KR20210061864A - Torque convertor for vehicle - Google Patents

Abstract

A torque convertor for a vehicle is disclosed. According to an embodiment of the present invention, a torque convertor for a vehicle comprises: a front cover; an impeller coupled to the front cover to rotate together; a turbine assembly disposed at a position facing the impeller; a reactor positioned between the impeller and the turbine to change the flow of oil from the turbine toward the impeller; a lock-up clutch having a piston directly connecting the front cover and the turbine; and a torsional damper coupled to the lock-up clutch to absorb shock and vibration acting in a rotational direction, and further comprises a partition plate mounted on a piston hub provided between the torsional damper and the piston so that the piston moves in an axial direction, in order to prevent lock-up pressure from being unstable due to stirring of oil thereinside due to the difference in relative rotational speeds between the piston and the torsional damper.

Description

Vehicle torque converter {TORQUE CONVERTOR FOR VEHICLE}

The present invention relates to a torque converter for a vehicle, and more particularly, to improve the lockup response of a piston by preventing the internal lockup pressure from being unstable due to the difference in the rotational speed of the engine and the rotational speed of the transmission. It relates to a torque converter.

In general, a torque converter is installed between an engine and a transmission of a vehicle and transmits the driving force of the engine to a transmission using a fluid. Such a torque converter is an impeller that rotates by receiving the driving force of the engine, a turbine that is rotated by oil discharged from the impeller, and a reactor that increases the rate of change of torque by directing the flow of oil returned to the impeller in the direction of rotation of the impeller ( Also referred to as'stator').

The torque converter is equipped with a lock-up clutch (also referred to as a'damper clutch'), which is a means of directly connecting the engine and the transmission, as the power transmission efficiency may decrease if the load acting on the engine increases. The lock-up clutch is disposed between the turbine and the front cover directly connected to the engine so that the rotational power of the engine can be transmitted directly to the turbine.

Such a lock-up clutch includes a piston axially movable on the turbine shaft. And the piston is coupled to the friction material in frictional contact with the front cover. And the piston is coupled with a torsion damper capable of absorbing shock and vibration acting in the direction of rotation of the shaft when the friction material is coupled to the front cover.

In the above-described torsion damper, the elastic members formed of compression coil springs capable of absorbing torsional torque when the lock-up clutch is operated so that the driving force of the engine can be directly transmitted to the transmission through the turbine are rotated from the outer peripheral surface side of the retaining plate. It is installed as.

However, in the conventional torque converter, the lock-up pressure for operating the piston is unstable due to the occurrence of oil churning inside due to the difference in the relative speed between the rotational speed of the engine and the rotational speed of the transmission. There is a problem of this deterioration.

As described above, when the responsiveness of the lock-up clutch is deteriorated, power loss of the engine is caused, and fuel economy is lowered, and the overall marketability of the torque converter and vehicle is deteriorated.

The matters described in this background are prepared to enhance an understanding of the background of the invention, and may include matters other than the prior art already known to those of ordinary skill in the field to which this technology belongs.

Accordingly, the present invention was invented to solve the above problems, and the problem to be solved by the present invention is that the lockup pressure is unstable inside due to the difference in the relative rotation speed between the rotation speed of the engine side and the rotation speed of the transmission side. It is intended to provide a torque converter for a vehicle that is prevented from being formed so that the lock-up response of the piston is improved quickly.

A torque converter for a vehicle according to an embodiment of the present invention for achieving this object includes a front cover; An impeller coupled to the front cover and rotating together; A turbine assembly disposed at a position facing the impeller; A reactor positioned between the impeller and the turbine to change the flow of oil from the turbine toward the impeller; A lock-up clutch having a piston directly connecting the front cover and the turbine; And a torsion damper coupled to the lockup clutch to absorb shock and vibration acting in a rotational direction, wherein the lockup pressure is a phenomenon that stirs the internal oil due to a difference in relative rotational speed between the piston and the torsion damper. A partition plate mounted on a piston hub on which the piston is movably mounted between the torsion damper and the piston to prevent unstable formation; It further includes.

The partition plate includes a partition wall portion having a fitting hole formed at a center of rotation, and extending from the fitting hole toward an outer side in a radial direction; And a bent portion bent from an outer circumferential surface of the partition wall portion. It may include.

The partition wall portion may have a diameter longer than that of the piston.

The partition wall portion is disposed toward the torsion damper side with respect to the axial direction of the piston hub, and may limit movement of the piston in the axial direction.

The bent portion is bent toward the piston, and may be disposed at a position spaced apart from the outer circumferential end of the piston by a predetermined interval in the radial direction.

The bent portion may be disposed to surround the outer circumferential surface of the piston at a position spaced apart from the piston at a predetermined distance radially outward from the piston to maintain a predetermined pressure between the piston and the partition plate.

A step groove may be formed in the piston hub so that the partition plate is mounted.

The partition plate is coupled to the piston hub in a force-fitting manner, and may be rotated together with the piston hub.

The torsion damper includes a drive plate receiving a driving force from the lock-up clutch; A first spring elastically supported by the drive plate and absorbing vibration and shock in a rotational direction; First and second cover plates supporting the first spring; A plurality of second springs supported by the first and second cover plates and disposed in a rotation direction; And a driven plate elastically supported by the second spring to receive a driving force and connected to the spline hub. It may include.

The lock-up clutch includes a friction plate disposed between the front cover and the lock-up clutch; And friction members coupled to both surfaces of the friction plate. It may include.

As described above, according to the torque converter for a vehicle according to an embodiment of the present invention, the lockup pressure is unstable due to the phenomenon of stirring the internal oil due to the difference in the relative rotation speed of the rotation speed of the engine side and the rotation speed of the transmission side. It is effective in improving the lockup response of the piston by preventing it.

In addition, the present invention has the effect of improving the marketability of a vehicle by rapidly improving the lock-up responsiveness, thereby preventing the occurrence of power loss of the engine in advance and improving fuel efficiency.

In addition, the present invention prevents an increase in the total weight of the torque converter and reduces assembly man-hours by eliminating the unstable formation of the lock-up pressure by using a partition plate having a simple structure without a separate device.

In addition, the present invention has the effect of increasing the overall marketability of the torque converter by improving the lockup response.

1 is a cross-sectional view of a vehicle torque converter according to an exemplary embodiment of the present invention cut in the axial direction.
FIG. 2 is an enlarged view of part A of FIG. 1.
3 is an enlarged view of part B of FIG. 2.
4 is a front perspective view of a partition plate applied to a torque converter for a vehicle according to an embodiment of the present invention.
5 is a rear perspective view of a partition plate applied to a torque converter for a vehicle according to an embodiment of the present invention.

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 various modifications may be made and may be implemented in various different forms. Only this embodiment is provided to complete the disclosure of the present invention and to fully inform a person of ordinary skill in the scope of the invention.

Therefore, the present invention is not limited to the embodiments disclosed below, and all changes and equivalents included in the technical spirit and scope of the present invention as well as substituting or adding to each other the constitution of one embodiment and the constitution of another embodiment. To include substitutes.

The accompanying drawings are only for making it easier to understand the embodiments disclosed in the present specification, and the technical idea disclosed in the present specification is not limited by the accompanying drawings, and all changes and equivalents included in the spirit and scope of the present invention It should be understood to include water or substitutes.

In order to clearly describe the present invention, parts irrelevant to the description have been omitted, and the same reference numerals are attached to the same or similar components throughout the specification.

Since the size and thickness of each component shown in the drawings are arbitrarily shown for convenience of description, the present invention is not necessarily limited to what is shown in the drawings, and the thickness is enlarged to clearly express various parts and regions.

In the drawings, components may be expressed exaggeratedly large or small in size or thickness in consideration of convenience of understanding, etc., but this will not limit the scope of the present invention to be interpreted.

The terms used in this specification are only used to describe specific embodiments or examples, and are not intended to limit the present invention. And expressions in the singular include plural expressions, unless the context clearly indicates otherwise.

In the specification, terms such as “comprise” and “consist of” are intended to designate the presence of features, numbers, steps, actions, components, parts, or combinations thereof described in the specification. That is, in the specification, terms such as "comprise" and "consist of" are understood not to preclude the presence or addition of one or more other features, numbers, steps, actions, components, parts, or combinations thereof. It should be.

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

When an element is referred to as being “connected” or “connected” to another element, it is understood that it may be directly connected or connected to the other element, but other elements may exist in the middle. It should be.

On the other hand, when a component is referred to as being "directly connected" or "directly connected" to another component, it should be understood that there is no other component in the middle.

When an element is referred to as “above” or “below” another element, it should be understood that other elements may exist in the middle as well as those disposed directly above the other element. .

Unless otherwise defined, all terms used herein including technical or scientific terms have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs.

Terms as defined in a commonly used dictionary should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and should not be interpreted as an ideal or excessively formal meaning unless explicitly defined in the present application. Does not.

For convenience, directions in this specification are defined as follows.

The front-rear direction or axial direction is a direction parallel to the rotation axis, and the front (front) means one direction that is the power source, e.g., the direction towards the engine, and the rear (rear) means the other direction, e.g., the direction towards the transmission. Therefore, the front (front) means the surface that the surface faces forward, and the rear (rear surface) means the surface that the surface faces rearward.

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

The circumferential direction means a direction surrounding the circumference of the rotation shaft. The outer circumference means the outer circumference, and the inner circumference means the inner circumference. Accordingly, the outer circumferential surface is a surface facing the rotation axis, and the inner circumferential surface is a surface facing the rotation axis.

The circumferential side means a surface in which the normal of the surface is roughly oriented in the circumferential direction.

In addition, terms such as "...unit", "...means", "...part" and "...member" described in the specification refer to a unit of a comprehensive constitution that performs at least one function or operation. it means.

1 is a cross-sectional view of a vehicle torque converter according to an embodiment of the present invention cut in the axial direction, FIG. 2 is an enlarged view of part A of FIG. 1, and FIG. 3 is an enlarged view of part B of FIG. 2, 4 is a front perspective view of a partition plate applied to a vehicle torque converter according to an embodiment of the present invention, and FIG. 5 is a rear perspective view of a partition plate applied to a vehicle torque converter according to an embodiment of the present invention.

1 is a half sectional view for explaining an embodiment of the present invention, showing a torque converter for a vehicle according to an embodiment of the present invention.

1, a vehicle torque converter according to an embodiment of the present invention includes a front cover 2 connected to the crankshaft of an engine to rotate, an impeller 4 connected to the front cover 2 and rotating together, the A turbine assembly 6 disposed at a position facing the impeller 4, and a turbine assembly 6 disposed between the impeller 4 and the turbine assembly 6 to change the flow of oil from the turbine assembly 6 to change the impeller 4 ) And a reactor (12, also referred to as a'stator') that is delivered to the side.

The turbine assembly 6 may include a turbine plate 8 and a plurality of turbine blades 10 mounted on the turbine plate 8 at equal intervals in the circumferential direction.

Here, the reactor 12 that delivers oil to the impeller 4 has the same rotational center as the front cover 2.

In addition, a thrust needle bearing 14 may be provided between the impeller 4 and the reactor 12.

The thrust needle bearing 14 may stably support the rotation of the impeller 4 rotating together with the front cover 2.

And the torque converter according to the embodiment of the present invention is provided with a lock-up clutch 15 as a means for directly connecting the engine and the transmission.

The lock-up clutch 15 is disposed between the front cover 2 and the turbine assembly 6.

This lock-up clutch 15 has a substantially disk shape and includes a piston 16 that can move in the axial direction. And the lock-up clutch 15 is coupled to a torsion damper (20, Torsional damper).

The torsion damper 20 transmits the driving force transmitted through the lock-up clutch 15 to the turbine assembly 6 to absorb a torsional force acting in the rotational direction of the shaft and attenuate vibration.

Meanwhile, the lock-up clutch 15 includes a friction plate 18 disposed between the front cover 2 and the piston 16. Friction members 19 are coupled to both sides of the friction plate 19.

Accordingly, when the piston 16 moves in a direction toward the front cover 2 by the supplied hydraulic pressure, the lock-up clutch 15 causes the friction members 19 to move between the front cover 2 and the piston 16. ), the driving force transmitted to the front cover 2 may be transmitted through the friction plate 18.

In addition, the torsion damper 20 includes a drive plate 22, a first spring 24, a first cover plate 26, a second cover plate 28, a second spring 32, and a driven plate 34. ) Can be included.

First, the drive plate 22 is engaged with the friction plate 18 included in the lock-up clutch 15 to receive the driving force of the friction plate 18.

In this embodiment, a plurality of the first springs 24 are disposed in a circumferential direction with respect to the center of rotation, and are elastically supported by the drive plate 22. This first spring 24 may be formed of a compression coil spring.

The first cover plate 26 and the second cover plate 28 are disposed to surround the first spring 24 and elastically support the first spring 24.

Here, the first cover plate 26 and the second cover plate 28 may be disposed to face each other. That is, the driving force of the drive plate 22 may be transmitted to the first and second cover plates 26 and 28 through the first spring 24. In this process, the first spring 24 may absorb vibrations and shocks in the rotational direction.

In this embodiment, the second spring 32 is supported by the first and second cover plates 26 and 28 and is disposed in the circumferential direction. Here, the second spring 32 may be disposed on the inner circumference side of the first spring 24 around the rotation axis.

This second spring 32 is elastically supported by the driven plate 34. That is, the driving force transmitted to the first and second cover plates 26 and 28 is transmitted to the driven plate 34 through the second spring 32. In this process, the second spring 32 may absorb vibrations and shocks in the rotation direction again.

And the driven plate 34 is connected to the spline hub 36. The spline hub 36 may transmit the driving force of the engine to a transmission.

The torque converter configured as described above may further include a partition plate 50 as shown in FIGS. 2 to 5.

The partition plate 50 is the torsion damper 20 to prevent the lockup pressure from being unstable due to the stirring of the internal oil due to the difference in the relative rotation speed between the piston 16 and the torsion damper 20. ) And the piston 16 may be mounted on a piston hub 3 on which the piston 16 is movably mounted in the axial direction.

The partition plate 50 is coupled to the piston hub 3 in a force-fitting manner, and may be rotated together with the piston hub 3.

Here, the partition wall plate 50 may include a partition wall portion 54 and a bent portion 56.

First, the partition wall portion 54 has a fitting hole 52 formed at the center of rotation, and extends radially outward from the fitting hole 52.

Here, the partition wall portion 54 may have a diameter longer than that of the piston 16.

The partition wall portion 54 is disposed toward the torsion damper 20 from the piston hub 3 in an axial direction, and may limit movement of the piston 16 in the axial direction.

That is, the partition wall portion 54 may perform the function of a retaining plate separately applied in the related art to limit the movement distance of the piston 16 in the axial direction.

Here, a step groove 60 may be formed in the piston hub 3 so that the partition plate 50 is mounted.

The step groove 60 may be formed toward the piston 16 side with respect to the axial direction of the piston hub 3. The fitting hole 52 of the partition wall portion 54 may be pressed into the outer circumferential surface of the stepped groove 60 by force fitting.

In addition, the bent portion 56 may be formed to be bent from an outer peripheral surface of the partition wall portion 54.

The bent portion 56 is bent toward the piston 16 and may be disposed at a position spaced apart from the outer circumferential end of the piston 16 in a radial direction by a predetermined interval.

That is, the bent portion 56 is at a position spaced from the piston 16 radially outwardly at a predetermined distance so that oil maintains a constant pressure between the piston 16 and the partition plate 50. 16) can be arranged to surround the outer circumferential surface.

That is, the partition plate 50 excludes a predetermined gap through which oil flows in order to form and release a lock-up pressure between the partition wall portion 54 and the piston 16 through the bent portion 56. In addition, a space blocked from the torsion damper 20 may be formed.

In this space, while maintaining a state filled with a certain amount of oil, the phenomenon of stirring the internal oil caused by a difference in the relative rotation speed of the piston 16 connected to the engine and the torsion damper 20 connected to the transmission It can be prevented from affecting the formation of lock-up pressure.

That is, the partition plate 50 is between the piston 16 and the torsion damper 20, except for the gap between the piston 16 and the bent portion 56, By partitioning a certain portion with the torsion damper 20, it is possible to prevent the lock-up pressure from being unstable.

Accordingly, when the lock-up clutch 15 is operated, the operating time of the piston 16 is shortened, so that the lock-up response may be faster than that of a conventional torque converter.

Therefore, when applying the torque converter for a vehicle according to an embodiment of the present invention configured as described above, the lockup pressure is unstable due to the phenomenon of stirring the internal oil due to the difference in the rotational speed of the engine side and the relative rotational speed of the transmission side. It is possible to improve the lock-up responsiveness of the piston 16 by preventing it from becoming fast.

In addition, according to the present invention, by rapidly improving the lock-up responsiveness, the occurrence of power loss of the engine is prevented in advance and fuel efficiency is improved, thereby improving the marketability of the vehicle.

In addition, the present invention eliminates the unstable formation of the lock-up pressure using the partition plate 50 having a simple structure without a separate device, thereby preventing an increase in the total weight of the torque converter and reducing the assembling man-hour.

In addition, the present invention can improve the overall marketability of the torque converter by improving the lockup response.

As described above, although the present invention has been described by the limited embodiments and drawings, the present invention is not limited thereto, and the technical spirit of the present invention and the following by those of ordinary skill in the technical field to which the present invention pertains. It goes without saying that various modifications and variations are possible within the scope of the claims to be described. In addition, even if not explicitly described and described the operating effects according to the configuration of the present invention while describing the embodiments of the present invention, it is natural that the predictable effects by the configuration should also be recognized.

2: front cover
4: impeller
6: turbine assembly
8: turbine plate
10: turbine blade
12: reactor
14: bearing
15: lock-up clutch
16: piston
18: friction plate
19: friction member
20: Torsion damper
22: drive plate
24: first spring
26: first cover plate
28: second cover plate
32: second spring
34: driven plate
36: spline hub
50: bulkhead plate
52: fitting hole
54: bulkhead
56: bend

Claims (10)

Front cover;
An impeller coupled to the front cover and rotating together;
A turbine assembly disposed at a position facing the impeller;
A reactor positioned between the impeller and the turbine to change the flow of oil from the turbine toward the impeller;
A lock-up clutch having a piston directly connecting the front cover and the turbine; And
Including; a torsion damper coupled to the lock-up clutch to absorb shock and vibration acting in the rotation direction
The piston is mounted so as to be movable in the axial direction between the torsion damper and the piston to prevent the lockup pressure from being unstable due to the fluctuation of the internal oil due to the difference in the relative rotation speed between the piston and the torsion damper. A partition plate mounted on the piston hub;
Vehicle torque converter, characterized in that it further comprises The method of claim 1,
The partition plate is
A partition wall portion having a fitting hole formed at the center of rotation and extending radially outward from the fitting hole; And
A bent portion bent from an outer circumferential surface of the partition wall portion;
Vehicle torque converter comprising a. The method of claim 2,
The partition wall portion
The torque converter for a vehicle, characterized in that the diameter is formed to be longer than the diameter of the piston. The method of claim 2,
The partition wall portion
The torque converter for a vehicle, wherein the piston hub is disposed toward the torsion damper side with respect to the axial direction, and limits movement of the piston in the axial direction. The method of claim 2,
The bent part
A torque converter for a vehicle that is bent toward the piston and disposed at a position spaced apart from the outer circumferential end of the piston in a radial direction by a predetermined distance. The method of claim 2,
The bent part
A torque converter for a vehicle, characterized in that it is arranged to surround the outer circumferential surface of the piston at a position spaced apart from the piston at a predetermined distance radially outwardly from the piston to maintain a constant pressure between the piston and the partition plate. The method of claim 1,
The piston hub
A torque converter for a vehicle, characterized in that a step groove is formed so that the partition plate is mounted. The method of claim 1,
The partition plate is
A torque converter for a vehicle, characterized in that it is coupled to the piston hub in a force-fitting manner and rotates together with the piston hub. The method of claim 1,
The torsion damper is
A drive plate receiving a driving force from the lock-up clutch;
A first spring elastically supported by the drive plate and absorbing vibration and shock in a rotational direction;
First and second cover plates supporting the first spring;
A plurality of second springs supported by the first and second cover plates and disposed in a rotation direction; And
A driven plate elastically supported by the second spring to receive a driving force and connected to a spline hub;
Vehicle torque converter comprising a. The method of claim 1,
The lock-up clutch
A friction plate disposed between the front cover and the lock-up clutch; And
Friction members coupled to both surfaces of the friction plate;
Vehicle torque converter comprising a.

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