HYDRODYNAMIC TORQUE CONVERTER WITH A LOCK-UP CLUTCH

Abstract

A hydrodynamic torque converter (1) with a lock-up clutch (6) in a clutch space, (9) and with a piston (7) for activating of the lock-up clutch (6). The piston (7) separates the clutch space (9) from a piston chamber (10). The piston (7), via the application of pressure, can be moved, from a starting position in which the lock-up clutch (6) is disengaged, in the engaging direction of the lock-up clutch (6). The piston (7) has at least a closable opening (11) through which hydraulic fluid can flow from the piston chamber (10) into the clutch space (9). The opening (11) is open if either the piston (7) is away from the starting position and/or if a fluid pressure in the piston chamber (10), compared to the clutch space (9), is elevated. The closing element (12, 13) is tongue-shaped element which serves closing and opening of the opening (11).

Claims

1-10. (canceled)

11. A hydrodynamic torque converter (1) comprising: a lock-up clutch (6) being located in a clutch space (9) with a piston (7) for activating the lock-up clutch (6), the piston (7) separating the clutch space (9) from a piston chamber (10), the piston (7) being movable away from a starting position, in which the lock-up clutch (6) is disengaged, in a direction toward the lock-up clutch (6) via application of pressure to the piston space (10), the piston (7) having at least a closable opening (11), through which hydraulic fluid can flow out of the piston chamber (10) into the clutch space (9), the at least one closable opening (11) being open when at least one of: the piston (7) being located away from the starting position, or fluid pressure in the piston chamber (10) being greater than the clutch space (9), and at least one tongue shaped closing element (12, 13) cooperating with the at least one closable opening (11) for independent closing and opening of the at least one closable opening (11).

12. The torque converter (1) according to claim 11, wherein a housing (2, 21, 22) encloses at least the piston (7) and the lock-up clutch (6), and the at least one tongue shaped (12) is fixed to the housing, in the starting position of the piston (7), the at least one tongue shaped closing element (12) is closely fitted against the piston (7) so as to close the at least one closable opening (11), and the at least one tongue shaped closing element (12), when the piston (7) is spaced away from the start position, permits the at least one closable opening (11) to open.

13. The torque converter (1) according to claim 11, whereby the at least one tongue shaped closing element (13) is positioned on the piston (7), the at least one tongue shaped closing element (13), during an increased fluid pressure in the clutch space (9) in comparison to the piston chamber (10), is closely fitted against the piston (7) so as to close the at least one closable opening (11), and the at least one tongue shaped closing element (13), during an increased fluid pressure in the piston chamber (10) in comparison to the clutch space (9), is spaced away the piston (7), whereby the at least one tongue shaped closing element (13) opens the opening.

14. The torque converter (1) according to claim 11, whereby the at least one closable opening (11) is located radially inwardly relative to the lock-up clutch (6).

15. The torque converter (1) according to claim 11, wherein the piston (7) has an anti-twist mechanism.

16. The torque converter (1) according to claim 11, wherein the at least one tongue shaped closing element (13) is positioned so as to divert the hydraulic fluid, flowing from the at least one closable opening (11) into the clutch space (9), toward the lock-up clutch (6).

17. The torque converter (1) according to claim 11, wherein a spring element (14) biases the piston (7) into the staring position against the at least one tongue shaped closing element (12) to close that the at least one closable opening (11).

18. The torque converter (1) according to claim 11, wherein the at least one tongue shaped closing element (13) forms a separate part of the torque converter (1).

19. The torque converter (1) according to claim 11, wherein the at least one tongue shaped closing element (12) forms part of another component (61) of the torque converter (1).

20. The torque converter (1) according to claim 19, wherein the lock-up clutch (6) is a multi-disk clutch and the at least one tongue shaped closing element (12) is a part of the disk carrier (61) of the lock-up clutch (6).

21. The torque converter (1) according to claim 11, wherein the torque converter (1) has at least first and second tongue shaped closing elements (12, 13), and the first tongue shaped closing element (12) closes a first side of the at least one closable opening (11) and the second tongue shaped closing element (13) closes a second side of the at least one closable opening (11)

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In the following, the invention is further explained based on the drawings through which additional, preferred embodiments of the invention can be seen. Hereby, schematic presentations show:

[0034] FIG. 1 a hydrodynamic torque converter,

[0035] FIG. 2 an enlarged view of the torque converter as in FIG. 1.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0036] For an easy overview, FIG. 1 only shows the upper half of the torque converter 1, the bottom part can have a mirror image design.

[0037] FIG. 1 shows the upper half of a longitudinal section cut through a hydrodynamic torque converter 1. The converter 1 is, as an example, positioned at the input side of a not further shown motor vehicle. The converter 1 has a generally known multi-part housing 2, a pump wheel 3, and a turbine wheel 4, as well as an optional stator 5. The pump wheel 3 is an integral part of the housing part 21, shown in FIG. 1 on the right (first/rear). A blading is positioned at this housing part 21 for the purpose. This housing part 21 can also be referred to as the pump part of the housing 2.

[0038] The pump wheel 3 and the turbine wheel 4 together create a torus, in which a hydraulic fluid circulates during the operation of the converter 1, so that a drive torque present at the housing 2 is hydrodynamically transferred through the pump wheel 3 to the turbine wheel 4. This principle is known as the Föttinger principle and, therefore, does not require any further explanation.

[0039] Within the housing part 22, shown in FIG. 1 on the left (second/front), a lock-up clutch 6 is provided. This one is designed as a friction-type multi-disc clutch. The lock-up clutch 6 can be activated, in the axial direction, via a hydraulic piston 7. This piston 7 is also positioned in the housing 22. A drive torque, which is present at the input side, can be transferred through the clutch 6 to the output of the converter 1, when bypassing the hydrodynamic power branch of the converter 1. Depending on the present contact pressure and the lamella discs of the clutch 6, a smaller or a larger amount of the drive torque, to be transferred by the clutch 6, is transferred to the output of the converter 1.

[0040] In a slipping operation of the clutch 6, as well as during the engagement or disengagement of the clutch 6, friction losses occur in the form of heat at the clutch 6. This heat is mostly disposed of by the hydraulic fluid which flows around the clutch 6 during the operation of the converter 1.

[0041] In addition, a torsion damper 8 is positioned within the housing part 22. The task of this damper 8 is to damp rotation uniformities of the drive torque at the input or to eliminate it, in particular during application of clutch 6. A hub 81 serves as output of the damper 8 and the converter 1. The hub 81 is torque-proof positioned on a transmission input shaft. The essential construction of such a damper 8 is also already known and does not need any further explanation.

[0042] The clutch 6 is positioned within a clutch space 9 of the converter 1. The piston 7 separates the clutch space 9 from the piston chamber 10. The piston chamber 10 can be acted upon with fluid pressure in that pressurized hydraulic fluid is directed into the piston chamber 10 in a targeted manner via a fluid supply opening. When the fluid pressure in the piston chamber 10 is increased sufficiently compared to the clutch space 9, the piston is moved from the starting position shown in FIGS. 1 and 2 in the closing direction of the clutch 6 (in FIG. 1 to the right in the direction of the torus). Hereby, the lamella discs are pressed against each other, therefore the clutch 6 engages. For a succeeding disengaging of the clutch 6, the fluid pressure in the piston chamber is accordingly lowered. The piston 7 moves back into its starting position. During the starting position, as shown in FIG. 1 and FIG. 2, the clutch 6 is completely disengaged.

[0043] As explained above, during the activation of the clutch 6, heat is introduced into the clutch 6. It can happen, during some load conditions of the converter 1, that a regular surrounding flow of the clutch 6 is too low to protect the clutch 6 from overheating. The piston 7 is, therefore, equipped with at least one opening 11, preferably with several such openings 11. The opening 11 connects the piston chamber 10 and the clutch space 9. Hydraulic fluid can flow through the opening 11 from the piston 10 into the clutch space 9. This hydraulic fluid serves for (additional) cooling of the clutch 6.

[0044] The opening 11 is, as seen in FIG. 1 and FIG. 2, is preferably positioned radially inside of the clutch 6. The opening 11 can be, for instance, produced as a borehole in the piston 7. The opening 11 can be designed as shutters so to avoid an excessive pressure loss through it in the piston chamber 10.

[0045] At the time when a dynamic pressure arises in the clutch space 9, problems can occur with the opening 11. This dynamic pressure can, during a non-activated condition of the clutch 6, exceed the fluid pressure in the piston chamber 10. Hereby, unwanted hydraulic fluid from the clutch space 9 can penetrate through the opening 11 into the piston chamber 10. That can lead to an unwanted movement of the piston 7 and, therefore, to an unwanted activation of the clutch 6. Therefore, it is provided that the opening 11 can be automatically closed. The closing takes place when the piston 7 is in its starting position, where the clutch 6 is now disengaged and/or only when a low pressure drop exists between the piston chamber 10 and the clutch space 9. In that case, no frictional losses are to be expected in the clutch 6, and the clutch 6 then does not require any cooling. In other words, the opening 11 will only be opened if the piston 7 is present away from its starting position and/or the fluid pressure in the piston chamber 10 is sufficiently increased in comparison to the pressure within the clutch space 9. At this time, one can expect friction losses in the clutch 6 and cooling of the clutch 6 is appropriate.

[0046] The automatically closing of the opening 11 can take place through one or several closing elements 12, 13. An exemplary configuration of the closing elements 12, 13 can be seen in detail in FIG. 2. FIG. 2 shows enlarged the area A as indicated in FIG. 1. It shows here an exemplary embodiment with two closing elements 12, 13 for each opening 11. In other embodiments, only the closing element 12 or the closing element 13 can be provided for the opening 11. If more openings 11 are present, each of the openings 11 preferably has an individual closing element 12 and/or closing element 13. The closing elements 12, 13 have a tongue-shape design. Therefore, they can be simply manufactured.

[0047] The closing element 12 is installed at the housing 2 of the converter 1. It is positioned in the piston chamber 10 in a way that it fits in the starting position of the piston 7 with the side of piston 7 which is facing the piston chamber 10 and hereby reaches an overlapping of the opening 11. If the piston 7 is moved away from the starting position in the direction of clutch 6, it lifts itself from the closing element 12. Hereby, the closing element 12 automatically opens the opening 11—at least that particular end of the opening 11.

[0048] The surfaces of piston 7 and the closing element 12 which are in contact with each other are preferably designed as complementarity, for instance one surface is convex and the other surface is concave. A spring element 14 can be provided, see FIG. 1, to establish a preload in the starting position between closing element 12 and the piston 7, which improves the seal effect of the closing element 12. This spring element 14 pushes the piston 7 against the closing element 12. The spring element 14 also accomplishes that the piston 7 is always pushed in the direction of its starting position.

[0049] The closing element 12 represents, in the embodiment as in FIG. 1 and FIG. 2, a tongue-shaped extension of the disk carrier 61 of the clutch 6, pointing radially to the inside, here exemplary of the outer disk carrier 61. The closing element 12 is hereby also a part of the disk carrier 61. The disk carrier 61 is fixedly installed to the housing part 22. Therefore, also the closing element 12 is now fixed to the housing. The closing element 12 has a first end, which is used for fastening to the disk carrier 61 and thus to the housing 2, and a free second end, which is used to rest against the piston 7 in order to close the opening 11.

[0050] Preferably, a twist protection is provided at the piston 7, which prevents twisting of the piston 7 with reference to the closing element 12 which is fixed to the housing. The twist protection can be designed, for example, as a groove fixed to the housing or a projection fixed to the housing, along which the piston 7 is axially guided. Also, a guide rod, which is installed at the housing 2, can be provided for the piston 7.

[0051] However, the closing element 13 is fixed to the piston 7. It is designed as a separate part. It is designed so that it can fit to that side of the piston 7 which faces the clutch space 9 and hereby accomplishes overlapping with the opening 11 when a sufficient low pressure drop is present from the piston chamber 10 towards the clutch space 9, or if the pressure in the clutch space 9 is larger than in the piston chamber 10. If the fluid pressure in the piston chamber 10 is sufficiently increased, compared to the one in clutch space 9 and in particular to engage the clutch 6, the free end lifts itself off from the piston 7, due to the pressure difference. Thus, the closing element 13 opens the opening 11—at least that particular end of the opening 11.

[0052] Here, the surfaces of piston 7 and the closing element 13 which come into contact with each other are also designed as complementarity, for instance, one surface is convex and the other surface is concave. The sealing effect of a preload through closing element 13 on the piston 7 can itself be created through a spring effect of the closing element 13.

[0053] The closing element 13 represents, in the embodiment as in FIG. 1 and FIG. 2, a tongue-shaped membrane which points radially outward. The closing element 13 has a first end which serves for installation to the piston 7, to close the opening 11. The first end of the closing element 13 is, in particular, welded or pivoted to the piston 7. In the starting position of the closing element 13, the free end of the closing element 13 fits tight against the piston 7 and closes the opening 11.

[0054] FIG. 1 and FIG. 2 show a better view the closing element 13, in its open position, in which the free end of the closing element 13 is lifted away from the piston 7. The free second end of the closing element 13 resides radially inside while the first end, with which the closing element 13 is installed at the piston 7, resides radially to the outside. Hereby is accomplished that the inflowing hydraulic fluid, from the opening 11 into the clutch space 9, is diverted in the direction of clutch 6.

[0055] Through the shown serial configuration in FIG. 1 and FIG. 2 of the first and the second closing element 12, 13 at the opening 11, an interconnection arises for the closing elements 12, 13 in the sense of a logic AND gate. Thus, hydraulic fluid only flows from the piston chamber 10 through the opening 11 into the clutch space 9 and, therefore, towards the clutch 6, when the piston 7 is located outside of its starting position (closing element 12 opens) and when in addition the pressure in the piston chamber 10, compared to the clutch space 9, is sufficiently increased (closing element 13 opens). This is sufficient for the opening if the respective conditions for closing element 12, 13 are met. A parallel configuration of the first and second closing element 12, 13 is also possible, in particular where an opening 11 is provided for the first closing element 12 and if another opening 11 is provided for the second closing element 13. Hereby, an interconnection arises for the closing elements 12, 13 in the sense of an OR-gate.

[0056] Through the application of the tongue-shaped closing element 12, 13, the manufacturing of the converter 1 and, at the same time, the cooling of the clutch 6, especially during the slipping operation, is guaranteed. At the same time, the construction avoids a sophisticated, slipping dependent regulation of the hydraulic fluid which flows towards the clutch 6.

REFERENCE CHARACTERS

[0057] 1 Hydrodynamic Torque Converter [0058] 2 Housing [0059] 21 Housing part [0060] 22 Housing part [0061] 3 Pump Wheel [0062] 4 Turbine Wheel [0063] 5 Stator [0064] 6 Converter Lock-up Clutch [0065] 61 Disk Carrier [0066] 7 Piston [0067] 8 Torsion Damper [0068] 81 Damper Hub [0069] 9 Clutch Space [0070] 10 Piston Chamber [0071] 11 Opening [0072] 12 Closing Element [0073] 13 Closing Element [0074] 14 Spring Element [0075] A Area