JP3625162B2 - Torque converter with multi-plate lockup clutch - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a torque converter interposed between an engine output shaft and a transmission input shaft, and particularly to a torque converter having a multi-plate lockup clutch.
[0002]
[Prior art]
Conventionally, a torque converter provided with a multi-plate lockup clutch is disclosed in JP-A-11-72156. According to this publication, as shown in FIG. 8, the converter cover 102, the impeller assembly 103, the stator 104, the one-way clutch 105, the turbine assembly 106, the torsion damper 107, and the multi-plate lockup clutch 108 are configured.
[0003]
Torque converter oil introduced from the torque converter oil supply oil passage 110 into the converter chamber 112 flows into the lockup chamber 112 through the gap 113 between the turbine assembly 106 and the converter cover 102, and the multi-plate type lockup clutch 108 and the torsion. The oil is sent to the torque converter oil discharge oil passage 111 from the oil hole 106 a provided in the support portion of the turbine assembly 106 via the damper 107.
[0004]
Thereby, at the time of non-lock-up, a plurality of clutch plates 108a formed in the multi-plate lock-up clutch 108 can be lubricated and heat generated by relative rotation can be cooled by circulating oil.
[0005]
[Problems to be solved by the invention]
However, in the conventional torque converter including the multi-plate lockup clutch, the torsion spring portion 107a provided in the torsion damper 107 is provided on the inner diameter side of the clutch plate 108a of the multi-plate lockup clutch 108 and is opened. It has a structure. As a result, the torque converter oil introduced into the lock-up chamber 114 passes through the oil hole 106a provided in the support portion of the turbine assembly 106 from the torsion spring portion 107a of the torsion damper 107 having a low resistance to the torque converter oil discharged oil. It will flow to the road 111. Therefore, there has been a problem that a sufficient amount of oil flowing through the multi-plate lockup clutch 108 requiring cooling cannot be ensured.
[0006]
The present invention has been made to solve the above-described problems, and in a torque converter having a multi-plate lockup clutch, to reliably lubricate and cool a plurality of clutch plates provided in the lockup clutch. An object of the present invention is to provide a torque converter that can be used.
[0007]
[Means for Solving the Problems]
In order to solve the above problem, in the invention according to claim 1, a pump impeller interposed between the engine output shaft and the transmission input shaft and connected to the engine output shaft via a converter cover;
A turbine runner disposed opposite to the pump impeller and connected to the transmission input shaft;
A stator disposed between the pump impeller and the turbine runner and supported via a one-way clutch with respect to the transmission case;
A multi-plate lockup clutch that is disposed between the converter cover and the turbine runner and directly connects the engine output shaft to the transmission input shaft;
A torsion damper that is disposed between the lockup clutch and the turbine runner and absorbs torque fluctuation at the time of lockup between the lockup clutch and the transmission input shaft;
In a torque converter with a multi-plate lockup clutch equipped with
A channel structure squeezed between the converter chamber and the torque converter oil discharge oil passage, a lock-up chamber, the torsion between the space and the torque converter oil discharge oil passage formed by said turbine runner and said torsion damper the torsion spring provided in the damper, the closed structure by placing the outer circumferential side than at least the multi-plate lock-up clutch, the oil introduced into the lockup chamber from the converter chamber via the lock-up clutch The torque converter oil is discharged into an oil discharge passage.
[0008]
In the invention according to claim 2, in the torque converter with a multi-plate lockup clutch according to claim 1,
An oil hole is formed at a position overlapping with a plurality of clutch plates spline-engaged with the drum of the lockup clutch and the hub of the torsion damper, and in the radial direction;
Between the torsion damper and the lock-up clutch, an oil path is formed on the inner diameter side of the throttle passage structure and the closing structure, so that an opening structure is formed between the torsion damper and the lock-up clutch. It is characterized by that.
[0010]
According to a third aspect of the present invention, in the torque converter with a multi-plate lockup clutch according to the first or second aspect ,
Between the thrust bearing race provided between the one-way clutch and the turbine runner, the space between the converter chamber and the torque converter oil discharge oil passage is configured as a throttle passage structure,
The bearing support on the engine side of the one-way clutch is provided with an oil groove that communicates only with the inside of the one-way clutch and the converter chamber.
[0011]
[Action and effect of the invention]
A torque converter with a multi-plate lockup clutch according to claim 1 is interposed between an engine output shaft and a transmission input shaft, and is connected to the engine output shaft via a converter cover, and is opposed to the pump impeller. A turbine runner disposed and connected to the transmission input shaft, a stator disposed between the pump impeller and the turbine runner, and supported by a transmission case via a one-way clutch, the converter cover, and the turbine A multi-plate lockup clutch disposed between the runners and directly connecting an engine output shaft to the transmission input shaft; and disposed between the lockup clutch and the turbine runner; the lockup clutch and the transmission input Torsion damper that absorbs torque fluctuation during lockup between shafts Door is provided.
[0012]
At this time, a throttle passage structure is formed between the converter chamber and the torque converter oil discharge oil passage, which is a lockup chamber, and a space formed by the turbine runner and the torsion damper and the torque converter oil discharge oil passage. Since the space is closed, the oil introduced from the converter chamber to the lockup chamber is discharged to the torque converter oil discharge oil passage via the lockup clutch.
[0013]
Therefore, most of the torque converter oil introduced into the converter chamber is discharged through the lockup chamber, and the oil in the lockup chamber can reliably lubricate and cool the clutch plate of the lockup clutch. The lubrication performance of the up clutch is improved.
Further, the torsion spring provided in the torsion damper is disposed at least on the outer peripheral side of the multi-plate lockup clutch, thereby forming a closing structure. Therefore, the oil does not flow when the torsion spring portion is configured on the inner diameter side of the clutch plate as in the prior art, so that the oil can surely flow through the clutch plate portion.
[0014]
3. The torque converter with a multi-plate lockup clutch according to claim 2, wherein the torque converter overlaps with a drum of the lockup clutch and a plurality of clutch plates that are spline-engaged with a hub of the torsion damper, and is oiled in a radial direction. A hole is formed between the torsion damper and the lockup clutch, and an oil passage is formed on the inner diameter side of the throttle passage structure and the closing structure, so that the torsion damper and the lockup clutch The space is open.
[0015]
Therefore, since oil passes through the oil holes provided in the drum and the hub, the oil can surely flow through the clutch plate portion.
[0018]
4. The torque converter with a multi-plate lockup clutch according to claim 3 , wherein the converter chamber and the torque converter oil are discharged only through a throttle passage formed between races of thrust bearings provided between the one-way clutch and the turbine runner. The oil passage communicates with the interior of the one-way clutch and the converter chamber only.
[0019]
Therefore, only the minimum oil required for lubrication of the thrust bearing is supplied to the thrust bearing among the oil supplied to the converter chamber, and the remaining oil flow in the converter chamber is locked while maintaining the durability of the thrust bearing. Since it can flow to the up chamber, the clutch portion of the lockup clutch can be surely routed, and the lubrication performance of the lockup clutch can be improved.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is an overall configuration diagram of a torque converter to which an embodiment of the present invention is applied. [Configuration of torque converter]
FIG. 1 is an overall configuration diagram of a torque converter to which an embodiment of the present invention is applied.
[0021]
The torque converter includes an output shaft 1 for outputting rotation from an engine (not shown), a converter cover 2, an impeller assembly 3, a stator 4 having a one-way clutch 5 (hereinafter referred to as OWC), and a turbine assembly 6. It is comprised by.
[0022]
The torque converter also includes a multi-plate lockup clutch 8, and is constituted by a lockup clutch 8 connected to the converter cover 2 and a lockup damper 7 connected to the turbine assembly 6.
[0023]
A boss 21 and an impeller assembly 3 are welded to the converter cover 2. The impeller assembly 3 includes an impeller shell 31, a pump impeller 32, an impeller core 33, and a rotation support member 34.
[0024]
The stator 4 is supported by an OWC inner race 52 on a fixing member connected to a mission case (not shown) together with the OWC 5. The OWC 5 includes an OWC outer race 53, bearing supports 51 and 56, and an OWC inner race 52, and only allows rotation in one direction. As with the key structure of the bearing support 56 shown in FIG. 5, which will be described later, the OWC outer race 53 prevents rotation and prevents incorrect assembly by making every other key structure have different widths or unevenly arranged. The prevention structure is taken. A thrust bearing 55 is provided between the OWC 5 and the impeller assembly 3 and the turbine assembly 6 so as not to prevent relative rotation.
[0025]
FIG. 5 shows a front view of the OWC 5 viewed from the engine side, and FIG. 6 shows a partially enlarged view of FIG. The bearing support 56 is provided with key structures 56c and 56d for preventing rotation. Since the key structure 56d has a hatched portion in FIG. 5 that protrudes more than the key structure 56c, when the mounting direction is reversed, the hatched portion interferes and does not assemble. .
[0026]
Similarly, the race 55a of the thrust bearing 55 includes a protruding portion 55b that fits with a fitting portion 56d provided on a bearing backup 56e provided on the inner diameter side of the bearing support 56. The bearing backup 56e is formed higher than the thickness of the race 55a, and prevents the bearing from falling off due to expansion. Further, as shown in FIG. 6 as an amount of eccentricity h, the protruding portion 55b is configured to be eccentric relative to the protruding portion 55b at a position symmetrical with respect to the center, and is fitted when the mounting direction is opposite. In order to prevent things from happening, it has a structure that prevents incorrect assembly. Further, FIG. 6 shows a diagram in which an erroneous assembly preventing structure is taken by disposing the fitting portions 56d and the protruding portions 55b unevenly every other width. The wide protrusion is 55 s, the narrow protrusion is 55 t, and s> t. Further, by changing the size every other one, even when the wide protrusion 55s comes to the narrow fitting portion 56t when assembling, it is possible to engage with each other by shifting it one by one. It is also possible to improve the performance. The bearing support 56 has an axial oil hole 56b and a radial oil groove 56a formed so that one end communicates with the axial oil hole 56b and the other end communicates with the converter chamber. Yes.
[0027]
The turbine assembly 6 includes a turbine shell 61, a turbine runner 62, a turbine core 63, and a turbine hub 65. A lockup damper 7 is connected to a flange portion 65 b of the turbine hub 65 by a turbine rivet 66.
[0028]
FIG. 2 shows an enlarged cross-sectional view of the lockup damper 7. The lockup damper 7 includes a drive plate 71, a side plate 72, a torsion spring 73, a hub clutch 74, and a hub plate 76. The drive plate 71, the side plate 72, and the hub clutch 74 are connected via a torsion spring 73. Yes. A hub 75 is provided in the hub clutch 74, and a clutch plate 83 is spline engaged with the hub 75.
[0029]
3 shows a front view (upper stage in the figure) of the lockup damper 7 viewed from the hub plate 74 side and a rear view (lower stage in the figure) viewed from the drive plate 71 side. As shown in the upper part of the figure, an opening 74a for accommodating the torsion spring 73 and a hole 74b for reducing the weight are provided on the hub plate 74 side. Further, as shown in the lower part of the figure, the drive plate 71 is configured not to have an opening communicating with the hub plate 74 other than the opening 73a for accommodating the torsion spring 73.
[0030]
FIG. 4 shows an outer side view of the hub 75 provided in the hub clutch 74 of the torsion damper 7. As shown in the figure, the hub 75 is formed with a convex portion 75a and a concave portion 75b so that the clutch plate is spline-engaged, and the concave hole 75b has an oil hole 77 in the axial direction so that oil flows evenly into the clutch plate. It is formed in a dispersed manner.
[0031]
The lockup clutch 8 includes a drum 81 connected to the converter cover 2, a retaining plate 82, a clutch plate 83, a piston 84, and a hub lockup 85, and the hub plate 85 is a washer support connected to the converter cover 2. In addition to being supported by a thrust washer 23 fixed to 22, it is also supported by a turbine hub 65 via a bush 87.
[0032]
[Operation of torque converter]
Next, the operation of the torque converter in the above configuration will be described.
[0033]
The rotation of the engine output shaft 1 rotates the pump impeller 32 of the impeller assembly 3 welded to the converter case 2 via the converter case 2. By rotating the pump impeller 32, the oil in the converter chamber 12 is transmitted to the turbine runner 62 through the stator 4, thereby amplifying and transmitting the torque. By rotating the turbine hub 65 connected to the turbine shell 61 by the rotation of the turbine runner 62, the rotation is transmitted to the transmission input shaft.
[0034]
At this time, when the rotational speed ratio of the pump impeller 32 and the rotational speed of the turbine runner 62 becomes about 0.8, the torque amplification action is lost and the torque converter becomes a simple fluid joint. Therefore, in order to eliminate the energy loss that is converted into heat such as oil, the engine output shaft 1 and the transmission input shaft are directly connected by fastening the lockup clutch 8, thereby avoiding energy loss. it can.
[0035]
The operation of the lockup clutch 8 will be described. Hydraulic pressure is supplied to the hydraulic chamber 88 from an oil hole 86 provided in the hub lockup 85. As a result, the piston 84 is pushed toward the transmission, thereby pushing the clutch plate 83 that is spline-engaged with the drum 81. At this time, the clutch plate 78 splined to the hub 77 is sandwiched between the retaining plate 82 and the clutch plate 83 on the drum 81 side, and the hub clutch 74 connected to the converter cover 2 and the hub 77 by rivets is integrated. . The input to the hub clutch 74 is transmitted to the drive plate 71 while absorbing torque fluctuations in the torsion spring 73, and rotates the turbine hub 65 connected by the turbine rivet 66.
[0036]
The above is the torque transmission path.
[0037]
Next, the flow of oil when performing the above action will be described.
[0038]
Torque converter oil supplied from the torque converter oil supply oil passage 19 is supplied to the converter chamber 12 through the radial oil groove 51a provided in the bearing support 51 on the transmission side, and is also supplied to the axial oil hole 51b. Then, the oil supplied to the one-way clutch 6 is discharged to the converter chamber 12 through the axial oil hole 56b and the radial oil groove 56a of the bearing support 56. Part of the oil in the converter chamber 12 is leaked from the throttle passage structure formed by the gap 55e formed between the races 55a and 55c of the thrust bearing 55 on the engine side to the torque converter oil discharge oil passage 11. The leak amount is set to such a degree that the thrust bearing does not burn. On the other hand, most of the oil supplied to the converter chamber 12 flows into the lockup chamber 14 through the gap 13 between the turbine shell 61, the impeller shell 31 and the converter cover 2.
[0039]
The oil that has flowed into the lockup chamber 14 tends to flow between the drive plate 71 of the torsion damper 7 and the turbine shell 61. As shown in FIG. 3, the drive plate 71 has a hole that communicates with the hub clutch 74. Since it does not have, the oil flow of this part is stagnant. Therefore, the oil flowing into the lockup chamber 14 is locked through the opening 73 a for accommodating the torsion spring 73 provided in the drive plate 71 and the gap between the outer diameter portion 7 a of the torsion damper 7 and the converter cover 2. It flows to the up clutch 8.
[0040]
The drum 81 of the lockup clutch 8 is provided with an oil hole 89 in the vicinity immediately above the clutch plate 83, and the oil that has passed through the oil hole 89 flows to the hub 77 through the plate surfaces of the clutch plates 78 and 83. . As shown in FIG. 4, the hub 77 is also provided with an oil hole 77, and oil that has passed over the plate surfaces of the clutch plates 78 and 83 flows from the oil hole 77 toward the turbine hub 65.
[0041]
The turbine shell 61 and the torsion damper 7 are fixed to the flange portion 65b of the turbine hub 65 by a turbine rivet 66. An oil hole 65a is further provided on the inner diameter side of the fixed portion. The oil that has flowed into the flow is discharged by flowing from the oil hole 65a to the torque converter oil discharge oil passage 11.
[0042]
As described above, in the embodiment of the present invention, the space between the converter chamber 12 and the torque converter oil discharge oil passage 11 is a throttle passage structure, which is the lockup chamber 12, and includes the turbine assembly 6 and the torsion damper. 7 is closed between the space formed by the torque converter oil discharge oil passage 11 and the oil introduced from the converter chamber 12 to the lockup chamber 14 via the lockup clutch 8. It is discharged to the converter oil discharge oil passage 11.
[0043]
Therefore, most of the torque converter oil introduced into the converter chamber 12 is discharged through the lockup chamber 12, and the oil in the lockup chamber 12 reliably lubricates and cools the clutch plate 83 of the lockup clutch 8. Therefore, the lubrication performance of the lockup clutch 8 is improved.
[0044]
Also, oil holes 77 are formed in the radial direction in a position overlapping with the plurality of clutch plates spline-engaged with the drum 81 of the lock-up clutch 8 and the hub 75 of the torsion damper 7. An oil passage 65a is formed between the up clutch 8 and the inner diameter side of the throttle passage structure and the closing structure, so that the torsion damper 7 and the lock-up clutch 8 are opened.
[0045]
Therefore, since the oil passes through the oil holes 77 and 89 provided in the drum 81 and the hub 75, the oil can surely flow through the clutch plate portion.
[0046]
The torsion spring 73 provided in the torsion damper 7 is disposed at least on the outer peripheral side of the multi-plate lockup clutch 8 to constitute the closing structure.
[0047]
Therefore, the oil does not flow when the torsion spring portion is configured on the inner diameter side of the clutch plate as in the prior art, so that the oil can surely flow through the clutch plate portion.
[0048]
Further, the space between the converter chamber 12 and the torque converter oil discharge oil passage 11 is only through the throttle passage 55e formed between the races 55a and 55c of the thrust bearing 55 provided between the one-way clutch 5 and the turbine assembly 6. It communicates only with the inside of the one-way clutch 5 and the converter chamber 12.
[0049]
Therefore, only the oil necessary for lubricating the thrust bearing 55 among the oil supplied to the converter chamber 12 is supplied to the thrust bearing 55 and the durability of the thrust bearing 55 is maintained, while the oil in the converter chamber 12 is maintained. Since the remainder of the flow can flow into the lockup chamber 14, the clutch portion of the lockup clutch 8 can be reliably passed, and the lubrication performance of the lockup clutch 8 can be improved.
[Brief description of the drawings]
FIG. 1 is a diagram illustrating an overall configuration of a torque converter to which an embodiment is applied.
FIG. 2 is a cross-sectional view of the torsion damper according to the embodiment.
FIG. 3 is a front view and a rear view of the torsion damper according to the embodiment.
FIG. 4 is an outer side view of the hub according to the embodiment.
FIG. 5 is a front view of the bearing support portion of the embodiment.
6 is a partially enlarged view of FIG. 5;
FIG. 7 is a front view showing another form of the bearing support portion of the embodiment.
FIG. 8 is an overall configuration diagram of a conventional torque converter.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Engine output shaft 2 Converter cover 3 Impeller assembly 4 Stator 5 One-way clutch 6 Turbine assembly 7 Torsion damper 7a Outer diameter part 8 Lock-up clutch 10 Torque converter oil supply oil path 11 Torque converter oil discharge oil path 12 Converter chamber 13 Gap 14 Lock Up chamber 21 Boss 22 Washer support 23 Thrust washer 31 Impeller shell 32 Pump impeller 34 Rotation support member 51 Bearing support 51a Oil groove 52 Inner race 53 Outer race 54 One-way clutch 55 Thrust bearing 55a, 55c Race 55e Clearance 56 Bearing support 56a Oil groove 56b Oil passage 56c Key structure 56d Fitting portion 56e Bearing backup 61 Turbine shell 62 Turbine runner 65 Turbine hub 65a Oil hole 66 Turbine rivet 71 Drive plate 72 Side plate 73 Torsion spring 74 Hub clutch 75 Hub 76 Hub plate 77 Oil hole 81 Drum 82 Retaining plate 83 Clutch plate 84 Piston 85 Hub block up 86 Oil hole 87 Bush 88 Hydraulic pressure Chamber 89 Oil hole 102 Converter cover 103 Impeller assembly 104 Stator 105 One-way clutch 106 Turbine runner 107 Torsion damper 107a Torsion spring portion 108 Lock-up clutch 108a Clutch plate 110 Torque converter oil supply oil path 111 Torque converter oil discharge oil path

Claims (3)

A pump impeller interposed between the engine output shaft and the transmission input shaft and connected to the engine output shaft via a converter cover;
A turbine runner disposed opposite to the pump impeller and connected to the transmission input shaft;
A stator disposed between the pump impeller and the turbine runner and supported via a one-way clutch with respect to the transmission case;
A multi-plate lockup clutch that is disposed between the converter cover and the turbine runner and directly connects the engine output shaft to the transmission input shaft;
A torsion damper that is disposed between the lockup clutch and the turbine runner and absorbs torque fluctuation at the time of lockup between the lockup clutch and the transmission input shaft;
In a torque converter with a multi-plate lockup clutch equipped with
A throttle passage structure is formed between the converter chamber and the torque converter oil discharge oil passage,
A torsion spring provided in the torsion damper between a space formed by the turbine runner and the torsion damper and a torque converter oil discharge oil passage at least outside the multi-plate lockup clutch. a closed structure by placing the side, multi-plate lockup, characterized in that discharging from the converter chamber introduced oil to the lock-up chamber, the torque converter oil discharge oil passage via the lock-up clutch Torque converter with clutch. The torque converter with a multi-plate lockup clutch according to claim 1,
An oil hole is formed at a position overlapping with a plurality of clutch plates spline-engaged with the drum of the lockup clutch and the hub of the torsion damper, and in the radial direction;
Between the torsion damper and the lock-up clutch, an oil path is formed on the inner diameter side of the throttle passage structure and the closing structure, so that an opening structure is formed between the torsion damper and the lock-up clutch. A torque converter with a multi-plate lockup clutch. In the torque converter with a multi-plate lockup clutch according to claim 1 or 2,
Between the thrust bearing race provided between the one-way clutch and the turbine runner, the space between the converter chamber and the torque converter oil discharge oil passage is configured as a throttle passage structure,
A torque converter with a multi-plate type lock-up clutch, wherein the bearing support on the engine side of the one-way clutch is provided with an oil groove communicating only with the inside of the one-way clutch and the converter chamber .

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