CA1127045A - Torque converter with lockup clutch unit - Google Patents
Torque converter with lockup clutch unitInfo
- Publication number
- CA1127045A CA1127045A CA332,564A CA332564A CA1127045A CA 1127045 A CA1127045 A CA 1127045A CA 332564 A CA332564 A CA 332564A CA 1127045 A CA1127045 A CA 1127045A
- Authority
- CA
- Canada
- Prior art keywords
- converter
- sleeve shaft
- passage
- stationary sleeve
- fluid
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
- F16H2045/0273—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type characterised by the type of the friction surface of the lock-up clutch
- F16H2045/0294—Single disk type lock-up clutch, i.e. using a single disc engaged between friction members
Abstract
ABSTRACT
A converter fluid supply passage is situated between a transmission input shaft and a pilot sleeve shaft and a converter fluid return passage is defined between the transmission input shaft and the stationary sleeve shaft extension so that the annular space between the pump drive shaft and the transmission input shaft may be used only as a lockup control passage.
A converter fluid supply passage is situated between a transmission input shaft and a pilot sleeve shaft and a converter fluid return passage is defined between the transmission input shaft and the stationary sleeve shaft extension so that the annular space between the pump drive shaft and the transmission input shaft may be used only as a lockup control passage.
Description
- ~Z7~5 This inven~ion relates in general to a hydrokinetic torque converter assembly of the loc~up clutch unit-equipped type for use in an automatic power transmission which is designcd and constructed to be transversely mounted on a F-F type motor vehicle in which an engine such as an internal combustion engine is mounted at the front of the vehicle with the drive to the front wheels and, more particularly, to the improved fluid passage construction and arrangement for converter fluid supply and return circuits and a lockup control circuit incorporated in the hydro~inetic torque con-verter assembly of the above type.
In case of the F-F type motor vehicle having transversely mounted thereon an automatic power trans-mission, it is particularly desired to locate the final drive unit at the center of the vehicle~ i.e. inter-mediate between the lateral sides of the vehicle body, so that the left and right axle shafts for respectively driv-ing the left and right front wheels may have the samelength. It is accordingly desired to locate the output gear of the power transmission as close as the possible to the center of the vehicle.
For this reason, it has been practiced to dispose the output gear immediately near the torque converter and the oil pump assembly of the power transmission in the transmission end portion far away from the torque converter.
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In case of the F-F type motor vehicle having transversely mounted thereon an automatic power trans-mission, it is particularly desired to locate the final drive unit at the center of the vehicle~ i.e. inter-mediate between the lateral sides of the vehicle body, so that the left and right axle shafts for respectively driv-ing the left and right front wheels may have the samelength. It is accordingly desired to locate the output gear of the power transmission as close as the possible to the center of the vehicle.
For this reason, it has been practiced to dispose the output gear immediately near the torque converter and the oil pump assembly of the power transmission in the transmission end portion far away from the torque converter.
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- 2 Ihe p-~p dirve shaft of the power transmission ~or driv-ingl the oil pump assemb:ly is thus necessit.a~ed to be o~ I
a considerable length so as to extend throughou-t -the ratio changïllg mechan:ism of the pol~er transmissioll to drivi.ngly in~ercoilnect the front conve-rter cover of the power transmission and the oil pump assem~ly. The trans-mission input shaft employed in this type power trans-mission for transmitting the output of the torque converter to the ratio changing mechanism is constructed as a hollow shaft surrounding the pump drive shaft and is also necessitated to be of a considerable length as is well known in the art.
The hydrokinetic torque converter assembly of the lockup clutch unit-equipped type for the foregoing transverse automatic power transmission requires the provision of three kinds of fluid circuits including a converter fluid supply circui~, a converter fluid return circuit and a lockup control cir~cu,it. The converter o ~ .i c~ecC
fluid supply circuit is ~ } for supplying the converter working fluid :Erom the source of fluid under pressure to the working circuit in the torque converter, I
and the converter fluid return circuit is provided for .
discharging the converter working fluid from the working circuit in the torque converter to the oil sump through the relief valve. The lockup control circuit is provided for alte~aclvely actua~ing the lockup clutch unlt into a , 7~5 lockup-applied condition or a lockup-released condition. The converter fluid supply circuit, the converter fluid return circuit and the lockup control cirauit respectively includes a converter flu:id supply passage, a converter fluid return passage and a loc~up control passage which are necessary to be arranged between the concentrically disposed shafts o the torquè converter.
Now, according to the broad concept o~ the present invention, there is provided and claimed herein a hydrokinetic torque converter assembly o the lockup clutch unit-equipped type comprisi.ng: a rotatable converter cover, an impeller drivingly connected to said converter cover, a turbine and a stator operatively associated with said impeller to define a converter working circuit, a pump drive shaft drivingly con-nected to said converter cover, a stationary sleeve shaft extension carrying thereon said stator and concentrically dis-posed about said pump drive shaft, an aperture free hollow transmission input shaft drivingly connected to said turbine and concentrically disposed between said pump drive shaft and said stationary sleeve shaft extension, a pilot sleeve shaft integrally connected to said converter cover and rotatably carried by said stationary sleeve shaft extension, said pilot sleeve shaft being concentrically disposed about said stationary sleeve shaft extension, a lockup clutch unit within said converter cover including a clutch piston which is cooperative with said converter cover to define therebetween a clutch chamber, said clutch piston being drivingly connected to said turbine and movable toward and away from said converter cover to engage and disengage said converter cover in response to the 30. fluid pressure in said clutch chamber, ~ he~ ~e~ffle~*~
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means ~efining a lockup control Eluid passage between said pump drive shaft and said transmissi.on input shaft, said lockup control fluid passage communica-ting with said clutch chamber;
means defining a first conver-ter Eluid passaye located between said transmission inpu-t shaEt and said pilot sleeve, said first converter fluid passage communicating wlth said converter working circui-t; and means defining a second converter ~luid passage between said transmission input shaft and said stationary sleeve shaft extension, said second converter.fluid passage communicating with said converter working circuit~ -These and o-ther objects and advantages of the present invention will become more apparent from the following des-cription of preferred embodiments in conjunction with the accompanying drawings, in which: ~
Fig. 1 is a fragmentary sectional view of a torque converter assembly having a lockup clutch unit which the present invention is concerned with;
~0 Fig. 2 shows, partly in a fragmentary sectional manner and partly in a schematic manner,-a preferred embodiment of a torque converter assembly having a lockup circuit unit according to the present invention;
Fig. 3 is a cross-sectional view taken generally along the line A-A of Fig. 2; and Fig. 4 shows another preferred embodiment of a torque converter assembly having a lockup unit according to the present invention.
Referring to Fig. 1 a hydrokinetic torque converter assembly of the foregoing type will be explalned.
Reference numeral a indicates a pump drive shaft for driving an oil pump assembly, which i.s drivingly connected to i ~127~4~
a conver-ter cover b driven by an engine. A transmission input shaft c surrounds the pump drive shaft a interposing there-between a bushin~ d. The transmiss:ion input shaft c is drivingly connected to a turbine e and is journaled by means of a bushing ~ in the bore of a stationary sleeve shaEt extension E
of a cover member. The stationary sleeve shaft ex-tension carries thereon a stator h by way of a one-way^clutch assembly 1 and also carries thereon by way of a bushing i a pilot sleeve shaft 1 integrally connected to an impeller k. ~ lockup clutch unit is disposed in the converter cove~ b and includes a clutch piston m engageable with the converter cover b to rotate together therewith and a torsional damper assembly n inter-connecting the clutch pis-ton _ and the turbine k.
Of the aforemen-tioned three fluid passages, the lockup control fluid passage is deEined by means of a central opening o formed in the pump drive shaft a, and the converter fluid supply passage is defined by means of an annular space ~
between the transmission input shaft c and the statlonary sleeve shaft extension f and a radial borè ~ formed in the stationary sleeve shaft extension f. The converter fluid re-turn passage is defined by means of an annular space s between the pump drive shaft a and the transmission input shaft c and a radial bore r formed in the transmission input shaft c.
The torque converter assembly thus constructed and arranged encounters a drawback that the pump drive shaft a is inferior not only in mechanical str~ngth but also in rnanu-facturing cost since the central opening o is formed in the shafts a of a small cross-section relative to its length. The prior art converter assembly is further undesirable in that the radial bore r is formed in the transrnission input shaft c for transmitting a driving power, which ine~itably deteriorates the mechanical strength of the transmission input shaft c.
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It is acaordingly an obje.ct of.,the present inven-tion to provide,a hydrokinetic. tor~ue con~erter.assembly of the lockup clutch unit~equipped type which is, improved to be free from the foregoing drawbacks in -the prior art torque converter assembly of the described type.
It is a further obje.ct of the present invention to provide a hydrokinetic torque converte~ assembly o~ the lockup , clutch unit-equipped type in which the 'foregoing three fluid passages are constructed and arranged between the foregoing '' 10. four concentrically disposed shafts without requiring the pro -vision of a centra,l opening in:a pump drivP shaft and a radial bore in a tr.ansmission input shaft. ' .... . .
~127t3g~i Rcferring now -to Figs. 2 and 3 inclusive, the referellce nu]neral 10 generally indicates a hydrokinetic torque converter assembly of the lockup clutcll unit-equipped -type for a transverse aLItomatic power trans-mission. Th~t is, thc hydrokinetic torque converter assembly 10 comprises a hydrokinetic torc~ue converter 12 and a lockup clutch unit 14 and is adapted for alternatively transmi~ting power through the converter or directly through the clutch and thereby by-passing the converter. The torque converter I2 has a rotatable converter cover 16 comprising a forward cover part 18 and a rearward cover part 20 which are joined together by welding 22. The forward cover part 18 has attached there-to by welding a sleeve member 24 which has a center axis aligned with the axis of rotation of the converter cover 16. The sleeve member 24 is received within an opening formed in an adjacent end of a crank-shaft(not shown) of an internal combustion engine such that the axis of rotation of the converter cover 16 is aligned with the axis of rotation oE the cranksha:Et. The crankshaft is drivingly connected to the forward cover part 18 by means of a drive plate(not shown) SUC]l that the driving power from the crankshaft is transmitted to the converter cover 16 by l~ay of the drive plate. The rearward cover part 20 is formed with a ge3lerally toroidal form and its hub 26 is welded to a pilot sleeve shaft 28 having . ' ~;27Q~5 a l.-shaped section. Ihe sleevc shaft 28 is journaled by means of a bushing 30 upon a s~atlonary sleeve shaft extension 32 of a front cover member 34 which is detach-ably secured by bolts to a converter housing ~no~ shown~suitable fluid seal 36 is situated between the pilot sleeve shaft 28 and a surrounding adapter member 38 secured to the ~ront cover member 34.
The torque converter 12 comprises an impeller 40, a turbine 42 and a -stator 44 which are operatively associated to one another to define a converter working circuit as is well known in the art. The impeller 40 is attached by welding or otherwise secured to the rearward cover part 20, and the turbine 42 is riveted or otherwise secured to a flange portion 46 of a hub 4~.
The hub 48 is formed with a central splined opening 50 within which is splined a transmission input sha~t 52 having a center axis alignee with the axis of rotation of the converter cover 16. The transmission input shaft 52 is supported by means of a bushing 53 upon the stationary sleeve shaft extension 32. Though not shown, the transmission input shaft 52 is drivingly connectecl to a ratio changing mechanism, for instance, sevo-controlled planetary gearing of a character that affords various ~or~ard and reverse drive ranges of operation. The stator 44 is mounted by means of a one-way clutch assembly 54 upon the stationary sleeve shaft extension 32 and is permitted ~Z7~45 to rotate about the cen-tre axis of the transmission input shaFt 52 in the same direction as the direction of the impeller 40 and accordingly the direction of rotation of and engin~ crankshaft. Though not shown, each o~
the impeller 40, the tur~ine 42 and the stator has a number oE blades or vanes arranged and inclined in symmetry about the centre axis of the transmission input shaft 52. Concentrically disposed within the bore of the transmissin input hollow shaft 52 is a pump drive shaft 56 which has a right-hand end splined to the sleeve member 24 and a left-hand end, though not shown, drivingly connected to an oil pump schematically shown at 58.
Located between the hub 48 and the inner portion o-f the forward cover part 18 is an annular thrust washer 60 which defines and annular fluid chamber 61 arouna the pump drive shaft 56.
The lockup clutch unit 14 is disposed within the converter cover 16 and comprises an annular clutch piston 62 which is axially slidably mounted by an inner axially extending flange 64 on the hub 48. The hub 48 is provided with an annular seal 65 for sealing the mating surfaces of the hub 48 and the flange 64. The clutch piston 62 is provided with a flat annular friction surface 66 which is adapted to engage frictionally the friction surface 68 formed on the inside of the forward cover part 18. The clutch pis~on 62 and the forward cover .' ~ ' l27~5 part 18 are adapted to define thcrcbetween a clutch chamber 70. I~hen the clutch piston 62 moves to the righ-t causing the frlction surface 66 to engage the S friction surface 68, the clutch chamber 70 :is 1uidly isolated from the remaining interior of the convert~r cover 16 and accordingly from the coverter working circui~. The clutch chamber 70 is communicated with the annular fluid chamber 61 through radial passages 74 defined by notches 75 formed in the front axial end portion of the hub 48.
The lockup clutch unit 14 further comprises an annular coupling member 76 which is secured by a suitable fastening means to the clutch piston 62 on the inside thereof.
The coupling member 76 has an axially extending flange formed with a castellated end portion 78 to which is splined an externally splined drive plate 80 of a torsional damper assembly 82. The torsional damper assembly 82 further includes a front driven plate 84, a rear driven plate 86 and a torsional damping spring 88. The rear driven member 86 has a radially outwardly extending portion which is secured to the turbi]le 42. lYith these arrangements, the torsional damper assembly 82 provides driving connection between the clutch piston 62 and the turbine 42 in torsional vibration damping manner while allowing the clutch piston 62 to move relative thereto.
The stationary sleeve shaft extension 32 has formed -ln its inner surface portion or bore portion in contact 1, .
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witl~ -the ou~er surEace of the bushing 53 a pair of a~ially extcnd~ g groovcs 90 and 92. 'I'he grooves 90 and 92 arc adapkcd to cooperatc Wit]l the bushing 53 to define a pair of f:luid passages 94 ancl ~J6 which are fluidly isolated from each other as seen :Erom ~ig. 3.
The fluid passage 9~ has one encl communicated with the interior or the working circuit of the torque converter 12 through a radial bore or passage 98 formed in the stationary sleeve shaft extension 32, a fluid chamber 100 located between the pilot sleeve shaft 28 and the stationary sleeve sha:Et extension 32, and an inlet passage 102 of the torque converter 12. The fluid passage 9 has the other end terminating in a 1uid passage 10 which is communicated with a source of Eluid under pressure 106 including the oil pump 58 and a pressure regulator valve 110. The fluid passage 96, on the other hand, has one end terminating in a fluid passage 112 which is defined by a notch 11~ Eormed in the bushing 53, the transmission input shaft ;~2 and the stationary sleeve shaft 32. The passage 112 is communicated with 'the interior of the torque converter 12 through an annular bore or passage 116 defined between the transmission input shaft 52 and the stationary sleeve shaft extension 32 and an outlet passage 11~ of the torque converter 12. The other end oE the ~luid passage 96 is terminated in a fluid passage ~20 which is communicated with an oil sump lOS
a considerable length so as to extend throughou-t -the ratio changïllg mechan:ism of the pol~er transmissioll to drivi.ngly in~ercoilnect the front conve-rter cover of the power transmission and the oil pump assem~ly. The trans-mission input shaft employed in this type power trans-mission for transmitting the output of the torque converter to the ratio changing mechanism is constructed as a hollow shaft surrounding the pump drive shaft and is also necessitated to be of a considerable length as is well known in the art.
The hydrokinetic torque converter assembly of the lockup clutch unit-equipped type for the foregoing transverse automatic power transmission requires the provision of three kinds of fluid circuits including a converter fluid supply circui~, a converter fluid return circuit and a lockup control cir~cu,it. The converter o ~ .i c~ecC
fluid supply circuit is ~ } for supplying the converter working fluid :Erom the source of fluid under pressure to the working circuit in the torque converter, I
and the converter fluid return circuit is provided for .
discharging the converter working fluid from the working circuit in the torque converter to the oil sump through the relief valve. The lockup control circuit is provided for alte~aclvely actua~ing the lockup clutch unlt into a , 7~5 lockup-applied condition or a lockup-released condition. The converter fluid supply circuit, the converter fluid return circuit and the lockup control cirauit respectively includes a converter flu:id supply passage, a converter fluid return passage and a loc~up control passage which are necessary to be arranged between the concentrically disposed shafts o the torquè converter.
Now, according to the broad concept o~ the present invention, there is provided and claimed herein a hydrokinetic torque converter assembly o the lockup clutch unit-equipped type comprisi.ng: a rotatable converter cover, an impeller drivingly connected to said converter cover, a turbine and a stator operatively associated with said impeller to define a converter working circuit, a pump drive shaft drivingly con-nected to said converter cover, a stationary sleeve shaft extension carrying thereon said stator and concentrically dis-posed about said pump drive shaft, an aperture free hollow transmission input shaft drivingly connected to said turbine and concentrically disposed between said pump drive shaft and said stationary sleeve shaft extension, a pilot sleeve shaft integrally connected to said converter cover and rotatably carried by said stationary sleeve shaft extension, said pilot sleeve shaft being concentrically disposed about said stationary sleeve shaft extension, a lockup clutch unit within said converter cover including a clutch piston which is cooperative with said converter cover to define therebetween a clutch chamber, said clutch piston being drivingly connected to said turbine and movable toward and away from said converter cover to engage and disengage said converter cover in response to the 30. fluid pressure in said clutch chamber, ~ he~ ~e~ffle~*~
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means ~efining a lockup control Eluid passage between said pump drive shaft and said transmissi.on input shaft, said lockup control fluid passage communica-ting with said clutch chamber;
means defining a first conver-ter Eluid passaye located between said transmission inpu-t shaEt and said pilot sleeve, said first converter fluid passage communicating wlth said converter working circui-t; and means defining a second converter ~luid passage between said transmission input shaft and said stationary sleeve shaft extension, said second converter.fluid passage communicating with said converter working circuit~ -These and o-ther objects and advantages of the present invention will become more apparent from the following des-cription of preferred embodiments in conjunction with the accompanying drawings, in which: ~
Fig. 1 is a fragmentary sectional view of a torque converter assembly having a lockup clutch unit which the present invention is concerned with;
~0 Fig. 2 shows, partly in a fragmentary sectional manner and partly in a schematic manner,-a preferred embodiment of a torque converter assembly having a lockup circuit unit according to the present invention;
Fig. 3 is a cross-sectional view taken generally along the line A-A of Fig. 2; and Fig. 4 shows another preferred embodiment of a torque converter assembly having a lockup unit according to the present invention.
Referring to Fig. 1 a hydrokinetic torque converter assembly of the foregoing type will be explalned.
Reference numeral a indicates a pump drive shaft for driving an oil pump assembly, which i.s drivingly connected to i ~127~4~
a conver-ter cover b driven by an engine. A transmission input shaft c surrounds the pump drive shaft a interposing there-between a bushin~ d. The transmiss:ion input shaft c is drivingly connected to a turbine e and is journaled by means of a bushing ~ in the bore of a stationary sleeve shaEt extension E
of a cover member. The stationary sleeve shaft ex-tension carries thereon a stator h by way of a one-way^clutch assembly 1 and also carries thereon by way of a bushing i a pilot sleeve shaft 1 integrally connected to an impeller k. ~ lockup clutch unit is disposed in the converter cove~ b and includes a clutch piston m engageable with the converter cover b to rotate together therewith and a torsional damper assembly n inter-connecting the clutch pis-ton _ and the turbine k.
Of the aforemen-tioned three fluid passages, the lockup control fluid passage is deEined by means of a central opening o formed in the pump drive shaft a, and the converter fluid supply passage is defined by means of an annular space ~
between the transmission input shaft c and the statlonary sleeve shaft extension f and a radial borè ~ formed in the stationary sleeve shaft extension f. The converter fluid re-turn passage is defined by means of an annular space s between the pump drive shaft a and the transmission input shaft c and a radial bore r formed in the transmission input shaft c.
The torque converter assembly thus constructed and arranged encounters a drawback that the pump drive shaft a is inferior not only in mechanical str~ngth but also in rnanu-facturing cost since the central opening o is formed in the shafts a of a small cross-section relative to its length. The prior art converter assembly is further undesirable in that the radial bore r is formed in the transrnission input shaft c for transmitting a driving power, which ine~itably deteriorates the mechanical strength of the transmission input shaft c.
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LZ7~4S
It is acaordingly an obje.ct of.,the present inven-tion to provide,a hydrokinetic. tor~ue con~erter.assembly of the lockup clutch unit~equipped type which is, improved to be free from the foregoing drawbacks in -the prior art torque converter assembly of the described type.
It is a further obje.ct of the present invention to provide a hydrokinetic torque converte~ assembly o~ the lockup , clutch unit-equipped type in which the 'foregoing three fluid passages are constructed and arranged between the foregoing '' 10. four concentrically disposed shafts without requiring the pro -vision of a centra,l opening in:a pump drivP shaft and a radial bore in a tr.ansmission input shaft. ' .... . .
~127t3g~i Rcferring now -to Figs. 2 and 3 inclusive, the referellce nu]neral 10 generally indicates a hydrokinetic torque converter assembly of the lockup clutcll unit-equipped -type for a transverse aLItomatic power trans-mission. Th~t is, thc hydrokinetic torque converter assembly 10 comprises a hydrokinetic torc~ue converter 12 and a lockup clutch unit 14 and is adapted for alternatively transmi~ting power through the converter or directly through the clutch and thereby by-passing the converter. The torque converter I2 has a rotatable converter cover 16 comprising a forward cover part 18 and a rearward cover part 20 which are joined together by welding 22. The forward cover part 18 has attached there-to by welding a sleeve member 24 which has a center axis aligned with the axis of rotation of the converter cover 16. The sleeve member 24 is received within an opening formed in an adjacent end of a crank-shaft(not shown) of an internal combustion engine such that the axis of rotation of the converter cover 16 is aligned with the axis of rotation oE the cranksha:Et. The crankshaft is drivingly connected to the forward cover part 18 by means of a drive plate(not shown) SUC]l that the driving power from the crankshaft is transmitted to the converter cover 16 by l~ay of the drive plate. The rearward cover part 20 is formed with a ge3lerally toroidal form and its hub 26 is welded to a pilot sleeve shaft 28 having . ' ~;27Q~5 a l.-shaped section. Ihe sleevc shaft 28 is journaled by means of a bushing 30 upon a s~atlonary sleeve shaft extension 32 of a front cover member 34 which is detach-ably secured by bolts to a converter housing ~no~ shown~suitable fluid seal 36 is situated between the pilot sleeve shaft 28 and a surrounding adapter member 38 secured to the ~ront cover member 34.
The torque converter 12 comprises an impeller 40, a turbine 42 and a -stator 44 which are operatively associated to one another to define a converter working circuit as is well known in the art. The impeller 40 is attached by welding or otherwise secured to the rearward cover part 20, and the turbine 42 is riveted or otherwise secured to a flange portion 46 of a hub 4~.
The hub 48 is formed with a central splined opening 50 within which is splined a transmission input sha~t 52 having a center axis alignee with the axis of rotation of the converter cover 16. The transmission input shaft 52 is supported by means of a bushing 53 upon the stationary sleeve shaft extension 32. Though not shown, the transmission input shaft 52 is drivingly connectecl to a ratio changing mechanism, for instance, sevo-controlled planetary gearing of a character that affords various ~or~ard and reverse drive ranges of operation. The stator 44 is mounted by means of a one-way clutch assembly 54 upon the stationary sleeve shaft extension 32 and is permitted ~Z7~45 to rotate about the cen-tre axis of the transmission input shaFt 52 in the same direction as the direction of the impeller 40 and accordingly the direction of rotation of and engin~ crankshaft. Though not shown, each o~
the impeller 40, the tur~ine 42 and the stator has a number oE blades or vanes arranged and inclined in symmetry about the centre axis of the transmission input shaft 52. Concentrically disposed within the bore of the transmissin input hollow shaft 52 is a pump drive shaft 56 which has a right-hand end splined to the sleeve member 24 and a left-hand end, though not shown, drivingly connected to an oil pump schematically shown at 58.
Located between the hub 48 and the inner portion o-f the forward cover part 18 is an annular thrust washer 60 which defines and annular fluid chamber 61 arouna the pump drive shaft 56.
The lockup clutch unit 14 is disposed within the converter cover 16 and comprises an annular clutch piston 62 which is axially slidably mounted by an inner axially extending flange 64 on the hub 48. The hub 48 is provided with an annular seal 65 for sealing the mating surfaces of the hub 48 and the flange 64. The clutch piston 62 is provided with a flat annular friction surface 66 which is adapted to engage frictionally the friction surface 68 formed on the inside of the forward cover part 18. The clutch pis~on 62 and the forward cover .' ~ ' l27~5 part 18 are adapted to define thcrcbetween a clutch chamber 70. I~hen the clutch piston 62 moves to the righ-t causing the frlction surface 66 to engage the S friction surface 68, the clutch chamber 70 :is 1uidly isolated from the remaining interior of the convert~r cover 16 and accordingly from the coverter working circui~. The clutch chamber 70 is communicated with the annular fluid chamber 61 through radial passages 74 defined by notches 75 formed in the front axial end portion of the hub 48.
The lockup clutch unit 14 further comprises an annular coupling member 76 which is secured by a suitable fastening means to the clutch piston 62 on the inside thereof.
The coupling member 76 has an axially extending flange formed with a castellated end portion 78 to which is splined an externally splined drive plate 80 of a torsional damper assembly 82. The torsional damper assembly 82 further includes a front driven plate 84, a rear driven plate 86 and a torsional damping spring 88. The rear driven member 86 has a radially outwardly extending portion which is secured to the turbi]le 42. lYith these arrangements, the torsional damper assembly 82 provides driving connection between the clutch piston 62 and the turbine 42 in torsional vibration damping manner while allowing the clutch piston 62 to move relative thereto.
The stationary sleeve shaft extension 32 has formed -ln its inner surface portion or bore portion in contact 1, .
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witl~ -the ou~er surEace of the bushing 53 a pair of a~ially extcnd~ g groovcs 90 and 92. 'I'he grooves 90 and 92 arc adapkcd to cooperatc Wit]l the bushing 53 to define a pair of f:luid passages 94 ancl ~J6 which are fluidly isolated from each other as seen :Erom ~ig. 3.
The fluid passage 9~ has one encl communicated with the interior or the working circuit of the torque converter 12 through a radial bore or passage 98 formed in the stationary sleeve shaft extension 32, a fluid chamber 100 located between the pilot sleeve shaft 28 and the stationary sleeve sha:Et extension 32, and an inlet passage 102 of the torque converter 12. The fluid passage 9 has the other end terminating in a 1uid passage 10 which is communicated with a source of Eluid under pressure 106 including the oil pump 58 and a pressure regulator valve 110. The fluid passage 96, on the other hand, has one end terminating in a fluid passage 112 which is defined by a notch 11~ Eormed in the bushing 53, the transmission input shaft ;~2 and the stationary sleeve shaft 32. The passage 112 is communicated with 'the interior of the torque converter 12 through an annular bore or passage 116 defined between the transmission input shaft 52 and the stationary sleeve shaft extension 32 and an outlet passage 11~ of the torque converter 12. The other end oE the ~luid passage 96 is terminated in a fluid passage ~20 which is communicated with an oil sump lOS
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througll a rel.ieF valve 122~ an oil cooler 12~ and lubricating pOilltS 126.
~s described hereinbefore, the clutch chamber 70 :is commurlica-ted l~ith -the :fluicl chamber 61 through thc radial passages 74. The fluid chamber 61 is corllmurl.icated ~vith an annulcLr passage 128 which is de:~ined between the purnp drive shaft 56 and the transmission input shaft 52.
The annular passage 128 is in turn communicated with a lockup control valve unit 130 through a conduit 132.
The lockup control valve unit 130 functions to alternative-ly connect the conduit 132 to a pressure conduit 134 leading to the source of fluid under pressure 106 or to a drain conduit 136 leading to the oil sump 108. The pressure regulator valve 110 receives the fluid und~r pressure pumped from the pump 58 through the line 138 and Functions to regulate the line pressure supplied to a transmission control system supply line 140. The pressure regulator valve also deliveres fluid under pressure to the ~luid passage 104 and the pressure conduit 134.
The hydrokinetic torque converter assembly with a lockup clutch unit according to this invention thus constructed and arranged operates as follows:
The driving power from a crankshaft of an engine (not shown) is transmitted to the impeller 40 by way of the converter cover 16. The impeller 40 is thus kept rotating_~hen the engine is in opera~ion. The oil pump 11;~7(~
58 is also kept driven by means of the pump drive sllaf~. 56 ~hen the eng:ine is in operation.
~ en ~he vehicle, on which the torque convcrter assembly 10 is assumed to be mounted, is in the condl-tions unsuita~le :~OI` lockup of the converter such as stall and accelerating conditions or lol~ speed high load condit:ions, the lockup control valve unit 130 is conditioned to communicate the conduit 132 to ~he pressure regulator valve 110 through the conduit 134. The fluid under pressure from the pressure reguiator valve 110 is thus conducted through the conduit 134, the lockup control valve, the conduit 132, the annular passage 128, the annular chamber 61 and the radial passages 74, and then supplied into the clutch chamber 70.
The fluid under pressure ~rom the pressure regulator valve 110, on the other hand, is conducted through the conduit 104, the axial passage 94, the radial passage 9~, the fluid chamber 100 and the inlet passage 102, and then charged in the working circuit of the torque converter 12. The fluid discharge from the converter working circuit is delivered through the outlet passage 118, the annular passage 116, the passage 112, the axial passage 96 and the passage 120, and then supplied to the relie~ valve 122.
The relief valve 122 functions to malntain the charging pressure in the converter working circuit at a pre-determin~d value. The fluid passed by the relief valve 12Z then flows into the oil sump 108 by way of the oil cooler 124 and the lubricating points 126.
l~rhen the lockuy control valv~ unit 130 is condi-tioned to effect the fluid circulation as above, theforce of the fluid pressure acting on one axial side of the clutch piston 6~ counterbalances the ~orce of the fluid pressure acting on the o~her axial side.
The results in the lockup-released condition of the lockup clutch unit 14 with the friction surfaces 66 and 68 being disengaged.
In this lockup-released condition, the hydrokinetic torque converter assembly 10 establishes a hydrokinetic torque delivery path between the engine crankshaft and the transmission input shaft 52 and the charging pressure in the converter working circuit is maintained at a predetermined value. That is, the driving power produced by the engine is transmitted from the engine crankshaft to the impeller 40 through the converter cover 16. The driving power is then transmitted from the impeller 4~
to the transmission input shaft 52 through the turbine 42 with a torque multiplied by means of the stator 44 at a ratio which is variable with the revolution speed of the engine crankshaft, as is well known in the art.
The transmission input shaft 52 then transmits the driving power to a ratio changing mechanism (not shown) of a pow~r transmission.
.
:
~2~Q~S
I~'hell the vehicle is in the conditlons suitable for the lockup oF the tor~lue converter 12, for example the conditions in ~hich a top gear is produce~l in the tran~-mlssion and the vehicle speed is hi~her than a precl~termined level, the lockup control valve unit 130 connects the fluicl conctuit 132 to the drain conduit 136 leading to the oil sump 108 'rhe fluid pressure in the clutch chamber 70, which is substantially the same as the fluid pressure in the converter ~orking circuit, is relieved through the radial passages 74, the annular chamber 61, the annular passage 128, the conduit 132 and the lockup control valve unit 130 The clutch piston 62 is thus subject to the force, which is caused by the pressure difference across the piston 62, effective to urge the piston to move to the right as viewed in the drawing.
The clutch piston 62 moves to the right causing the friction surfaces 66 and 68 to engage each other. The lockup cIutch piston 62 rotates integrally with the converter cover 16 and therefore the impeller 40.
The driving force thus directly transfered to the lockup clutch piston 62 from the converter cover 16 is then mechanically transfered to the turbine 42 by way of the torsional damper assembly 82. The torsional damper assembly 82 functions to damp and absorb the shocks and vibrations l~hich take place at the initial stage of the application of the lockup clutch 14 :l~Z~L5 ~n the lockup-applied condition as above, the hydrokinetic torque converter assembly 10 establishes a mechanical torque deli~ery path by-passing the torque converter 12. That is, the impeller 40 is connected in direc-t-drive relationship to the turbine 4Z through the con-verter housing 16 and the torsional damper asscmbly 82.
Referring to Fig. 4, a second embodiment of a hydrokinetic torque converter asse~bly of this inven-tion is explained. In the second embodiment of Fig.4, like parts to the first embodiment of Figs. 2 and 3 will be given same reference numerals and will not be described again to avoid useless repetition.
In the second embodiment, the bushing 53, the axially extending grooves 90 and 92 and the radial passaga 98 o~ Figs. 2 and 3 have been replaced by a pair of bushings 142 and 144 disposed between the -transmission input shaft and the stationary sleeve shaft extension.
The pair of bushings 142 and 144 are axially spaced from each other to define therebetween the axial encls of an annular passage 146. The forward bushing 142 is formed with a slit 148 axially extended throughout the length thereof to define an axially extending passage 150.
The passage 150 and the annular passage 146 constitute a portion of the converter fluid return circuit for conducting the fluid discharged from the torque converter 12 to t~e~reservoir 108. The second embodiment of Fig. 4 !
.-'' ~z~
is fur-t}ler d:ist:inct from t.hc first embodiment of Figs. 2 and 3 in that thc pilot slecvc shaft 28 is received ~ thirl a bore 151 by :interposing ~ bushing 152 betl~een the bore 151 ancl the outer surfac~ o~ the pilot sleeve shaft 28. 'E'he bore 151 is formed in an annular e~tension 154 projected from the cover member 3~ and is concentrically disposed about the stationary sleeve shaft extension 32. Between the pilot slesve shaft 28 and the stationary sleeve shaft 32 is defined an annular space 156 which provides communication between the inlet passage 102 of the torque converter 12 and the conduit 104. The second embodiment of the hydrokinetic torque converter assembly 10 provided with the above modifications produces exactly the same effects as the first embodiment of Fig. 1 and 2.
From the description thus far made, it is to be noted tha-t the hydrokinetic torque conveTter assembly of the lockup clutch unit-equipped type according to the present invention features that is it const~ucted and arranged (1) to utilize the space between the stationary sleeve shaft extension 32 and the transmission input shaft 52 as the converter -fluid return passage 1:14 and 116 or as the converter fluid return passage 146 and iso constit.lting a portion of a converter fluid return circuit for delivering the fluid discharged from the torque converter 12 to the oil sum~d 08, ~2) to form, between the s~tionary sleeve shaft e~tensioTI 32 and the bush:ing 53 received therewith or bet~een the stcLtiorlary sleeve sha:~t extension 32 and the pilot sleeve 28, a converter fluicl supply passage 9~ or 15G wllich constitu-tes a portion of a converter fluid supply circuit for supplying the fluid uncler pressure from the source ln6 to the converter ~vorking circuit, and (3) to ut:ilize the space between the pump drive shaft 56 and the transmission input shaft 52 only as the lockup control passage 128 constituting a portion of a lockup control circuit for alternatively actuating the lockup clutch unit 14 into a lockup-applied condition or a lockup-released condition.
It is to be further noted that the hydrokinetic torque converter assembly of this invention also ~eatures that a pair of fluidly isolated a~ial passages 94 and 96 are defined between the bushing 53 and the bore oE the stationary sleeve shaft e~tension 32 and respectively utilized as fluid supply passage and a flu;d return passage.
From the foregoing, it is now to be understood that the hydrokinetic torque converter assembly o~ the lockup clu-tch unit-equipped type accordin~ to the present invention is constructed and arranged to ma~e it possible to have a solid pump drive sha-ft 56 without any fluid passage formed therein and a transmission input shaft 52 withou~ any radial fluid passage formed therein.
~, The translTIission input sha~t 52 and the purnp drive sha~t 56 l~hic}l arc supcrior not only in mechanical strength but also manufactuling cost, are thus available according to be present inven-tion.
througll a rel.ieF valve 122~ an oil cooler 12~ and lubricating pOilltS 126.
~s described hereinbefore, the clutch chamber 70 :is commurlica-ted l~ith -the :fluicl chamber 61 through thc radial passages 74. The fluid chamber 61 is corllmurl.icated ~vith an annulcLr passage 128 which is de:~ined between the purnp drive shaft 56 and the transmission input shaft 52.
The annular passage 128 is in turn communicated with a lockup control valve unit 130 through a conduit 132.
The lockup control valve unit 130 functions to alternative-ly connect the conduit 132 to a pressure conduit 134 leading to the source of fluid under pressure 106 or to a drain conduit 136 leading to the oil sump 108. The pressure regulator valve 110 receives the fluid und~r pressure pumped from the pump 58 through the line 138 and Functions to regulate the line pressure supplied to a transmission control system supply line 140. The pressure regulator valve also deliveres fluid under pressure to the ~luid passage 104 and the pressure conduit 134.
The hydrokinetic torque converter assembly with a lockup clutch unit according to this invention thus constructed and arranged operates as follows:
The driving power from a crankshaft of an engine (not shown) is transmitted to the impeller 40 by way of the converter cover 16. The impeller 40 is thus kept rotating_~hen the engine is in opera~ion. The oil pump 11;~7(~
58 is also kept driven by means of the pump drive sllaf~. 56 ~hen the eng:ine is in operation.
~ en ~he vehicle, on which the torque convcrter assembly 10 is assumed to be mounted, is in the condl-tions unsuita~le :~OI` lockup of the converter such as stall and accelerating conditions or lol~ speed high load condit:ions, the lockup control valve unit 130 is conditioned to communicate the conduit 132 to ~he pressure regulator valve 110 through the conduit 134. The fluid under pressure from the pressure reguiator valve 110 is thus conducted through the conduit 134, the lockup control valve, the conduit 132, the annular passage 128, the annular chamber 61 and the radial passages 74, and then supplied into the clutch chamber 70.
The fluid under pressure ~rom the pressure regulator valve 110, on the other hand, is conducted through the conduit 104, the axial passage 94, the radial passage 9~, the fluid chamber 100 and the inlet passage 102, and then charged in the working circuit of the torque converter 12. The fluid discharge from the converter working circuit is delivered through the outlet passage 118, the annular passage 116, the passage 112, the axial passage 96 and the passage 120, and then supplied to the relie~ valve 122.
The relief valve 122 functions to malntain the charging pressure in the converter working circuit at a pre-determin~d value. The fluid passed by the relief valve 12Z then flows into the oil sump 108 by way of the oil cooler 124 and the lubricating points 126.
l~rhen the lockuy control valv~ unit 130 is condi-tioned to effect the fluid circulation as above, theforce of the fluid pressure acting on one axial side of the clutch piston 6~ counterbalances the ~orce of the fluid pressure acting on the o~her axial side.
The results in the lockup-released condition of the lockup clutch unit 14 with the friction surfaces 66 and 68 being disengaged.
In this lockup-released condition, the hydrokinetic torque converter assembly 10 establishes a hydrokinetic torque delivery path between the engine crankshaft and the transmission input shaft 52 and the charging pressure in the converter working circuit is maintained at a predetermined value. That is, the driving power produced by the engine is transmitted from the engine crankshaft to the impeller 40 through the converter cover 16. The driving power is then transmitted from the impeller 4~
to the transmission input shaft 52 through the turbine 42 with a torque multiplied by means of the stator 44 at a ratio which is variable with the revolution speed of the engine crankshaft, as is well known in the art.
The transmission input shaft 52 then transmits the driving power to a ratio changing mechanism (not shown) of a pow~r transmission.
.
:
~2~Q~S
I~'hell the vehicle is in the conditlons suitable for the lockup oF the tor~lue converter 12, for example the conditions in ~hich a top gear is produce~l in the tran~-mlssion and the vehicle speed is hi~her than a precl~termined level, the lockup control valve unit 130 connects the fluicl conctuit 132 to the drain conduit 136 leading to the oil sump 108 'rhe fluid pressure in the clutch chamber 70, which is substantially the same as the fluid pressure in the converter ~orking circuit, is relieved through the radial passages 74, the annular chamber 61, the annular passage 128, the conduit 132 and the lockup control valve unit 130 The clutch piston 62 is thus subject to the force, which is caused by the pressure difference across the piston 62, effective to urge the piston to move to the right as viewed in the drawing.
The clutch piston 62 moves to the right causing the friction surfaces 66 and 68 to engage each other. The lockup cIutch piston 62 rotates integrally with the converter cover 16 and therefore the impeller 40.
The driving force thus directly transfered to the lockup clutch piston 62 from the converter cover 16 is then mechanically transfered to the turbine 42 by way of the torsional damper assembly 82. The torsional damper assembly 82 functions to damp and absorb the shocks and vibrations l~hich take place at the initial stage of the application of the lockup clutch 14 :l~Z~L5 ~n the lockup-applied condition as above, the hydrokinetic torque converter assembly 10 establishes a mechanical torque deli~ery path by-passing the torque converter 12. That is, the impeller 40 is connected in direc-t-drive relationship to the turbine 4Z through the con-verter housing 16 and the torsional damper asscmbly 82.
Referring to Fig. 4, a second embodiment of a hydrokinetic torque converter asse~bly of this inven-tion is explained. In the second embodiment of Fig.4, like parts to the first embodiment of Figs. 2 and 3 will be given same reference numerals and will not be described again to avoid useless repetition.
In the second embodiment, the bushing 53, the axially extending grooves 90 and 92 and the radial passaga 98 o~ Figs. 2 and 3 have been replaced by a pair of bushings 142 and 144 disposed between the -transmission input shaft and the stationary sleeve shaft extension.
The pair of bushings 142 and 144 are axially spaced from each other to define therebetween the axial encls of an annular passage 146. The forward bushing 142 is formed with a slit 148 axially extended throughout the length thereof to define an axially extending passage 150.
The passage 150 and the annular passage 146 constitute a portion of the converter fluid return circuit for conducting the fluid discharged from the torque converter 12 to t~e~reservoir 108. The second embodiment of Fig. 4 !
.-'' ~z~
is fur-t}ler d:ist:inct from t.hc first embodiment of Figs. 2 and 3 in that thc pilot slecvc shaft 28 is received ~ thirl a bore 151 by :interposing ~ bushing 152 betl~een the bore 151 ancl the outer surfac~ o~ the pilot sleeve shaft 28. 'E'he bore 151 is formed in an annular e~tension 154 projected from the cover member 3~ and is concentrically disposed about the stationary sleeve shaft extension 32. Between the pilot slesve shaft 28 and the stationary sleeve shaft 32 is defined an annular space 156 which provides communication between the inlet passage 102 of the torque converter 12 and the conduit 104. The second embodiment of the hydrokinetic torque converter assembly 10 provided with the above modifications produces exactly the same effects as the first embodiment of Fig. 1 and 2.
From the description thus far made, it is to be noted tha-t the hydrokinetic torque conveTter assembly of the lockup clutch unit-equipped type according to the present invention features that is it const~ucted and arranged (1) to utilize the space between the stationary sleeve shaft extension 32 and the transmission input shaft 52 as the converter -fluid return passage 1:14 and 116 or as the converter fluid return passage 146 and iso constit.lting a portion of a converter fluid return circuit for delivering the fluid discharged from the torque converter 12 to the oil sum~d 08, ~2) to form, between the s~tionary sleeve shaft e~tensioTI 32 and the bush:ing 53 received therewith or bet~een the stcLtiorlary sleeve sha:~t extension 32 and the pilot sleeve 28, a converter fluicl supply passage 9~ or 15G wllich constitu-tes a portion of a converter fluid supply circuit for supplying the fluid uncler pressure from the source ln6 to the converter ~vorking circuit, and (3) to ut:ilize the space between the pump drive shaft 56 and the transmission input shaft 52 only as the lockup control passage 128 constituting a portion of a lockup control circuit for alternatively actuating the lockup clutch unit 14 into a lockup-applied condition or a lockup-released condition.
It is to be further noted that the hydrokinetic torque converter assembly of this invention also ~eatures that a pair of fluidly isolated a~ial passages 94 and 96 are defined between the bushing 53 and the bore oE the stationary sleeve shaft e~tension 32 and respectively utilized as fluid supply passage and a flu;d return passage.
From the foregoing, it is now to be understood that the hydrokinetic torque converter assembly o~ the lockup clu-tch unit-equipped type accordin~ to the present invention is constructed and arranged to ma~e it possible to have a solid pump drive sha-ft 56 without any fluid passage formed therein and a transmission input shaft 52 withou~ any radial fluid passage formed therein.
~, The translTIission input sha~t 52 and the purnp drive sha~t 56 l~hic}l arc supcrior not only in mechanical strength but also manufactuling cost, are thus available according to be present inven-tion.
Claims (12)
1. A hydrokinetics torque converter assembly of the lock-up clutch unit-equipped type comprising: a rotatable con-verter cover, an impeller drivingly connected to said converter cover, a turbine and a stator operatively associated with said impeller to define a converter working circuit, a pump drive shaft drivingly connected to said converter cover, a stationary sleeve shaft extension carrying thereon said stator and con-centrically disposed about said pump drive shaft, an aperture free hollow transmission input shaft drivingly connected to said turbine and concentrically disposed between said pump drive shaft and said stationary sleeve shaft extension, a pilot sleeve shaft integrally connected to said converter cover and rotatably carried by said stationary sleeve shaft extension, said pilot sleeve shaft being concentrically disposed about said stationary sleeve shaft extension, a lockup clutch unit within said con-verter cover including a clutch piston which is cooperative with said converter cover to define therebetween a clutch chamber, said clutch piston being drivingly connected to said turbine and movable toward and away from said converter cover to engage and disengage said converter cover in response to the fluid pres-sure in said clutch chamber, wherein the improvement comprises:
means defining a lockup control fluid passage between said pump drive shaft and said transmission input shaft, said lockup control fluid passage communicating with said clutch chamber;
means defining a first converter fluid passage located between said transmission input shaft and said pilot sleeve, said first converter fluid passage communicating with said converter working circuit; and means defining a second converter fluid passage between said transmission input shaft and said stationary sleeve shaft extension, said second converter fluid passage com-municating with said converter working circuit.
means defining a lockup control fluid passage between said pump drive shaft and said transmission input shaft, said lockup control fluid passage communicating with said clutch chamber;
means defining a first converter fluid passage located between said transmission input shaft and said pilot sleeve, said first converter fluid passage communicating with said converter working circuit; and means defining a second converter fluid passage between said transmission input shaft and said stationary sleeve shaft extension, said second converter fluid passage com-municating with said converter working circuit.
2. A hydrokinetic torque converter assembly as claimed in claim 1, in which said lockup control fluid passage defining means comprise the outer peripheral surface of said pump drive shaft and the bore of said transmission input shaft.
3. A hydrokinetic torque converter assembly as claimed in claim 1, in which said first converter fluid passage defining means comprise a bushing disposed between said trans-mission input shaft and said stationary sleeve shaft extension, and an axially extending groove formed in a bore portion of said stationary sleeve shaft extension in contact with said bushing wherein said first converter fluid passage comprises an axially extending supply passage portion defined by the outer peripheral surface of said bushing and said axially extending groove.
4. A hydrokinetic torque converter assembly as claimed in claim 3, in which said converter first fluid passage defining means further comprises a radial bore formed in said stationary sleeve shaft extension wherein said converter fluid supply passage further comprises a radial supply passage portion defined by said radial bore.
5. A hydrokinetic torque converter assembly as claimed in claim 1, in which said second converter fluid passage defining means comprise the outer peripheral surface of said transmission input shaft and the bore of said stationary sleeve shaft wherein said second converter fluid passage com-prises an annular return passage portion defined by the outer peripheral surface of said transmission input shaft and the bore of said stationary sleeve shaft extension.
6. A hydrokinetic torque converter assembly as claimed in claim 5, in which said second converter fluid passage defining means further comprise a bushing disposed between said transmission input shaft and said stationary sleeve shaft extension and an axially extending groove formed in a bore portion of said stationary sleeve shaft extension in contact with said bushing wherein said second converter fluid passage further comprises an axially extending return passage portion defined by the outer peripheral surface of said bushing and said axially extending groove.
7. A hydrokinetic torque converter assembly as claimed in claim 6, in which said bushing formed with a notch which defines a passage providing communication between said annular return passage portion and said axially extending return passage portion.
8. A hydrokinetic torque converter assembly as claimed in claim 1, in which said first converter fluid passage defining means comprise the outer peripheral surface of said stationary sleeve shaft extension and the bore of said pilot sleeve shaft wherein said first converter fluid passage comprises an annular supply passage portion defined by the outer peripheral surface of said stationary sleeve shaft extension and the bore of said pilot sleeve shaft.
9. A hydrokinetic torque converter assembly as claimed in claim 5, in which said second converter fluid passage defining means further comprise a pair of bushings disposed between said transmission input shaft and said stationary sleeve shaft extension, said bushings being axially spaced from each other to define the axial ends of said annular return passage portion, one of said bushings being formed with a slit axially extending throughout the length thereof wherein said second converter fluid return passage further comprises a return passage portion defined by said slit,
10. A hydrokinetic torque converter assembly in claim 1, in which one of said first and second converter fluid passages is adapted to supply fluid under pressure into said converter working circuit, and the other of said first and second converter fluid passages is adapted to discharge the fluid from said converter working circuit.
11. A hydrokinetic torque converter assembly as claimed in claim 1, in which one of said first and second converter fluid passage is adapted to supply fluid under pressure into said converter working circuit, and the other of said first and second converter fluid passages is adapted to discharge the fluid from said converter working circuit.
12. A hydrokinetic torque converter assembly of the lock-up clutch unit-equipped type including a rotatable con-verter cover, comprising:
an impeller cover drivingly connected to said con-verter cover;
a turbine and a stator operatively associated with said impeller to define a converter working circuit;
a pump drive shaft drivingly connected to said converter cover;
a stationary sleeve shaft extension carrying thereon said stator and concentrically disposed about said pump drive shaft;
an aperture free hollow transmission input shaft drivingly connected to said turbine and concentrically disposed between said pump drive shaft and said stationary sleeve shaft extension;
a pilot sleeve shaft integrally connected to said converter cover and rotatably carried by said stationary sleeve shaft extension, said pilot sleeve shaft being concentrically disposed about said stationary sleeve shaft extension;
a lockup clutch unit including a clutch piston which is cooperative with said converter cover to define therebetween a clutch chamber, said clutch piston being drivingly connected to said turbine and movable toward and away from said converter cover to engage and disengage said converter cover in response to the fluid pressure in said clutch chamber;
said stationary sleeve shaft extension and said hollow transmission input shaft defining therebetween a first annular passage, said hollow transmission input shaft and said pump drive shaft defining therebetween a second annular passage which fluidly communicates with said clutch chamber;
means defining a first elongate groove in the inner surface of said stationary sleeve shaft extension;
means defining a second elongate groove in the inner surface of said stationary sleeve shaft extension;
a bush disposed in said stationary sleeve shaft extension which closes said first and second elongate grooves to form first and second chambers, said first chamber defining part of a first passage structure which communicates with the interior of torque converter; and means defining a notch in said bush for communicating said second chamber with said first annular passage, said second chamber and said first annular passage defining part of a second passage structure which communicates with the interior of said torque converter.
an impeller cover drivingly connected to said con-verter cover;
a turbine and a stator operatively associated with said impeller to define a converter working circuit;
a pump drive shaft drivingly connected to said converter cover;
a stationary sleeve shaft extension carrying thereon said stator and concentrically disposed about said pump drive shaft;
an aperture free hollow transmission input shaft drivingly connected to said turbine and concentrically disposed between said pump drive shaft and said stationary sleeve shaft extension;
a pilot sleeve shaft integrally connected to said converter cover and rotatably carried by said stationary sleeve shaft extension, said pilot sleeve shaft being concentrically disposed about said stationary sleeve shaft extension;
a lockup clutch unit including a clutch piston which is cooperative with said converter cover to define therebetween a clutch chamber, said clutch piston being drivingly connected to said turbine and movable toward and away from said converter cover to engage and disengage said converter cover in response to the fluid pressure in said clutch chamber;
said stationary sleeve shaft extension and said hollow transmission input shaft defining therebetween a first annular passage, said hollow transmission input shaft and said pump drive shaft defining therebetween a second annular passage which fluidly communicates with said clutch chamber;
means defining a first elongate groove in the inner surface of said stationary sleeve shaft extension;
means defining a second elongate groove in the inner surface of said stationary sleeve shaft extension;
a bush disposed in said stationary sleeve shaft extension which closes said first and second elongate grooves to form first and second chambers, said first chamber defining part of a first passage structure which communicates with the interior of torque converter; and means defining a notch in said bush for communicating said second chamber with said first annular passage, said second chamber and said first annular passage defining part of a second passage structure which communicates with the interior of said torque converter.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP53112645A JPS5934905B2 (en) | 1978-09-13 | 1978-09-13 | Torque converter with lockup device |
| JP112645/1978 | 1978-09-13 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1127045A true CA1127045A (en) | 1982-07-06 |
Family
ID=14591908
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA332,564A Expired CA1127045A (en) | 1978-09-13 | 1979-07-25 | Torque converter with lockup clutch unit |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US4382496A (en) |
| JP (1) | JPS5934905B2 (en) |
| AU (1) | AU524957B2 (en) |
| CA (1) | CA1127045A (en) |
| DE (1) | DE2923982A1 (en) |
| FR (1) | FR2436284A1 (en) |
| GB (1) | GB2031560B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109715983A (en) * | 2016-08-31 | 2019-05-03 | 爱信艾达工业株式会社 | Starting device and its manufacturing method |
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| EP0045962B1 (en) * | 1980-08-11 | 1987-12-02 | Nissan Motor Co., Ltd. | Control system for automatic transmission for automotive vehicle |
| JPS5973662A (en) * | 1982-10-20 | 1984-04-25 | Daikin Mfg Co Ltd | Direct coupled clutch for torque converter |
| JPS6084464A (en) * | 1983-10-14 | 1985-05-13 | Nissan Motor Co Ltd | Hydraulic control unit for automatic transmission |
| US4842110A (en) * | 1986-12-08 | 1989-06-27 | Ncr Corporation | Document transport and printing apparatus and associated clutch |
| JP2839269B2 (en) * | 1988-10-05 | 1998-12-16 | 日産自動車株式会社 | Oil passage connection structure of torque converter |
| JP3214208B2 (en) * | 1993-04-13 | 2001-10-02 | トヨタ自動車株式会社 | Wet clutch |
| CN1056219C (en) * | 1995-01-10 | 2000-09-06 | 株式会社日立制作所 | Gear built-in fluid axle connector |
| DE19509501B4 (en) * | 1995-03-16 | 2005-05-04 | Zf Sachs Ag | Hydrodynamic torque converter |
| JPH09133158A (en) * | 1995-11-10 | 1997-05-20 | Toyota Motor Corp | Wet friction engaging device |
| JP3626382B2 (en) * | 1999-12-09 | 2005-03-09 | 本田技研工業株式会社 | Flow path structure of press-fit flange member |
| WO2002021020A1 (en) * | 2000-09-08 | 2002-03-14 | Voith Turbo Gmbh & Co. Kg | Starter unit |
| US6708804B2 (en) * | 2001-05-15 | 2004-03-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Hydrodynamic torque converter |
| DE10156041B4 (en) * | 2001-11-15 | 2015-12-17 | Zf Friedrichshafen Ag | Hydrodynamic coupling device |
| KR100811755B1 (en) | 2006-10-10 | 2008-03-07 | 현대자동차주식회사 | Installing structure of oil pump in automatic transmission |
| US8499912B2 (en) * | 2010-12-15 | 2013-08-06 | GM Global Technology Operations LLC | Torque converter with lock-up clutch |
| CN103615513B (en) * | 2013-12-13 | 2016-03-30 | 蚌埠液力机械有限公司 | Fluid torque converter |
| WO2015187131A1 (en) * | 2014-06-03 | 2015-12-10 | Allison Transmission Inc. | Lockup clutch for a torque converter |
| CN104500678B (en) * | 2014-12-22 | 2017-02-22 | 贵州凯星液力传动机械有限公司 | Transmission structure of hydraulic torque converter |
| CN106523643A (en) * | 2016-12-15 | 2017-03-22 | 陕西航天动力高科技股份有限公司 | 236 circulating circle hydraulic torque converter for 180-250 N.m passenger car |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2717673A (en) * | 1949-03-09 | 1955-09-13 | Borg Warner | Drive mechanism |
| GB894109A (en) * | 1958-09-29 | 1962-04-18 | Twin Disc Clutch Co | Power transmissions |
| GB932698A (en) * | 1959-02-05 | 1963-07-31 | Borg Warner | Torque convertor assembly |
| GB968075A (en) * | 1959-10-05 | 1964-08-26 | Ferodo Sa | Improvements in and relating to drive transmission |
| FR1327921A (en) * | 1962-04-13 | 1963-05-24 | Ferodo Sa | Transmissions with a torque converter or coupler and a clutch |
| US3185273A (en) * | 1963-01-17 | 1965-05-25 | Borg Warner | Hydraulic coupling with lock-up clutch |
| FR1423702A (en) * | 1964-08-07 | 1966-01-07 | Citroen Sa Andre | Automatic gearbox with converter |
| DE1455754C3 (en) * | 1965-11-04 | 1974-07-25 | Dr.-Ing.H.C. F. Porsche Ag, 7000 Stuttgart | Device for controlling the engagement and disengagement of a separating clutch of a motor vehicle arranged between a hydrodynamic torque converter and a downstream gear change transmission |
| FR2364380A1 (en) * | 1976-09-09 | 1978-04-07 | Citroen Sa | TRANSMISSION MECHANISM WITH HYDROKINETIC COUPLING DEVICE AND INVENTION DEVICE |
-
1978
- 1978-09-13 JP JP53112645A patent/JPS5934905B2/en not_active Expired
-
1979
- 1979-05-23 GB GB7917952A patent/GB2031560B/en not_active Expired
- 1979-06-13 DE DE19792923982 patent/DE2923982A1/en not_active Ceased
- 1979-07-25 CA CA332,564A patent/CA1127045A/en not_active Expired
- 1979-08-13 AU AU49834/79A patent/AU524957B2/en not_active Ceased
- 1979-09-11 FR FR7922711A patent/FR2436284A1/en active Granted
-
1981
- 1981-01-02 US US06/222,151 patent/US4382496A/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109715983A (en) * | 2016-08-31 | 2019-05-03 | 爱信艾达工业株式会社 | Starting device and its manufacturing method |
Also Published As
| Publication number | Publication date |
|---|---|
| AU524957B2 (en) | 1982-10-14 |
| AU4983479A (en) | 1980-03-20 |
| FR2436284B1 (en) | 1984-06-01 |
| JPS5540340A (en) | 1980-03-21 |
| GB2031560A (en) | 1980-04-23 |
| FR2436284A1 (en) | 1980-04-11 |
| US4382496A (en) | 1983-05-10 |
| GB2031560B (en) | 1983-02-02 |
| DE2923982A1 (en) | 1980-03-20 |
| JPS5934905B2 (en) | 1984-08-25 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |