap ring 120 and the outer peripheral portion of the thrust bearing race 118 are arranged on the inner peripheral side of the stator 30 so as to overlap (wrap) with the radial portion 116d of the thrust bearing race 116 in the radial direction of the stator 30. A snap ring 122 is provided so as to overlap with each other in order to inhibit the outer race 104, the thrust bearing race 116, and the thrust bearing race 118 from moving relative to the stator 30 in the axial direction. The thrust bearing race 116 is disposed so as to be adjacent to one end face in the axial direction of the outer race 104, the inner race 106, and the end bearing 108, so that the end bearing 108 is connected to the outer race 104 and the inner race. It functions as a support member for suppressing axial movement with respect to 106. Thus, in this embodiment, the one-way clutch 28, the thrust bearing races 116, 118, and the snap rings 120, 122 constitute a stator support device 124, and the stator support device 124 fixes the stator 30. While relative rotation in one direction with respect to the shaft 23 is allowed, relative rotation in the reverse direction is prohibited, and the torque converter 14 operates as described above, and the torque generated by the engine 12 as a power source is appropriately amplified. Then, it is transmitted to the automatic transmission 16.

  Thus, according to this embodiment, the end bearing 108 disposed in the gap between the outer race 104 and the inner race 106 of the one-way clutch 28 disposed on the inner peripheral side of the stator 30, and the outer A thrust bearing race, which is disposed adjacent to one end face in the axial direction of the race 104 and prevents the end bearing 108 from moving in the axial direction with respect to the outer race 104 and the inner race 106. 116, the inner peripheral surface of the stator 30 is provided with a convex portion 30f protruding toward the inner peripheral side, and the outer peripheral surface of the outer race 104 is fitted with the convex portion 30f in the axial direction. A groove 104f that communicates with the thrust bearing race 116 is provided on the outer peripheral portion of the thrust bearing race 116. Since the claw portion 116f that extends in the direction and is fitted into the concave groove 104f is provided, the outer race 104 is provided with the outer race 104 in order to suppress relative rotation in the circumferential direction between the stator 30 and the outer race 104. By fitting the claw portion 116f into the provided concave groove 104f, the relative rotation in the circumferential direction of the thrust bearing race 116 with respect to the outer race 104 can be suitably suppressed using the existing configuration in the prior art. Since the claw portion 116f is provided extending in the axial direction of the stator 30, durability and strength can be easily ensured as compared with the conventional configuration. In addition, there is no adverse effect such as an increase in cost due to shape accuracy, correspondence of materials, and the like. That is, it is possible to provide a stator support device for a vehicle torque converter that suitably suppresses relative movement in the rotation axis direction of the one-way clutch 28 disposed on the inner peripheral side of the stator 30.

  Further, on the outer peripheral portion of the thrust bearing race 116, an edge portion 116e extending in the axial direction of the stator 30 and covering the outer periphery of one end portion in the axial direction of the outer race 104 is provided. Since the claw portion 116f is provided at an end portion of the edge portion 116e in the axial direction of the stator 30, the edge portion 116e can bear a load in the radial direction. Strength can be realized. Further, such a configuration makes it possible to reduce the thickness of the thrust bearing race 116 while maintaining necessary durability and strength, and contributes to a reduction in the thickness of the torque converter 14.

  The claw portion 116f extends in the axial direction of the stator 30 and has a diameter provided on the outer peripheral side of the axial portion 116s extending in the radial direction of the stator 30. 116d, and includes a snap ring 120 disposed on the inner peripheral side of the stator 30 so as to overlap the radial direction portion 116d in the radial direction of the stator 30. Since the radial portion 116d and the snap ring 120 overlap with each other in the radial direction of the stator 30, the snap ring 120 can suppress the axial movement of the thrust bearing race 116 with respect to the stator 30.

  Further, since the claw portion 116f is provided so as to extend (offset) in the axial direction of the stator 30, the axial dimension of the stator 30 can be shortened as much as possible. Can be made thinner. Further, since the configuration offset in the axial direction of the stator 30 is relatively strong with respect to the load in the circumferential direction, the thickness dimension (thickness of the plate) of the thrust bearing race 116 can be made thinner than the conventional one. This also contributes to a reduction in the thickness of the torque converter 14.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

  For example, in the embodiment described above, the outer race 104 is configured to have one step (radial dimension difference) in the axial direction as shown in FIG. Although it has the diameter portion 104a and the small diameter portion 104b having a relatively small radial dimension, for example, as shown in FIGS. 9 and 10, there are two steps in the axial direction (diameter dimension difference). Even if it has a certain configuration and has a medium diameter part 104c between the large diameter part 104a and the small diameter part 104b, the radial direction dimension is smaller than the large diameter part 104a and the radial direction dimension is larger than the small diameter part 104b. Good. As shown in FIG. 9, the intermediate diameter portion 104c preferably has a radial dimension (outer diameter) smaller than a radial dimension (inner diameter) of the inner peripheral surface of the snap ring 120, and the thrust bearing race. When 116 is assembled to the outer race 104, the axial dimension is such that the thrust bearing race 116 can contact one end surface of the outer race 104 in the axial direction. According to such a configuration, the side surface of the axial portion 116 s in the claw portion 116 f is brought into contact with the portion corresponding to the middle diameter portion 104 c in the concave groove 104 f, so that the thrust bearing race 116 with respect to the outer race 104 is The relative rotation in the circumferential direction can be further reliably suppressed, and further excellent durability and strength can be realized.

  In the above-described embodiment, the same number of the claw portions 116f as the concave grooves 104f formed on the outer peripheral surface of the outer race 104 are provided, but a smaller number of the claw portions 116f than the concave grooves 104f are provided in the thrust. Even if it is provided in the bearing race 116, a temporary effect of the present invention can be obtained.

  Further, in the above-described embodiment, the claw portion 116f is provided on the thrust bearing race 116 on the turbine hub 100 side among the thrust bearing races 116 and 118 brought into contact with both axial end surfaces of the one-way clutch 28. However, the thrust bearing race 118 on the opposite side may be provided with a claw portion, or the thrust bearing races on both sides may be provided with a claw portion.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

BRIEF DESCRIPTION OF THE DRAWINGS It is a skeleton diagram explaining the structure of the power transmission device provided with the torque converter to which this invention is applied suitably. FIG. 2 is an operation table for explaining operation states of engagement elements when a plurality of shift speeds are established in the automatic transmission of FIG. 1. It is a block diagram explaining the control system provided in the vehicle in order to control operation | movement of the engine of FIG. 1, an automatic transmission, etc. FIG. 4 is a diagram illustrating a shift diagram used in shift control of the automatic transmission performed by the electronic control unit of FIG. 3. It is a figure which illustrates the relationship used by control of the engagement state of the lockup clutch performed by the electronic controller of FIG. FIG. 2 is a cross-sectional view illustrating in detail the configuration of the torque converter in FIG. 1. FIG. 7 is a partial cross-sectional view showing an enlarged part in order to explain in detail the configuration in the vicinity of the one-way clutch in the torque converter of FIG. 6. FIG. 7 is a perspective view illustrating in detail a configuration of each element of a one-way clutch and a thrust bearing race provided in the torque converter of FIG. 6. FIG. 7 is a partial cross-sectional view showing an enlarged part in order to explain in detail another example of the configuration in the vicinity of the one-way clutch in the torque converter of FIG. 6. FIG. 10 is a perspective view illustrating in detail the configuration of each element of the one-way clutch and the thrust bearing race corresponding to the configuration of FIG. 9.

Explanation of symbols

14: Vehicle torque converter 28: One-way clutch 30: Stator 30f: Convex portion 104: Outer race 104f: Concave groove 106: Inner race 108: End bearing 116: Thrust bearing race 116d: Radial direction portion 116e: Edge portion 116f: Claw portion 116s: axial direction portion 120: snap ring 124: stator support device

Claims (3)

A stator support device for supporting a stator of a vehicle torque converter via a one-way clutch disposed on an inner peripheral side thereof,
An outer race, an inner race of the one-way clutch, and an end bearing disposed in a gap between them;
A thrust bearing race disposed adjacent to one end surface in the axial direction of the outer race, the thrust bearing race for preventing the end bearing from moving in the axial direction with respect to the outer race and the inner race;
A convex portion provided on the inner peripheral surface of the stator so as to protrude to the inner peripheral side;
A concave groove provided on the outer peripheral surface of the outer race and communicating in the axial direction so that the convex portion is fitted;
A stator support device for a torque converter for a vehicle, comprising: a claw portion provided on an outer peripheral portion of the thrust bearing race and extending in an axial direction of the stator and fitted into the concave groove.   An outer peripheral portion of the thrust bearing race is provided with an edge portion that extends in the axial direction of the stator and covers an outer periphery of one end portion of the outer race in the axial direction. The stator support device for a vehicle torque converter according to claim 1, wherein the stator support device is provided at an end portion of the stator in an axial direction at an edge portion. The claw portion includes an axial portion provided extending in the axial direction of the stator, and a radial portion extending in the radial direction of the stator and provided on the outer peripheral side of the axial portion. And
The stator support device for a vehicle torque converter according to claim 1 or 2, further comprising a snap ring disposed on an inner peripheral side of the stator so as to overlap the radial direction portion in the radial direction of the stator.

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