JP5272239B2 - Torque converter with fixed stator and method for controlling turbine and pump rotation in torque converter - Google Patents

Abstract

The method involves rotationally fixing a set of stator blades in a torque converter to a non-rotatable stator shaft of the converter. A torque converter clutch is partially engaged in the converter to transmit torque from a housing for the converter to a turbine in the converter at a speed ratio between the turbine and the housing. A pump clutch is disengaged at another speed ratio between the turbine and the housing, where the pump clutch is arranged to transmit torque from the housing to pump. The converter clutch is fully engaged at a third speed ratio between the housing and the turbine. An independent claim is also included for a torque converter, comprising a torque converter clutch.

Description

The present invention relates to an improved apparatus for transmitting force between a rotary drive unit (e.g., an automobile engine) and a rotary driven unit (e.g., a variable speed transmission in an automobile). In particular, the invention relates to a method of operating a torque converter with a fixed stator in torque conversion and lock-up mode. The present invention also relates to a torque converter with a fixed stator and a reduced axial width requirement for the stator.

FIG. 1 shows a schematic block diagram illustrating the relationship between an engine 7, a torque converter 10, a transmission 8, and a differential / axle assembly 9 in a typical vehicle. It is well known that torque converters are used to transmit torque from an automobile engine to a transmission.

  The three main components of the torque converter are a pump 37, a turbine 38, and a stator 39. The torque converter becomes a sealed chamber when the pump is welded to the cover 11. The cover is coupled to the flex plate 41, and the flex plate 41 itself is bolted to the crankshaft 42 of the engine 7. The cover can be coupled to the flex plate using lugs or studs welded to the cover. The welded connection between the pump and cover transmits engine torque to the pump. Thus, the pump always rotates at engine speed. The function of the pump is to use this rotational motion to send fluid radially outward and axially toward the turbine. Thus, the pump is a centrifugal pump, sending fluid from a small radius inlet to a large radius outlet, increasing the energy of the fluid. The pressure for engaging the transmission clutch and the torque converter clutch is provided by an additional pump in the transmission driven by a pump hub.

  In the torque converter 10, the fluid circuit includes a pump (sometimes called an impeller), a turbine, and a stator (sometimes called a reactor). The fluid circuit keeps the engine running when the vehicle is stopped and accelerates the vehicle if desired by the driver. Similar to the reduction gear device, the torque converter supplements engine torque with a torque ratio. The torque ratio is a ratio of output torque to input torque. The torque ratio is highest when the turbine rotational speed is low or zero (also called stall). The stall torque ratio is usually in the range of 1.8 to 2.2. This means that the output torque of the torque converter is 1.8 to 2.2 times greater than the input torque. However, the output speed is significantly lower than the input speed. This is because the turbine is coupled to the output and not rotating, but the input is rotating at engine speed.

  Turbine 38 utilizes fluid energy received from pump 37 to propel the vehicle. The turbine shell 22 is coupled to the turbine hub 19. The turbine hub 19 utilizes a spline connection to transmit turbine torque to the transmission input shaft 43. The input shaft is coupled to the wheels via gears and shafts in the transmission 8 and an axle differential 9. The force of the fluid colliding with the turbine blade is output from the turbine as torque. The axial thrust bearing 31 supports the component from axial forces provided by the fluid. If the output torque is sufficient to overcome the inertia of the stationary vehicle, the vehicle begins to move.

  After the fluid energy is converted to torque by the turbine, there is still a small amount of energy left in the fluid. Fluid exiting the small radius outlet 44 typically enters the pump in a manner that counteracts pump rotation. The stator 39 is used to redirect the fluid to help accelerate the pump, thereby increasing the torque ratio. The stator 39 is coupled to the stator shaft 45 via a one-way clutch 46. The stator shaft is coupled to the transmission housing 47 and does not rotate. The one-way clutch 46 prevents the stator 39 from rotating at a low speed ratio (at a low speed ratio, the pump rotates faster than the turbine). The fluid that enters the stator 39 from the turbine outlet 44 is rotated by the stator blade 48 and enters the pump 37 in the rotational direction.

  The blade inlet and outlet angles, the shape of the pump and turbine shell, and the total diameter of the torque converter affect its performance. Design parameters include torque ratio, efficiency, and the ability of the torque converter to absorb engine torque without causing the engine to “run away”. This happens when the torque converter is too small and the pump cannot slow down the engine.

  At low speed ratios, the torque converter functions normally, rotates the engine with the vehicle stationary, and supplements engine torque for increased performance. At high speed ratios, the torque converter becomes less efficient. As the turbine rotation speed approaches the pump rotation speed, the torque converter torque ratio gradually decreases from about 1.8 to 2.2 to about 1 torque ratio. A torque ratio of 1 is called a coupling point. At this point, fluid entering the stator no longer needs to be redirected and a one-way clutch in the stator rotates the stator in the same direction as the pump and turbine. Since the stator does not redirect the fluid, the torque output from the torque converter is the same as the torque input. The entire fluid circuit rotates as a unit.

  Maximum torque converter efficiency is limited to 92-93% based on losses in the fluid. Thus, torque converter clutch 49 is used to mechanically couple the torque converter input to the output, improving efficiency to almost 100%. The clutch piston plate 17 is actuated by hydraulic pressure when commanded by the transmission controller. The piston plate 17 is sealed to the turbine hub 19 by an O-ring 18 at the inner diameter, and sealed to the cover 11 by a friction material ring 51 at the outer diameter. These seals form a pressure chamber and engage the piston plate 17 with the cover 11. This mechanical coupling bypasses the torque converter fluid circuit.

  The mechanical coupling of the torque converter clutch 49 transmits more engine torsional fluctuations to the drive train. Since the drive train is basically a spring mass system, torsional fluctuations from the engine can excite the natural frequency of the system. The damper is used to deviate the natural frequency of the drive train from the drive range. The damper has a spring 15 arranged in series, which reduces the effective spring constant of the system and reduces the natural frequency.

  The torque converter clutch 49 has four components, that is, a piston plate 17, cover plates 12 and 16, a spring 15, and a flange 13. The cover plates 12 and 16 transmit torque from the piston plate 17 to the compression spring 15. The cover plate wing 52 is formed around the spring 15 for axial holding. Torque from the piston plate 17 is transmitted to the cover plates 12 and 16 via the rivet joint. Cover plates 12 and 16 provide torque to compression springs 15 by contacting the edges of the spring windows. Both cover plates cooperate to support the spring on both sides of the center axis of the spring. The spring force is transmitted to the flange 13 by contact with the flange spring window edge. In some cases, the flange also has a rotating tab or slot that engages a portion of the cover plate to prevent over-compression of the spring at high torque. Torque from the flange 13 is transmitted to the turbine hub 19 and the transmission input shaft 43.

  Energy absorption can be achieved by friction, sometimes called hysteresis, if desired. Hysteresis includes friction from windup and unwinding of the damper plate and is therefore twice the actual friction torque. The hysteresis package generally consists of a diaphragm spring (or disc spring) 14, which is disposed between the flange 13 and one of the cover plates 16, with the flange 13 on the other side. Contact with the cover plate 12. By controlling the magnitude of the force applied by the diaphragm spring 14, the magnitude of the friction torque can also be controlled. Typical hysteresis values are in the range of 10-30 Nm.

Unfortunately, the one-way clutch 46 increases the cost, weight and complexity of the stator 39 and thus the torque converter 10. Also, the one-way clutch 46 is undesirable because it increases the axial space required for the stator 39. It is known to use torque converters that do not include a stator one-way clutch. For example, US Pat. No. 5,509,520, US Pat. No. 5,613,581, US Pat. No. 5,947,242, and US Pat. No. 6,919,202 describe a torque converter clutch, a pump clutch, a fixed stator, Is disclosed. These patents relate to the use of brakes in heavy equipment and pump clutches to "inch" heavy equipment. Unfortunately, these patents do not show the operation of the torque converter in the transition from torque conversion mode to lock-up mode.
US Pat. No. 5,509,520 US Pat. No. 5,613,581 US Pat. No. 5,947,242 US Pat. No. 6,919,202

  That is, there has long been a need for a torque converter having a fixed stator that does not include a one-way clutch that can efficiently transition from a torque conversion mode to a lock-up mode. The need to reduce the axial dimension of the stator in a torque converter has also been felt for a long time.

SUMMARY OF THE INVENTION The present invention broadly includes a method for transitioning a torque converter from a torque conversion mode to a lockup mode. The present invention includes a step of rotationally fixing a plurality of stator blades in a torque converter to a non-rotatable stator shaft of the torque converter, and a turbine for transmitting torque from a housing for the torque converter to a turbine in the torque converter. Partially engaging a torque converter clutch in the torque converter at a first speed ratio between the turbine and the housing and disengaging the pump clutch at a second speed ratio between the turbine and the housing. And the pump clutch is arranged to transmit torque from the housing to the pump and includes fully engaging the torque converter clutch at a third speed ratio between the housing and the turbine.

  In some aspects, the first speed ratio is less than the second speed ratio, or the second speed ratio is less than a fourth speed ratio between the housing and the turbine. The fourth speed ratio is related to the first coupling point between the turbine and the pump. In some aspects, the fourth speed ratio is approximately 0.8. In some aspects, the third speed ratio is greater than the fifth speed ratio between the housing and the turbine, The speed ratio is related to the second coupling point between the turbine and the pump. In some aspects, the fifth speed ratio is approximately 0.8, the first speed ratio is approximately 0.5, the second speed ratio is approximately 0.7, and the second speed ratio. Is approximately 1 or the third speed ratio is approximately 1. In some aspects, the torque converter is coupled to the drive unit, and the method includes fully engaging the pump clutch and accelerating the drive unit to reach the first speed ratio.

  The present invention includes a torque converter clutch arranged to transmit torque from a torque converter housing to a torque converter turbine, and a pump clutch arranged to transmit torque from the housing to an impeller for the torque converter; A torque converter is provided that includes a non-rotatable stator with an inner ring and at least one coupling point between a turbine and an output hub for the torque converter. The coupling point is at least partially aligned radially with the inner ring. In some aspects, the torque converter includes a thrust washer that is coupled to the inner ring in the rotational direction and coupled to the non-rotatable stator shaft in the rotational direction. The shaft is coupled in the rotational direction. In some embodiments, the thrust washer is formed by stamping.

  It is a general object of the present invention to provide a method of using a torque converter with a fixed stator in torque conversion and lockup modes.

  It is another object of the present invention to provide a means for reducing the weight, cost and axial width of the stator in a torque converter.

  These and other objects and advantages of the present invention will be readily appreciated from the following description of preferred embodiments of the invention and the accompanying drawings and claims.

  The nature and aspects of the present invention will now be fully described by the following detailed description of the invention with reference to the accompanying drawings.

DETAILED DESCRIPTION OF THE INVENTION It should be appreciated that the same reference signs in different drawings represent the same or functionally similar structural elements of the invention. Although the invention has been described with reference to what are presently considered to be the preferred embodiments, it is to be understood that the claimed invention is not limited to the disclosed embodiments.

  Furthermore, the invention is not limited to the specific methods, materials, and modifications described, but can of course be changed. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of the invention, which is limited only by the appended claims.

  Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Although any methods, devices or materials similar or equivalent to those described herein can be used in the practice or testing of the invention, the preferred methods, devices and materials are now described.

  FIG. 7A is a perspective view of a cylindrical coordinate system 80 showing the spatial terminology used in this application. The present invention will be described at least in part in connection with a cylindrical coordinate system. System 80 has a longitudinal axis 81, which is used as a reference for the following direction and space terms. The adjectives "axial direction", "radial direction" and "circumferential direction" relate to directions parallel to the axis 81, radius 82 (perpendicular to the axis 81) or circumference 83, respectively. The adjectives “axial”, “radial” and “circumferential” refer to directions parallel to the individual planes. Objects 84, 85 and 86 are used to reveal the various plane arrangements. The surface 87 of the object 84 forms an axial plane. That is, the axis 81 forms a line along this surface. The surface 88 of the object 85 forms a radial plane. That is, radius 82 forms a line along this surface. The surface 89 of the object 86 forms a circumferential plane. That is, the circumference 83 forms a line along this surface. As another example, axial movement or placement is parallel to axis 81, radial movement or placement is parallel to radius 82, and circumferential movement or placement is relative to circumference 83. Parallel. The rotation relates to the axis 81.

  The adverbs "axial direction", "radial direction" and "circumferential direction" refer to directions parallel to the axis 81, radius 82 or circumference 83, respectively. The adverbs “axial”, “radial” and “circumferential” refer to directions parallel to the individual planes.

  FIG. 7B is a perspective view of the object 90 in the cylindrical coordinate system 80 of FIG. 7A showing the spatial terminology used in this application. The cylindrical object 90 represents a cylindrical object in a cylindrical coordinate system, and is not intended to limit the present invention in any way. The object 90 has an axial surface 91, a radial surface 92, and a circumferential surface 93. Surface 91 is part of the axial plane, surface 92 is part of the radial plane, and surface 93 is part of the circumferential plane.

  FIG. 8A is a partial cross-sectional view of the torque converter 100 of the present invention with a fixed stator 102. The torque converter 100 includes a torque converter clutch 104 and a pump clutch 106. Converter 100 does not have a stator one-way clutch. Instead, the stator inner ring 108 is fixed to the stator shaft 110 in the rotational direction. In some aspects, the ring 108 is coupled to the shaft connector element 112 in the rotational direction, and the shaft connector element 112 itself is coupled to the shaft 110 in the rotational direction. Fixed in the rotational direction means that the ring is directly or indirectly coupled to the shaft and the two components are locked for rotational movement. In this case, the shaft is not rotatable and therefore the ring 108 is also not rotatable. Fixing the two components in the direction of rotation does not necessarily limit relative movement in the other direction. For example, two components fixed in the direction of rotation can move axially relative to each other via spline coupling. However, locking in the direction of rotation should not be understood to mean that movement in other directions is necessarily present. For example, two components fixed in the rotational direction can be fixed to each other in the axial direction. The above description of fixing in the direction of rotation is also applicable to the following description.

  FIG. 8B is a partial front view of region 8B in FIG. 8A showing spline coupling between stator 102, in particular ring 108, and shaft connector element 112. FIG. By eliminating the stator one-way clutch, an axial space 116 between the shaft 110 and the ring 108 becomes available. The use of axial space is further described below. Element 112 can be coupled to ring 108 by any means known in the art, such as welding or press fit (not shown). In some aspects, spline coupling 114 is used. The teeth 118 provide radial centering for the stator 102. That is, the teeth 118 hold the stator 102 at the correct radial distance from the axis 120 and allow for proper connection between the stator and other components in the torque converter. Such proper coupling at least reduces undesirable leakage among components in the torque converter.

  In some embodiments, element 112 is a stamped flange that is easily and inexpensively manufactured. That is, element 112 provides a quick cost advantage by eliminating a one-way clutch, which is usually a relatively expensive component in the stator.

  FIG. 9 is a partial cross-sectional view of the torque converter 200 of the present invention showing the axial space released by eliminating the stator one-way clutch. The torque converter 200 has a torque converter clutch 204 and a pump clutch 206. Converter 200 does not have a stator one-way clutch. Instead, the stator inner ring 208 is fixed to the stator shaft 210 in the rotational direction. The ring 208 is coupled to the shaft connector element 212 in the rotational direction, and the shaft connector element 112 itself is coupled to the shaft 210 in the rotational direction. By eliminating the stator one-way clutch, an axial space 214 is made available between the shaft 210 and the ring 208. Element 212 can be coupled to ring 208 by any means known in the art. In some embodiments, rivets 216 are used. The fixed connection between the element 212 and the ring 208 via the rivet 216 serves to center the stator 202 in the radial direction. In FIG. 9, the axial space between the ring and the shaft faces forward and is accessible forward of the torque converter.

  FIG. 10 is a partial cross-sectional view of the torque converter 300 of the present invention showing the turbine and power hub coupling radially aligned with the stator inner ring. The torque converter 300 includes a stator 302, a torque converter clutch 304, and a pump clutch 306. Converter 300 does not have a stator one-way clutch. Instead, the stator inner ring 308 is fixed in the rotational direction with respect to the stator shaft 310. The ring 308 is coupled to the shaft connector element 312 in the rotational direction, and the shaft connector element 312 itself is coupled to the shaft 310 in the rotational direction. Element 312 can be coupled to ring 308 by any means known in the art. In some embodiments, rivets 316 are used. The fixed connection between the element 312 and the ring 308 via the rivet 316 serves to center the stator 302 in the radial direction.

  In the following description, reference should be made to FIGS. FIG. 9 shows the axial space 214 made available by removing the one-way clutch from the stator 202. In FIG. 10, the ring 308, element 312 and turbine shell 318 are modified to move the connection between the shell 318 and the hub 322 further in the direction 324 compared to the connection shown in FIG. Has been. This change is made possible by a free axial space, for example space 214, by eliminating the stator one-way clutch. That is, the coupling point 320 is at least partially aligned with the inner ring 308 in the radial direction. Moving the coupling point 320 in the direction 324 advantageously opens up the axial space in the converter 300 for use for other purposes. For example, the portion 326 of the plate 328 can be formed or curved deeper than the portion 218 of the plate 219 shown in FIG. The additional curvature advantageously increases the rigidity of the plate and optimizes the function of the plate. Shell 318 and hub 322 can be coupled by any means known in the art. In some aspects, the shell 318 and the hub 322 are joined by a rivet 330.

  Although the following description relates to FIG. 9, it should be understood that this description is also applicable to FIGS. 8A, 8B and 10. Torque converter clutch 204 and pump clutch 206 are operated to efficiently transition torque converter 200 from the torque conversion mode to the lockup mode without using a one-way clutch in stator 208. In the torque conversion mode, the clutch 204 is opened, the clutch 206 is closed, and torque is transmitted from the housing 220 to the damper 222 to the plate 219. Plate 219 is the portion of clutch 206 that transmits torque to pump shell 224. The pump shell 224 then rotates and provides torque to the turbine 226. Turbine 226 transmits torque to hub 228 and transmission input shaft 230. As the turbine begins to increase in speed, the clutch 204 is engaged. Due to the characteristics of the hydraulic circuit, the clutch 204 is gradually closed rather than immediately tightened.

  When the clutch 204 is closed, torque is transmitted from the housing to the plate 232 and further to the plate 234 and the hub 228. When the ratio of the turbine 226 rotational speed to the housing 218 rotational speed begins to approach the coupling point, the clutch 206 is disengaged. The coupling point is the point at which the stator with the one-way clutch begins to freewheel. When the clutch 204 is fully engaged and the turbine / housing speed ratio is 1, the clutch 206 is disengaged and the torque converter 200 operates in the lockup mode. In some aspects, the pump clutch 206 remains engaged until the turbine / housing speed ratio is unity. In some aspects, the clutch 204 is engaged at a turbine / housing speed ratio of approximately 0.5, or the pump clutch 206 is disengaged at a turbine / housing speed ratio of approximately 0.7. In some embodiments, the coupling point is at a turbine / housing speed ratio of approximately 0.8. By disconnecting pump 236 rather than keeping the pump rotating by the action of a one-way clutch, the inertia of the pump is eliminated from the system and the acceleration characteristics of torque converter 200 are improved.

  It should be understood that the torque converter of the present invention is not limited to the described operating sequence or ratio. Depending on the physical and operational characteristics of the torque converter in which the torque converter clutch, the pump clutch and the fixed stator are arranged, different values and combinations of the above speed ratios are applicable.

  Returning to FIGS. 8A and 8B, the element 112 can be replaced with a thrust washer (not shown), typically made of aluminum or phenolic resin, associated with a one-way clutch in the stator. Advantageously, if the space 116 remains free, the weight of the stator 108 is reduced.

  FIG. 11 is a flowchart illustrating the method of the present invention for transitioning the torque converter from the torque conversion mode to the lockup mode. The method illustrated in FIG. 11 is shown as a series of numbered steps for clarity, but the order should not be inferred from the numbers unless explicitly stated. The method starts at step 400. Step 402 fixes the plurality of stator blades in the torque converter to the non-rotatable stator shaft of the torque converter in the rotational direction. Step 404 partially engages the torque converter clutch in the torque converter at a first speed ratio between the turbine and the housing to transfer torque from the housing for the torque converter to the turbine in the torque converter. Let Step 406 causes the pump clutch to disengage at a second speed ratio between the turbine and the housing. The pump clutch is arranged to transmit torque from the housing to the pump. Step 408 fully meshes the torque converter at a third speed ratio between the housing and the turbine.

In some aspects, the first speed ratio in step 404 is less than the second speed ratio. In some aspects, the second speed ratio in step 406 is less than the fourth speed ratio between the housing and the turbine. The fourth speed ratio is related to the first coupling point between the turbine and the pump. In some aspects, the fourth speed ratio is approximately 0.8. In some aspects, the third speed ratio in step 408 is less than the fifth speed ratio between the housing and the turbine. . The fifth speed ratio is related to the second coupling point between the turbine and the pump. In some embodiments, the fifth speed ratio is approximately 0.8.
In some aspects, the first speed ratio in step 404 is approximately 0.8. In some aspects, the second speed ratio in step 406 is approximately 0.7 or 1. In some embodiments, the third speed ratio at step 408 is approximately 1, the method of the present invention includes step 401, in which the torque converter is connected to the drive unit. Step 401 fully engages the pump clutch and accelerates the drive unit to reach the first speed ratio.

  Accordingly, while the objectives of the invention may be achieved efficiently, modifications and changes to the invention should be readily apparent to those skilled in the art, and these modifications are within the spirit and scope of the claimed invention. It is included. It is also understood that the foregoing description is an example of the present invention and should not be considered limiting. Accordingly, other embodiments of the invention are possible without departing from the spirit and scope of the invention.

FIG. 1 is a schematic block diagram of a power transmission path in an automobile to help explain the relationship and function of a torque converter in a drive train. 1 is a cross-sectional view of a conventional torque converter, shown fixed to an automobile engine. FIG. 3 is a plan view of the torque converter shown in FIG. 2 taken along line 3-3 shown in FIG. 2. FIG. 4 is a cross-sectional view of the torque converter shown in FIGS. 2 and 3, taken generally along line 4-4 shown in FIG. 3. FIG. 3 is a first exploded view of the torque converter shown in FIG. 2, showing the exploded torque converter as viewed from the left. FIG. 3 is a second exploded view of the torque converter shown in FIG. 2, showing the exploded torque converter as viewed from the right. It is a perspective view of a cylindrical coordinate system showing spatial terms used in the present application. FIG. 7B is a perspective view of an object in the cylindrical coordinate system of FIG. 7A showing spatial terms used in the present application. FIG. 3 is a partial cross-sectional view of a torque converter of the present invention having a fixed stator. FIG. 8B is a partial front view of region 8B in FIG. 8A showing the spline connection between the stator and the shaft connector element. FIG. 6 is a partial cross-sectional view of the torque converter of the present invention showing the axial space released by eliminating the stator one-way clutch. FIG. 3 is a partial cross-sectional view of the torque converter of the present invention showing the turbine and power hub aligned radially with the stator inner ring. 6 is a flowchart illustrating a method of the present invention for transitioning a torque converter from a torque conversion mode to a lockup mode.

Explanation of symbols

  7 Engine, 8 Transmission, 9 Differential / Axle assembly, 10 Torque converter, 11 Cover, 12 Cover plate, 13 Flange, 14 Diaphragm spring, 15 Spring, 16 Cover plate, 17 Piston plate, 18 O-ring, 19 Turbine hub, 22 Turbine shell, 31 axial thrust bearing, 37 pump, 38 turbine, 39 stator, 41 flex plate, 42 crankshaft, 43 transmission shaft, 44 outlet, 45 stator shaft, 46 one-way clutch, 47 transmission housing, 48 stator blade, 49 Transmission floating converter clutch, 51 Friction material double ring, 80 cylinder Reference system, 81 longitudinal axis, 82 radius, 83 circumference, 84, 85, 86 object, 87, 88, 89 plane, 90 cylindrical object, 91, 92, 93 plane, 100 torque converter, 102 stator, 104 torque Converter clutch, 106 pump clutch, 108 stator inner ring, 110 stator shaft, 112 shaft connector element, 114 spline coupling, 116 axial space, 118 teeth, 120 axis, 200 torque converter, 204 torque converter clutch, 206 pump clutch, 208 Stator inner ring, 210 stator shaft, 212 shaft connector element, 214 axial space, 216 rivets, 218 part, 219 plate, 2 2 damper, 224 pump shell, 226 turbine, 228 hub, 232 plate, 234 plate, 300 torque converter, 302 stator, 304 torque converter clutch, 306 pump clutch, 308 stator inner ring, 310 stator shaft, 312 shaft connector element, 316 Rivet, 318 turbine shell, 322 hub, 324 direction, 326 part, 328 plate, 330 rivets

Claims (8)

In the method of shifting the torque converter from the torque conversion mode to the lockup mode,
A plurality of stator blades in the torque converter are fixed in a rotational direction to a non-rotatable stator shaft of the torque converter,
Partially transmitting a torque converter clutch in the torque converter at a first speed ratio between the turbine and the housing to transfer torque from the housing for the torque converter to the turbine in the torque converter;
Disengaging a pump clutch arranged to transmit torque from the housing to the pump at a second speed ratio between the turbine and the housing ;
The torque converter is switched from the torque conversion mode to the lockup mode, wherein the torque converter clutch is completely engaged at the third speed ratio between the housing and the turbine while maintaining the disengagement of the pump clutch . How to migrate.   The method of claim 1, wherein the first speed ratio is less than a second speed ratio.   A second speed ratio is less than a fourth speed ratio between the housing and the turbine, the fourth speed ratio being associated with a first coupling point between the turbine and the pump; The method of claim 1.   The third speed ratio is greater than a fifth speed ratio between the housing and the turbine, and the fifth speed ratio is associated with a second coupling point between the turbine and the pump. Item 2. The method according to Item 1. A torque converter is connected to the drive unit,
The method further comprises:
Engage the pump clutch completely,
The method of claim 1, comprising accelerating the drive unit to reach a first speed ratio. In the torque converter,
A torque converter clutch arranged to transmit torque from the torque converter housing to the torque converter turbine;
A pump clutch disposed to transmit torque from the housing to the impeller for the torque converter , and disposed in parallel with the torque converter clutch in the torque transmission path ;
A non-rotatable stator with an inner ring is provided,
At least one coupling point between the turbine and the output hub for the torque converter is provided, the coupling point being at least partially aligned radially with the inner ring, Torque converter. A non-rotatable stator shaft is provided,
A thrust washer is provided, the thrust washer being coupled to the inner ring in the rotational direction and coupled to the stator shaft in the rotational direction, and coupling the stator and the stator shaft in the rotational direction. Item 7. The torque converter according to item 6.   The torque converter according to claim 6, wherein the thrust washer is formed by stamping.

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