KR102594506B1 - Torque converter for vehilce - Google Patents

Abstract

The present invention discloses a torque converter for a vehicle. The torque converter for a vehicle of the present invention includes a cover that receives the rotational force of an engine, a torus connected to the cover, a lockup clutch connected to the cover, an intermediate output member connected to the torus and connected to the lockup clutch, a first output member, and the first output member. It includes a second output member that outputs independently from the first output member, and a dual clutch disposed between the intermediate output member and the first and second output members. The space inside the cover includes a circulation pressure space in which the torus is disposed, and a release pressure space partitioned from the circulation pressure space by a lockup piston of the lockup clutch. The dual clutch is disposed in the release pressure space.

Description

Torque converter for vehicles {TORQUE CONVERTER FOR VEHILCE}

The present invention relates to a torque converter for a vehicle, and more specifically, to a torque converter with a dual clutch capable of applying low operating pressure.

Typically, a torque converter can be installed between a vehicle's engine and transmission and uses fluid to transmit the engine's driving force to the transmission. This torque converter is a component of an automatic transmission and can be considered a fluid transmission mechanism that multiplies driving force from the engine and transmits it to the transmission.

The torque converter has a torus that transfers the rotational input to the output through a fluid coupling. The torus includes an impeller, a turbine, and a reactor supported via a one-way clutch relative to the fixed end. The torque converter is a structure that inevitably causes slip and power loss as it transmits power through the force of fluid (ATF; automatic transmission fluid).

To compensate for this and increase power transmission efficiency, a lock-up clutch is applied to the torque converter. The torque converter directly connects input and output to compensate for power transmission loss through fluid coupling.

In addition, the torque converter is additionally equipped with a torsional damper structure that can alleviate the impact when directly connected. Since the engine input causes fluctuations in torque, a torsional damper and/or pendulum may be installed in the power transmission system that passes through the lock-up clutch.

The lock-up clutch applied to such a torque converter includes a single-facing type with one piece of friction material applied, and a multi-facing type consisting of two or more pieces of friction material and a clutch pack.

Generally, in the case of the multi-facing type, the clutch pack is located in the circulation pressure area of the lock-up clutch, and when directly connected, a pressure (operating pressure) equal to the design pressure actually applied to the clutch pack plus the circulation pressure must be applied to the operating chamber to achieve transmission torque, etc. The required performance can be achieved.

A compensation chamber is sometimes applied to lower this operating pressure. This has the advantage of minimizing the operating pressure applied during lock-up to create the differential pressure (design pressure) required for lock-up by configuring a separate pressure chamber in the piston lock-up release pressure area and applying only the minimum pressure to the pressure chamber. However, this has the disadvantage of having a more complex structure than a typical torque converter and requiring additional parts because the channel structure must be increased from a 3-channel structure to a 4-channel structure.

Additionally, a dual clutch is additionally applied to the torque converter. US 8631918 B2 discloses a torque converter with a structure in which two clutches are connected in parallel to one lock-up clutch. Since the two clutches are placed under the circulating pressure environment of the torque converter, the operating pressure that must be applied to the operating chamber of the piston to operate the two clutches is bound to be higher. This reduces the efficiency of the transmission oil pump and reduces fuel efficiency for the entire system (vehicle).

The present invention was developed to solve the above-mentioned problems, and seeks to provide a torque converter having a structure that can secure sufficient design pressure while lowering the operating pressure for operating the dual clutch connected to the lock-up clutch.

In order to solve the above-described problem, the torque converter for a vehicle of the present invention lowers the operating pressure of the dual clutch by ensuring that the piston for operating the dual clutch is disposed within the release pressure area of the lockup clutch.

The torque converter includes a cover, a torus connected to the cover, a lock-up clutch connected to the cover, an intermediate output member connected to the torus and connected through the lock-up clutch and a torsional damper, an intermediate output member, a first output member, and a first output member. It may include the dual clutch disposed between the two output members.

The cover may include a cover hub provided at the front center in the axial direction, a front cover connected to the cover hub, and a rear cover connected to the front cover at the rear of the front cover. A pump connection end may be provided at the axial rear end of the rear cover.

The rotational force of the engine may be input through the cover. The rotational force of the engine operates the pump through the pump connection end to supply circulating fluid for operation of the torus to the inside of the cover (see P _in and P _out in the drawing).

The torus may include an impeller fixed to the rear cover, a turbine facing the impeller in front of the impeller, and a reactor disposed between the impeller and the turbine. The reactor can be rotatably supported on a fixed end through a one-way clutch. The turbine may be connected to an intermediate output member disposed ahead of the fixed end. Bearings may be interposed between the rear cover and the reactor and between the reactor and the intermediate output member to support relative rotation between them.

The lock-up clutch may be installed on the front cover. The lockup clutch may include a lockup piston and a friction material provided on a radially outer portion of the front of the lockup piston. The radial inner end of the lockup piston may be installed to slide in the axial direction and rotate relative to the outer peripheral surface of the intermediate output member. A sealing member is installed between them to prevent pressure leakage.

The torsional damper may include a damper input member, a damper output member, and an elastic body interposed between them. The elastic body may include a straight or arc-shaped coil spring extending along the circumferential direction.

The lockup piston may be connected to the damper input member, and the damper output member may be connected to the intermediate output member. The torsional damper may be disposed between the torus and the lockup clutch in the axial direction.

The intermediate output member may be connected to a dual input member that is a common input member of the first and second clutches constituting the dual clutch.

The dual input member may include a first radial extension portion extending radially outward from the intermediate output member and a first axial extension portion extending axially forward.

The input side of the first clutch pack constituting the first clutch may be connected to the inner peripheral side of the first axial extension portion. The output side of the first clutch pack may be connected to the outer circumference of the first output member disposed inside the radial direction of the first clutch pack.

The first piston for pressurizing or depressurizing the first clutch pack may be disposed axially in front of the first radial extension and the intermediate output member and behind the first clutch pack and the first output member. there is. That is, the first piston may be disposed between the dual input member and the intermediate output member and the first clutch pack and the first output member in the axial direction.

The space between the intermediate output member and the dual input member and the first piston may form a first operating chamber. The intermediate output member may be provided with a first operating passage communicating with the first operating chamber.

A bearing may be interposed between the intermediate output member and the first output member to support relative rotation between them.

The input side of the second clutch pack constituting the second clutch may be connected to the outer circumference of the first axial extension portion. The output side of the second clutch pack may be connected to a second axial extension portion of the second output member disposed on the radial outer side of the second clutch pack.

The second output member may further include a second radial extension portion extending radially inward from a front end of the second axial extension portion.

The second piston that pressurizes or releases the second clutch pack may be disposed axially in front of the second clutch pack and rearward of the second radial extension. That is, the second piston may be disposed between the second output member and the second clutch pack in the axial direction.

The space between the second piston and the second output member may form a second operating chamber.

The second output member may be disposed between the first output member and the front cover and cover hub in the axial direction.

Bearings may be interposed between the first output member and the second output member and between the second output member and the cover hub to support relative rotation between them.

The inner peripheral surface of the second output member and the outer peripheral surface of the cover hub may face each other in the radial direction with a pair of sealing members spaced apart in the axial direction.

The second output member may be provided with a second operating passage communicating with the second operating chamber, and the cover hub may be provided with a third operating passage communicating with the second operating passage. An area where the second operating passage and the third operating passage meet may be disposed between the pair of sealing members.

In summary, the cover including the cover hub, front cover, and rear cover, and the impeller can operate as one unit.

The lockup piston and the damper input member may operate as one unit.

The damper output member, the turbine, the intermediate output member, and the dual input member may operate as one unit.

The space defined in front of the rear cover and behind the front cover, lockup piston, and intermediate output member may form a circulation pressure area O1 in which fluid for the fluid coupling of the torus circulates.

A space defined in front of the lockup piston and behind the front cover may form a release pressure area (R1) filled with fluid for releasing the lockup clutch.

The first operating chamber space defined in front of the intermediate output member and the dual input member and behind the first piston may form a first operating pressure area A1 filled with fluid for operating the first piston.

The second operating chamber space defined in front of the second piston and behind the second output member may form a second operating pressure area A2 filled with fluid for operating the second piston.

The front of the first piston and the rear of the second piston face the release pressure area.

The lock-up design pressure of the lock-up clutch may be determined as a differential pressure between the circulation pressure, which is the pressure of the oil filled in the circulation pressure area, and the release pressure, which is the pressure of the oil filled in the release pressure area.

The lockup design pressure of the first clutch may be determined as a differential pressure between the first operating pressure and the release pressure.

The lockup design pressure of the second clutch may be determined as a differential pressure between the second operating pressure and the release pressure.

An orifice hole may be provided in the lockup piston. The orifice hole maintains the pressure of each space between the circulation pressure space formed behind the lockup piston and the release pressure space formed in front of the lockup piston, and allows oil (fluid) to flow between the circulation pressure space and the release pressure space. Provides a possible path. The circulating flow rate of the fluid through this exerts the cooling effect of the dual clutch.

According to the present invention, a dual clutch connected to the lockup clutch exists in the pressure release area of the lockup clutch, and the dual clutch operates when the lockup clutch operates, so that the remaining operating pressure to overcome the low release pressure is all designed. As pressure, it acts on the dual clutch. Accordingly, the operating pressure of the dual clutch can be significantly lowered, thereby increasing the efficiency of the oil pump and preventing a decrease in vehicle fuel efficiency.

In addition to the above-described effects, specific effects of the present invention are described below while explaining specific details for carrying out the invention.

1 is a diagram schematically showing a torque converter for a vehicle.
FIG. 2 is a diagram illustrating each space of the torque converter of FIG. 1 separately.
FIG. 3 is a diagram showing the design pressure acting on the torque converter of FIG. 1.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

The present invention is not limited to the embodiments disclosed below, but may be subject to various changes and may be implemented in various different forms. This example is provided solely to ensure that the disclosure of the present invention is complete and to fully inform those skilled in the art of the scope of the invention. Therefore, the present invention is not limited to the embodiments disclosed below, but substitutes or adds to the configuration of one embodiment and the configuration of another embodiment, as well as all changes and equivalents included in the technical spirit and scope of the present invention. It should be understood to include substitutes.

The attached drawings are only for easy understanding of the embodiments disclosed in the present specification, and the technical idea disclosed in the present specification is not limited by the attached drawings, and all changes and equivalents included in the spirit and technical scope of the present invention are not limited to the attached drawings. It should be understood to include water or substitutes. In the drawings, components may be expressed exaggeratedly large or small in size or thickness for convenience of understanding, etc., but the scope of protection of the present invention should not be construed as limited due to this.

The terms used in this specification are only used to describe specific implementations or examples, and are not intended to limit the invention. And singular expressions include plural expressions, unless the context clearly dictates otherwise. In the specification, terms such as ~include, ~consist of, etc. are intended to indicate the existence of features, numbers, steps, operations, components, parts, or a combination thereof described in the specification. In other words, terms such as ~include, ~consist, etc. in the specification. It should be understood that this does not exclude in advance the presence or addition of one or more other features, numbers, steps, operations, components, parts or combinations thereof.

Terms containing ordinal numbers, such as first, second, etc., may be used to describe various components, but the components are not limited by the terms. The above terms are used only for the purpose of distinguishing one component from another.

When a component is said to be "connected" or "connected" to another component, it is understood that it may be directly connected to or connected to the other component, but that other components may exist in between. It should be. On the other hand, when it is mentioned that a component is “directly connected” or “directly connected” to another component, it should be understood that there are no other components in between.

When a component is referred to as being "on top" or "below" another component, it should be understood that not only is it placed directly on top of the other component, but there may also be other components in between. .

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the technical field to which the present invention pertains. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and unless explicitly defined in the present application, should not be interpreted in an ideal or excessively formal sense. No.

Since the torque converter of the embodiment is symmetrical about the axis, for convenience of drawing, only half of the torque converter is shown about the axis. Additionally, for convenience of explanation, the direction along the longitudinal direction of the axis forming the center of rotation of the torque converter is referred to as the axial direction. In other words, the front-to-back direction or axial direction is a direction parallel to the axis of rotation, with forward (forward) meaning the direction toward one direction of the power source, such as the engine, and rear (rear) meaning the direction toward the other direction, such as the transmission. . Therefore, the front (front) means the side where the surface faces forward, and the back (back) means the side where the surface faces rear.

The radial direction or radial direction means a direction approaching the center or moving away from the center along a straight line passing through the center of the rotation axis on a plane perpendicular to the rotation axis. The direction radially away from the center is called the centrifugal direction, and the direction closer to the center is called the centripetal direction.

The circumferential direction or circumferential direction means the direction surrounding the rotation axis. The outer circumference refers to the outer circumference, and the inner circumference refers to the inner circumference. Therefore, the outer peripheral surface refers to a surface facing away from the rotation axis, and the inner peripheral surface refers to a surface facing the rotation axis.

The circumferential side refers to a surface whose normal line faces the circumferential direction.

Hereinafter, a torque converter for a vehicle according to an embodiment of the present invention will be described.

Figure 1 is a diagram schematically showing a torque converter for a vehicle, Figure 2 is a diagram illustrating each space of the torque converter in Figure 1, and Figure 3 is a diagram showing the design pressure acting on the torque converter in Figure 1. am.

The torque converter 10 according to an embodiment of the present invention includes a cover 20 inside which is filled with fluid. The cover 20 can rotate by receiving input from the engine.

The cover 20 includes a cover hub 21 provided at the front center in the axial direction.

The cover 20 is connected to the cover hub 21 and includes a front cover 23 extending radially outward from the cover hub 21 and then extending rearward.

The cover 20 is connected to the rear end provided on the radial outer side of the front cover 23, and includes a rear cover 24 extending rearward from the front cover 23 and then extending radially inward. do.

The radially inner end of the rear cover 24 extends rearward, which may constitute a pump connection end 25. Therefore, the rotational force of the cover 20, which rotates by receiving the rotational force of the engine, is transmitted to the oil pump, and transmission oil can be supplied to the inside of the cover 20.

A torus 30 is connected to the rear cover 24. The torus 30 includes an impeller 31, a turbine 32, and a reactor 34 disposed between them.

The impeller 31 is fixed to the inner surface (front) of the rear cover 24. The turbine 32 is arranged to face the impeller 31 in front of the impeller 31. The reactor 34 is disposed radially inside between the impeller 31 and the turbine 32. The reactor 34 is rotatably supported on the fixed end 36 through a one-way clutch 35.

The turbine plate 33 supporting the turbine 32 extends radially inward from the turbine 32 and is connected to the intermediate output member 60 disposed ahead of the fixed end 36.

The impeller 31 rotates integrally with the cover 20, and the turbine 32 rotates integrally with the intermediate output member 60.

Thrust bearings are interposed between the rear cover 24 and the reactor 34 and between the reactor 34 and the intermediate output member 60 to support relative rotation between them.

The space between the rear cover 24 and the reactor 34, and the space between the reactor 34 and the intermediate output member 60 form a passage through which fluid circulates for fluid coupling of the torus 30. can be provided.

In the embodiment, the space between the reactor 34 and the intermediate output member 60 constitutes a fluid circulation inlet, and the space between the rear cover 24 and the reactor 34 constitutes a fluid circulation outlet. . The oil flowing in through the fluid circulation inlet circulates filling the circulation pressure area O1 where the torsional damper 40 and the torus 30, which will be described later, are disposed, and flows out through the fluid circulation outlet.

The lock-up clutch 50 is installed on the front cover 23. According to the embodiment, a single-plate clutch is applied as the lock-up clutch 50. The lockup clutch 50 includes a lockup piston 51 and a friction material 53 provided on a radially outer portion of the front of the lockup piston 51.

The radially inner end of the lockup piston 51 extends in the axial direction, and the corresponding portion is installed to be able to slide in the axial direction with respect to the outer peripheral surface of the intermediate output member 60. A sealing member is installed between the intermediate output member 60 and the lockup piston 51 to prevent pressure leakage. Relative rotation is allowed between the intermediate output member 60 and the lockup piston 51.

Within the cover 20, the rear space of the lock-up piston 51 constitutes a circulation pressure area O1 in which the circulating fluid of the torus 30 circulates, and the front space of the lock-up piston 51 is the lock-up piston 51. It constitutes a release pressure area (R1) where the oil pressure that releases (51) acts. The design pressure P1 at which the lockup piston 51 presses the friction material 53 may be substantially a value obtained by subtracting the release pressure from the circulation pressure.

The lock-up piston 51 is connected to the intermediate output member 60 through a torsional damper 40. The torsional damper 40 includes a damper input member 41, a damper output member 42, and an elastic body 43 interposed between them. The elastic body 43 includes a straight or arc-shaped coil spring extending along the circumferential direction. The coil spring includes a large-diameter spring and a small-diameter spring that are concentrically arranged.

The torsional damper 40 is disposed between the torus 30 and the lock-up clutch 50 in the axial direction, and minimizes the load acting on the coil spring by placing the coil spring as far away from the rotation axis as possible.

The lockup piston 51 is connected to the damper input member 41. Accordingly, the lockup piston 51 and the damper input member 41 rotate as one body.

The damper output member 42 is connected to the intermediate output member 60. The damper output member 42, the turbine plate 33, and the flange 64 portion of the intermediate output member 60 may be riveted at once to form one body. Accordingly, the turbine plate 33, the damper output member 42, and the intermediate output member 60 rotate as one body.

The intermediate output member 60 is connected to the dual clutch 70. Specifically, the intermediate output member 60 includes a dual input member 71, which is a common input member of the first clutch 80 and the second clutch 90, which constitute the dual clutch 70.

The dual input member 71 includes a first radial extension portion 72 extending radially outward from the intermediate output member 60 and a first axial extension portion 73 extending axially forward. do. The intermediate output member 60 and the dual input member 71 rotate as one body.

According to the embodiment, the input side of the first clutch pack 81 constituting the first clutch 80 is connected to the inner peripheral side of the first axial extension portion 73, and the second clutch 90 The input side of the second clutch pack 91 is connected to the outer circumference of the first axial extension portion 73.

The output side of the first clutch pack 81 is connected to the outer peripheral side of the first output member 84 disposed on the radial inner side of the first clutch pack 81, and the output side of the second clutch pack 91 The side is connected to the second axial extension portion 96 of the second output member 94 disposed on the radial outer side of the second clutch pack 91.

The first output member 84 is disposed axially forward of the intermediate output member 60, and a bearing is interposed between the intermediate output member 60 and the first output member 84 to maintain the relative position between them. Supports rotation.

The second output member 94 is disposed axially forward of the first output member 84 and axially rearward of the cover hub 21. That is, the second output member 94 is disposed between the first output member 84 and the cover hub 21 in the axial direction.

Bearings are interposed between the first output member 84 and the second output member 94 and between the second output member 94 and the cover hub 21 to support relative rotation between them.

The first clutch pack 81 is pressed or released by the first piston 82, and the second clutch pack 91 is pressed or released by the second piston 92.

The first piston 82 is located axially in front of the first radial extension portion 72 and the intermediate output member 60, and between the first clutch pack 81 and the first output member 84. It is placed at the rear. That is, the first piston 82 is disposed between the dual input member 71 and the intermediate output member 60 and the first clutch pack 81 and the first output member 84 in the axial direction.

The outer peripheral surface of the first piston 82 slides with the inner peripheral surface of the first axial extension portion 73 with a seal ring interposed, and the inner peripheral surface of the first piston 82 is connected to the intermediate output member 60. It slides with the outer peripheral surface of and the sealing ring interposed. Accordingly, the first piston 82 can slide in the axial direction with respect to the intermediate output member 60, but rotates together with the intermediate output member 60.

The space between the intermediate output member 60 and the dual input member 71 and the first piston 82 constitutes a first operating chamber 83. The inside of the first operating chamber 83 becomes an area where the first operating pressure acts.

The intermediate output member 60 is provided with a first operating passage 61 communicating with the first operating chamber 83. The first operating passage 61 is opened on the inner peripheral surface of the intermediate output member 60 in the radial direction.

The rear of the first piston 82 faces the first operating chamber 83 to apply a first operating pressure, and the front of the first piston 82 faces the release pressure area R1 of the lockup piston. Release pressure acts. Therefore, the design pressure P2 at which the first piston 82 presses the first clutch pack 81 may be substantially a value obtained by subtracting the release pressure from the first operating pressure.

The second output member 94 includes a second radial extension portion 97 extending radially outward from the outer peripheral surface of the second output member 94, and a distal side of the second radial extension portion 97. and a second axial extension portion 96 extending axially rearwardly from the end.

The second piston 92, which pressurizes or releases the second clutch pack 91, is located axially in front of the second clutch pack 91 and at the rear of the second radial extension portion 97. It is placed. That is, the second piston 92 is disposed between the second radial extension part 97 and the second clutch pack 91 in the axial direction.

The outer peripheral surface of the second piston 92 slides with the inner peripheral surface of the second axial extension portion 96 via a seal ring, and the inner peripheral surface of the second piston 92 is connected to the second output member 94. ) It slides with the outer peripheral surface of and the sealing ring interposed. Accordingly, the second piston 92 can slide in the axial direction with respect to the second output member 94, but rotates together with the second output member 94.

The space between the second piston 92 and the second radial extension 97 constitutes a second operating chamber 93. The inside of the second operating chamber 93 becomes an area where the second operating pressure acts.

The inner peripheral surface of the second output member 94 and the outer peripheral surface of the cover hub 21 are engaged to allow mutual rotation in the radial direction via a pair of sealing members spaced apart in the axial direction.

The second output member 94 and the cover hub 21 are provided with a second operating passage 95 and a third operating passage 22 that communicate with the second operating chamber 93. The second operating passage 95 and the third operating passage 22 may be disposed between the pair of sealing members and separated from the release pressure area R1.

On at least one side of the second output member 94 and the cover hub 21, the second operating passage 95 and the third operating oil are stored even if the second output member 94 and the cover hub 21 are relatively rotated. A fluid transfer groove 221 is provided through which the furnace 22 communicates. In the embodiment, an annular fluid transfer groove 221 is provided on the outer peripheral surface of the cover hub 21.

The front of the second piston 92 faces the second operating chamber 93 to apply a second operating pressure, and the rear of the second piston 92 faces the release pressure area R1 of the lockup piston. Release pressure acts. Therefore, the design pressure P3 at which the second piston 92 presses the second clutch pack 91 may be substantially a value obtained by subtracting the release pressure from the second operating pressure.

Meanwhile, an orifice hole 52 is provided in the lockup piston 51. The orifice hole 52 maintains the pressure in each space between the circulation pressure area O1 formed at the rear of the lockup piston 51 and the release pressure area R1 formed at the front, while maintaining the circulation pressure area O1 and the release pressure. Provides a path for oil (fluid) to flow between regions (R1). The circulating flow rate of the fluid through this exerts a cooling effect on the dual clutch 70.

The positions of the first clutch 80 and the second clutch 90, the operating directions of the first piston 82 and the second piston 92, and the configuration of the flow path are not limited to the structure illustrated in the embodiment, It can be changed as much as desired depending on the flow path of the cover hub 21, the shape of the torque converter 10, etc., and such changes can be made within the range that satisfies the transmission torque performance of the first clutch 80 and the second clutch 90. Anything can be accomplished.

According to the embodiment, the first clutch 80 is connected to an odd numbered stage of the vehicle, and the second clutch 90 is connected to an even numbered stage of the vehicle. However, of course, it can be configured in the opposite way.

Hereinafter, the operation of the torque converter 10 according to the present invention will be described.

When the vehicle is initially driven, oil is supplied to the release pressure area (R1) to release the lock-up clutch 50 (see Release Pressure in the drawing), and oil is supplied to the first operating chamber 83 to release the first clutch 80. is locked up (see C1 in the drawing), the second clutch 90 is released, and the rotational force of the engine is transmitted to the cover 20. The rotational force of the cover 20 operates a pump (not shown) through the pump connection end 25, so that the transmission oil circulates through the space between the fixed end 36 and the intermediate output member 60 in the pressure area O1. (refer to P _in in the drawing). Then, the torque is multiplied through the torus 30 and transmitted to the intermediate output member 60. Then, the multiplied torque is transmitted to the transmission (not shown) through the first clutch 80.

When the rotational speed of the turbine 32 approaches the rotational speed of the impeller 31, the release pressure is lowered and the lockup clutch 50 is locked up, so that the rotational force of the engine is transferred to the lockup clutch 50 and the torsional damper 40. The vibration is absorbed and transmitted directly to the intermediate output member 60. Then, the rotational force of the engine is directly connected to the transmission through the first clutch 80.

When shifting from an odd-numbered stage to an even-numbered stage, the pressure in the first operating chamber 83 is lowered to unlock the first clutch 80 (see C1 in the drawing), and oil is added to the second operating chamber 93. By supplying and increasing the pressure, the second clutch 90 is locked up and directly connected (see C2 in the drawing).

With the lockup clutch 50 locked up in this way, the first clutch 80 and the second clutch 90 of the dual clutch 70 are alternately locked up and shifting between odd and even gears is possible.

According to the present invention, without forming a compensation chamber in each piston of the dual clutch 70, the space where the piston is installed is made into a release pressure space, so that the piston operates for the lock-up design pressure without forming a compensation chamber. The pressure can be greatly reduced, and the torque converter 10 can be configured more compactly in the axial direction by omitting the compensation chamber.

As described above, the present invention has been described with reference to the illustrative drawings, but the present invention is not limited to the embodiments and drawings disclosed herein, and various modifications may be made by those skilled in the art within the scope of the technical idea of the present invention. It is obvious that transformation can occur. In addition, although the operational effects according to the configuration of the present invention were not explicitly described and explained while explaining the embodiments of the present invention above, it is natural that the predictable effects due to the configuration should also be recognized.

10: Torque converter
20: cover
21: Cover hub
22: Third operating passage
221: Fluid delivery groove
23: Front cover
24: Rear cover
25: pump connection end
30: Taurus
31: Impeller
32: turbine
33: turbine plate
34: reactor
35: One-way clutch
36: fixed end
40: Torsional damper
41: Damper input member
42: Damper output member
43: elastic body
50: Lock-up clutch (single facing)
51: Lockup piston
52: Orifice hole
53: Friction material
60: Intermediate output member
61: First operating passage
64: Flange
70: dual clutch
71: Dual input member
72: First radial extension
73: First axial extension portion
80: 1st clutch (multi-facing)
81: 1st clutch pack
82: 1st piston
83: First operating chamber
84: First output member
90: Second clutch (multi-facing)
91: Second clutch pack
92: 2nd piston
93: Second operating chamber
94: Second output member
95: Second operating passage
96: Second axial extension portion
97: Second radial extension
O1: Circulating pressure area
R1: release pressure area
A1: First operating pressure area
A2: Second operating pressure area
P1, P2. P3: Design pressure

Claims (12)

A cover that receives the rotational force of the engine, a torus connected to the cover, a lock-up clutch connected to the cover, an intermediate output member connected to the torus and connected to the lock-up clutch, a first output member, and an output independent of the first output member. A torque converter including a second output member and a dual clutch disposed between the intermediate output member and the first and second output members,
The space inside the cover includes a circulation pressure space in which the torus is disposed, and a release pressure space partitioned from the circulation pressure space by a lockup piston of the lockup clutch,
A torque converter, wherein the dual clutch is disposed in the release pressure space.
In claim 1,
The dual clutch is,
A dual input member connected to the intermediate output member and rotating together with the intermediate output member;
a first clutch pack connected to the dual input member at one radial side of the dual input member;
a second clutch pack connected to the dual input member on the other radial side of the dual input member;
A first piston that pressurizes or releases the first clutch pack; and
It includes a second piston that pressurizes or releases the second clutch pack,
The first output member is connected to the first clutch pack,
The second output member is connected to the second clutch pack.
In claim 2,
The torque converter, wherein the first output member is disposed between the intermediate output member and the second output member in the axial direction.
In claim 2,
The first piston is disposed between the dual input member and the first clutch pack in the axial direction,
The space between the dual input member and the first piston constitutes a first operating chamber,
A surface of the first piston facing the first operating chamber is exposed to the release pressure space.
In claim 4,
A torque converter wherein a first operating passage communicating with the first operating chamber is formed in the intermediate output member.
In claim 2,
A cover hub is provided at the front center of the cover,
The torque converter, wherein the second output member is disposed between the first output member and the cover hub in the axial direction.
In claim 2,
The second piston is disposed between the second output member and the second clutch pack in the axial direction,
The space between the second output member and the second piston constitutes a second operating chamber,
A surface of the second piston facing the second operating chamber is exposed to the release pressure space.
In claim 7,
A torque converter wherein a second operation passage communicating with the second operation chamber is formed in the second output member.
In claim 8,
A cover hub is provided at the front center of the cover,
A torque converter wherein the cover hub is provided with a third operating passage communicating with the second operating passage of the second operating chamber.
In claim 9,
The cover hub and the second output member are engaged while allowing rotation relative to each other,
At the area where the cover hub and the second output member are engaged, at least one side of the cover hub and the second output member has an annular fluid transfer groove connecting the second operating passage and the third operating passage to communicate with each other. Formed, torque converter.
In claim 1,
A torque converter wherein the lockup piston is provided with an orifice hole that communicates the circulation pressure space and the release pressure space.
In claim 1,
A torque converter wherein the lockup clutch is connected to the intermediate output member through a torsional damper.