JP3539649B2 - Impeller for torque converter - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention divides a stator impeller constituting a torque converter into a front wing impeller and a rear wing impeller, and in an idling state, the front wing impeller and the rear wing impeller By controlling the circulating flow area by changing the circumferential positional relationship of the circulating air flow, controlling the circulating flow and controlling the capacity coefficient, the transmission efficiency and the torque ratio can be maintained while improving the fuel efficiency during idling. And an impeller for a torque converter that realizes creep suppression.
[0002]
[Prior art]
As shown in FIG. 20, the conventional impeller for a torque converter (JP-A-57-69162) has a flow of fluid generated inside the core when the rotation speed of the pump P and the turbine T is low, that is, a movable rotor M of the stator S. The movable stator rotor M is swung in a direction to reduce the angle of the movable stator rotor M in response to the flow passing through the back of the movable stator rotor M.
[0003]
At the time of a stall in which the turbine is stopped even though the pump is rotating at a low speed, the movable stator rotor M swings around the axis J due to the pressing force of the spring B to increase the angle, thereby impeding the flow of fluid. The torque capacity was reduced, and the load on the engine was reduced.
[0004]
[Problems to be solved by the invention]
In the conventional torque converter impeller described above, it is necessary to add new components not only to the stator S but also to the pump P and the turbine T, and there is a problem that the rotational inertia changes and the structure becomes complicated. Was.
[0005]
Therefore, the present inventors divide the stator impeller constituting the torque converter into a front wing impeller and a rear wing impeller, and in an idling state, the front wing impeller and the rear wing By controlling the circulation flow area by changing the circumferential positional relationship with the impeller and controlling the circulation flow area, we focus on the technical idea of the present invention to control the circulating flow and control the capacity coefficient, and further research and development. Again, the present invention has been achieved, which achieves the object of improving fuel economy and suppressing creep during idling while maintaining transmission efficiency and torque ratio.
[0006]
[Means for Solving the Problems]
An impeller for a torque converter according to the present invention (first invention according to claim 1)
In a torque converter impeller in which a stator impeller is disposed between a pump impeller and a turbine impeller,
The stator impeller,Slide togetherDivided into a front wing impeller and a rear wing impeller,
In the idling state,By sliding the front wing impellerA configuration in which a circumferential positional relationship between the front wing impeller and the rear wing impeller is changed to control a circulation passage area.With
When the vehicle starts from the idling state and the rotation speed of the pump impeller 2 increases, and the torque acting on the rear wing impeller 35 increases, the rear wing impeller slides, thereby causing the front wing to slide. A configuration is provided in which the circumferential positional relationship between the wing impeller and the rear wing impeller changes to control the area of the circulation passage.
Things.
[0007]
The impeller for a torque converter according to the present invention (the second invention according to claim 2)
In the first invention,
The front wing impeller and the rear wing impeller are configured to be able to slide in a circumferential direction along a groove formed on an outer peripheral surface of an outer ring of a one-way clutch.
Things.
[0008]
The impeller for a torque converter according to the present invention (third invention according to claim 3) includes:
In the second invention,
In the idling state due to a change in torque acting on the stator impeller, the front wing impeller is configured to slide in the negative pressure surface direction.
Things.
[0009]
The impeller for a torque converter according to the present invention (the fourth invention according to claim 4)
In the third invention,
A spring is disposed between the inside of the front wing impeller and the outer ring of the one-way clutch to urge the front wing impeller toward the circumferential pressure side.
A first spring that biases the rear wing impeller toward the positive pressure surface in the circumferential direction is interposed between the inside of the rear wing impeller and the outer ring of the one-way clutch. A second spring that biases the rear wing impeller to lock the outer ring of the one-way clutch is inserted.
Things.
[0010]
(Action)
In the torque converter impeller according to the first aspect of the present invention, the stator impeller disposed between a pump impeller and a turbine impeller includes the front wing impeller and the rear wing impeller. And in the idling state,By sliding the front wing impellerThe circumferential positional relationship between the front wing impeller and the rear wing impeller changes to control the circulation flow area, and to control the circulation flow to control the capacity coefficient.At the same time, the vehicle starts from the idling state, and the rotation speed of the pump impeller 2 increases.ThenWhen the rear wing impeller slides, the circumferential positional relationship between the front wing impeller and the rear wing impeller changes to control the circulation flow path area, thereby controlling the circulation flow. Capacity factor is controlledThings.
[0011]
In the torque converter impeller according to the second aspect of the present invention, the stator impeller disposed between a pump impeller and a turbine impeller includes the front wing impeller and the rear wing impeller. Divided into,PreviousThe front wing impeller and the rear wing impeller are circumferentially slid along the grooves formed on the outer peripheral surface of the outer ring of the one-way clutch, whereby the circulation flow area is controlled, and the circulating flow is controlled. Is controlled to control the capacity coefficient.
[0012]
In the torque converter impeller according to the third aspect of the present invention, the stator impeller disposed between a pump impeller and a turbine impeller includes the front wing impeller and the rear wing impeller. In the idling state, the front wing impeller is moved toward the suction side along the groove formed on the outer peripheral surface of the outer ring of the one-way clutch due to a change in torque acting on the stator impeller. The area of the circulation passage is controlled by sliding in the circumferential direction, and the capacity coefficient is controlled by controlling the circulation flow.
[0013]
In the fourth aspect of the present invention, the stator impeller disposed between the pump impeller and the turbine impeller includes the front wing impeller and the rear wing impeller. In an idling state, the torque applied to the stator impeller causes the front wing impeller inserted between the inside of the front wing impeller and the outer ring of the one-way clutch to rotate in a circumferential direction. The front wing impeller is circumferentially slid toward the suction surface along the groove formed on the outer peripheral surface of the outer ring of the one-way clutch against a spring biasing toward the pressure surface.
On the other hand, the front wing impeller, which is inserted between the inside of the rear wing impeller and the outer ring of the one-way clutch, biases the rear wing impeller toward the circumferential positive pressure surface side, and the front spring is pressed against the first spring. The wing impeller is slid in the circumferential direction toward the negative pressure surface along the groove formed on the outer peripheral surface of the outer ring of the one-way clutch, but with the second spring inserted therein. The rear wing impeller is locked to the outer ring of the one-way clutch by a force below a certain torque, so that the rear wing impeller does not slide in the circumferential direction toward the suction surface.
Therefore, only the front wing impeller is slid in the circumferential direction toward the suction surface, so that the area of the circulation passage is controlled, and the capacity coefficient is controlled by controlling the circulation flow.
[0014]
【The invention's effect】
The torque converter impeller according to the first aspect of the present invention, which has the above-described operation, operates in an idling state.By sliding the front wing impellerThe circumferential positional relationship between the front wing impeller and the rear wing impeller is changed to control the circulating flow area, and the capacity coefficient is controlled by controlling the circulating flow, so that the transmission efficiency and This has the effect of improving fuel economy during idling and suppressing creep while maintaining the torque ratio.With,When the vehicle starts from the idling state, the rotation speed of the pump impeller 2 increases.ThenWhen the rear wing impeller slides, the circumferential positional relationship between the front wing impeller and the rear wing impeller changes to control the circulation flow path area, thereby controlling the circulation flow. Since the capacity coefficient is controlled, there is an effect that the efficiency of the high speed ratio, the torque ratio, and the capacity coefficient do not change.
[0015]
The torque converter impeller according to the second aspect of the present invention having the above-described action is, MinutesThe divided front wing impeller and the rear wing impeller are slid in the circumferential direction along the grooves formed on the outer peripheral surface of the outer ring of the one-way clutch, so that the circulation passage area is controlled. Therefore, there is an effect that the structure is simple and the rotational inertia does not change.
[0016]
The torque converter impeller according to the third aspect of the present invention, which has the above-described operation, detects an idling state based on a change in torque acting on the stator impeller, and automatically slides the front wing impeller to circulate a flow passage area. Can be controlled.
[0017]
In the torque converter impeller according to the fourth aspect of the present invention, the rear wing impeller is forcibly locked to the outer ring of the one-way clutch in an idling state with a predetermined torque or less due to the urging force of the second spring. Then, only the front wing impeller is slid in the circumferential direction toward the negative pressure surface side to control the circulating flow area, thereby controlling the circulating flow and realizing the control of the capacity coefficient.
[0018]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0019]
(1st Embodiment)
The torque converter impeller according to the first embodiment is a torque converter impeller in which a stator impeller 3 is disposed between a turbine impeller 1 and a pump impeller 2 as shown in FIGS. The stator impeller 3 is divided into a front wing impeller 34 and a rear wing impeller 35, and when an idling state is detected, the front wing impeller 34 is moved relative to the rear wing impeller 35. The configuration is such that the positional relationship changes by sliding in the circumferential direction to control the circulation channel area.
[0020]
As shown in FIG. 2, the torque converter includes a pump impeller 2 that is rotationally driven by an engine (not shown), and a turbine integrally formed on a transmission input shaft 10 and rotatably disposed coaxially. The rotor includes an impeller 1 and a stator impeller 3 connected to a stator shaft 11 fixed to a transmission case via a one-way clutch 31 and disposed between the turbine impeller 1 and the pump impeller 2.
[0021]
As shown in FIGS. 1, 3 and 4, the stator impeller 3 includes an inner race 32 corresponding to a shell, an outer race 33 corresponding to a core disposed coaxially with the inner race 32, and the inner race 32 and the outer race. 33 and a number of stator blades 4 arranged in the radial direction, and is formed by die casting using an aluminum alloy or the like.
[0022]
As shown in FIG. 3, the stator blade 4 has a thick-walled blade shape as a whole, and includes a concave pressure surface 42 and a convex suction surface 43 to constitute the front blade impeller 34. A front edge portion 44 and a rear edge portion 45 constituting the rear wing portion impeller 35 are divided corresponding to the front and rear of the flow.
[0023]
The front wing impeller 34 and the rear wing impeller 35, which are divided in the axial direction and constitute the stator impeller 3, are formed in a groove formed on the outer peripheral surface of the outer ring 310 of the one-way clutch 31. It is configured to be relatively slidable in the circumferential direction along 311 and 312.
[0024]
In the idling state, the stator impeller 3 can slide the front wing impeller 34 in the direction of the negative pressure surface 43 (upward in FIG. 3) in an idling state due to a change in the torque acting as shown in FIG. It consists of
[0025]
That is, the front impeller 34 of the stator impeller 3 is formed circumferentially between the inner side of the inner ring 32 and the outer ring 310 of the one-way clutch 31 as shown in FIGS. A plurality of coil springs 36 for urging the front wing impeller 34 toward the pressure side in the circumferential direction are inserted in the circumferential groove 311, and the coil spring 36 is actuated by the torque acting on the stator impeller 3 in an idling state. The front wing impeller 34 can be slid toward the negative pressure surface in the circumferential direction against the urging force.
[0026]
As shown in FIG. 6, in the rear wing impeller 35, in the circumferential groove 312 formed in the circumferential direction between the inside of the inner ring 32 and the outer ring 310 of the one-way clutch 31, A plurality of first coil springs 37 for urging the wing impeller 35 toward the pressure side in the circumferential direction are interposed, and the rear wing impeller 35 is connected to the outer race 310 of the one-way clutch 31 at a certain torque or less. A plurality of second springs 38 urged to be locked are inserted into a radial groove 351 formed in the radial direction.
[0027]
That is, as shown in FIG. 7, the second spring 38 is inserted into a plunger 352 inserted in a radial groove 351 formed in the boss portion of the rear wing impeller 35 in a radial direction. A ball 353 is disposed at the tip of the ball, and a ball plunger 352 is formed to be engaged with a conical groove 313 formed in the outer race 310 of the one-way clutch 31. The ball plunger 352 acts on the stator impeller 3 in an idling state. When the generated torque is equal to or less than a predetermined value, the locked state of the rear wing impeller 35 to the one-way clutch 31 is maintained.
[0028]
In the torque converter impeller of the first embodiment having the above-described configuration, when the torque converter starts operating, the working fluid flowing into the stator impeller 3 from the turbine impeller 1 flows along the wall surface of the stator blade 4. As a result, the direction of the flow is changed, and flows into the pump 2.
[0029]
In the idling state, the torque acting on the stator impeller 3 causes the front wing impeller 34 inserted between the inside of the front wing impeller 34 and the outer ring 310 of the one-way clutch 31 to rotate. The front wing impeller 34 extends along the circumferential groove 311 formed on the outer peripheral surface of the outer ring 310 of the one-way clutch 31 against the coil spring 36 that urges the positive pressure surface side in the circumferential direction. As shown in FIG. 9 (A), it is slid toward the negative pressure surface in the circumferential direction.
[0030]
On the other hand, a first coil spring that urges the rear wing impeller 35 inserted between the inside of the rear wing impeller 35 and the outer ring 310 of the one-way clutch 31 toward the positive pressure surface side in the circumferential direction. The rear wing impeller 35 slides toward the negative pressure surface side in the circumferential direction along the circumferential groove 312 formed on the outer peripheral surface of the outer race 310 of the one-way clutch 31 against the 37. However, due to the urging force of the second coil spring 38 that constitutes the ball plunger 352 inserted in the radial direction, the rear wing impeller 35 is disengaged from the one-way clutch 31 under a certain torque such as an idling state. Since the rear wing portion impeller 35 is locked in the conical groove 313 formed in the outer ring 310, the rear wing portion impeller 35 does not slide in the circumferential direction toward the suction surface.
[0031]
Therefore, as shown in FIG. 9A, only the front wing impeller 34 is slid in the circumferential direction toward the negative pressure side, so that the effective area of the circulation flow path is mechanically reduced, and the circulation flow is reduced. Then, the capacity coefficient is controlled as shown in FIG.
[0032]
When the vehicle starts from the idling state, the rotation speed of the pump impeller 2 increases, the speed ratio increases, the circulation flow rate increases, the torque acting on the rear wing impeller 35 increases, and the ball When the torque exceeds the predetermined torque (approximately 700 rpm) determined by the urging force of the second coil spring 38 constituting the plunger 352, the rear wing impeller 35 slides toward the negative pressure surface side, and the converter region shown in FIG. As shown in (B), the rear wing impeller 35 and the front wing impeller 34 combine to form a normal wing shape.
[0033]
In the subsequent acceleration state, although the torque decreases as the speed ratio increases (FIG. 9B), the direction of the torque acting on the leading edge 44 and the trailing edge 45 of the stator blade 4 does not change in the converter region. 9 (B) is maintained.
[0034]
During steady running of the vehicle, when the speed ratio increases and exceeds the coupling point, the stator impeller 3 idles due to the action of the one-way clutch 31, so that the torque in the opposite direction is applied to the stator blades 4 so far. Because of the slight action, the positional relationship between the front wing impeller 34 and the rear wing impeller 35 becomes unstable, but the front wing 41 and the rear wing 42 are in the same direction as the direction of the torque. The coil spring 36 and the first coil spring 37 for applying an urging force to the one-way clutch 31 unite the front wing portion 41 and the rear wing portion 42 at the initial position, as shown in FIG. 9C in the coupling area. The normal wing shape is maintained.
[0035]
In the idling state, the circumferential position of the front wing impeller 34 and the rear wing impeller 35 changes in the idling state. Since the road area is reduced, and the capacity coefficient is controlled as shown by the solid line in FIG. 12 by controlling the circulating flow, there is an effect of improving fuel efficiency and suppressing creep.
[0036]
That is, as shown in FIGS. 14 to 16 based on a constant speed test at 1500 rpm, the torque converter impeller of the first embodiment maintains the conventional characteristics with respect to the transmission efficiency, the torque ratio, and the capacity coefficient. The above-mentioned effect is realized. In particular, the efficiency, torque ratio, and capacity coefficient of the high speed ratio are unchanged.
[0037]
Further, in the idling state, the split front wing impeller 34 and the rear wing impeller 35 of the torque converter impeller of the first embodiment, as shown in FIG. 31 is slid in the circumferential direction along the circumferential grooves 311 and 312 formed on the outer peripheral surface of the outer race 310 to control the area of the circulation passage, so that the structure is simple and the rotational inertia is changed. It has the effect of not doing it.
[0038]
Further, the torque converter impeller of the first embodiment detects an idling state by a decrease in the torque acting on the stator blades 4 of the stator impeller 3, and automatically slides the front wing impeller. Thus, there is an effect that the area of the circulation channel can be reduced.
[0039]
Further, in the torque converter impeller of the first embodiment, when the torque acting on the stator blade 4 by the urging force of the second coil spring 38 is in an idling state of a fixed value or less, the rear blade impeller 35 is connected to the one-way. The clutch 3 is forcibly locked to the outer ring 310, and only the front wing impeller 34 is slid in the circumferential direction toward the suction surface side, so that the area of the circulation flow path is reduced and the circulation flow is reduced. As shown in FIG. 10, there is an effect that the capacity coefficient can be reduced by 40% at the maximum.
[0040]
Furthermore, the torque converter impeller according to the first embodiment has an effect that it does not require external energy supply, does not need to add new sensors and actuators, and realizes the above-mentioned effects without increasing costs. This has the effect.
[0041]
In addition, the impeller for a torque converter according to the first embodiment has a new configuration in which the stator impeller 3 is simply divided into the front wing impeller 34 and the rear wing impeller 35, and the existing components and parts protrude. Since such components and parts are not added, the effects are obtained that the rotational inertia does not change and the structure does not become complicated.
[0042]
Further, the impeller for a torque converter according to the first embodiment includes the circumferential coil springs 36 and 37 for controlling the movement of the divided front wing impeller 34 and the rear wing impeller 35 and the radial direction. Even when the coil spring 38 does not operate, the function as a conventional integrated stator is realized, so that an effect of realizing fail-safe is achieved.
[0043]
Further, in the torque converter impeller of the first embodiment, the change in the capacity coefficient at the time of stoppage occurs when the pump rotation speed is 600 rpm (in a state where the accelerator is not depressed) in order to simulate the state of deceleration and stoppage. When the turbine rotational speed is reduced from a state higher than the pump rotational speed to 0, the state of FIG. 9 (C) changes to the state of FIG. 9 (A), and as shown in FIG. It becomes clear that it is made.
[0044]
(2nd Embodiment)
As shown in FIGS. 17 to 19, the impeller for a torque converter according to the second embodiment has a dividing surface 46 that divides the stator impeller 3 into a front wing impeller 34 and a rear wing impeller 35 and is perpendicular to the axis. The second embodiment is different from the first embodiment in that the second embodiment is formed to be inclined with respect to the circumferential direction.
[0045]
In the idling state, the torque acting on the stator blades 4 of the stator impeller 3 causes the front wing portion impeller 34 to move the circumferential groove formed on the outer peripheral surface of the outer ring 310 of the one-way clutch 31. As shown in FIG. 18, as shown in FIG. 18, a gap is formed between the front wing impeller 34 and the rear wing impeller 35, which are opposed to each other. This forms a conduction path 47 that connects the positive pressure surface 42 and the negative pressure surface 43 to each other.
[0046]
In the torque converter impeller of the second embodiment having the above-described configuration, the divided front wing impeller 34 slides toward the negative pressure surface 43 in the circumferential direction (upward in FIG. 17) in the idling state. As a result, the effective area of the circulation flow path is mechanically reduced, the circulation flow is reduced, and the capacity coefficient is controlled.
[0047]
Further, in the second embodiment, the front wing impeller 34 slides toward the suction side in the circumferential direction, so that the divided surfaces 46 of the front wing impeller 34 and the rear wing impeller 35 are opposed to each other. A gap is formed between the positive pressure surface 42 and the negative pressure surface 43 to form the conduction path 47, so that a part of the working fluid flowing into the stator impeller 3 is The air flows into and out of the suction surface 43 through the conduction path in a direction against the flow along the stator blades 4.
[0048]
Therefore, the fluid led to the suction surface 43 side by the conduction path 47 flows into the leading edge of the separation region formed on the suction surface 43 side in a direction against the flow along the stator blades 4. The separation region grows and becomes large, and the effective flow path cross-sectional area between the stator blades 4 is reduced, thereby reducing the circulation flow rate.
[0049]
In the idling state, the impeller for a torque converter according to the second embodiment having the above-described operation is circulated by sliding the front wing impeller 34 toward the negative pressure surface 43 in the circumferential direction (upward in FIG. 17). Since the effective area of the flow path is mechanically reduced and the capacity coefficient is controlled by reducing the circulating flow, there is an effect that fuel efficiency is improved and creep is suppressed.
[0050]
In the torque converter impeller of the second embodiment, a gap is formed between the divided surfaces 46 by sliding the front wing impeller 34 toward the negative pressure surface side in the circumferential direction. Since the conduction path 47 that communicates with the suction surface 43 is formed, a part of the working fluid flowing into the stator impeller 3 passes through the conduction path from the pressure surface 42 to the suction surface 43 side. Since the flow is led out in the direction opposite to the flow along the stator blades 4, the effect of controlling the capacity coefficient characteristic by controlling the circulating flow rate of the torque converter is achieved.
[0051]
Further, in the torque converter impeller of the second embodiment, the conduction path 52 is formed in the stator blade 4 by dividing the stator impeller 3 into the front wing impeller 34 and the rear wing impeller 35. Therefore, it is not necessary to add an attaching ring as in the above-mentioned conventional apparatus, so that the number of parts and the number of assembling steps are prevented from increasing, and the cost is prevented from increasing.
[0052]
The above-described embodiments are exemplifications for explanation, and the present invention is not limited thereto, and those skilled in the art will recognize from the claims, the detailed description of the invention, and the drawings. Modifications and additions are possible without violating the technical idea of the present invention.
[0053]
In the above-described second embodiment, as an example, as illustrated in FIG. 17, an example in which the outlet on the suction surface side of the conduction path is formed substantially perpendicular to the blade surface of the suction surface has been described. However, the present invention is not limited to this, and even if the angle is smaller than a right angle having a certain degree of flow components along the suction surface, it is of course possible to adopt a larger angle as long as it is within the direction and range that promotes the separation of the suction surface.
[0054]
In the above-described embodiment, the example of the linear divided surface of the stator impeller has been described as an example. However, the present invention is not limited thereto, and it is possible to employ an arc-shaped divided surface and a conduction path. It is.
[Brief description of the drawings]
FIG. 1 is a sectional view showing a stator impeller according to a first embodiment of the present invention.
FIG. 2 is a longitudinal sectional view showing the entire torque converter of the first embodiment.
FIG. 3 is a partial sectional view showing a stator blade of the first embodiment.
FIG. 4 is a front view showing an impeller of the stator according to the first embodiment.
FIG. 5 is a partially enlarged sectional view showing a front wing impeller and a one-way clutch according to the first embodiment.
FIG. 6 is a partially enlarged sectional view showing a rear wing impeller and a one-way clutch of the first embodiment.
FIG. 7 is a cross-sectional view showing the ball plunger of the first embodiment.
FIG. 8 is a diagram showing a relationship between a speed ratio and a stator torque in the first embodiment.
FIG. 9 is an explanatory diagram for explaining a positional relationship between a front wing portion and a rear wing portion in a converter region and a coupling region during idling according to the first embodiment.
FIG. 10 is a diagram illustrating a relationship between a stall capacity coefficient and a sliding amount and a throttle ratio of a front wing portion according to the first embodiment.
FIG. 11 is an explanatory diagram for describing the definition of the aperture ratio in the first embodiment.
FIG. 12 is a diagram showing a relationship between a pump rotation speed and a stall capacity coefficient in the first embodiment.
FIG. 13 is a diagram illustrating a relationship between a turbine speed and a capacity coefficient at a pump speed of 600 rpm in the first embodiment.
FIG. 14 is a diagram showing a relationship between a speed ratio and efficiency in the first embodiment.
FIG. 15 is a diagram showing a relationship between a speed ratio and a torque ratio in the first embodiment.
FIG. 16 is a diagram showing a relationship between a speed ratio and a capacity coefficient in the first embodiment.
FIG. 17 is a partial sectional view showing a stator blade according to a second embodiment of the present invention.
FIG. 18 is a partial cross-sectional view showing a state in which a front wing portion of a stator blade according to the second embodiment has moved to a suction side in a circumferential direction and a conduction portion has been formed between divided surfaces.
FIG. 19 is a sectional view showing a stator impeller of the second embodiment.
FIG. 20 is a partial sectional view showing a movable stator blade in a conventional torque converter.
[Explanation of symbols]
1 Turbine impeller
2 pump impeller
3 Stator impeller
34 Front Wing Impeller
35 Rear wing impeller

Claims (4)

In a torque converter impeller in which a stator impeller is disposed between a pump impeller and a turbine impeller,
The stator impeller is divided into a front wing impeller and a rear wing impeller that slide together ,
In the idling state, a configuration in which the front wing impeller slides to change the circumferential positional relationship between the front wing impeller and the rear wing impeller to control the circulation flow path area. Consisting of
When the vehicle starts from the idling state and the rotation speed of the pump impeller 2 increases, and the torque acting on the rear wing impeller 35 increases, the rear wing impeller slides to cause the front wing to slide. A torque converter impeller having a configuration in which a circumferential positional relationship between a wing impeller and the rear wing impeller can be changed to control a circulation passage area. . In claim 1,
The front wing impeller and the rear wing impeller are configured to be capable of sliding in a circumferential direction along a groove formed on an outer peripheral surface of an outer ring of a one-way clutch, wherein the impeller for a torque converter is provided. . In claim 2,
A torque converter impeller, wherein the front wing impeller is slid in a negative pressure surface direction in an idling state due to a change in torque acting on the stator impeller. In claim 3,
A spring is disposed between the inside of the front wing impeller and the outer ring of the one-way clutch to urge the front wing impeller toward the circumferential pressure side.
A first spring that urges the rear wing impeller toward the circumferential pressure side is inserted between the inside of the rear wing impeller and the outer ring of the one-way clutch, and at a certain torque or less, A second impeller for a torque converter, wherein a second spring for urging the rear wing portion impeller to be engaged with an outer ring of the one-way clutch is interposed.

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