KR20220089331A - Torque converter - Google Patents

Abstract

A torque converter is disclosed. Torque converter according to an embodiment of the present invention includes a front cover; an impeller coupled to the front cover and rotating together; a turbine 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. a bumper unit provided in the lock-up clutch to maintain an interval between the plurality of friction plates provided in the lock-up clutch and to prevent noise from being generated from teeth provided in the friction plate during operation; further includes

Description

Torque converter {TORQUE CONVERTER}

The present invention relates to a torque converter, and more particularly, to a torque converter for a vehicle that prevents generation of noise and drag torque from friction plates provided in a lock-up clutch.

In general, a torque converter is provided between an engine and a transmission of a vehicle so as to convert a rotational force received from an engine using a fluid and transmit it to a transmission.

The torque converter includes an impeller assembly rotating by receiving driving force of an engine, a turbine assembly rotating by oil discharged from the impeller assembly, and a torque change rate by directing a flow of oil returned to the impeller assembly in the rotational direction of the impeller assembly It includes a reactor (also called a 'stator') that increases the

The torque converter is equipped with a lock-up clutch (also called a 'damper clutch'), which is a means of directly connecting the engine and transmission, as the power transmission efficiency may decrease when 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 rotational power of the engine can be directly transmitted to the turbine.

Such a lock-up clutch includes a piston movable axially to the turbine shaft. And a friction material in frictional contact with the front cover is coupled to the piston.

In addition, a torsional damper capable of absorbing shock and vibration acting in the rotational direction of the shaft when the friction material is coupled to the front cover is coupled to the piston.

In the above-described torsional damper, elastic members formed of compression coil springs capable of absorbing torsional torque when the lock-up clutch operates so as to directly transmit the driving force of the engine to the transmission through the turbine rotates from the outer circumferential side of the retaining plate. is installed with

In such a torque converter, the lock-up clutch coupled with the torsional damper may have a multi-plate clutch structure including a plurality of friction plates and a friction material. The torque is transmitted through direct transmission.

However, the conventional torque converter as described above has a problem in that the teeth formed on the outer peripheral surfaces of the friction plates collide with the drum due to torque vibration during operation of the torque converter, thereby generating chattering noise.

In addition, there is a problem in that it is difficult to constantly maintain a gap between the plurality of friction plates when the lock-up clutch is operated and released, so that a drag torque is generated.

In order to prevent such chattering noise, conventionally, a separate cap is applied to the teeth of the friction plate, and a separate spring or bumper is applied between the friction plates to prevent the generation of drag torque, or a friction plate or friction material is applied. Although the flow path is formed, it also includes a problem in that the total weight and manufacturing cost of the torque converter are increased as additional components and manufacturing man-hours are essential.

Matters described in this background section are prepared to enhance understanding of the background of the invention, and may include matters that are not already known to those of ordinary skill in the art to which this technology belongs.

Accordingly, the present invention has been devised to solve the above problems, and an object of the present invention is to prevent the generation of noise and drag torque from friction plates provided in the lock-up clutch when the torque converter is operated. To provide a torque converter for

To achieve this object, a torque converter for a vehicle according to an embodiment of the present invention includes a front cover; an impeller coupled to the front cover and rotating together; a turbine 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. a bumper unit provided in the lock-up clutch to maintain an interval between the plurality of friction plates provided in the lock-up clutch and to prevent noise from being generated from teeth provided in the friction plate during operation; further includes

The lock-up clutch may include a first clutch drum coupled to the front cover; at least one first friction plate coupled to the first clutch drum and moving in an axial direction by the piston; a second clutch drum coupled to the torsional damper; at least one second friction plate coupled to the second clutch drum and disposed between the first friction plate and the second clutch drum to move in an axial direction; and a retaining plate disposed on the first clutch drum between the second friction plate and a fixing ring mounted on the first clutch drum. may further include.

The bumper unit may be coupled to the at least one friction plate between the first clutch drum and the at least one first friction plate.

The bumper unit has an outer shape, the body portion is formed to have a set length based on the axial direction; and an insertion groove formed on one surface of the body portion corresponding to the teeth formed on the outer circumferential surface of the first friction plate and into which the teeth of the first friction plate are inserted. may include

The body portion may have a trapezoidal cross-sectional shape corresponding to a tooth shape formed on the first friction plate.

The insertion groove may be located in the center of one surface of the body part with respect to the axial direction.

The bumper unit includes one of the plurality of teeth provided on the one first friction plate disposed between the second friction plates, in a state in which one tooth is inserted into the insertion groove, both ends of the other one in the axial direction. The first friction plate and the retaining plate may be respectively supported.

At least one bumper unit may be provided on an outer circumferential surface of the first friction plate in a circumferential direction.

Friction materials may be mounted on both sides of the first friction plate or the second friction plate in an axial direction.

The bumper unit may be formed of a material having an elastic force.

As described above, according to the torque converter for a vehicle according to the embodiment of the present invention, chattering noise generated when the teeth of the friction plates come into contact with the clutch drum due to torque vibration during operation of the torque converter using one component is prevented. And, at the same time, by maintaining the distance between the friction plates, there is an effect of minimizing the generation of drag torque.

In addition, by minimizing the generation of noise and drag torque from the torque converter, the present invention can prevent deterioration of the performance and durability of the lock-up clutch in advance, and also has the effect of reducing the manufacturing man-hour and manufacturing cost.

In addition, the present invention prevents chattering noise from being transmitted to the interior of the vehicle, and at the same time prevents engine power loss due to drag torque in advance, thereby improving fuel efficiency and reducing the performance and durability of the lock-up clutch. By preventing it, there is also an effect of increasing the overall marketability of the torque converter.

1 is a half cross-sectional view of a torque converter according to an embodiment of the present invention.
FIG. 2 is an enlarged view of part A of FIG. 1 .
3 is a partial cross-sectional perspective view of a lock-up clutch in a torque converter according to an embodiment of the present invention.
4 is a perspective view of a bumper unit applied to a torque converter according to an embodiment of the present invention.
5 is a rear perspective view of a bumper unit applied to a torque converter according to an embodiment of the present invention.
6 is a cross-sectional view taken along line BB of FIG. 4 .

Hereinafter, preferred embodiments of the present invention will be described in detail based on the accompanying drawings.

The present invention is not limited to the embodiments disclosed below, and various changes may be made and may be implemented in various different forms. Only the present embodiment is provided to complete the disclosure of the present invention and to fully inform those 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 the configuration of any one embodiment and the configuration of other embodiments to each other or substitutes.

The accompanying drawings are only for easy understanding of the embodiments disclosed in this specification, and the technical idea disclosed herein 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 explain the present invention, parts irrelevant to the description are omitted, and the same reference numerals are assigned to the same or similar components throughout the specification.

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

In the drawings, in consideration of the convenience of understanding, the size or thickness may be exaggeratedly large or small, but the protection scope of the present invention should not be construed as being limited thereto.

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

In the specification, terms such as “comprises” and “consisting of” are intended to designate that the features, numbers, steps, operations, components, parts, or combinations thereof described in the specification exist. In other words, it is understood that terms such as “comprises” and “consisting of” in the specification do not preclude the existence or addition of one or more other features or numbers, steps, operations, components, parts, or combinations thereof. should be

Terms including an ordinal number such as 1st, 2nd, etc. 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 another.

When a component is referred to as being “connected” or “connected” to another component, it is understood that it may be directly connected or connected to the other component, but other components may exist in between. it should be

On the other hand, when it is said that a certain element is "directly connected" or "directly connected" to another element, it should be understood that the other element does not exist in the middle.

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

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

Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and should not be interpreted in an ideal or excessively formal meaning unless explicitly defined in the present application. does not

For convenience, in this specification, the direction is defined as follows.

The front-rear direction or the axial direction is a direction parallel to the rotation axis, and the front (front) means a direction toward the engine, for example, the power source, and the rear (rear) means the other direction, for example, the direction toward the transmission. Therefore, the front (front) means the surface on which the surface faces the front, and the rear (rear) means the surface on which the surface faces the rear.

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 referred to as a centrifugal direction, and a direction closer to the center is referred to as 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 away from the rotation shaft, and the inner circumferential surface is a surface facing the rotation shaft.

The circumferential side surface means a surface whose normal line is approximately 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 configuration that performs at least one function or operation. it means.

1 is a half cross-sectional view of a torque converter according to an embodiment of the present invention, FIG. 2 is an enlarged view of part A of FIG. 1, and FIG. 3 is a partial sectional perspective view of a lock-up clutch in a torque converter according to an embodiment of the present invention. 4 is a perspective view of a bumper unit applied to a torque converter according to an embodiment of the present invention, FIG. 5 is a rear perspective view of a bumper unit applied to a torque converter according to an embodiment of the present invention, and FIG. 6 is FIG. It is a cross-sectional view taken along the line B-B.

1 to 3 , the torque converter for a vehicle according to an embodiment of the present invention includes a front cover 2 , an impeller 4 , a turbine 6 , a reactor 8 , a lock-up clutch 20 , and a piston 22 . ), a torsional damper 30 , and a bumper unit 40 .

First, the front cover 2 is connected to the output shaft of the engine (not shown), rotates by receiving the driving force of the engine, and functions as a cover on one side of the torque converter to form a space in which the fluid flows. .

The impeller 4 is connected to the front cover 1 and rotates together while functioning as a cover on the other side of the torque converter to form a space in which a fluid flows inside the torque converter.

Accordingly, when the impeller 4 rotates, rotational force is transmitted to the fluid by rotation of the impeller blades provided in the impeller.

The turbine 6 is positioned between the impeller 4 and the front cover 2 to face the impeller 4 so as to rotate by receiving rotational force through the fluid that has received the rotational force from the impeller 4 . are placed

In addition, the fluid circulates between the impeller 4 and the turbine 6 so that the rotational force of the impeller 4 rotating integrally with the output shaft of the engine is converted and transmitted to the turbine 6 .

And the reactor 8 is disposed between the impeller 4 and the turbine 6 . The reactor 8 changes the flow of oil coming out of the turbine 6 and delivers it to the impeller 4 side.

This reactor (8) has the same center of rotation as the front cover (2). In addition, a thrust needle bearing 12 may be provided between the impeller 4 and the reactor 8 and between the turbine and the reactor 8 . The thrust needle bearing 12 may stably support the rotation of the impeller 4 rotating together with the front cover 2 .

And the lock-up clutch 20 is used as a means for directly connecting the engine and the transmission, and is disposed between the front cover 2 and the turbine 6 .

The lock-up clutch 20 has a substantially disk shape and includes the piston 22 movable in the axial direction. The piston 22 is rotatable about an axis and is disposed to be movable in a direction parallel to the axis.

In the illustrated embodiment of the present invention, the lock-up clutch 20 is illustrated as a multi-plate clutch, but is not limited thereto, and other known lock-up clutches may be applied.

In this embodiment, the lock-up clutch 20 includes a first clutch drum 23 , a second clutch drum 24 , a first friction plate 25 , and a second friction plate coupled to the front cover 2 . 27 ), and a retaining plate 28 .

The first clutch drum 23 is coupled to the front cover 2, has a cylindrical shape, and is disposed in the axial direction.

In addition, the first clutch drum 23 is provided with a fitting hole on the inner circumferential surface through which the first friction plate 25 can be fitted. The first friction plate 25 is provided with first teeth 25a inserted into the fitting hole in the circumferential direction on the outer circumferential side thereof. This first tooth (25a) is inserted into the fitting hole can be moved in the axial direction.

The fitting hole of the first clutch drum 23 has an opening at one side in the axial direction and is penetrated in the radial direction with respect to the axis. The first friction plate 25 is movable in the axial direction by the piston 22 .

In the present embodiment, the second clutch drum 24 is disposed at a position spaced apart from the first clutch drum 23 by a predetermined distance. The second clutch drum 24 is coupled to the torsional damper 30 .

Another groove into which the second friction plate 27 can be fitted is provided in the second clutch drum 24 . The second friction plate 27 is coupled to the second clutch drum 24 , and is disposed between the first friction plate 25 and the second clutch drum 24 to move in the axial direction.

In the embodiment of the present invention, the second clutch drum 24 may also have another fitting hole penetrated similarly to the first clutch drum 23 , and a second tooth shape is formed on the inner peripheral surface of the second friction plate 27 . (27a) may be provided in the axial direction.

Here, friction materials 26 may be mounted on both sides of the first friction plate 25 or the second friction plate 27 in the axial direction.

The lock-up clutch 20 configured in this way has the first and second friction when the piston 22 moves in the direction toward the first and second friction plates 25 and 27 by the supplied hydraulic pressure. As the plates 25 and 27 are in close contact with the first and second clutch drums 23 and 24, the driving force transmitted to the front cover 2 is transferred to the first and second clutch drums 23 and 24. And it may be transmitted through the second friction plates (25, 27).

And the retaining plate 28 is disposed on the first clutch drum 23 between the second friction plate 27 and the fixing ring 29 mounted on the first clutch drum 23 .

The retaining plate 28 may be formed in a ring shape, and may be provided with at least one extended coupling portion 28a extending outward in the axial direction on the outer circumferential surface and coupled to the fitting hole of the first clutch drum 23 . have.

In addition, the torsional damper 30 is coupled to the lockup clutch 20 . The torsional damper 30 transmits the driving force transmitted through the lock-up clutch 20 to the turbine 6 to absorb the torsional force acting in the rotational direction of the shaft and attenuate vibration.

The torsional damper 30 may include a fixed plate 31 , a first spring 32 , a connecting plate 33 , a second spring 34 , and a driven plate 35 .

The fixing plate 31 may be coupled to the second clutch drum 24 of the lock-up clutch 20 by a rivet or the like.

In addition, the first spring 32 is disposed on the fixing plate 31 in a circumferential direction while maintaining a constant distance therebetween. In addition, the plurality of second springs 34 are disposed on the fixing plate 31 in the circumferential direction between the plurality of first springs 32 .

The plurality of first and second springs 32 and 34 may absorb vibration and shock by applying an elastic force in the rotational direction.

In this embodiment, the connecting plate 33 is disposed while surrounding the outer peripheral sides of the first spring 32 and the second spring 34 . The connecting plate 33 may serve to receive the elastic force of the first spring 32 and transmit it to the second spring 34 .

Accordingly, the driving force transmitted through the first spring 32 may be transmitted to the connecting plate 33 , and then transmitted to the second spring 34 . This structure can implement a long travel damper that achieves low rigidity of the torsional damper 30 .

In addition, the driven plate 35 may be coupled to the turbine 6 and receive a driving force through the second spring 34 .

Meanwhile, in the present embodiment, the bumper unit 40 includes a plurality of first and second friction plates 25 and 27 provided in the lock-up clutch 20 as shown in FIGS. 2 and 3 . ) to prevent noise from being generated while the first teeth 25a provided on the first friction plate 25 come into contact with the first clutch drum 23 when the torque converter is operated. It is provided in the lock-up clutch 20 to do so.

As shown in FIGS. 4 to 6 , the bumper unit 40 includes the first friction plate 25 between the inner peripheral surface of the first clutch drum 23 and the outer peripheral surface of the first friction plate 25 . can be coupled to

Here, the bumper unit 40 includes a body portion 42 and an insertion groove 44 .

First, the body portion 42 forms an external shape and is formed to have a set length based on the axial direction.

The body portion 42 may have a trapezoidal cross-sectional shape corresponding to the shape of the first teeth 25a formed on the first friction plate 25 .

And the insertion groove 44 is formed on one surface of the body portion 42 to correspond to the first teeth 25a formed on the outer peripheral surface of the first friction plate 25 with respect to the radial direction of the torque converter. . The first tooth 25a of the first friction plate 25a may be inserted into the insertion groove 44 .

Here, the insertion groove 44 may be located in the center of one surface of the body portion 42 with respect to the axial direction.

Accordingly, when the first teeth 25a of the first friction plate 25 are inserted into the insertion grooves 44 , the bumper unit 40 engages the fitting holes of the first clutch drum 25 and the first teeth 25a of the first friction plate 25 . By offsetting the gap between the first teeth 25a, it is possible to prevent the contact between the first teeth 25 and the fitting hole of the first clutch drum 25, and the generation of chattering noise due to torque vibration. have.

In addition, the bumper unit 40 may be formed of a material having elasticity, for example, it may be preferably formed of a rubber material.

Here, the bumper unit 40 includes one of the plurality of first teeth 25a provided on the one first friction plate 25 disposed between the second friction plates 27 . In a state in which the teeth 25a are inserted into the insertion groove 44 , both ends in the axial direction may be respectively supported by the other first friction plate 25 and the retaining plate 28 .

Accordingly, the bumper unit 40 may maintain a constant distance between the first and second friction plates 25 and 27 when the lock-up clutch 20 is released.

Meanwhile, at least one of the bumper units 40 configured as described above may be provided on the outer circumferential surface of the first friction plate 25 in the circumferential direction.

That is, although not shown in the drawings, the bumper units 40 may be respectively mounted at positions spaced apart from each other at a set angle along the outer circumference of the first friction plate 25 .

The operation of the torque converter configured in this way will be described as follows.

First, when the lock-up clutch 20 is operated, the piston 22 moves in the axial direction toward the first and second friction plates 25 and 27 while moving in the first and second friction plates ( 25, 27) can be provided with a pressing force to pressurize.

The first friction plates 25 are then axially moved towards the retaining plate 28 by the piston 22 .

In addition, the second friction plates 27 move together with the first friction plate 25 toward the retaining plate 28 by a predetermined amount in the axial direction while moving the first friction plates 25 and the friction material 26 . through frictional contact.

At this time, as the bumper unit 40 is formed of a material having elastic force, it can maintain a compression-deformed state.

In this state, when the pressure acting on the piston 22 is released, the lockup of the lockup clutch 22 is released.

Then, the piston 22 may release the pressing force applied to the first and second friction plates 25 and 27 while moving in the axial direction toward the front cover 2 .

Then, as the compression-deformed bumper unit 40 is deformed to its initial shape, elastic force is provided to the first friction plates 25 , so that they can be quickly separated from the second friction plates 27 .

That is, the first and second friction plates 25 and 27, which were in contact with each other during the lock-up operation, when the lock-up is released, the bumper unit 40 moves to the first friction plate 25 even if the viscosity of the oil acts. ) can be quickly returned to the initial position by the elastic force provided to them and spaced apart from each other.

Accordingly, the occurrence of drag torque can be minimized by preventing in advance that the first and second friction plates 25 and 27 are stuck to each other due to the viscosity of the oil when the lockup is released. .

Therefore, when the torque converter for a vehicle according to the embodiment of the present invention configured as described above is applied, the first friction due to torque vibration when the torque converter is operated using the bumper unit 40 composed of one part The first teeth 25a of the plates 25 prevent chattering noise generated while the first teeth 25a contact the first clutch drum 23, and at the same time, the first and second friction plates 25 and 27 By maintaining the distance, it is possible to minimize the occurrence of drag torque.

In addition, according to the present invention, by minimizing the generation of noise and drag torque from the torque converter, it is possible to prevent deterioration in performance and durability of the lock-up clutch 20 in advance, and it is possible to reduce manufacturing man-hours and manufacturing costs.

In addition, according to the present invention, it is possible to improve fuel efficiency by preventing chattering noise from being transmitted to the interior of the vehicle and at the same time preventing power loss of the engine due to drag torque in advance, and the performance of the lock-up clutch (20) And by preventing deterioration of durability, it is possible to increase the overall marketability of the torque converter.

On the other hand, in this embodiment, the bumper unit 40 is provided between the inner circumferential surface of the first clutch drum 23 and the outer circumferential surface of the first friction plate 25 as an example. However, the bumper unit 40 may be provided between the outer circumferential surface of the second clutch drum 24 and the inner circumferential surface of the second friction plate 27 .

That is, the bumper unit 40 according to the exemplary embodiment of the present invention is located between the first clutch drum 23 and the first friction plates 25 or the second clutch drum according to the design condition of the torque converter. It can be applied by changing the position between (25) and the second friction plates (27).

As described above, although the present invention has been described with reference to 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 art to which the present invention pertains. Of course, various modifications and variations are possible within the scope of equivalents of the claims to be described.

In addition, although the effects of the configuration of the present invention are not explicitly described and described while describing the embodiments of the present invention, it is natural that the effects predictable by the configuration should also be recognized.

2: front cover
4: Impeller
6: turbine
8 : Reactor
12: thrust needle bearing
20: lock-up clutch
22 : piston
23, 24: first and second clutch drums
25, 27 first and second friction plates
25a, 27a: first and second teeth
28: retaining plate
29: retaining ring
30: torsional damper
31: fixed plate
32, 34: first and second springs
33: connecting plate
35: driven plate
40: bumper unit
42: body part
44: insertion groove

Claims (10)

front cover;
an impeller coupled to the front cover and rotating together;
a turbine 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; including,
a bumper unit provided in the lock-up clutch to maintain an interval between the plurality of friction plates provided in the lock-up clutch and to prevent noise from being generated from teeth provided on the friction plate during operation;
Torque converter further comprising a. According to claim 1,
The lock-up clutch is
a first clutch drum coupled to the front cover;
at least one first friction plate coupled to the first clutch drum and moving in an axial direction by the piston;
a second clutch drum coupled to the torsional damper;
at least one second friction plate coupled to the second clutch drum and disposed between the first friction plate and the second clutch drum to move in an axial direction; and
a retaining plate disposed on the first clutch drum between the second friction plate and a fixing ring mounted on the first clutch drum;
Torque converter further comprising a. 3. The method of claim 2,
The bumper unit
and coupled to the at least one friction plate between the first clutch drum and the at least one first friction plate. 3. The method of claim 2,
The bumper unit
Forming an outer shape, the body portion is formed to have a set length based on the axial direction; and
an insertion groove formed on one surface of the body portion corresponding to the teeth formed on the outer circumferential surface of the first friction plate and into which the teeth of the first friction plate are inserted;
Torque converter comprising a. 5. The method of claim 4,
the body part
The torque converter, characterized in that the cross-sectional shape is formed in a trapezoidal shape corresponding to the shape of the teeth formed on the first friction plate. 5. The method of claim 4,
The insertion groove is
Based on the axial direction, the torque converter, characterized in that located in the center of one surface of the body portion. 3. The method of claim 2,
The bumper unit
Among the plurality of teeth provided on the one first friction plate disposed between the second friction plates, in a state in which one tooth is inserted into the insertion groove, both ends of the first friction plate are different from each other in the axial direction. A torque converter supported by a plate and the retaining plate, respectively. 3. The method of claim 2,
The bumper unit
At least one torque converter is provided on an outer circumferential surface of the first friction plate in a circumferential direction. 3. The method of claim 2,
The first friction plate or the second friction plate has
A torque converter for a vehicle, characterized in that friction materials are mounted on both sides in the axial direction. According to claim 1,
The bumper unit
The torque converter, characterized in that the material is formed of a material having elasticity.

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