JPS58214059A - Input separation type torque converter - Google Patents

Abstract

PURPOSE:To prevent creep phenomenon of a car and improve driveability and fuel consumption by installing, between two shells, a power transmission mechanism which is connected when the number of revolution on the input side exceeds a prescribed value. CONSTITUTION:Since a power transmission mechanism 12 is in disconnection state in idling operation, the torque on the input side is not transmitted to the second shell 11, and only a gear pump 5 operates. While, when the number of revolution of an engine is increased in order to permit transfer from idling state to traveling state, the power transmission mechanism 12 is put into connected state, and the torque is transmitted to the second shell 11, and further transmitted to an output shaft 4 throuth a turbine 7. Needless to say, the gear pump 5 continues operation also in this case. In other words, as the torque is not outputted when the number of revolution is below a prescribed value, and only the gear pump 5 operates, generation of creep phenomenon on an axle can be prevented, and the engine load can be reduced. Thus, drive feeling can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a torque converter used in industrial vehicles such as forklifts, automobiles, and the like.

The first diagram is a longitudinal deflection partial schematic diagram of a conventional torque converter.
In the figure, a shell 2 connected to an input shaft l that is connected to an engine crankshaft or the like to input torque has an integral impeller blade 3 6C, and an output shaft 42 is provided on the inner peripheral side with a concentric guide vibro. have. Further, the guide vibro is connected to the gear pump 5 to drive the gear pump 5. A turbine 7 facing the impeller blade 3 is integrally connected to the output shaft 4. Furthermore, the impeller blade 3 and the turbine 7 A stator 8 is arranged between them.The gear pump 5 is integrally fixed to the transmission housing 9 side.

When torque is input and the input shaft 1 rotates, the shell 2 also rotates integrally. At this time, the working fluid flows in the direction of arrow X1 by the impeller blades 3, and after passing through the turbine blades 7 & of the turbine 7, the working fluid makes a circular movement through the stator blades 8a of the stator 8 and returns to the impeller blades 3, resulting in an input The torque of the shaft 1 is transmitted from the shell 2 to the turbine 7 via the working fluid, and the torque is transmitted to the output shaft 4. On the other hand, as the shell 2 rotates, the guide vibro rotates integrally, and the gear pump 5 is operated by the rotation of the vibro, so that hydraulic oil is sent to a required part such as the inside of the torque converter.

However, in the conventional structure described above, not only the gear pump 5 operates with the rotation of the input shaft 1, but also the impeller blade 3 constantly rotates. In the conventional structure, the gear pump 5 cannot be operated without rotating the impeller blades 3. As a result, even during idling, a small amount of torque is applied to the output shaft 4 due to the rotation of the impeller blades 3.
It will be transmitted to the other side. Therefore, during idling, axle creep phenomenon occurs, and engine load increases when the brakes are applied to eliminate creep, contributing to deterioration of drivability and fuel efficiency.

In view of the above problems, the present invention aims to prevent the creep phenomenon of the vehicle and improve drivability and fuel efficiency. The present invention is characterized in that a second shell having an impeller blade is provided, and a power transmission mechanism is provided between both shells to connect when the rotational speed of the input hook exceeds a predetermined value.

Longitudinal side section 8i of the torque converter according to the invention!
In FIG. 2 sr showing l, the first shell lO integrally connected to the input shaft l has a guide vibro concentric with the output shaft 4, and the vibro is connected to the gear pump 5. The pump 5 is activated by this.

A second shell 11 having an impeller blade 3 is arranged inside the first shell 1o, and both shells 10.11
In between, the power transmission mechanism 1 is in a disconnected state where the rotation speed on the input side is below a predetermined value, and becomes a connected state when the rotation speed exceeds a predetermined value.
2 (for example, a centrifugal clutch, etc.) are provided.

Usually, the predetermined value is a rotational speed close to the γ idling rotational speed.

With this configuration, since the power transmission mechanism 12 is in the disconnected state during the γ idling operation, the torque on the input side is not transmitted to the second shell 11, and only the gear pump 5 operates. - When the engine speed is increased to transition from the idling state to the running state, the power transmission mechanism 12 becomes connected and torque is transmitted to the second shell 11 and then to the output shaft 4 via the turbine 7. Torque is transmitted. Of course, the gear pump 5 continues to operate in this case as well.

As explained above, according to the invention number ζ, the first shell 10 on the input side, which is always connected to the gear pump 5, and the impeller plate N3'f which is concentric with the first shell 10 and 1
1S2 shell 11 is provided, and a power transmission m is connected between both shells 10 and 11 when the rotation speed on the input side exceeds a predetermined value.
Since the mechanism 12 is provided, no torque is output when the rotation speed is below a predetermined value, and only the gear pump 5 operates, so that the occurrence of axle creep phenomenon can be prevented and the engine load can also be reduced. Therefore, there are advantages in that the driving feeling is improved and fuel efficiency is improved.

Next, a more specific embodiment of a torque converter employing the present invention will be described. FIG. 3 is a partial vertical side view of one embodiment. A ring 20 that is integrally fixed to an engine flywheel (not shown) by bolts is welded to a housing 21 of the rotary leaf 1, and the outer circumference of the housing 21 and the outer circumference of the first shell 22 are welded at a portion 23. has been done. The inner peripheral part of the first shell 22 is welded to the outer peripheral part of the flange 25 of the guide pipe 24, and is fitted into a recess 29 provided on the inner side of the gear 28 of the guy, and when the pawl 26 rotates, the gear pump 5 or it is working.

A concentric output shaft 30 is arranged at intervals inside the five-way guide pipe 24, and the tip end 31 of the output shaft 30 is rotatably and slidably fitted and supported in a recess 32 provided at the center of the rotary housing 21. has been done. Further, a turbine hub 33 is spline-fitted to a spline formed on the outer circumferential portion ζ of the output shaft 30, and a turbine impeller 35 is simultaneously attached to the outer circumferential portion of the hub 33 via a number of rivets 34.

In addition, a stator shaft 37 is arranged concentrically and spaced apart from the guide pipe 24 and the output shaft 30, and a hydraulic oil supply passage 38 and an output shaft are provided between the guide pipe 24 and the stator shaft 37. A hydraulic oil return passage 39 is formed between the stator shaft 30 and the stator shaft 37. An outer spline is formed at the tip of the stator shaft 37, and an inner race 41 of the one-way clutch portion 40σ is fitted with the spline. Among the members forming the one-way clutch portion 4o, 42 is a gamma outer race, 43 is a one-way clutch, and 44 is a one-way clutch retainer.

A stator impeller 45 made of cast metal is press-fitted and fixed to the outer wall of the γ rotor race 42.

A bearing is provided on the inner circumference between the stator impeller 45 and the flange 25, and the boss 47 is rotatably fitted between the stator impeller 45 and the flange 25.
The inner circumference of a second shell 49 having an impeller blade 48 is welded to the outer circumference of the guide vibe 2.
It is also rotatable relative to 4.

On the surface 4C of the first shell 22 on the second shell 49 side, the inner circumferential portion of a disk 51 extending in the radial direction perpendicular to the center line is fixed by bolts, spot welding, etc., and the outer circumferential portion of the disk 51 Several notches 52 as shown in FIG. 4, which open outward in the radial direction, are provided at equal intervals in the circumferential direction. Further, a shoe 53 is arranged on the outer periphery of the disc 51. As shown in FIG. 5, the shoe 53 has a groove 54 on the inner circumferential side.
and a pin 56 having a hole 55, the groove 54 fitting into the outer periphery of the disc 51 in FIG.
By fitting into the notch 52, the shoe 53 is supported by the disc 51 so as to be slidable in the radial direction θ). Furthermore, a spring receiver 57 in the rotational direction is provided on the inner peripheral side of the shoe 53, and a ring-shaped coil 58 is stretched on the spring receiver 57 in the rotational direction, so that the shoe 53 is always attached toward the center. It is strong.

A lining 59 is placed on the outer surface of the shoe 530, and a substantially cylindrical casing 60 is placed on the outside of the lining 59 with a slight gap. It is welded.

Next, this operation will be explained. Torque input to the ring 20 is transmitted to the first shell 22 via the rotary housing 21. If the vehicle is idling at this time,
The centrifugal force generated in the shoe 53 cannot overcome the coil spring 58, and the lining 59 is pushed inside the casing 60.
! There is no pressure contact with the d-plane. Therefore, the torque of the first shell 22 is not transmitted to the second shell 49. On the other hand, since the guide vibe 24 is formed integrally with the first shell 22, it always rotates when the engine is rotating.

Therefore, the gear pump 5 is always operated when the engine is rotating, and circulates the hydraulic oil to the required parts. Next, when the engine speed is increased to shift from the idling state to the running state 711, the rotation speed of the first shell 22 also increases.Then, the centrifugal force generated in the shoe 53 increases and overcomes the force of the spring 58 by one force. Torque is transmitted to the second shell 49 by pressing the lining 59 against the inner circumferential surface of the casing 60.The torque is transmitted to the second shell 49I (as in the conventional case, the torque is transmitted to the hydraulic oil filled in the torque converter and to the turbine). Impeller 35
is transmitted to the output shaft 30 via.

The above embodiment operates in this way, and since no torque is output during idling, it is possible to prevent the axle from creeping. Further, during idling, 4C operates only the gear pump 5 that is minimally necessary for engine operation, and no torque is transmitted to the output shaft 30, eliminating waste and improving fuel efficiency.

Next, another specific example will be described. FIG. 6 is a partial longitudinal side view showing only the vicinity of the first shell 22 and the second shell 49. Several pins 61 parallel to the center line are welded to the surface of the first shell 22 on the second shell 49 side.
1 is slidably fitted into a hole 63 provided in the inner circumference of a pressure plate 62 in the radial direction. A spring seat 64 is provided at the end of the pin 61 on the second shell 49 side, and a coil spring 65 is compressed between the plate 62 and the spring seat 64 to move the plate 62 away from the second shell 49. It is energizing. On the outer peripheral side of the pin 61, there is a guide plate 66 which is annular and has a substantially U-shaped cross section, or a l-th shell 2.
2, and the outer circumferential portion of the plate 62 fits into the inner circumferential notch 67 of the guide plate 66. The outer circumference of the guide plate 66 has a cam direction 68 that slopes toward the plate 62 as it goes outward in the diametrical direction, and the weight 70 having a slope 1fn69 corresponding to the cam surface 6s is attached to both plates 62,66. Multiple pieces are arranged on the same circumference in between. There is a seventh weight between each adjacent weight 70.
As shown in the figure, a guide 71 is arranged and is riveted or welded to the guide plate 66, and the weight 70 is supported by the opposing guide surfaces 72, 724 of the adjacent guides 71, 71 and can slide only in the radial direction. It is free. The weight 7 is centered around the pressure plate 62.
On the side opposite to o, radial pressure plates 73 and friction plates 74 are alternately stacked. The inner circumferential portion of the j# friction plate 74 fits into a notch 67 of the guide plate 66, and is slidably supported on the guide plate 66 only in the direction IC parallel to the center line. The outer peripheral portion of the pressure plate 73 fits into a notch 76 provided in a substantially cylindrical casing 75, and is supported so as to be movable in a direction parallel to the center line. History I (A snap link 77 is fitted in the part of the notch 76 near the second shell 49, and the pressure plate 6
2, a pressure plate 73 and a friction plate 74 are held between them. An end portion of the casing 75 on the second shell 49 side is welded to the second shell 49.

The operation in this embodiment will be explained. First, during idling operation, the centrifugal force generated on the weight 70 is small because the O rotation number of the first shell 22 is low, and the weight 70 slides radially outward on the cam surface 68 of the guide plate 66. The coil spring 65 will not be overcome and the pressure plate 62 will not be pressed against the pressure plate 73. Therefore, the first
No torque is transmitted from the shell 22 to the second shell 49. Next, when the engine speed is increased to shift from the idle link state to the running state, the first shell 22
The rotational speed of the weight 70 increases, and the centrifugal force generated in the weight 70 also increases. As a result, the weight 70 slides outward in the radial direction &C direction, overcomes the coil spring 65 and presses the pressure plate 62 against the pressure plate 73, and then the pressure plate 73 and *m plate 74 are connected by the sword. 1 ciel 22
The second shell 49 IC) is transmitted.

In this example as well, the effects peculiar to the present invention can be similarly obtained, the creep phenomenon of the vehicle can be prevented, and fuel efficiency can be improved.

Note that the power transmission mechanism is not limited to the above-mentioned centrifugal clutch type; for example, a hydraulically controlled clutch may be installed between the first shell 22 and the second shell 49, and the rotation of the crankshaft or the like may be detected. Detection may also be performed using In this case, when the rotational speed is below a predetermined value, the clutch is placed in the disengaged state 4 (L7), and when the predetermined value exceeds the predetermined value, the clutch is brought into the connected state by hydraulic pressure such as j.Alternatively, an electromagnetic clutch may be used.

[Brief explanation of drawings]

Figure 1 is a schematic longitudinal side view of a conventional torque converter, Figure 2 is a schematic vertical cross-sectional side view of a torque converter according to the present invention, and Figure 3 is a partial longitudinal side view showing a specific embodiment. Figure 4 is a perspective partial view of the disk, Figure 5 is a perspective view of the shoe, Figure 6 is a vertical side curved partial view showing another specific embodiment, and Figures v & 7 are a cross section taken along ■-■ in Figure 6. 5.27 Gear pump, 10.22 First shell, 11.49 Second shell, 12 Power transmission mechanism Patent applicant Daikin Seisakusho Co., Ltd. Agent Patent attorney Written amendment to the procedure filed by Tadashi Omori (voluntary) 1. Indication of the case 1988 Patent Application No. 98132 2. Input the name of the invention Relationship to the case of person who compensates pressure for a separate torque converter 33 Patent Applicant Appointment Location Neyagawa Ichikida Motomiya 1-1-1 Name: Daikin Seisakusho Co., Ltd. Representative Director and President Masaru Adachi 5, amends the amendment order to read [Appendix 1 (shipment date) 1920, month, day]. 8. Attached drawings (Fig. 3, Fig. 6) 1 or more copies Fig. 3, Fig. 6

Claims (1)

[Claims] A first shell on the input side that is always connected to the gear pump and a second shell that is concentric with the first shell and has an impeller blade are provided, and when the rotation speed on the input side exceeds a predetermined value between the two shells. An input-separated torque converter characterized by having a connected power transmission mechanism.