JP6600221B2 - Torque converter - Google Patents

Description

  The present invention relates to a torque converter including a lock-up clutch.

  A power unit mounted on a vehicle incorporates a torque converter that transmits torque from an engine to a transmission mechanism. Since this torque converter is a slip element, the torque converter is provided with a lock-up clutch. The lockup clutch has a lockup piston accommodated in the pump shell, and an apply chamber and a release chamber are partitioned in the pump shell with the lockup piston as a boundary. By supplying the operating oil to the apply chamber and discharging the operating oil from the release chamber, the lockup piston can be pressed against the front cover, and the lockup clutch can be engaged. On the other hand, by discharging hydraulic oil from the apply chamber and supplying hydraulic oil to the release chamber, the lockup piston can be separated from the front cover, and the lockup clutch can be released (see Patent Documents 1 to 5). ).

Japanese Utility Model Publication No.59-75958 Japanese Utility Model Publication No. 62-170863 JP-A-5-296313 JP-A-8-303551 JP 2006-283908 A

  As described above, when releasing the lockup clutch, it is necessary to supply hydraulic oil to the release chamber and to discharge the hydraulic oil from the apply chamber. For this reason, it is considered that the hydraulic oil is moved from the apply chamber to the release chamber through the through-hole by forming a through-hole in the lock-up piston, thereby improving the responsiveness when the lock-up clutch is released. However, the communication between the apply chamber and the release chamber via the through hole is a factor that reduces the differential pressure acting on the lockup piston, and a factor that decreases the torque capacity when the lockup clutch is engaged. .

  An object of the present invention is to improve responsiveness when releasing a lockup clutch while securing a torque capacity when engaging the lockup clutch.

The torque converter of the present invention is a torque converter including a lock-up clutch that connects an input element and an output element, and is accommodated in a housing coupled to the input element, and a fastening pressure chamber and a release pressure chamber are contained in the housing. A first plate member connected to the lockup piston, a second plate member connected to the output element, and between the first plate member and the second plate member An elastic member provided on the lock plate , and a damper mechanism that is engaged with the second plate member and is based on a relative rotation angle between the first plate member and the second plate member. anda closing member for opening and closing said opening and closing member, the cutout portion is formed, when the notch is opposed to the opening In, while the the engagement chamber and the release chamber the opening is opened communicates, when the notch is moved away from said opening, said opening and said fastening pressure chamber is closed the release pressure chamber and is Ru blocked.

  According to this invention, it has the opening-and-closing member which opens and closes the opening part of a lockup piston based on the relative rotation angle of a 1st plate member and a 2nd plate member. Thereby, the responsiveness at the time of releasing the lockup clutch can be improved while securing the torque capacity at the time of engaging the lockup clutch.

It is the schematic which shows a part of power unit mounted in a vehicle. It is a fragmentary sectional view which shows a part of torque converter with a hydraulic control system. It is a schematic diagram which shows a lockup damper from the arrow A direction of FIG. (A) is a schematic diagram which shows the lockup damper which act | operated to the drive state, (b) is a schematic diagram which shows the lockup damper which acted in the coast state. (A) is a figure which shows a lockup piston from the arrow A direction of FIG. 1, (b) is a figure which shows a lockup damper and an opening-and-closing ring from the arrow A direction of FIG. (A) is a perspective view which shows an opening / closing ring from the front side, ie, a lockup piston side, (b) is a perspective view which shows an opening / closing ring from the back side, ie, a lockup damper side. (A) is a figure which shows the positional relationship of the through-hole and a notch part in a low load state, (b) is a figure which shows the positional relationship of the through-hole and a notch part in a drive state. It is a timing chart which shows transition of an apply pressure and a release pressure. (A) is a figure which shows the lockup piston with which the torque converter which is other embodiment of this invention is equipped, (b) is the lockup damper with which the torque converter which is other embodiment of this invention is equipped, and opening / closing It is a figure which shows a ring. (A) is a figure which shows the lockup piston with which the torque converter which is other embodiment of this invention is equipped, (b) is the lockup damper with which the torque converter which is other embodiment of this invention is equipped, and opening / closing It is a figure which shows a ring. It is a figure which shows the positional relationship of the through-hole and notch part in a drive state. (A) is a figure which shows the positional relationship of the through-hole and notch part in a low load state, (b) is a figure which shows the positional relationship of the through-hole and notch part in a coast state.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic view showing a part of a power unit 10 mounted on a vehicle. A power unit 10 shown in FIG. 1 includes a torque converter 11 according to an embodiment of the present invention. FIG. 2 is a partial sectional view showing a part of the torque converter 11 together with the hydraulic control system 12. The white arrow shown in FIG. 2 indicates the flow direction of the hydraulic oil. First, as shown in FIG. 1, the power unit 10 includes an engine 13 and a transmission 14 connected thereto. A transmission mechanism 15 is incorporated in the transmission 14, and a torque converter 11 is provided between the engine 13 and the transmission mechanism 15.

[Torque converter]
As shown in FIGS. 1 and 2, the torque converter 11 has a pump shell (housing) 20 connected to the engine 13. A pump shell 20 is connected to a crankshaft (input element) 21 of the engine 13 via a drive plate 22. The torque converter 11 includes a pump impeller 23 that is fixed to the pump shell 20 and a turbine runner 24 that faces the pump impeller 23. A turbine hub 25 is connected to the turbine runner 24, and a turbine shaft (output element) 26 is connected to the turbine hub 25. Such a torque converter 11 is supplied with hydraulic oil, and the engine torque is transmitted from the pump impeller 23 to the turbine runner 24 via the hydraulic oil. A transmission mechanism 15 is connected to the turbine shaft 26, and an oil pump 28 is connected to the pump shell 20 via a chain mechanism 27.

[Lock-up clutch]
The torque converter 11, which is a sliding element, has a lockup clutch 30 that connects the crankshaft 21 and the turbine shaft 26. The pump shell 20 is provided with a front cover 31 facing the engine 13, and the lockup clutch 30 is provided with a lockup piston 32 facing the front cover 31. Thus, the lock-up piston 32 is accommodated in the pump shell 20, and the apply chamber (fastening pressure chamber) 33 and the release chamber (release pressure chamber) 34 are partitioned in the pump shell 20. That is, with the lock-up piston 32 as a boundary, an apply chamber 33 is defined on the turbine runner 24 side, and a release chamber 34 is defined on the front cover 31 side.

  A hydraulic control system 12 is connected to the torque converter 11 in order to control the supply of hydraulic oil to the apply chamber 33 and the release chamber 34. As shown in FIG. 2, the hydraulic control system 12 of the torque converter 11 includes an oil pump 28, a clutch pressure control valve 40, a lockup control valve 41, and a flow rate control valve 42. The clutch pressure control valve 40 is connected to a discharge oil passage 43 that guides the hydraulic oil discharged from the oil pump 28. The lockup control valve 41 is connected to a supply oil passage 44 through which hydraulic oil is supplied from the clutch pressure control valve 40, and a discharge oil passage 45 for discharging the hydraulic oil via the flow control valve 42. Has been. Further, an apply oil passage 46 communicating with the apply chamber 33 is connected to the lockup control valve 41, and a release oil passage 47 communicating with the release chamber 34 is connected. The clutch pressure control valve 40, the lockup control valve 41, and the flow rate control valve 42 are controlled by a controller 48 including a microcomputer.

  When the lockup clutch 30 is engaged, a spool valve shaft (not shown) of the lockup control valve 41 that is an oil passage switching valve is controlled to the engagement position. As a result, the supply oil passage 44 and the apply oil passage 46 are connected via the lockup control valve 41, and the discharge oil passage 45 and the release oil passage 47 are connected via the lockup control valve 41. By such control of the lockup control valve 41, as shown by an arrow α in FIG. 2, the hydraulic oil is supplied to the apply chamber 33 and is discharged from the release chamber 34. When the pressure in the apply chamber 33 (hereinafter referred to as “apply pressure”) increases and the pressure in the release chamber 34 (hereinafter referred to as “release pressure”) decreases, a pressure difference in the front-rear direction is generated in the lockup piston 32. In order to act, the lockup piston 32 moves in a direction approaching the front cover 31. As a result, the lockup piston 32 is pressed against the front cover 31, and the lockup clutch 30 is switched to the engaged state.

  On the other hand, when releasing the lockup clutch 30, the spool valve shaft of the lockup control valve 41 is controlled to the release position. As a result, the supply oil passage 44 and the release oil passage 47 are connected via the lockup control valve 41, and the discharge oil passage 45 and the apply oil passage 46 are connected via the lockup control valve 41. By such control of the lockup control valve 41, as shown by an arrow β in FIG. 2, the hydraulic oil is supplied to the release chamber 34 and is discharged from the apply chamber 33. When the apply pressure is reduced and the release pressure is increased, a pressure difference in the front-rear direction acts on the lockup piston 32, so that the lockup piston 32 moves away from the front cover 31. As a result, the lockup piston 32 is pulled away from the front cover 31, and the lockup clutch 30 is switched to the released state.

[Lock-up damper]
In order to suppress the engagement shock of the lockup clutch 30, the torque converter 11 is provided with a lockup damper (damper mechanism) 50. Here, FIG. 3 is a schematic diagram showing the lockup damper 50 from the direction of arrow A in FIG. As shown in FIGS. 1 to 3, the lockup damper 50 includes an outer plate (first plate member) 51 connected to the lockup piston 32. A plurality of groove portions 52 are formed on the outer peripheral portion of the outer plate 51, and a plurality of claw portions 53 are formed on the outer peripheral portion of the lockup piston 32. By engaging the claw portion 53 of the lockup piston 32 with the groove portion 52 of the outer plate 51, the lockup piston 32 and the outer plate 51 are connected to each other.

  Further, the lockup damper 50 has an inner plate (second plate member) 54 connected to the turbine shaft 26 via the turbine hub 25. The turbine hub 25 and the inner plate 54 are connected to each other using a plurality of pin members 55. Furthermore, the lockup damper 50 has a plurality of coil springs (elastic members) 56 and 57 arranged in the circumferential direction. One end portions of the coil springs 56 and 57 are supported by the inner convex portion 58 of the outer plate 51, and the other end portions of the coil springs 56 and 57 are supported by the outer convex portion 59 of the inner plate 54. As described above, the coil springs 56 and 57 are provided between the outer plate 51 and the inner plate 54.

  Such a lockup damper 50 functions as a torque transmission path between the crankshaft 21 and the turbine shaft 26 when the lockup clutch 30 is engaged. That is, when the lockup piston 32 is pressed against the front cover 31 and the lockup clutch 30 is switched to the engaged state, the engine torque is transmitted from the front cover 31 to the lockup piston 32. The engine torque transmitted to the lockup piston 32 is transmitted to the turbine shaft 26 via the lockup damper 50 and the turbine hub 25. As described above, the lockup damper 50 functioning as a torque transmission path operates in each of the low load state, the drive state, and the coast state while extending and contracting the coil springs 56 and 57 according to the torque transmission state.

  Next, the low load state, drive state, and coast state of the lockup damper 50 will be described. 4A is a schematic diagram showing the lock-up damper 50 operated in the drive state, and FIG. 4B is a schematic diagram showing the lock-up damper 50 operated in the coast state. 3 and 4 indicate the rotation angle of the outer plate 51 with respect to the inner plate 54, that is, the relative rotation angle between the inner plate 54 and the outer plate 51. The relative rotation angle between the inner plate 54 and the outer plate 51 means the torsion angle of the lockup damper 50.

  3 and 4 show a reference line L1 that overlaps the virtual point Po of the outer plate 51 when the relative rotation angle X is 0 °, and the relative rotation angle X is the upper limit value in the low load state. The reference lines L2 and L3 that overlap the virtual point Po of the outer plate 51 when reaching the above are shown. 3 and 4, in order to clarify the relative position between the outer plate 51 and the inner plate 54, a virtual point Po as a mark is shown on the outer plate, and a virtual point Po as a mark is shown on the inner plate. Point Pi is shown.

  As shown in FIG. 3, during steady running, the torque transmitted through the lockup damper 50 decreases, so the relative rotation angle X is on one side (reference line L2 side) and the other side (reference line L3 side). And both become smaller. As described above, the situation in which the relative rotation angle X shown in FIG. 3 is equal to or smaller than the predetermined threshold value Xa is that the coil springs 56 and 57 on the drive side and the coast side are not greatly compressed, and the lockup damper 50 is It is a situation where it is operating in a low load state.

  Also, as shown in FIG. 4A, during acceleration traveling, a larger torque (rotational force) is transmitted from the outer plate 51 to the inner plate 54 than in the low load state. It increases to one side beyond the reference line L2. Thus, the situation in which the relative rotation angle X exceeds the threshold value Xa and increases to one side is a situation in which the drive side coil spring 56 is greatly compressed by the outer plate 51 and the lockup damper 50 operates in the drive state. is there. That is, the drive state of the lock-up damper 50 is a high-load state on the drive side accompanying acceleration travel.

  Furthermore, as shown in FIG. 4 (b), when the vehicle is decelerating, a larger torque (rotational force) is transmitted from the inner plate 54 to the outer plate 51 than in the low load state. It increases beyond the reference line L3 to the other side. As described above, the situation in which the relative rotation angle X exceeds the threshold value Xa and increases to the other side is a situation in which the coast side coil spring 57 is greatly compressed by the inner plate 54 and the lockup damper 50 operates in the coast state. is there. That is, the coast state of the lock-up damper 50 is a high load state on the coast side associated with the deceleration traveling.

[Through hole and open / close ring]
As shown in FIGS. 1 and 2, the torque converter 11 has a through-hole with respect to the lockup piston 32 in order to improve the responsiveness when the lockup clutch is released while securing the torque capacity when the lockup clutch is engaged. An (opening) 60 is formed, and an open / close ring (open / close member) 61 is attached to the lockup damper 50. Hereinafter, the through hole 60 and the open / close ring 61 will be described.

  5A is a view showing the lockup piston 32 from the direction of arrow A in FIG. 1, and FIG. 5B is a view showing the lockup damper 50 and the opening / closing ring 61 from the direction of arrow A in FIG. As shown in FIG. 5A, a friction material 62 is attached to the outer peripheral portion of the lockup piston 32, and a through hole 60 is formed in the inner peripheral portion of the lockup piston 32. Thus, by providing the through-hole 60 with respect to the lock-up piston 32, the apply chamber 33 and the release chamber 34 can be communicated with each other through the through-hole 60.

  As shown in FIG. 5 (b), an opening / closing ring 61 is attached to the inner peripheral portion of the lockup damper 50, that is, the inner plate 54. 6A is a perspective view showing the opening / closing ring 61 from the front side, that is, the lock-up piston 32 side, and FIG. 6B is a perspective view showing the opening / closing ring 61 from the back side, that is, the lock-up damper 50 side. It is.

  As shown in FIGS. 6A and 6B, a notch 63 is formed in the opening / closing ring 61, and a plurality of recesses 64 are formed on the back surface of the opening / closing ring 61. As shown in FIG. 2, the pin member 55 of the inner plate 54 is inserted into the recess 64 of the opening / closing ring 61, and the opening / closing ring 61 is positioned in the rotational direction with respect to the inner plate 54. In this way, by engaging the inner plate 54 and the opening / closing ring 61, the opening / closing ring 61 is regulated in the rotational direction by the inner plate 54, and the opening / closing ring 61 becomes movable in the thickness direction with respect to the inner plate 54. . That is, when the torque converter 11 rotates, the opening / closing ring 61 and the inner plate 54 rotate together while allowing the opening / closing ring 61 to move in the front-rear direction.

  Further, when the opening / closing ring 61 is attached to the inner plate 54, the opening / closing ring to the inner plate 54 so that the notch 63 of the opening / closing ring 61 and the through hole 60 of the lockup piston 32 face each other. 61 is positioned. That is, when the lock-up damper 50 is in a low load state, the opening / closing ring 61 is attached to the inner plate 54 so that the notch 63 of the opening / closing ring 61 and the through hole 60 of the lock-up piston 32 face each other. . The open / close ring 61 is formed using a resin material from the viewpoint of protecting the lockup piston 32 and the lockup damper 50.

  FIG. 7A is a diagram showing the positional relationship between the through hole 60 and the notch 63 in the low load state, and FIG. 7B shows the positional relationship between the through hole 60 and the notch 63 in the drive state. FIG. 7A and 7B, the through hole 60 of the lockup piston 32 is blacked out in order to clarify the position of the through hole 60.

  As shown in FIG. 7A, when the lock-up damper 50 is in a low load state, the notch 63 of the opening / closing ring 61 and the through-hole 60 of the lock-up piston 32 face each other. That is, in the low load state of the lockup damper 50, the through hole 60 is opened by the opening / closing ring 61, so that the apply chamber 33 and the release chamber 34 communicate with each other through the through hole 60.

  Further, as shown in FIG. 7B, in the drive state of the lockup damper 50, the outer plate 51, that is, the lockup piston 32 rotates relative to the inner plate 54, that is, the opening and closing ring 61. The notch 63 and the through hole 60 of the lock-up piston 32 are separated without overlapping. That is, in the drive state of the lock-up damper 50, the through-hole 60 is closed by the opening / closing ring 61, so that the apply chamber 33 and the release chamber 34 are blocked.

  As described above, the through-hole 60 is formed in the lock-up piston 32 and the open / close ring 61 is attached to the lock-up damper 50, so that the apply chamber 33, the release chamber 34, Can be communicated, and the apply chamber 33 and the release chamber 34 can be shut off when the lock-up damper 50 is driven. As a result, as described in the following lock-up clutch operation, it is possible to improve the responsiveness when releasing the lock-up clutch while securing the torque capacity when the lock-up clutch is engaged.

[Lock-up clutch operation]
FIG. 8 is a timing chart showing transition of the apply pressure P1 and the release pressure P2. FIG. 8 simply shows the situation from when the lockup clutch 30 is engaged to when the lockup clutch 30 is switched from the engaged state to the released state after the transition from the acceleration travel to the steady travel. Further, “engagement” of the lockup control valve 41 shown in FIG. 8 means that the spool valve shaft of the lockup control valve 41 has moved to the engagement position, and “release” of the lockup control valve 41. Means that the spool valve shaft of the lock-up control valve 41 has moved to the release position. Further, the accelerator opening shown in FIG. 8 means the amount of depression of the accelerator pedal.

  As shown in FIG. 8, when the lockup clutch 30 is in the engaged state and the accelerator pedal is depressed, the lockup damper 50 operates in the drive state, so that the through hole 60 of the lockup piston 32 is It is closed by the opening / closing ring 61 (reference numeral a1). Thus, since the through hole 60 is closed during acceleration traveling, the apply chamber 33 and the release chamber 34 can be shut off, and a sufficient pressure difference ΔP between the apply pressure P1 and the release pressure P2 can be secured. be able to. Thereby, the pressing force of the lockup piston 32 against the front cover 31 can be sufficiently ensured, and the torque capacity when the lockup clutch is engaged can be sufficiently ensured.

  Subsequently, when the amount of depression of the accelerator pedal decreases (reference number b1), the vehicle shifts from acceleration traveling to steady traveling. Thereby, since the lockup damper 50 shifts from the drive state to the low load state, the through hole 60 of the lockup piston 32 is opened by the opening / closing ring 61 (reference a2). Thus, during steady running, the through hole 60 is opened, and the apply chamber 33 and the release chamber 34 communicate with each other. Therefore, the apply pressure P1 slightly decreases (reference symbol c1) and the release pressure P2 slightly increases ( Symbol c2).

  After that, when the release of the lockup clutch 30 is determined based on the running condition and the lockup control valve 41 is moved to the release position (reference d1), the apply pressure P1 rapidly decreases (reference c3), and the release pressure P2 is It rises rapidly (reference c4). When the apply pressure P1 and the release pressure P2 intersect (reference c5) and the release pressure P2 exceeds the apply pressure P1, the lockup clutch 30 is switched to the released state (reference e1). Thus, when releasing the lock-up clutch 30, the apply chamber 33 and the release chamber 34 communicate with each other through the through hole 60, so that the apply pressure P1 can be rapidly reduced, and the release pressure P2 Can be raised rapidly. Thereby, the responsiveness at the time of releasing the lockup clutch can be improved.

  That is, when the lock-up piston 32 is not provided with the through hole 60, even if the lock-up control valve 41 is moved to the release position, the apply pressure P1x gradually decreases (symbol α1), and the release pressure P2x is It will rise slowly (reference α2). In this case, it is difficult to quickly release the lockup clutch 30, but as described above, the release time can be reduced by communicating the apply chamber 33 and the release chamber 34 through the through hole 60. The lock-up clutch 30 can be quickly released by shortening (reference numeral α3).

  Moreover, in the drive state of the lockup damper 50, the through-hole 60 is closed by the opening / closing ring 61, so that a sufficient torque capacity of the lockup clutch 30 can be secured. In other words, the communication between the apply chamber 33 and the release chamber 34 using the through hole 60 is a factor that decreases the differential pressure ΔP between the apply pressure P1 and the release pressure P2, and reduces the torque capacity of the lockup clutch 30. It is a factor to make. However, during acceleration travel in which the torque capacity of the lockup clutch 30 is required, that is, in a situation where the lockup damper 50 operates in the drive state, the opening / closing ring 61 closes the through hole 60, so It is possible to ensure a sufficient torque capacity.

[Other embodiments]
In the above description, one through hole 60 is formed in the lockup piston 32 and one notch 63 is formed in the opening / closing ring 61. However, the present invention is not limited to this. A plurality of through-holes may be formed, and a plurality of notches may be formed in the opening / closing ring. Here, Fig.9 (a) is a figure which shows the lockup piston 70 with which the torque converter which is other embodiment of this invention is provided, FIG.9 (b) is other embodiment of this invention. It is a figure which shows the lockup damper 50 and opening-and-closing ring 71 with which a torque converter is provided. In FIGS. 9A and 9B, the same parts as in FIGS. 5A and 5B are shown. 9 (a) and 9 (b), members similar to those shown in FIGS. 5 (a) and 5 (b) are denoted by the same reference numerals and description thereof is omitted.

  As shown in FIG. 9A, three through holes 60 are formed in the inner peripheral portion of the lockup piston 70 at predetermined intervals in the circumferential direction. As shown in FIG. 9B, an opening / closing ring (opening / closing member) 71 is mounted on the inner peripheral portion of the lockup damper 50, that is, the inner plate 54. The opening / closing ring 71 is formed with three notches 63 arranged at predetermined intervals in the circumferential direction. Further, when the opening / closing ring 71 is attached, the opening / closing ring 71 is attached to the inner plate 54 so that the notch 63 of the opening / closing ring 71 and the through hole 60 of the lockup piston 70 face each other. . That is, the open / close ring 71 is attached to the inner plate 54 so that the notch 63 of the open / close ring 71 and the through hole 60 of the lock-up piston 70 face each other in a low load state of the lock-up damper 50. .

  In this way, by forming the plurality of through holes 60 in the lock-up piston 70, the amount of hydraulic oil that moves from the apply chamber 33 to the release chamber 34 can be increased, and the responsiveness when the lock-up clutch is released is improved. be able to. Thus, even when the through hole 60 is increased, the open / close ring 71 can close the through hole 60 in the drive state of the lockup damper 50 as in the torque converter 11 described above. In addition, it is possible to ensure a sufficient torque capacity when the lockup clutch is engaged.

[Other embodiments]
In the example shown in FIGS. 5 and 9, the through hole 60 is closed by the opening / closing rings 61 and 71 when the lock-up damper 50 is operated in the coast state, but the present invention is not limited to this. A structure in which the through hole 60 is opened by an opening / closing ring when the lock-up damper 50 is operated in a coast state may be used. Here, Fig.10 (a) is a figure which shows the lockup piston 32 with which the torque converter which is other embodiment of this invention is provided, FIG.10 (b) is other embodiment of this invention. It is a figure which shows the lockup damper 50 and opening / closing ring 80 with which a torque converter is provided. In FIGS. 10A and 10B, the same parts as in FIGS. 5A and 5B are shown. 10 (a) and 10 (b), members similar to those shown in FIGS. 5 (a) and 5 (b) are denoted by the same reference numerals and description thereof is omitted.

  As shown in FIG. 10 (a), one through hole 60 is formed in the inner peripheral portion of the lockup piston 32, and as shown in FIG. 10 (b), the inner peripheral portion of the lockup damper 50, That is, an opening / closing ring (opening / closing member) 80 is attached to the inner plate 54. The opening / closing ring 80 is formed with a notch 81 that is wider in the circumferential direction than the notch 63 of the opening / closing ring 61 described above. Further, when the opening / closing ring 80 is attached, the opening / closing ring 80 is attached to the inner plate 54 so that the notch 81 of the opening / closing ring 80 and the through hole 60 of the lock-up piston 32 face each other. . That is, the opening / closing ring 80 is attached to the inner plate 54 so that the notch 81 of the opening / closing ring 80 and the through hole 60 of the lockup piston 32 face each other when the lock-up damper 50 is in a low load state and a coast state. Has been.

  FIG. 11 is a diagram showing a positional relationship between the through hole 60 and the notch 81 in the drive state. FIG. 12A is a diagram showing the positional relationship between the through hole 60 and the notch 81 in the low load state, and FIG. 12B is the positional relationship between the through hole 60 and the notch 81 in the coast state. FIG. In FIGS. 11 and 12, the through hole 60 of the lockup piston 32 is blacked out in order to clarify the position of the through hole 60. A virtual point Po as a mark is shown on the outer plate, and a virtual point Pi as a mark is shown on the inner plate.

  As shown in FIG. 11, in the drive state of the lockup damper 50, the through hole 60 is closed by the opening / closing ring 80, so that a sufficient torque capacity can be ensured when the lockup clutch is engaged. Further, as shown in FIGS. 12A and 12B, in the torque converter according to another embodiment of the present invention, not only the low load state of the lockup damper 50 but also the coast state of the lockup damper 50 is provided. The through hole 60 is opened by the opening / closing ring 80. The situation where the lock-up damper 50 operates in the coasting state is a situation where the vehicle is braked by depressing the brake pedal or the like, and therefore it is assumed that the lock-up clutch 30 is released in preparation for a subsequent vehicle stop. . Therefore, in preparation for releasing the lockup clutch 30, the through-hole 60 is opened by the opening / closing ring 80 even when the lockup damper 50 is in the coast state. Thereby, the responsiveness at the time of releasing the lock-up clutch can be improved in a wide travel region including during vehicle braking.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the above description, the open / close rings 61, 71, and 80 shown in FIGS. 5, 9, and 10 are employed as the open / close members that open and close the through hole 60. However, the shape is not limited to the illustrated shape. Alternatively, any shape of opening / closing member may be employed. Moreover, although the above-mentioned opening / closing ring 61 is a resin member formed using a resin material, it is not restricted to this, You may form an opening / closing member using another material.

  In the above description, the through hole 60 is formed in the inner peripheral portion of the lockup piston 32. However, the present invention is not limited to this, and a through hole is formed in a portion other than the inner peripheral portion of the lockup piston 32. Also good. In the above description, the circular through hole 60 is formed as the opening, but the present invention is not limited to this, and an opening having another shape may be formed. Furthermore, the opening amount of the opening may be changed stepwise or continuously according to the relative rotation angle between the outer plate 51 and the inner plate 54.

  The illustrated lock-up damper 50 is a one-stage damper mechanism that connects the outer plate 51 and the inner plate 54 with coil springs 56 and 57, but is not limited thereto. For example, an intermediate plate is disposed between the outer plate 51 and the inner plate 54, the outer plate 51 and the intermediate plate are connected by a first spring, and the intermediate plate and the inner plate 54 are connected by a second spring. good. Thus, even when a two-stage damper mechanism is employed as the lockup damper, the present invention can be applied effectively.

11 Torque converter 13 Engine 20 Pump shell (housing)
21 Crankshaft (input element)
26 Turbine shaft (output element)
30 Lock-up clutch 32 Lock-up piston 33 Apply chamber (fastening pressure chamber)
34 Release chamber (release pressure chamber)
50 Lock-up damper (damper mechanism)
51 Outer plate (first plate member)
54 Inner plate (second plate member)
56, 57 Coil spring (elastic member)
60 Through hole (opening)
61 Opening / closing ring (opening / closing member)
70 Lock-up piston 71 Open / close ring (open / close member)
80 Opening / closing ring (opening / closing member)
X relative rotation angle Xa threshold

Claims (5)

A torque converter comprising a lock-up clutch that connects an input element and an output element,
A lock-up piston housed in a housing connected to the input element and defining a fastening pressure chamber and a release pressure chamber in the housing;
A first plate member coupled to the lock-up piston; a second plate member coupled to the output element; and an elastic member provided between the first plate member and the second plate member. A damper mechanism,
An opening / closing member that is engaged with the second plate member and that opens and closes the opening of the lock-up piston based on a relative rotation angle between the first plate member and the second plate member;
Have
The opening / closing member has a notch,
When the notch is opposed to the opening, while the fastening chamber the opening is opened and said release pressure chamber is communicated, when the notch is moved away from said opening, said opening and the engagement pressure chamber is closed and the release pressure chamber Ru is interrupted,
Torque converter. The torque converter according to claim 1,
The damper mechanism is
A low load state in which the relative rotation angle is a threshold value or less;
A driving state in which a rotational force is transmitted from the first plate member to the second plate member, and the relative rotational angle increases to one side exceeding the threshold;
The opening / closing member is
Opening the opening when the damper mechanism is in a low load state;
Closing the opening when the damper mechanism is in a drive state;
Torque converter. The torque converter according to claim 2, wherein
The damper mechanism operates in a coast state in which a rotational force is transmitted from the second plate member to the first plate member, and the relative rotation angle exceeds the threshold value and increases to the other side.
The opening / closing member opens the opening when the damper mechanism is in a coasting state;
Torque converter. The torque converter according to any one of claims 1 to 3,
The opening / closing member is formed using a resin material and rotates integrally with the second plate member.
Torque converter. The torque converter according to any one of claims 1 to 4,
The lock-up piston includes a plurality of the openings.
Torque converter.

Images