JP2009041662A - Torque converter with lock-up clutch - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a torque converter with a lock-up clutch, having compact construction for improving the vibration reducing effect of a driving system resulting in a wider low-vehicle-speed region of the torque converter to which the lock-up clutch is directly connected, to improve low mileage performance. <P>SOLUTION: In the torque converter, an inertia mass 35 is arranged between a transmission cover 5 and a turbine blade 2 rotatably relative thereto, the transmission cover 5 and the inertia mass 35 are connected to each other via a first torque damper spring 36 and the inertia mass 35 and the turbine blade 2 are connected to each other via a second torque damper spring 37, and the first and second torque damper springs 36, 37 are arranged radially outward from a maximum swollen point 48 on the outside face of the turbine blade 2 along the peripheral direction of the turbine blade 2. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a pump impeller, a turbine impeller connected to the pump impeller via a circulation circuit of working oil, a transmission cover that is connected to the pump impeller and covers an outer surface of the turbine impeller, and the transmission cover and the turbine. The present invention relates to an improvement in a torque converter with a lock-up clutch, which includes a lock-up clutch that can mechanically connect impellers.

In recent years, automatic transmission vehicles equipped with such a torque converter with a lock-up clutch tend to expand the direct connection area of the torque converter by connecting the lock-up clutch to a lower vehicle speed range in order to improve fuel efficiency. As a result, vibrations of the drive system due to engine rotation fluctuations are likely to occur. In order to reduce the vibration of the drive system, in such a torque converter with a lock-up clutch, in order to reduce the vibration of the drive system in the direct connection state of the torque converter due to the connection of the lock-up clutch, It is known that a torque damper spring is interposed between the turbine impellers as disclosed in Patent Document 1, for example. FIG. 8 shows a simple vibration model of a vehicle drive system in such a state where the conventional torque converter with a lockup clutch is directly connected.
JP 61-252958 A

  In the above conventional one, a torsional rigidity between the pump impeller and the turbine impeller is made as small as possible by using a compression coil spring having a small spring constant and a large stroke length for the torque damper spring. However, compression coil springs with small spring constants and large stroke lengths require the coil diameter to be as large as possible, so the torsional rigidity is reduced due to space limitations when placed in the torque converter. There is a limit to this, and it cannot be said that the vibration reduction effect of the drive system is great.

  The present invention has been made in view of such circumstances. In order to improve fuel efficiency, the present invention is driven so as to make it possible to expand the direct connection region of the torque converter by connecting the lock-up clutch to a lower vehicle speed region. An object of the present invention is to provide a torque converter with a lock-up clutch that can enhance the vibration reduction effect of the system and can be configured compactly.

  In order to achieve the above object, the present invention provides a pump impeller, a turbine impeller connected to the pump impeller through a circulation circuit of hydraulic oil, and a transmission that is connected to the pump impeller and covers an outer surface of the turbine impeller. In a torque converter with a lock-up clutch comprising a cover and a lock-up clutch that can mechanically connect the transmission cover and the turbine impeller, an inertia mass body that can rotate relative to the transmission cover and the turbine impeller is provided between the transmission cover and the turbine impeller. The transmission cover and the inertia mass body are connected via a first torque damper spring, and the inertia mass body and the turbine impeller are connected via a second torque damper spring, respectively. Install the damper spring on the outer surface of the torus-shaped pump impeller and turbine impeller on the turbine impeller side. That is arranged along the circumferential direction of the turbine impeller radially outward of square maximum bulge point to the first feature.

  According to the present invention, in addition to the first feature, a second inertial mass is rotatably coupled to the inertial mass, and the second inertial mass is connected to the inertial mass via an elastic member. A second feature is that a vibration absorber that is coupled and cancels the vibration of the inertial mass body is constituted by the second inertial mass body and the elastic member.

  The elastic member corresponds to a coil spring 53 in a second embodiment of the present invention to be described later.

  According to the first aspect of the present invention, an inertial mass body that is rotatable relative to the transmission cover and the turbine impeller is disposed, and the transmission cover and the inertial mass body are interposed between the transmission cover and the inertial mass body via the first torque damper spring. In addition, the inertia mass body and the turbine impeller are connected to each other through a second torque damper spring, and the first and second torque damper springs are connected to the turbine impeller on the outer surface of the pump impeller and the turbine impeller having a torus shape. By arranging along the circumferential direction of the turbine impeller radially outward from the maximum lateral bulge point on the vehicle side, the combined spring constant of the first and second torque damper springs can be greatly reduced, and the resonance frequency can be reduced. Can be significantly reduced. As a result, the actual direct connection region of the torque converter can be expanded to the low speed side of the engine speed, and the fuel efficiency can be improved. Further, when the engine speed at which the torque converter is actually directly connected is set to be the same as that of the conventional one, the vibration transmissibility can be lowered as compared with the conventional one, which can contribute to the improvement of the NV performance.

  Furthermore, since the inertia mass body interposed between the first and second torque damper springs acts to cancel the rotational fluctuation input from the engine, the transmission of the rotational fluctuation to the load side can be further reduced.

  In addition, the dead space on the outer peripheral side of the outer surface of the turbine impeller is effectively used for installing the first and second torque damper springs, and can contribute to the compactness of the torque converter with the lockup clutch.

  According to the second feature of the present invention, the inertial mass body and the second inertial mass body vibrate in the opposite phase to each other, so that the two inertial mass bodies cancel each other's vibrations to the load side. Transmission of rotational fluctuation can be suppressed to a smaller level, which can contribute to further improvement in NV characteristics.

  Embodiments of the present invention will be described below on the basis of preferred embodiments of the present invention shown in the accompanying drawings.

  FIG. 1 is a vertical side view of the upper half of a torque converter with a lock-up clutch according to a first embodiment of the present invention, FIG. 2 is a simplified vibration model diagram of a vehicle drive system when the torque converter is directly connected, and FIG. FIG. 4 is a chart showing the calculation results of the vibration characteristics of the drive system, FIG. 4 is a diagram corresponding to FIG. 1 showing a second embodiment of the present invention, and FIG. 5 is a simplified diagram of the vehicle drive system in the direct connection state of the torque converter. FIG. 6 is a diagram showing the calculation results of the vibration characteristics of the drive system, FIG. 7 is a diagram corresponding to FIG. 1, showing a third embodiment of the present invention, and FIG. 8 is a conventional torque with a lock-up clutch. It is a simple vibration model figure of the drive system of a vehicle in the direct connection state of a converter.

  First, the description starts with the description of the first embodiment of the present invention. In FIG. 1, a torque converter T is disposed between a pump impeller 1, a turbine impeller 2 connected to the pump impeller 1 through a working oil circulation circuit 3, and an inner peripheral portion thereof. It comprises a stator impeller 4 that controls the flow of hydraulic oil in the circuit 3.

  A transmission cover 5 that covers the outer surface of the turbine impeller 2 is integrally connected to the pump impeller 1. A starting ring gear 6 is fixed to the outer peripheral surface of the transmission cover 5, and a drive plate 7 bolted to the crankshaft Ea of the engine is bolted to the ring gear 6.

  A thrust bearing 8 is interposed between the hub 2 a of the turbine impeller 2 and the transmission cover 5. Radial oil grooves 9 are provided on the outer end surface of the hub 2a in contact with the thrust bearing 8.

  An output shaft 10 arranged coaxially with the crankshaft Ea is disposed at the center of the torque converter T. The output shaft 10 is spline-fitted to the hub 2a of the turbine impeller 2 and is connected to the hub 5a of the transmission cover 5. A bearing bush 16 is rotatably supported on the inner peripheral surface. The output shaft 10 becomes the main shaft of the multi-stage transmission.

  A cylindrical stator shaft 12 for supporting the hub 4a of the stator impeller 4 via a free wheel 11 is disposed on the outer periphery of the output shaft 10, and the relative rotation between the output shaft 10 and the stator shaft 12 is arranged. The bearing 15 which accepts is interposed. The outer end portion of the stator shaft 12 is supported by the transmission case 14 so as not to rotate.

  Thrust bearings 18, 18 ′ are interposed between the hub 4 a of the stator impeller 4 and the hubs 1 a, 2 a of the pump impeller 1 and the turbine impeller 2 opposed to the hub 4 a.

  An auxiliary machine drive shaft 20 is connected to the hub 1 a of the pump impeller 1, and an oil pump 21 that supplies hydraulic oil to the circulation circuit 3 is driven by the auxiliary machine drive shaft 20.

  A clutch chamber 22 is defined between the turbine impeller 2 and the transmission cover 5, and a lockup clutch L that can be directly connected between the turbine impeller 2 and the transmission cover 5 is accommodated in the chamber 22.

  The clutch piston 25 that forms the main body of the lockup clutch L is arranged so as to partition the clutch chamber 22 into an inner chamber 22a on the turbine impeller 2 side and an outer chamber 22b on the transmission cover 5 side. The clutch piston 25 is provided with a friction lining 25a facing the inner side surface of the transmission cover 5 on the outer peripheral side wall, and is separated from the connection position where the friction lining 25a is pressed against the inner side surface of the transmission cover 5 and the inner wall. The boss 25b of the piston 25 is slidably supported on the outer peripheral surface of the hub 2a of the turbine impeller 2 so that it can move in the axial direction between the unconnected positions.

  A first oil passage 30 communicating with the outer chamber 22 b of the clutch chamber 22 through the lateral hole 26 and the thrust bearing 8 is provided at the center of the output shaft 10. A second oil passage 31 communicating with the inner peripheral portion of the circulation circuit 3 is formed between the auxiliary drive shaft 20 and the stator shaft 12 through the thrust bearings 18 and 18 ′ and the free wheel 11.

  The boss 25b of the clutch piston 25 protrudes from the tip of the boss 25b toward the turbine impeller 2, and a disc-shaped inertia mass body 35 is supported on the outer peripheral surface of the boss 25b so as to be rotatable and slidable. A first torque damper spring 36 is provided between the clutch piston 25 and the inertia mass body 35 so as to provide a buffer connection between the clutch piston 25 and the inertia mass body 35 in the rotational direction. Further, between the inertia mass body 35 and the turbine impeller 2, A second torque damper spring 37 that interposes between them along the rotational direction is interposed.

  Specifically, an annular first spring accommodating groove 40 that opens to the inertia mass body 35 side is formed at the outer peripheral end of the clutch piston 25, and a plurality of first springs comprising coil springs are formed in the first spring accommodating groove 40. One torque damper spring 36 is accommodated along the circumferential direction of the turbine impeller 2. Each first torque damper spring 36 is clamped along the circumferential direction of the first spring housing groove 40 by first and second clamping claws 41 and 42 fixed to the clutch piston 25 and the inertia mass body 35, respectively. Therefore, when the clutch piston 25 and the inertia mass body 35 rotate relative to each other, the first torque damper springs 36 are compressed between the first and second pinching claws 41 and 42.

  Further, a second spring accommodating groove 44 that opens to the turbine impeller 2 side is formed at the outer peripheral end of the inertia mass body 35, and a plurality of second springs comprising a plurality of coil springs are formed in the second spring accommodating groove 44. The torque damper spring 37 is accommodated along the circumferential direction of the turbine impeller 2. The second torque damper springs 37 are clamped along the circumferential direction of the second spring accommodating groove 44 by third and fourth clamping claws 45 and 46 fixed to the inertia mass body 35 and the turbine impeller 2, respectively. . Therefore, when the inertial mass body 35 and the turbine impeller 2 rotate relative to each other, the second torque damper springs 37 are compressed between the third and fourth clamping claws 45 and 46.

  The outer surfaces of the pump impeller 1 and the turbine impeller 2 have a torus shape, and the first and second torque damper springs 36, 37 are radially outward from the maximum bulge point 48 on the outer surface of the turbine impeller 2. Are arranged so as to be close to the outer surface of the turbine impeller 2 arranged in the axial direction.

  Next, the operation of the first embodiment will be described.

  In the idling or extremely low speed operation region of the engine, the first oil passage 30 is connected to the discharge side of the oil pump 21 by a lockup control valve (not shown), while the second oil passage 31 is opened to the oil reservoir 33. In this case, the output torque of the crankshaft Ea of the engine is transmitted to the drive plate 7, the transmission cover 5, and the pump impeller 1 to rotate and drive the oil pump 21, so that the oil pump 21 The hydraulic oil discharged from the lockup control valve 32 sequentially passes through the first oil passage 30, the lateral hole 26, the oil groove 9 at the outer end of the hub 2a of the turbine impeller, the outer chamber 22b of the clutch chamber 22, and the inner chamber 22a. After flowing into the circulation circuit 3 and filling the circuit 3, the thrust bearings 18, 18 ′ and the free wheel 11 are sequentially transferred to the second oil passage 31 and returned to the oil reservoir 33 from the lockup control valve 32.

  On the other hand, in the clutch chamber 22, the outer chamber 22 b has a higher pressure than the inner chamber 22 a due to the flow of the hydraulic oil as described above, and the clutch piston 25 is pressed in a direction away from the inner wall of the transmission cover 5 due to the pressure difference. Therefore, the lockup clutch L is in an off state, and the pump impeller 1 and the turbine impeller 2 are allowed to rotate relative to each other. Therefore, when the pump impeller 1 is rotationally driven from the crankshaft Ea, the working oil that fills the circulation circuit 3 circulates in the circulation circuit 3 as indicated by the arrow, so that the rotational torque of the pump impeller 3 is reduced to the turbine blade. This is transmitted to the car 2 to drive the output shaft 10.

  At this time, if a torque amplifying action is generated between the pump impeller 1 and the turbine impeller 2, the accompanying reaction force is borne by the stator impeller 4, and the stator impeller 4 is caused by the locking action of the freewheel 11. Fixed.

  When the torque amplifying action is finished, the stator impeller 4 rotates in the same direction together with the pump impeller 1 and the turbine impeller 2 while the free wheel 11 is idling due to the reversal of the torque direction received by the stator impeller 4.

  When the torque converter T enters such a coupling state or approaches the coupling state, the lockup control valve 32 is switched by the electronic control unit. As a result, the oil discharged from the oil pump 21 flows into the circulation circuit 3 from the lockup control valve 32 through the second oil passage 31 and fills the circuit 3, contrary to the previous operation, and then the clutch chamber 22. The inner chamber 22a is filled to fill the inner chamber 22a. On the other hand, the outer chamber 22b of the clutch chamber 22 is opened to the oil sump 33 via the first oil passage 30 and the lockup control valve 32. Therefore, in the clutch chamber 22, the inner chamber 22a is more than the outer chamber 22b. Due to the pressure difference, the clutch piston 25 is pressed to the transmission cover 5 side, the friction lining 25a is pressed against the inner wall of the transmission cover 5, and the lockup clutch L is connected.

  In this case, the rotational torque transmitted from the crankshaft Ea to the pump impeller 1 is transmitted through the drive plate 7, the transmission cover 5, the clutch piston 25, the first torque damper spring 36, the inertia mass body 35, and the second torque damper spring 37 to the turbine. Since it is mechanically transmitted to the impeller 2, the pump impeller 1 and the turbine impeller 2 are directly connected, and the output torque of the crankshaft Ea can be efficiently transmitted to the output shaft 10. Reduction can be achieved.

  Assuming that the vehicle is traveling in such a directly connected state of the torque converter T, the drive system is expressed by a simple vibration model as shown in FIG. As is clear from this, the first and second torque damper springs 36, 37 are connected in series between the transmission cover 5 and the turbine impeller 2 via the inertia mass body 35, and have a torus shape. Since the outer surfaces of the pump impeller 1 and the turbine impeller 2 are arranged radially outward from the maximum lateral bulge point 48 on the turbine impeller 2 side along the circumferential direction of the turbine impeller 2, each torque damper spring The lengths 36 and 37 can be set as long as possible, and the effective number of windings can be increased as much as possible. Therefore, as is clear from the following equation (1), the spring constant k of each torque damper spring 36 and 37 is reduced. Can be set.

k = α × d ⁴ / (n × D ³ ) (1)
Where k is the spring constant of the individual coil spring, α is the coefficient, d is the spring wire diameter, D is the spring outer diameter, and the combined spring constant K of the first and second torque damper springs 36 and 37 connected in series is As can be seen from the following equation (2), the spring constant of the individual coil springs, that is, the torque damper springs, can be greatly reduced, and the resonance frequency can be greatly reduced.

1 / K = (1 / k ₁ ) + (1 / k ₂ ) ... + (1 / km) (2)
However, K: composite spring constant, k ₁ -km: spring constant of the individual spring When the calculation result of the vibration characteristics of the drive system in the direct connection state of the torque converter T is charted, it is as shown in FIG. Line A shows the characteristic of the first embodiment of the present invention, and line B shows the conventional characteristic shown in FIG.

  In FIG. 3, the vertical axis represents the ratio of the rotational fluctuation (hereinafter, synonymous with torque fluctuation) of the engine crankshaft Ea input to the drive system and the rotational fluctuation output from the drive system as a vibration transmissibility. ing. When this vibration transmissibility is 0 dB, the ratio of the input rotation fluctuation to the output rotation fluctuation is 1, and when the ratio is “+”, the rotation fluctuation is amplified and output. And “−” means that the rotational fluctuation is attenuated (cut off). That is, if the vibration transmissibility is a small value, it can be said that the NV (noise & vibration) performance when the torque converter T is directly connected in the low vehicle speed range is high. Note that the symbols a and b in FIG. 3 are the resonance points of the turbine impeller on the lines A and B.

  Thus, as is apparent from the comparison of the resonance points a and b, the line A (first embodiment of the present invention) is displaced to the lower frequency side as a whole with respect to the line B (conventional). This means that the torsional rigidity between the cover 5 and the inertia mass body 35 has been lowered, and as described above, the combined spring constant of the first and second torque damper springs 36 and 37 has decreased. Therefore, in the line A (first embodiment of the present invention), the region of vibration transmissibility = 0 dB spreads to the low frequency side, so that the actual direct connection region of the torque converter T is Q As a result, the engine speed can be increased to the low speed side, and fuel efficiency can be improved. In addition, in the lines A and B, when the engine speed at which the torque converter T is actually directly connected is set to be the same, in the line A (the first embodiment of the present invention), the vibration transmissibility is changed to the line B (conventional). On the other hand, since R can be lowered, it can contribute to the improvement of NV performance.

Further, in the line A (the first embodiment of the present invention), a resonance point a ₂ of the inertia mass body 35 interposed between the first and second torque damper springs 36 and 37 is newly generated, and this inertia mass body 35 is also generated. Acts to cancel the rotational fluctuations input from the engine, so that the transmission of rotational fluctuations to the load side can be further reduced compared to the conventional model (line B) in which no inertial mass exists.

  In addition, the first and second torque damper springs 36 and 37 are radially outward from the maximum lateral bulge point 48 on the turbine impeller 2 side on the outer surfaces of the pump impeller 1 and the turbine impeller 2 having a torus shape. Arranging along the circumferential direction of the turbine impeller 2 means that the dead space on the outer peripheral side of the outer surface of the turbine impeller 2 is effectively used for installing the first and second torque damper springs 36 and 37. This can contribute to the compactness of the torque converter T with a lock-up clutch.

  Furthermore, since the inertial mass body 35 is disposed in series between the lockup clutch L and the turbine impeller 2, the inertial mass body 35 and the second torque damper spring 37 can be easily integrated. Since the inertia mass body 35, the clutch piston 25, and the turbine impeller 2 can be attached to and detached from each other, the torque converter T with the lock-up clutch can be easily assembled and mounted on different vehicle types with minimum specifications. It becomes possible by change.

  Next, a second embodiment of the present invention will be described with reference to FIG.

  In the second embodiment, in addition to the previous embodiment, an annular second inertia mass body 50 is connected to the disk-like inertia mass body 35 so as to be relatively rotatable. The connecting shaft 51 is fixed, and an arcuate long hole 52 through which the connecting shaft 51 passes slidably in the circumferential direction of the second inertial mass body 50 is provided in the second inertial mass body 50. The second inertial mass body 50 is connected to the inertial mass body 35 via a coil spring 53. Specifically, an annular spring accommodating portion 55 is formed integrally with the second pinch claw 42 fixed to the inertia mass body 35, and a plurality of coil springs 53 are accommodated along the circumferential direction of the turbine impeller 2. Each coil spring 53 is clamped along the circumferential direction of the spring accommodating part 55 by the second inertia mass body 50 and the fifth and sixth clamping claws 56 and 57 fixed to the spring accommodating part 55. Therefore, when the inertial mass body 35 and the second inertial mass body 50 rotate relative to each other, the coil springs 53 are compressed between the fifth and sixth sandwiching claws 56 and 57. Thus, the second inertia mass body 50 and the coil spring 53 together constitute a vibration absorber 54 that cancels the vibration of the inertia mass body 35. Since other configurations are the same as those of the previous embodiment, portions corresponding to those of the previous embodiment in FIG. 4 are denoted by the same reference numerals, and redundant description is omitted.

  FIG. 5 shows a drive system simple vibration model including the torque converter T in the second embodiment when the torque converter T is brought into a directly connected state by connecting the lockup clutch L. Further, the calculation result of the vibration characteristic of the drive system at this time can be shown by a line A ′ in FIG.

As is clear from these, when the inertial mass body 35 vibrates, the second inertial mass body 50 vibrates in the opposite phase. As a result, both the inertia mass bodies 35 and 50 cancel each other's vibrations, so that the transmission of rotational fluctuations to the load side can be further reduced, and the NV characteristics are further improved. Therefore, even if the actual direct connection region of the torque converter T is extended to the low speed side of the engine beyond the resonance point a ₂ of the inertia mass body 35 in the line A of the previous embodiment, the rotation fluctuation is transmitted to the load side. Can be kept small, the NV characteristics can be further improved, and the fuel efficiency can be further improved.

  Next, a third embodiment of the present invention shown in FIG. 7 will be described.

  In the third embodiment, the clutch piston 25 of the first embodiment is exclusively replaced with a damper plate 25 ′ that holds the first torque damper spring 36, and a multi-plate type is provided between the damper plate 25 ′ and the transmission cover 5. The lockup clutch L is interposed. The boss 25'a of the damper plate 25 'is rotatably supported by the hub 2a of the turbine impeller 2 as in the case of the clutch piston 25 of the first embodiment, and the inertia mass body 35 is supported by the boss 25'a. It is supported rotatably.

  The multi-plate lockup clutch L is arranged on the inner surface of the transmission outer cover 5 and the annular clutch outer 60 fixed on the inner surface of the transmission cover 5 and on the outer surface of the damper plate 25 ′. Clutch inner 61, a plurality of drive friction plates 62 slidably fitted on the inner periphery of the clutch outer 60, and these drive friction plates 62 are alternately stacked to be slidable on the outer periphery of the clutch inner 61. A plurality of driven friction plates 63 to be spline-fitted, a pressure receiving plate 64 fixed to the clutch outer 60 so as to face one side of the driving and driven friction plates 62 and 63 group, and the driving and driven friction plates 62 and 63 group The pressure piston 65 is slidably fitted to the inner peripheral surface of the clutch outer 60 via a seal member 66 so as to face the other side surface.

  The transmission cover 5 is integrally provided with a cylindrical support portion 5b for supporting the hub 2a of the turbine impeller 2 via a thrust bearing 8, and a boss 65a of the pressure piston 65 is provided on the outer peripheral surface of the support portion 5b. Is slidably supported through the seal member 67. A hydraulic chamber 68 is defined between the pressure piston 65 and the transmission cover 5. The hydraulic chamber 68 communicates with an oil hole 69 provided radially in the support portion 5b, an oil hole 70 of the output shaft 10, and an oil passage 71 in the output shaft 10, and the hydraulic pressure is illustrated in the hydraulic chamber 68 through these. If the pressure is supplied from the hydraulic pressure source, the pressure piston 65 receives the hydraulic pressure and moves to the pressure receiving plate 64 side to frictionally engage the driven and driven friction plates 62 and 63. Therefore, the lockup clutch L is brought into the connected state. Thus, the transmission cover 5 and the damper plate 25 'can be directly connected. Further, if the hydraulic pressure in the hydraulic chamber 68 is released, the pressurizing piston 65 loses the applied pressure, so that the lockup clutch L can be brought into a disconnected state.

  Since other configurations are substantially the same as those of the first embodiment, portions corresponding to those of the first embodiment are denoted by the same reference numerals in FIG.

  The present invention is not limited to the above embodiments, and various design changes can be made without departing from the scope of the invention. For example, the number of torque damper springs connected in series is not limited to two, but can be increased. In that case, the number of the second inertia mass bodies 50 can be increased in accordance with the increase in the number of torque damper springs.

The upper half vertical side view of the torque converter with a lockup clutch which concerns on 1st Example of this invention. The simple vibration model figure of the drive system of the vehicle in the direct connection state of the torque converter. The chart which shows the calculation result of the vibration characteristic of the above-mentioned drive system. FIG. 4 is a diagram corresponding to FIG. 1 showing a second embodiment of the present invention. The simple vibration model figure of the drive system of the vehicle in the direct connection state of the torque converter. Chart showing calculation results of vibration characteristics of the above drive train FIG. 6 is a view corresponding to FIG. 1 showing a third embodiment of the present invention. Simplified vibration model diagram of the drive system of a vehicle in a directly connected state of a torque converter with a conventional lock-up clutch

Explanation of symbols

T ... Torque converter 1 ... Pump impeller 2 ... Turbine impeller 3 ... Circulation circuit 5 ... Transmission cover 35 ... ... Inertial mass 36 ... First torque damper spring 37 ... Second torque damper spring 48 ... Maximum bulge point 50 on the outer surface of the turbine impeller ... Second Inertia mass body 53 ... elastic member (coil spring)

Claims (2)

A pump impeller (1), a turbine impeller (2) connected to the pump impeller (1) via a hydraulic oil circulation circuit (3), and a pump impeller (1) connected to the turbine impeller (2) A torque converter with a lockup clutch, comprising: a transmission cover (5) that covers a side surface; and a lockup clutch (L) that can mechanically connect the transmission cover (5) and the turbine impeller (2).
An inertia mass body (35) rotatable relative to the transmission cover (5) and the turbine impeller (2) is disposed, and a first torque is provided between the transmission cover (5) and the inertia mass body (35). The inertia mass body (35) and the turbine impeller (2) are connected via a damper spring (36) via a second torque damper spring (37), respectively, and the first and second torque damper springs ( 36, 37) of the pump impeller (1) and the turbine impeller (2) having a torus shape are arranged radially outward from the maximum lateral bulge point (48) on the turbine impeller (2) side. A torque converter with a lock-up clutch, characterized by being arranged along the circumferential direction of the impeller (2). The torque converter with a lock-up clutch according to claim 1,
A second inertial mass (50) is rotatably connected to the inertial mass (35), and the second inertial mass (50) is connected to the inertial mass (35) via an elastic member (53). And the second inertial mass body (50) and the elastic member (53) constitute a vibration absorber (54) that cancels the vibration of the inertial mass body (35). Torque converter with clutch.

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