JP6427199B2 - Torque converter - Google Patents

Description

  The present invention relates to a torque converter, and more particularly to a torque converter connected to a motor as a drive source.

  Conventionally, there is known a technique of connecting a torque converter incorporating a lockup mechanism to a motor, and amplifying the torque of the motor when the vehicle starts (Japanese Patent Application Laid-Open No. 2008-101501).

JP-A-62-221806

  However, when the conventional torque converter connected to the engine is applied to the torque converter of Patent Document 1, there is a problem that the structure becomes complicated because the conventional torque converter is a structure suitable for integration with the transmission.

  The present invention has been made to solve the problems described above, and it is an object of the present invention to provide a torque converter whose structure can be simplified.

Means for Solving the Problems and Effects of the Invention

According to the torque converter of claim 1, when the rotational force of the motor is input from the rotating body to the pump via the pump shell , the rotational force is transmitted to the turbine via the fluid. . When the rotational force between the rotating body and the turbine is interrupted by the clutch device, the rotational force of the pump is output to the turbine through the fluid, so that the rotational force of the motor is amplified. On the other hand, when the rotational force between the rotating body and the turbine is transmitted by the clutch device, lockup can be performed in which the rotational force of the motor is output to the turbine without a fluid.

Since the pump and the turbine are contained in a case including a pump shell and a rotating body and the case is sealed, the structure can be simplified as compared with a conventional torque converter integrated with the transmission. In addition, since the accumulator stores a part of the fluid sealed in the case, the accumulator has an effect of allowing the volume fluctuation due to the thermal expansion and contraction of the fluid due to the temperature change.

  According to the torque converter of the second aspect, the clutch device transmits or cuts off the rotational force between the rotating body and the turbine by the mechanical engagement mechanism, and transmits or cuts off the rotational force by the engagement mechanism. Switching is performed by the shift actuator. As a result, in addition to the effects of claim 1, there is an effect that the mechanism can be simplified as compared with the case where a lockup mechanism is configured using a hydraulic clutch. In addition, when a lockup mechanism is configured using a hydraulic clutch, a pressure source such as a hydraulic pressure generator is required for the vehicle, but since it can be mounted on a vehicle without a pressure source, it has the effect of improving versatility. .

  According to the torque converter of the third aspect, the engagement mechanism includes the one-way clutch for transmitting the rotational force from the rotating body to the turbine, so that the rotational force can be transmitted from the rotating body to the turbine at the time of lockup. When the vehicle coasts in this state, the transmission of torque from the turbine to the rotor is interrupted by the one-way clutch. The one-way clutch can release torque transmission from the turbine during inertia running to prevent transmission of rotational force to the rotating body, thereby preventing the load on the rotating body side from affecting the running, in addition to the effect of claim 2, It has the effect of enabling low friction freewheeling.

  According to the torque converter of the fourth aspect, in the one-way clutch, the inner ring is configured to be rotatable about the central axis, and the outer ring disposed radially outward of the inner ring is rotatable relative to the inner ring and Relatively movable in the axial direction. A plurality of rollers interposed between the inner peripheral surface of the outer ring and the outer peripheral surface of the inner ring engage with the outer peripheral surface and the inner peripheral surface to transmit the rotational force. The plurality of rollers are circumferentially spaced apart from each other and inclined by a cage at a predetermined angle from a plane including the central axis. Therefore, when the inner ring and the outer ring rotate relative to each other, the roller is guided by the inner circumferential surface and the outer circumferential surface and revolves around the central axis while rotating.

  When the roller is engaged, the roller rolls between the inner ring and the outer ring, and bites between the inner ring and the outer ring by its traction and rotates integrally with the inner ring and the outer ring. Therefore, even when there is a slight difference between the number of rotations of the turbine and the number of rotations of the rotating body, the impact at the time of engagement can be buffered. Therefore, in addition to the effect of claim 3, there is an effect that the shock at the time of engagement can be suppressed.

  When the rollers are disengaged, the shift actuator axially moves the inner or outer ring. As a result, the distance between the outer peripheral surface of the inner ring and the inner peripheral surface of the outer ring becomes large and the roller can not be engaged, so that the engagement of the roller is released gently. Therefore, there is an effect that switching of engagement and disengagement of the roller can be facilitated.

(A) is a skeleton diagram of the torque converter at the time of start in the first embodiment of the present invention, and (b) is a skeleton diagram of the torque converter after the start. It is a skeleton diagram of the torque converter in 2nd Embodiment. It is an axial sectional view of a clutch apparatus.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the attached drawings. First, a torque converter 10 according to a first embodiment of the present invention will be described with reference to FIG. FIG. 1A is a skeleton diagram of the torque converter 10 at the time of start-up according to the first embodiment of the present invention, and FIG. 1B is a skeleton diagram of the torque converter 10 after the start-up.

  As shown in FIG. 1A, the torque converter 10 is a device used for a power transmission system of an electric vehicle (not shown) having a motor 2 (generator motor) as a drive source, and includes a pump 20, a turbine 30, and a stator. 40 and a clutch device 50. The pump 20 and the turbine 30 are coaxially disposed with the stator 40 interposed therebetween, and are provided so as to be relatively rotatable. In the torque converter 10, a case 12 is formed by a bowl-shaped rotating body 11 and a pump shell 21 of a pump 20 coupled to the rotating body 11. In the case 12, a turbine shell 31 of the turbine 30 is provided to face the pump shell 21. The case 12 incorporates the pump 20, the turbine 30, the stator 40 and the clutch device 50, and encloses fluid.

  The drive shaft 3 of the motor 2 is coupled to the axial center of the rotating body 11 that constitutes a part of the case 12, and a rotational force is input. In the case 12, the output shaft 4 is disposed at the center opposite to the surface to which the drive shaft 3 is coupled. The output shaft 4 is a shaft member that outputs a rotational force to a power transmission system coupled to the wheel (not shown) side. The case 12 incorporates an accumulator 13 for storing a part of the enclosed fluid on the axis of the drive shaft 3 and the output shaft 4. The accumulator 13 is fixed to the case 12.

  The pump shell 21 is provided with a large number of pump blades 22 on the surface facing the turbine 30. The turbine shell 31 is provided with a large number of turbine blades 32 on the surface facing the pump 20. The stator 40 is supported on the output shaft 4 via a one-way clutch 41 rotatable in one direction around the output shaft 4. An output shaft 4 is coupled to an end on the inner diameter side of the turbine blade 32.

  The clutch device 50 is a device for transmitting or blocking the rotational force between the rotating body 11 and the turbine 30. The clutch device 50 in the present embodiment includes a disk-shaped first member 51 coupled to the output shaft 4, and a cylindrical second member coupled to the rotating body 11 and formed coaxially with the first member 51. A cylindrical sleeve 53 having an inner peripheral surface formed with splines (not shown) engaged with the members 52 and splines (not shown) formed on the outer peripheral surfaces of the first member 51 and the second member 52; Is equipped.

  The sleeve 53 is axially moved along the spline by the drive of a shift actuator (not shown but similar to the second embodiment). When the sleeve 53 engages with the first member 51 but does not engage with the second member 52, the first member 51 rotates separately from the rotating body 11. On the other hand, when the sleeve 53 engages with the first member 51 and the second member 52, the first member 51 rotates integrally with the rotating body 11.

  Next, a method of using the torque converter 10 will be described with reference to FIGS. 1 (a) and 1 (b). As shown in FIG. 1A, at the start of the vehicle, the shift actuator (not shown) positions the sleeve 53 toward the first member 51, and the engagement between the sleeve 53 and the second member 52 is released. Thus, the clutch device 50 blocks the transmission of the rotational force between the rotating body 11 and the first member 51. The rotational force of the drive shaft 3 is transmitted to the rotating body 11, and the pump shell 21 and the pump blade 22 (pump 20) rotate. As the fluid is rotated by the pump blade 22, the turbine blade 32 and the turbine shell 31 (pump 30) rotate via the fluid, and the rotational force is transmitted to the output shaft 4. At the start of the vehicle, the torque converter 10 amplifies the torque of the drive shaft 3 by the action of the pump 20, the turbine 30 and the stator 40, and transmits it to the output shaft 4.

  As shown in FIG. 1 (b), after starting the vehicle, the shift actuator (not shown) positions the sleeve 53 toward the second member 52, and the first member 51, the second member 52 and the sleeve 53 are engaged. Do. Thus, the clutch device 50 transmits a rotational force between the rotating body 11 and the first member 51. As a result, rotational force is transmitted from the rotating body 11 to the first member 51 and the pump 20. When the rotating body 11 is driven by the motor 2, the turbine 30 and the output shaft 4 are rotated by the rotational force transmitted from the rotating body 11 (drive side) to the first member 51. The rotational speeds of the turbine 30 and the output shaft 4 are the same as the rotational speed of the rotating body 11.

  On the other hand, the rotational force transmitted from the rotor 11 to the pump 20 rotates the turbine 30 via the fluid. However, this number of rotations of the turbine 30 is smaller than the number of rotations of the rotating body 11 and the pump 20 by the slippage caused by the fluid. Therefore, the turbine 30 is dragged and rotated by the first member 51 and the output shaft 4 by the rotational force transmitted from the rotating body 11 (drive side) to the first member 51. As a result, the clutch device 50 can perform lockup for outputting the rotational force of the rotating body 11 to the output shaft 4 without the intervention of fluid, and the transmission efficiency can be improved.

  In addition, when the motor 2 does not drive the rotating body 11 and the inertia traveling is performed, when the first member 51 and the second member 52 and the sleeve 53 are engaged, the first from the output shaft 4 (drive side) The rotational force is transmitted to the rotating body 11 through the member 51, the sleeve 53, and the second member 52. The rotational force of the rotating body 11 is input to the motor 2 (generator motor) through the drive shaft 3, and energy regeneration is performed.

  When starting a hill or when a strong acceleration is required, the sleeve 53 is positioned on the first member 51 side by a shift actuator (not shown) as in the case of the start, and the sleeve 53 and the second member 52 Release the engagement. Thus, the clutch device 50 blocks the transmission of the rotational force between the rotating body 11 and the first member 51. As a result, the torque of the drive shaft 3 is amplified by the action of the pump 20, the turbine 30 and the stator 40 and transmitted to the output shaft 4.

  As described above, since the torque at the time of start (start) of the vehicle can be amplified by the torque converter 10, the efficiency at the start of the motor 2 is low, however, compared with the case where the torque converter is not connected to the motor 2. The torque required to start the vehicle can be obtained with a small current. As a result, it is possible to reduce the power consumption at the start of the motor 2 of the battery (not shown) that supplies power to the motor 2. After the start of the automobile, the clutch device 50 can connect the rotating body 11 and the output shaft 4 to improve the transmission efficiency, and therefore, the vehicle can travel using the efficient region of the motor 2. By amplifying the torque at the time of startup by the torque converter 10, it is possible to suppress the waste of battery power. Therefore, the cruising distance (the distance the vehicle can travel with one battery charge) can be increased without increasing the battery capacity.

  Further, since the torque at the start of the vehicle can be amplified by the torque converter 10 and the current of the motor 2 at the start can be reduced, the high rotation type small motor 2 having a relatively small torque can be employed. As a result, the costs of the motor 2 and the inverter can be reduced. In addition, since the capacity of the battery for achieving the same distance as the conventional one can be reduced, the cost of the battery can be reduced. Furthermore, since the radial dimension of the motor 2 can be reduced and miniaturized, it is possible to realize lightweight and compact.

  Further, the torque converter 10 performs lockup by moving the sleeve 53 in the axial direction by driving a shift actuator (not shown) by the clutch device 50. The clutch device 50 is a mechanical engagement mechanism that exerts a function mainly by a mechanical operation, unlike a lock-up clutch using a hydraulic clutch such as a conventional wet multi-plate clutch, and therefore a hydraulic pressure generator such as a hydraulic pump It can be unnecessary. Thus, energy loss for generating hydraulic pressure can be eliminated and the mechanism can be simplified.

  Since the hydraulic pressure generating device can be eliminated, the torque converter 10 can be easily attached to an electric vehicle having no hydraulic pressure generating device such as a hydraulic pump. Further, since the torque converter 10 has a structure in which the case 12 encloses a fluid, the structure can be simplified as compared with the conventional torque converter integrated with the transmission. In addition, since the accumulator 13 stores a part of the fluid sealed in the case 12, the accumulator 13 can tolerate the volume fluctuation due to the thermal expansion and contraction of the fluid due to the temperature change.

  A mechanical clutch device 50 that exerts a function mainly by mechanical operation is superior in heat resistance to a lockup clutch using a conventional wet multi-plate clutch. Therefore, the cooling device which suppresses the temperature rise of the fluid enclosed by case 12 can be made unnecessary. The energy loss used for the cooling device can be suppressed, and the structure of the torque converter 10 can be simplified as much as the cooling device can be eliminated.

  Next, a second embodiment will be described with reference to FIGS. 2 and 3. In the first embodiment, the case where the clutch device 50 (engagement clutch) engaged by mechanical engagement of splines is provided has been described. On the other hand, in the second embodiment, the case where the clutch device 150 engaged by the roller is provided will be described. In the second embodiment, a clutch device 150 which is different from the first embodiment will be described, and the same parts as those in the first embodiment are denoted by the same reference numerals and the description thereof will be omitted. FIG. 2 is a skeleton diagram of the torque converter 110 in the second embodiment, and FIG. 3 is an axial sectional view of the clutch device 150. As shown in FIG. In addition, illustration of the accumulator 13 incorporated in case 12 is abbreviate | omitted in FIG.

  As shown in FIG. 2, the clutch device 150 of the torque converter 110 includes an inner ring 151 coupled to the output shaft 4 and an outer ring 152 coaxially disposed on the radially outer side of the inner ring 151 with the inner ring 151 and coupled to the rotating body 11. And a plurality of rollers 153 disposed between the outer ring 152 and the inner ring 151.

  As shown in FIG. 3, the inner ring 151, the outer ring 152 and the roller 153 are disposed inside the rotating body 11. The inner ring 151 is formed with an outer peripheral surface forming a single leaf rotational hyperboloid around the output shaft 4, and the outer peripheral surface is reduced in diameter toward the rotating body 11. The outer ring 152 is formed with an inner peripheral surface forming a single leaf rotational hyperboloid around the output shaft 4, and the inner peripheral surface is diameter-reduced as it goes to the rotating body 11.

  The outer ring 152 is restricted in rotation relative to the rotating body 11 by splines, while axial movement relative to the rotating body 11 is permitted. The restricting plate 156 is an annular member for restricting the axial position of the outer ring 152, and the axial end surface of the outer ring 152 is abutted along the circumferential direction. The outer ring 152 is urged toward one side in the axial direction (left side in FIG. 3) by the disc spring 155 disposed between the restricting plate 156 and the rotating body 11 so that the axial end face abuts against the restricting plate 156. ing.

  The restricting plate 156 has a shaft 157 penetrating in the thickness direction (the left-right direction in FIG. 3), and a first end of the shaft 157 is fixed to the restricting plate 156. The shaft 157 is inserted into the hole passing through the rotating body 11, and the second end of the shaft 157 is exposed to the outside of the rotating body 11. An annular stopper 158 is fixed to the second end of the shaft 157 exposed to the outside of the rotating body 11. The stopper 158 is disposed radially outward of the rotating body 11 and engages with the shift actuator 159. The restricting plate 156, the shaft 157 and the stopper 158 rotate integrally with the rotating body 11. The stopper 158 is moved in the axial direction (left and right direction in FIG. 2) by the operation of the shift actuator 159. As the stopper 158 moves, the shaft 157 and the restricting plate 156 move in the axial direction.

  The roller 153 is a cylindrical member that is engaged between the inner ring 151 and the outer ring 152 to form a one-way clutch that transmits torque in one direction, and is disposed between the inner ring 151 and the outer ring 152 Each is rotatably held by the table 153. The cage 153 arranges the roller 153 by inclining the rotation center of the roller 153 from a surface including the rotation centers of the inner ring 151 and the outer ring 152 by a predetermined angle (for example, 15 °).

  When the shift actuator 159 is not actuated, the outer ring 152 is pushed in the axial direction (left side in FIG. 2) by the disc spring 155, whereby the inner ring 151 and the outer ring 152 contact the outer peripheral surface of the roller 153. The roller 153 is a relative rotation between the inner ring 151 and the outer ring 152, and the inner ring 151 and the outer ring 152 rotate relative to the inner ring 151 in one direction (a direction for driving the rotor 11 to drive the vehicle forward). And transmit rotational force. On the other hand, when relative rotation between the inner ring 151 and the outer ring 152 causes the inner ring 151 to rotate in one direction with respect to the outer ring 152 (in a direction to drive the output shaft 4 to drive the vehicle forward). The roller 153 interrupts the transmission of the rotational force between the inner ring 151 and the outer ring 152 when the engagement is released.

  When the shift actuator 159 is actuated to move the stopper 158 in the axial direction (right side in FIG. 2), the outer ring 152 moves in the axial direction (right side in FIG. 2) with the movement of the shaft 157 and the restriction plate 156. In this case, since the distance between the outer peripheral surface of the inner ring 151 and the inner peripheral surface of the outer ring 152 is large, the roller 153 can not engage with the inner ring 151 and the outer ring 152. Thus, the roller 153 blocks the transmission of the rotational force between the inner ring 151 and the outer ring 152. Therefore, by operating the shift actuator 159, it is possible to switch between the state in which the rotational force can be transmitted and the state in which the rotational force can not be transmitted.

  Further, when the roller 153 is engaged, the roller 153 rolls between the inner ring 151 and the outer ring 152, and bites between the inner ring 151 and the outer ring 152 by its traction and rotates integrally with the inner ring 151 and the outer ring 152 . Therefore, even if there is a slight difference between the number of rotations of the output shaft 4 to which the inner ring 151 is coupled and the number of rotations of the rotating body 11 to which the outer ring 152 is coupled, the impact at the time of engagement can be buffered. Therefore, the shock at the time of engagement (at the time of lockup) can be suppressed.

  When the roller 153 is disengaged, the shift actuator 159 is actuated to move the stopper 158 in the axial direction (right side in FIG. 2). Then, the distance between the outer peripheral surface of the inner ring 151 and the inner peripheral surface of the outer ring 152 is increased, so that the engagement between the roller 153 and the inner ring 151 and the outer ring 152 is released gently. It is possible to easily switch between the state in which the rotational force can be transmitted and the state in which the rotational force can not be transmitted.

  Next, a method of using the torque converter 110 will be described. When starting the vehicle, the shift actuator 159 (see FIG. 3) is operated to move the outer ring 152 to the disc spring 155 side, and the roller 153 is disengaged. Thus, the clutch device 150 cuts off the transmission of the rotational force between the rotating body 11 and the output shaft 4 via the roller 153. As a result, the torque of the motor 2 is amplified by the action of the pump 20, the turbine 30 and the stator 40, and transmitted to the output shaft 4. Therefore, the torque of the motor 2 necessary for starting the vehicle can be obtained with a relatively small current.

  When the operation of the shift actuator 159 (see FIG. 3) is stopped after the start of the vehicle, the outer ring 152 is pushed by the disc spring 155, and the roller 153 is engaged with the inner ring 151 and the outer ring 152. Thereby, the clutch device 150 transmits rotational force between the rotating body 11 and the output shaft 4 (see FIG. 2). Therefore, when the rotary body 11 is driven by the drive shaft 3, the rotational force is transmitted from the rotary body 11 (drive side) to the output shaft 4 via the roller 153. The transmission efficiency can be improved by coupling the rotary body 11 and the output shaft 4 by the clutch device 150, so that traveling can be performed using a region where the motor 2 is efficient. Further, the roller 153 engages with the inner ring 151 and the outer ring 152 while rolling, and the inner ring 151 and the outer ring 152 are synchronized, so that shock at the time of engagement can be buffered and shock can be suppressed.

  When coasting is performed in a locked up state (a state in which the roller 153 is engaged), the output shaft 4 and the inner ring 151 are driven. As a result, the roller 153 is disengaged and transmission of rotational force between the inner ring 151 and the outer ring 152 is interrupted. As a result, since torque transmission from the output shaft 4 (wheel side) can be released during inertia running to prevent transmission of rotational force to the rotary body 11, low friction inertia running can be made possible.

  When starting a hill or when a strong acceleration is required, the shift actuator 159 is operated to move the outer ring 152 toward the disc spring 155 as in the case of the start, and the roller 153 is disengaged to rotate. It blocks the transmission of rotational force between the body 11 and the output shaft 4 through the roller 153. Thereby, the torque of the output shaft 4 is amplified.

  At this time, the shift actuator 159 is operated to move the outer ring 152 to the disc spring 155 side, and the distance between the outer peripheral surface of the inner ring 151 and the inner peripheral surface of the outer ring 152 is increased. The engagement with is loosely released. In the case of a clutch engaged by engagement of teeth such as splines, if the rotational speeds of the teeth do not match, a shock may occur or the engagement may not be released at the time of engagement. According to the present invention, since the roller 153 engages using rolling slip, it is possible to suppress a shock at the time of engagement and to easily release the engagement.

  Although the present invention has been described above based on the embodiment, the present invention is not limited to the above embodiment, and various improvements and modifications can be made without departing from the scope of the present invention. It can be easily guessed.

  In the first embodiment, a clutch device 50 (engagement clutch) engaged by splines formed on the outer peripheral surfaces of the first member 51 and the second member 52 and splines formed on the inner peripheral surface of the sleeve 53 Has been described. However, the present invention is not necessarily limited to this, and it is naturally possible to adopt other clutches. Other clutches include toe-scratch engaged by a large number of chevron teeth on opposite cylindrical end faces, and a jaw clutch engaged by a square or radial concavo-convex part on opposite cylindrical end faces. Be

  In the second embodiment, although the case where the outer peripheral surface of the inner ring 151 and the inner peripheral surface of the outer ring 152 are single leaf hyperboloids and the cylindrical roller 153 is adopted, the present invention is not necessarily limited thereto. It is of course possible to adopt the inner ring, the outer ring and the roller in other forms. As another embodiment, for example, the outer peripheral surface or the inner peripheral surface of the inner ring 151 or the outer ring 152 is a single leaf rotation hyperboloid, and the roller 153 is conical, the outer peripheral surface or the inner peripheral surface of the inner ring 151 or the outer ring 152 is conical The outer surface and the inner peripheral surface of the inner ring 151 and the outer ring 152 may be cylindrical, and the roller 153 may have a drum shape, a drum shape or a cylindrical shape.

  In the second embodiment, the clutch device 150 includes the one-way clutch in which the torque is transmitted from the outer ring 152 (drive side) to the inner ring 151 by the roller 153 engaging the inner ring 151 and the outer ring 152. However, the present invention is not necessarily limited thereto, and it is naturally possible to adopt other one-way clutches. Examples of other one-way clutches include sprag clutches and spring clutches.

  Further, in addition to the one-way clutch (hereinafter referred to as "first clutch") described in the second embodiment, another set of inner ring, outer ring and roller (hereinafter referred to as "second clutch") in the axial direction of inner ring 151 and outer ring 152 Can be placed). The first clutch and the second clutch can constitute a two-way clutch capable of transmitting torque in both directions so as to be able to shut off. According to the clutch device 150 including the two-way clutch, when the inertial traveling is performed in the locked up state (the state in which the roller 153 is engaged), the rotary shaft 11 from the output shaft 4 and the inner ring 151 (drive side) via the second clutch. The rotational force is transmitted to the drive shaft 3 of the motor 2. During coasting, energy can be regenerated by driving the drive shaft 3 of the motor 2 by torque transmission from the output shaft 4 (wheel side).

Reference Signs List 2 motor 10, 110 torque converter 11 rotating body 12 case 13 accumulator 20 pump
21 pump shell 30 turbine 50, 150 clutch device 51 first member (part of engagement mechanism)
52 Second member (part of engagement mechanism)
53 Sleeve (part of engagement mechanism)
151 Inner ring (part of one-way clutch, part of engagement mechanism)
152 Outer ring (part of one-way clutch, part of engagement mechanism)
153 roller (part of one-way clutch, part of engagement mechanism)
154 Retainer (part of one way clutch, part of engagement mechanism)
159 shift actuator

Claims (4)

A torque converter connected to a motor as a drive source,
A pump in which a rotational force of the motor is input from a rotating body via a pump shell ;
A turbine that outputs a rotational force transmitted through the fluid from the pump;
A clutch device for transmitting or disconnecting a rotational force between the rotating body and the turbine;
Made from the pump shell and the rotating body, a case for enclosing the front Symbol fluid incorporates the pump and the turbine,
And an accumulator for storing a part of the fluid sealed in the case. The clutch device is a mechanical engagement mechanism that transmits or cuts off a rotational force between the rotating body and the turbine.
The torque converter according to claim 1, further comprising: a shift actuator for switching transmission or shutoff of a rotational force by the engagement mechanism.   The torque converter according to claim 2, wherein the engagement mechanism includes a one-way clutch that transmits a rotational force from the rotating body to the turbine. The one-way clutch is
An inner ring configured to be rotatable about a central axis;
An outer ring that is disposed radially outward of the inner ring and configured to be relatively rotatable and axially movable relative to the inner ring;
A plurality of rollers interposed between the inner peripheral surface of the outer ring and the outer peripheral surface of the inner ring and engaged with the outer peripheral surface and the inner peripheral surface to transmit rotational force;
4. The torque converter according to claim 3, further comprising: a holder for holding the plurality of rollers at an interval in the circumferential direction while inclining the plurality of rollers by a predetermined angle from a plane including the central axis. .

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