JPH039125A - Fluid transmitting device - Google Patents

Abstract

PURPOSE:To improve lockup response by arranging thrust bearings between an impeller hub and a turbine hub and forming a channel communicating with the inner and the outer periphery sides thereof in the opposite end face of the impeller hub or the turbine hub. CONSTITUTION:Thrust bearings 18, 19 are arranged between an impeller hub 3 and a turbine hub 9, and a channel 38 communicating with the inner and the outer periphery sides thereof is formed in the opposite end face of the hub 3 or 9. Fluid which rises in temperature by heat generated in a fluid transmitting device passes through between the impeller and the turbine and between the impeller hub 3 and the turbine hub 9 and discharged to a transmission input shaft via the channel 38. Fluid for engaging and unengaging a lockup clutch piston flows via the channel 38 and therefore is smooth in movement. It is thus possible to obtain good lockup response and emit generated heat sufficiently.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a fluid transmission device for an automatic transmission.

(Prior Art) Conventionally, an automatic transmission has been equipped with a fluid transmission device and a transmission gear mechanism, which transmits the engine rotation taken out by the crankshaft to the transmission input shaft via the fluid transmission device, and further transmits the engine rotation taken out by the crankshaft to the transmission input shaft. It has a structure that transmits information.

The fluid transmission device functions as a fluid coupling and a torque exchanger by the action of the fluid circulating inside,
It consists of an impeller, turbine, lock-up clutch, etc.

That is, in the case of a fluid coupling, rotation from the engine transmitted via the crankshaft is transmitted to the front cover, and then transmitted to the impeller fixed to the front cover. When the impeller rotates, the fluid inside the fluid coupling generates a flow that rotates around the shaft, and this fluid flow becomes a swirling flow that circulates between the impeller and the turbine due to centrifugal force.

The lock-up clutch is operated by switching the oil supply by a lock-up relay pulp (not shown), and the lock-up clutch piston moves in the axial direction to engage and disengage from the front cover through the friction material. When the lock-up clutch engages the front cover, the rotation of the crankshaft is directly transmitted to the input shaft via the front cover, the lock-up clutch piston, and the turbine hub.

By the way, the above-mentioned conventional fluid transmission device is provided with a lock-up clutch piston that can be engaged and detached from the front cover as described above, but the lock-up clutch piston is actuated by pressure oil supplied from a lock-up relay valve. It will be done.

When the pressure oil enters the fluid transmission device, it is used for lock-up engagement and disengagement, and is also used as a fluid for operating the fluid coupling.

When the vehicle is running at low speeds when starting, the lock-up clutch is in a released state, and engine torque is transmitted from the impeller to the turbine via fluid, so the fluid contained between the two causes severe friction. do exercise,
Therefore, heat will be generated due to friction within the fluid.

Then, when the vehicle speed reaches a certain level or higher, the lock-up clutch is engaged with the front cover, and at this time, the front cover, impeller, lock-up clutch piston, and turbine are directly connected and rotate integrally.

Therefore, there is no friction inside the fluid and no heat generation. Only a slight amount of frictional heat is generated between the lock-up clutch piston and the front cover when the lock-up clutch moves from the disengaged state to the engaged state.

In this way, when the lock-up clutch is in the released state, heat is generated within the fluid transmission device, but in order to remove this heat from the fluid transmission device, the fluid that transmits torque between the impeller and the turbine is The fluid not only flows inside the two, but also flows out from the gap between the two and drains into the oil tank, so that the cooled fluid is again supplied to the inside of the two.

By the way, in the fluid transmission device having the above configuration, the fluid flowing out from between the impeller and the turbine and the fluid flowing into the fluid transmission device from the transmission input shaft side are supplied and discharged through between the impeller hub and the turbine hub. ing.

However, since the impeller and the turbine rotate relative to each other when the lock-up clutch is released, a thrust bearing is disposed between the impeller hub and the turbine hub, and this thrust bearing obstructs fluid movement.

Therefore, a fluid transmission device is provided in which fluid can move smoothly via a thrust bearing.

That is, in the thrust bearing of the fluid transmission device,
At least one of the races arranged on both sides of the bearing body is constituted by an annular "Z"-shaped race consisting of a flat ring-shaped body part and locking pieces extending in opposite directions from the inner and outer edges of the body part. A radially extending notch is formed in the main body portion.

When the thrust bearing having the above configuration is disposed between the impeller hub and the turbine hub, the notch forms an oil passage that communicates the inner circumferential side and the outer circumferential side of the thrust bearing.

Therefore, the fluid flowing out from between the impeller and the turbine or the fluid flowing into the fluid transmission device from the transmission input shaft side is supplied and discharged through the notch in the thrust bearing, so that the fluid flows smoothly.

(Problem to be Solved by the Invention) However, in the fluid transmission device having the above configuration, the race constituting the thrust bearing is formed of a relatively thin material, and even if an oil passage is formed by a notch, the race It is not possible to obtain dimensions greater than the thickness.

Therefore, a sufficient amount of fluid cannot be supplied or discharged through the thrust bearing, resulting in poor responsiveness of the lock-up clutch piston or inability to sufficiently discharge heat within the fluid transmission device.

The present invention solves the problems of the conventional fluid transmission device, increases the circulation amount of fluid flowing through the fluid transmission device, improves lock-up response, and sufficiently dissipates the generated heat. The purpose is to provide a fluid (one-motion device) that can

(Means for Solving the Problems) For this purpose, the fluid transmission device of the present invention includes a front cover (1) that is connected to the engine output shaft and transmits engine rotation, and a front cover (1) that is connected to the front cover (1). a turbine (16) located between the front cover (1) and the impeller (2) and connected to the transmission input shaft (8); and a turbine (16) located between the turbine (16) and the front cover (1) that connects the transmission In a fluid transmission device having a lock-up clutch piston (57) connected to an input shaft (8), an impeller hub (3) and a turbine hub (
A thrust bearing (19) is disposed between the impeller hub (3) or the turbine hub (9), and a thrust bearing (19) is disposed between the impeller hub (3) or the turbine hub (9) on the end face facing the thrust bearing (I9).
) to form a groove (3 days) that communicates the inner and outer circumferential sides of the groove.

(Operation and Effects of the Invention) According to the present invention, the thrust bearing (19) is disposed between the impeller hub (3) and the turbine hub (9) as described above, and the impeller hub (3) or the turbine hub (9) is provided with the thrust bearing (19).
) is provided with a groove (38) on the end face facing the thrust bearing (19) that communicates the inner and outer circumferential sides of the thrust bearing (19).
, so that sufficient fluid can flow between the inner circumferential side and the outer circumferential side of the thrust bearing (19) via the liquid groove (38).

Therefore, the fluid whose temperature has increased due to the heat generated within the fluid transmission device passes between the impeller (2) and the turbine (16), between the impeller hub (3) and the turbine hub (9), and passes through the groove (38). and is released to the transmission input shaft (8) side.

Moreover, since the fluid for engaging and disengaging the lock-up clutch piston (57) flows through the groove (38), its movement becomes smooth, and the responsiveness of the lock-up clutch piston clutch is improved.

In the above description, each element is given a reference numeral for convenience of explanation, but these do not limit the configuration of the present invention.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a sectional view of a fluid transmission device showing an embodiment of the present invention.

In the figure, 1 is a dish-shaped front cover that is connected to the output shaft of the engine and transmits its rotation, 2 is an annular impeller that is connected to the front cover 1 at the periphery, and the center side is connected to the impeller hub 3. has been done. An annular recess 4 is formed on the periphery of the impeller 2,
A plurality of semicircular impeller blades 5 are arranged radially in the recess 4 .

A cylindrical portion 6 extending in the axial direction is formed in the central portion of the impeller hub 3, and a transmission input shaft 8 is disposed inside the cylindrical portion 6 with an annular space 7 formed therebetween.

A turbine hub 9 is spline connected to the engine side end of the transmission input shaft 8 and to a space surrounded by the front cover 1 and the impeller hub 3.

The turbine hub 9 has an annular thick-walled base 1o and a base 1o.
It consists of a thin peripheral part 11 extending radially from 0. A turbine outer shell 13 having an annular recess 12 formed therein in the same manner as the impeller 2 is attached to the peripheral edge 11 with a rivet 14.
are connected via. The turbine outer shell 13
A plurality of semicircular turbine blades 1 are placed in the recess 12 of the
5 are arranged radially, and the impeller blades 5
be faced with. A turbine 16 is formed by both the turbine blades 15 and the turbine outer shell 13 .

Then, the torus 17 is formed by the impeller 2 and the turbine 16.
is configured.

With the above configuration, the rotation of the engine manually applied via the front cover 1 and the impeller 2 is transmitted to the turbine 16 via the fluid filled in the torus 17.

That is, when the impeller 2 rotates, the fluid within the impeller blades 5 is moved by the centrifugal force.
flows along the periphery. The fluid then moves to the turbine side and flows within the turbine blade 15 toward the center,
At that time, the turbine 16 is rotated and the impeller 2 is entered again.

The rotation transmitted to the turbine 16 is transmitted to the turbine hub 9
The signal is transmitted to the transmission input shaft 8 via the transmission input shaft 8.

At this time, the rotation of the impeller 2 is caused by the rotation of the turbine 1 through the fluid.
6, the rotation speed on the input side and the rotation speed on the output side of the fluid transmission device do not match, and the rotation speed on the output side becomes low. This is because not all of the kinetic energy of the fluid discharged from the impeller 2 can be converted into rotation of the turbine 16, and therefore frictional heat is generated within the fluid.

The difference between the rotation speed on the input side and the rotation speed on the output side appears as a difference in the rotation speed between the front cover 1 and the turbine hub 9, and a difference in the rotation speed between the turbine hub 9 and the impeller hub 3, so there is no thrust between them. Bearings 18 and 19 are provided.

According to Figures 2 and 3, the above thrust bearing is used for one day.

19 will be explained in detail.

Figure 2 is a diagram showing details of the thrust bearing, Figure 3 is a diagram showing the impeller hub, and Figure 3(a) is A-A in Figure 3(b).
The sectional view, FIG. 3(b), is a side view of the impeller hub.

The thrust bearing 18 is disposed on the front side and includes an annular "Z" shaped race 22 having locking pieces 20 and 21 extending in opposite directions at both ends, a thick flat ring shaped race 23, and a bearing. A main body 24 and an annular "7" shaped race 26 having a locking piece 25 at one end are sequentially arranged from the front side. The locking piece 20 is locked to a shoulder 28 formed near the center of the front cover 1, and is used to position the thrust bearing 18. The locking piece 21 is connected to a thick race 23 and Bearing body 2
4 is arranged so that it is not released due to centrifugal force. Further, the locking piece 25 is in contact with the front side shoulder portion 27 of the base portion lO of the turbine hub 9, and is for positioning the thrust bearing 18.

On the other hand, the thrust bearing 19 includes an annular "7"-shaped race 32 having a locking piece 31 at one end, a bearing body 33, and a thick flat ring-shaped race 34, which are sequentially arranged from the front side. The locking piece 31 is in contact with a rear shoulder 35 of the base 10 of the turbine hub 9 and is used to position the thrust bearing 19. and,
An annular locking protrusion 37 is formed on the end surface 36 of the impeller hub 3 facing the thrust bearing 19 so that the thick race 34 and the bearing body 33 of the thrust bearing 19 are not released due to centrifugal force. The annular locking protrusion 37
By forming this, a race corresponding to the "Z" shaped race 22 of the thrust bearing 18 is not required, and the number of parts can be reduced.

As shown in FIG. 3, radial grooves 38 are formed at four locations on the circumference of the end surface 36 and the locking projection 37. The liquid groove 38 secures a flow path for fluid flowing through the thrust bearing 19. Since the strength of the race may be reduced in the portion where the liquid groove 38 is formed, the thick race 34 is brought into contact with the end face 36 side.

In the case where the grooves 38 are formed on the turbine hub 9 side instead of on the impeller hub 3 side, the strength of the portion where the grooves 38 are formed is ensured by replacing the thick race 34 with the "7" shaped race 32. .

Next, in the fluid transmission device having the above configuration, torque is transmitted by the fluid coupling between the impeller 2 and the turbine 3 when the vehicle runs at low speed.
- When the vehicle speed exceeds the engine speed, the lock-up device operates and locks up the engine side and transmission input shaft 8.
and are placed in direct connection.

This operation is performed by a lock-up valve (not shown) being operated by, for example, a vehicle speed detection signal, and supplying pressure oil to the lock-up clutch.

Therefore, as shown in FIG.
A damper 5 is installed on the circumferentially outer side of O and on the inner circumferential side of the torus 17.
1 is provided, and the damper 51 and the outer peripheral edge 52 of the base 10 are spline connected. The damper 51 consists of a drive plate 53, a driven plate 54 sandwiching the drive plate 53 from both sides, and a spring 55.
The dry plate 53 is connected to a lock-up clutch piston 57 via a rivet 56. The factory lock-up clutch piston 57 is formed of an annular plate, and a friction member 58 that frictionally engages with the front cover 1 is disposed near its outer periphery. and,
As the lock-up clutch piston 57 moves from side to side in the figure by supplying and discharging pressure oil from the lock-up pulp, the lock-up clutch piston 57 and the front cover 1 are selectively engaged and disengaged via the friction member 58. Ru.

That is, the pressure oil that has been force-fed through the transmission input shaft 8 is transferred to the oil chamber 65 at the front end of the transmission input shaft 8 and to the thrust bearing 1.
8 into the oil chamber 66 between the lock-up clutch piston 57 and the front cover 1, the oil pressure in the oil chamber 66 increases, so that the lock-up clutch piston 5
Push 7 towards the rear to release the lockup.

The released pressure oil then flows through the impeller 2 and the turbine 16.
enters between the two through a gap 67 formed in the opposing portions, and is used as a fluid for operating the fluid transmission device and circulated between the two. A part of the circulated fluid is then discharged from the gap 67 and supplied to the oil chamber 68 between the impeller 2 and the turbine outer shell 13. The pressure oil in the oil chamber 68 is returned to the lock-up pulp via the thrust bearing 19 and the oil passage 7.

On the other hand, pressure oil flows from the oil passage 7 to the thrust bearing 19 and the oil chamber 68.
When the lock-up clutch piston 57 is supplied with pressure in the opposite direction, the lock-up clutch piston 57 moves to the front side and brings the friction member 58 into contact with the front cover 1. to engage. At this time, the rotation transmitted to the front cover 1 is transmitted to the lock-up clutch piston 57 and the drive plate 5.
3. It is transmitted to the turbine hub 9 via the spring 55 and the driven plate 54. The spring 55 is used to absorb shock, vibration, etc. when the lockup is engaged and disengaged.

Reference numerals 59 and 60 denote a pair of side plates that surround the spring 55 to prevent it from popping out to the outer circumferential side due to centrifugal force, and are connected by rivets 61. Further, the center side end 71 of the lock-up clutch piston 57 extends within an axial groove 72 formed near the peripheral edge of the base 10 of the turbine hub 9, and is inserted into the turbine hub 9 through a seal ring 73. sealed against.

An oil seal 74 seals between the oil passage 7 and the oil chamber 65.

Incidentally, the above-mentioned damper 51 is disposed in the oil chamber 75 surrounded by the lock-up clutch piston 57 and the turbine outer shell 13. The oil chamber 75 is provided to apply hydraulic pressure to the lock-up clutch piston 57, and the lock-up clutch piston 57,
Because it is surrounded by the drive plate 53, the turbine outer shell 13, and the peripheral edge 11 of the turbine hub 9, the fluidity of oil is poor and the heat generated within the torus 17 is easily trapped.
3 or turbine oil passages 77 are formed at multiple locations on the circumference.

Since oil can freely move through the core oil passage 77, the response of the lock-up clutch piston 57 is improved, and the heat generated within the torus 17 is easily transferred to the outside of the fluid transmission device along with the oil. can be released.

Note that the present invention is not limited to the above embodiments,
Various modifications are possible based on the spirit of the present invention, and these are not excluded from the scope of the present invention.

For example, although the above embodiment describes a fluid coupling, the present invention can be applied to a torque converter.

[Brief explanation of drawings]

FIG. 1 is a sectional view of a fluid transmission device showing an embodiment of the present invention;
FIG. 2 is a diagram showing details of the thrust bearing, FIG. 3 is a diagram showing the impeller hub, FIG. 3(a) is a sectional view of the impeller hub, and FIG. 3(b) is a side view of the impeller hub. 1...Front cover, 2...Impeller, 3...
Impeller hub, 5... Impeller blade, 7.77.
... Oil passage, 8... Transmission input shaft, 9... Turbine hub, IO... Base, 11...
...Peripheral portion, 13...Turbine outer shell, 15.
...Turbine blade, 16...Turbine, 17...
・Torus, 18.19... Thrust bearing, 22...
・"Z" shaped lace, 23.34...thick lace, 2
4, 33...Bearing body, 26.32..."7
”-shaped race, 38.72... Groove, 51... Damper, 57... Lock-up clutch piston.

Claims (1)

[Claims] A front cover connected to the engine output shaft and transmitting engine rotation; an impeller connected to the front cover; a turbine located between the front cover and the impeller and connected to the transmission input shaft; and a turbine located between the turbine and the front cover. In a fluid transmission device having a lock-up clutch piston connected to a transmission input shaft, a thrust bearing is disposed between an impeller hub and a turbine hub, and the thrust bearing is disposed on an end surface of the impeller hub or the turbine hub opposite to the thrust bearing. 1. A fluid transmission device characterized in that a groove is formed that communicates an inner circumferential side and an outer circumferential side of the fluid transmission device.