JPH02190671A - Inversion type torque converter - Google Patents

Abstract

PURPOSE:To quickly attain the idling state by transmitting the engine braking force to an impeller pump from the transmission side via an output clutch, a turbine, and a stator. CONSTITUTION:A hydraulic output clutch 27 is arranged between an output shaft 26 and a transmission, and the power is connected or cut off. A stator 11 is rotatably or unrotatably controlled by a reverse brake 29. A control mechanism 50 controlling a lockup damper 34, the reverse brake 29 and the output clutch 27 is provided. The control mechanism 50 has a retarder mode in which the lockup damper 34 is out off during the advance running of a vehicle and the reverse brake 29 is applied with the output clutch 27 connected. The idling state can be quickly attained accordingly.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a reversing torque converter employed for industrial construction machines and passenger cars.

(Prior art) Torque converters that are generally used for industrial construction machines or passenger cars have an annular torque converter main body, and the outer periphery of the torque converter body is connected to the engine by an impeller pump and a turbine driven by the impeller pump. It is configured.

Further, the inner peripheral portion of the torque converter main body is constituted by a stator, and the stator is configured to perform torque conversion.

In order to set the retarder mode in the above structure, the stator, impeller pump, and turbine are set to running mode, and the engine brake is applied.
It is designed to provide a retarder effect.

(Problem to be Solved by the Invention) However, with this structure, the engine is accelerated from the vehicle side, so the engine speed increases.

As a result, the quietness deteriorates, and the fuel efficiency of the engine also deteriorates.

The present invention employs a structure in which the outer circumferential part of the torque converter is composed of a stator, the inner circumferential part is composed of an impeller pump and a turbine, and is further equipped with a lock-up damper, resulting in a quiet and efficient engine. The object is to provide a reversing torque converter with a retarder mode.

(Means for Solving the Problems) In order to solve the above problems, the present invention provides a stator that constitutes an outer peripheral portion of an annular torque converter body, an impeller pump and a turbine that constitute an inner peripheral portion of the torque converter body. , a reversing torque converter comprising a cylindrical front cover connected to an impeller pump to constitute an input section, and a lock-up damper disposed between the front cover and the turbine, in which the stator is positioned relative to the turbine. an outer circumferential cylindrical portion that supports the rotatably; a reversing brake disposed on the outer circumferential tube portion that controls the stator to be rotatable or non-rotatable; an output clutch that connects or disconnects the rotational force of the turbine to the transmission side; and the lock. The control mechanism includes a control Ia structure that controls a lock-up damper, a reverse brake, and an output clutch, and the control mechanism is a retarder that shuts off the lock-up damper and applies a reverse brake while the output clutch is connected while the vehicle is traveling forward. It is characterized by having a mode.

(Operation) The rotational force on the engine side is transmitted to the impeller pump via the front cover, which in turn transmits the rotational force to the stator.

When the control 2'I1 mechanism is set to the retarder mode while the vehicle is traveling forward and the engine brake is applied, the lock-up damper moves away from the front cover and enters the cut-off state. Further, while the output clutch remains connected, a reverse brake is applied to brake the stator so that it cannot rotate. Therefore, the rotational force of the impeller pump is reversed by the stator, and the turbine receives rotational force in the opposite direction. As a result, the impeller pump receives a braking force in the opposite direction. Furthermore, engine braking force (reaction force) is transmitted from the transmission side to the impeller pump via the output clutch, turbine, and stator, and further transmitted from the impeller pump to the engine side via the front cover. As a result, the speed of the vehicle decreases with the engine speed reduced, which creates a large braking force on the vehicle in a relatively quiet state, resulting in a rapid idling state.

(Embodiment) In FIG. 1 showing an embodiment of the present invention, the left side of the figure (the side opposite to the transmission not shown) is assumed to be the front.

In FIG. 1, a torque converter main body 10 of the present invention is formed into an annular shape that rotates around a center line C, and the outer peripheral portion thereof is constituted by a stator 11. As shown in FIG.

The inner peripheral rear portion of the torque converter main body 10 is constituted by an impeller pump 12 . Further, the inner peripheral front portion of the torque converter main body 10 is constituted by a turbine 13.

Each stator 11, impeller pump 12, and turbine 13 each includes a shell 14.15.16 constituting an outer shell and a core ring 17.18.19 constituting an inner shell, and further includes a shell 14.15.16. and coring 17.
During 18.19 a large number of blades 20.21.22
(only one of each is shown in FIG. 1) are fixed at intervals in the circumferential direction of the torque converter main body 10.

The inner peripheral portion of the turbine shell 16 is fixed to the outer peripheral flange 25 of the hub 24 with rivets 23. hub 24
is the output @2 which is also the input shaft of the transmission (not shown)
6 is spline fitted.

A hydraulically operated output clutch 27 is disposed between the output shaft 26 and the transmission, and the output clutch 27 connects and disconnects power between the turbine 13 and the transmission.

An outer cylindrical portion 28 that rotates relative to the output shaft 26 is concentrically arranged on the outer periphery of the output shaft 26, and the stator 11 is supported by the outer cylindrical portion 28.

A hydraulically operated reversing brake 29 is disposed at the rear end of the outer circumferential cylinder portion 28, and this reversing brake 29 allows
The stator 11 is controlled to be rotatable or non-rotatable.

Reference numeral 30 is a cylindrical 7-inch copper, the front end of which is connected to a crankshaft (not shown) to form an input section of the torque converter.

The front cover 30 includes an end wall portion 31 extending in the radial direction;
A cylindrical peripheral wall portion 3 extending rearward from the outer peripheral end of the end wall portion 31
2 and a connecting portion 33 extending from the rear end of the peripheral wall portion 32 toward the center, and this connecting portion 33 is fixed to the shell 15 of the impeller pump 12 to transmit rotational force from the engine side to the impeller pump 12. It is structured to do this.

An annular lock-up damper 34 is arranged between the end wall 31 of the front cover 30 and the turbine 13.

The lock-up damper 34 includes a generally annular and plate-shaped piston 35 and a plurality of coil springs 36 (only one is shown in FIG. 1) arranged at intervals in the circumferential direction.

In order to connect the coil spring 36 and the piston 35, a retaining plate 37 is fixed to the rear surface of the piston 35 near the outer periphery with a rivet 38. The retaining plate 37 is a plate-like member having a plurality of bending claws 39 to 42, and is formed into a ring shape that extends generally in the circumferential direction of the torque converter main body 10. Nail 39.
40 are respectively bent from the outside and the inside in the radial direction to embrace the coil spring 36. Furthermore, the pawls 41 and 42 are bent from radially outward and inward, respectively, and engage the adjacent coil springs 36 in the circumferential direction.

A claw portion 43 is inserted between the coil springs 36 adjacent to each other. The claw portion 43 extends integrally from the radially outer end of the turbine shell 16, and when the claw portion 43 engages with the end of the coil spring 36, the piston 35
and the turbine 12 are elastically coupled in the circumferential direction.

An annular aI friction lining 44 (input member) is attached to the front surface of the outer circumference of the piston 35.

The friction lining 44 is attached to the end wall 31 of the front cover 30.
When the piston 35 moves forward, the friction lining 44 comes into pressure contact with the inner surface of the end wall 31, and the piston 35 is connected to the front cover 30. Note that the inner circumference of the piston 35 is rotatably supported by the outer circumference of the hub 24.

Reference numeral 45 denotes a lock-up damper hydraulic control device, which is equipped with a hydraulic control valve (not shown), and which supplies hydraulic oil to an oil chamber 46 partitioned between the piston 35 and the end wall 31 of the front cover 30.
The structure is such that the oil pressure can be controlled.

Reference numeral 47 denotes a clutch oil pressure supply device, which has a structure in which the output clutch 27 is brought into a connected state by supplying hydraulic oil to the output clutch 27.

Furthermore, 48 is a brake hydraulic pressure supply device, and the reverse brake 2
The structure is such that a reversing brake 29 is applied by supplying hydraulic oil to 9.

Reference numeral 50 denotes a control section, which is composed of a microcomputer and other electronic circuits, and is electrically connected to the lock-up damper hydraulic control device 45, clutch hydraulic pressure supply device 47, and brake hydraulic pressure supply device 48, and controls them together. It constitutes a mechanism.

The control unit 50 controls a neutral mode N(P) set when the vehicle is stopped or neutral, a start mode S set when starting, a running mode D set when running, and an engine brake when running. Retarder mode OR, which is set when operating, and reverse mode R, which is set when reversing.
It is equipped with

Each mode N(F'), 51D1DR, R is set as shown in the table below.

Reference numeral 51 denotes a main body hydraulic supply device, which is composed of a feed pump and the like, and is located in an internal space 52 of 1° of the torque converter main body.
It is configured to constantly supply hydraulic oil at a constant pressure to the installation space for the turbine 13 and the like.

According to the above configuration, hydraulic oil is supplied into the internal space 52 from the main body hydraulic supply bag @ 51 while the vehicle is operating.

The rotational force on the engine side is transmitted to the impeller pump 12 via the front cover 30, and the hydraulic oil in the internal space 52 is driven to transmit the rotational force to the stator 11.

Here, when the control unit 50 is set to the illustrated neutral mode N (P), high pressure is introduced into the oil chamber 46 by the lock-up damper hydraulic control device 45, and the internal space 52
The lock-up damper 34 is in the a-open state due to the differential pressure between the oil chamber 46 and the oil chamber 46.

Further, the clutch hydraulic pressure supply device 47 and the brake hydraulic pressure supply device 48 are both in a state where hydraulic oil is not supplied, the output clutch 27 is disconnected, and the reverse brake 29
is in a state in which the stator 11 is released.

In order to start the vehicle, the control unit 50 is set to neutral mode N.(P
) to start mode S, the clutch hydraulic pressure supply device 47 supplies hydraulic fluid to the output clutch 27 while the brake hydraulic pressure supply device 48 is not supplying hydraulic fluid. As it is, the output clutch 27 is connected. Therefore, the stator 11 rotates together with the impeller pump 12 and transmits rotational force in the same direction as the impeller pump 12 (direction R in FIG. 1) to the turbine 13. The turbine 13 transmits rotation to a transmission (not shown) via an output shaft 26 and an output clutch 27.

When the control unit 50 is set to driving mode D after the vehicle speed increases, the supply pressure of the lock-up damper hydraulic control device 45 decreases, and the hydraulic pressure of the oil v46 decreases, so the difference between the internal space 52 and the oil chamber 46 decreases. The pressure causes the piston 35 to move forward. Therefore, the *m lining 44 comes into contact with the inner surface of the end wall 31, and the rotational force of the front cover 30 is transmitted from the friction lining 44 to the coil spring 36 via the piston 35 and the bending claws 41 and 42. and coil spring 3
6 elastically transmits the rotational force to the claw portion 43, and the force is transmitted from the claw portion 43 to the turbine shell 16 and the outer peripheral flange 25.
, are transmitted to the output shaft 26 via the hub 24.

Next, when the control unit 50 is set to retarder mode DR while the vehicle is traveling forward and the engine brake is applied, lock-up damper oil pressure 1. iJlt
The i-equipment 45 introduces high pressure into the oil chamber 46.

As a result, the piston 35 moves rearward, and as a result, the friction lining 44 separates from the end wall 31 of the front cover 30, and the lock-up damper 34 becomes in a blocked state. In addition, while the clutch hydraulic pressure supply device 47 continues to supply hydraulic oil to the output clutch 27, the brake hydraulic pressure supply device 4
8 supplies hydraulic oil to the reversing brake 29, the reversing brake 29 is applied while the output clarifier 'f-27 remains connected, and the stator 11 is braked so that it cannot rotate. Therefore, the rotational force of the impeller pump 12 is reversed by the stator 11, and the turbine 13 receives a rotational force in the opposite direction (the direction opposite to R in FIG. 1). As a result, the hydraulic oil in the internal space 52 receives a large braking force, and the impeller pump 12 receives a braking force in the opposite R direction.

Furthermore, engine braking force (reaction force) is transmitted from the transmission side to the impeller pump 12 via the output clutch 27, output shaft 26, hub 24, turbine 13, and stator 11, and from the impeller pump 12 via the front cover 30 to the engine side. transmitted to. This reduces the speed of the vehicle with a reduced engine speed, thereby creating a large restraining force on the vehicle in a relatively quiet state. As a result, the vehicle quickly becomes idling.

Note that when the control unit 50 is set from the neutral mode N (P) to the marching mode R, the lock-up damper hydraulic control device 4
The clutch hydraulic pressure supply device 47 and the brake hydraulic pressure supply device 48 supply hydraulic fluid to the output clutch 27 and the reversing brake 29, respectively, while the hydraulic pressure supplied from the lock-up damper 34 remains in a low state. The output clutch 27 remains connected, and the reverse brake 2
It takes 9. As a result, the stator 11 is braked so that it cannot rotate, the rotational force of the impeller pump 12 is reversed by the stator 11, and the rotational force in the counter-R direction is transmitted to the turbine 13, so that the vehicle moves backward.

(Effects of the Invention) As explained above, according to the present invention, an annular torque converter main body 10 is adopted in which the outer circumferential portion is constituted by the stator 11 and the inner circumferential portion is constituted by the impeller pump 12 and the turbine 13, and While the vehicle is traveling forward, the lock-up damper 34 is shut off and the output ramp 27 is turned off.
&IJ control mechanism (hydraulic control device! (45
, hydraulic supply device 47, 48, and control unit 50), the control mechanism (hydraulic control device 4) is used while the vehicle is moving forward.
5. When the hydraulic pressure supply device 47, 48 and the control unit 50) are set to retarder mode DR, the braking force on the transmission side is transferred from the output clutch 27 to the turbine 13 and the stator 11.
, is transmitted to the engine side via the impeller pump 12, so the rotational force of the engine is reduced, thereby making it possible to generate a large braking force on the vehicle in a relatively quiet state, and as a result, the fitting is quickly completed. You can get the status.

Moreover, in the retarder mode DR of the present invention, the braking force is transmitted to the stator 12 while the stator 12 is directly connected to the engine, so the engine speed is reduced, so the retarder effect is achieved only by engine braking. Compared to a structure that causes this, a much larger braking force can be obtained from the perspective of the entire vehicle, and a fitting state can be quickly achieved.

In addition, the control al1 mechanism (hydraulic side tII device 4
5. By setting the hydraulic pressure supply device 47, 48 and the control unit 50) to the retarder mode DRk, the engine speed can be reduced, and fuel efficiency can be improved accordingly.

Furthermore, in the present invention, since the lock-up damper 34 is cut off when the retarder mode DR is set, torsional vibrations do not occur and a comfortable braking action can be obtained.

[Brief explanation of the drawing]

FIG. 1 is a schematic cross-sectional view of the present invention. DESCRIPTION OF SYMBOLS 10... Torque converter main body, 11... Stator, 12... Impeller pump, 13... Turbine, 27... Output clutch, 28... Outer cylindrical part, 29... Reversing brake, 3
0...Front cover, 34...Lock-up damper 45...Damper hydraulic pressure υ control device (control mechanism),
47...Clutch hydraulic pressure supply device (control m++ structure), 48
...Brake oil pressure supply bag N (control mechanism), 50...
Control unit (control mechanism), DR... Retarder mode Patent applicant: Daikin Manufacturing Co., Ltd.

Claims (1)

[Claims] a stator that constitutes an outer circumferential portion of an annular torque converter body; an impeller pump and a turbine that constitute an inner circumferential portion of the torque converter body; and a cylindrical front cover that is connected to the impeller pump and constitutes an input section;
In a reversing torque converter with a lock-up damper placed between the front cover and the turbine,
an outer cylindrical part that supports the stator so as to be rotatable relative to the turbine; a reversing brake that is disposed on the outer cylindrical part and controls the stator to be rotatable or non-rotatable; and a rotational force of the turbine to be connected to the transmission. or the output clutch to be disconnected and the above lock-up damper,
A control mechanism for controlling a reverse brake and an output clutch, the control mechanism having a retarder mode that cuts off the lock-up damper and applies the reverse brake while the output clutch is connected while the vehicle is traveling forward. A reversing torque converter characterized by: