JPS5854269A - Variable capacity torque converter - Google Patents
Variable capacity torque converterInfo
- Publication number
- JPS5854269A JPS5854269A JP15093781A JP15093781A JPS5854269A JP S5854269 A JPS5854269 A JP S5854269A JP 15093781 A JP15093781 A JP 15093781A JP 15093781 A JP15093781 A JP 15093781A JP S5854269 A JPS5854269 A JP S5854269A
- Authority
- JP
- Japan
- Prior art keywords
- pump
- turbine
- movable
- movable wing
- wings
- 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.)
- Pending
Links
Classifications
-
- 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
- F16H61/38—Control of exclusively fluid gearing
- F16H61/48—Control of exclusively fluid gearing hydrodynamic
- F16H61/50—Control of exclusively fluid gearing hydrodynamic controlled by changing the flow, force, or reaction of the liquid in the working circuit, while maintaining a completely filled working circuit
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Control Of Fluid Gearings (AREA)
Abstract
Description
【発明の詳細な説明】
本発明紘回転速度に応じて容量が自動的に変わゐようk
し九Fルクプンパータに関する。[Detailed description of the invention] According to the present invention, the capacity automatically changes according to the rotation speed of the tank.
Regarding Shi9F Rukupumpata.
自動車01lllIWh変速機のトルクコンバータKs
IPいて杜、ポンプを低速運転に保っ一方にお−てター
ビンを停止状態にすることがある(この状態をストール
状態という)。っt勤、レンジをドライブ状態にしてブ
レーキをかけるような鳩舎である。このようなアイドリ
ング状態に訃いて杜、タービンが停止していることによ
シボンプに負荷がかか)、よってポンプに連結するエン
ジンのWA@をある状態に保つ丸めには燃料供給量を層
中i!になけれとならない。又、タービンが停止してい
石とはいえ、タービンには十分な動力が伝わるので、ブ
レーキを離すと車が動き出す、いわゆるクリープ現、象
が趣きる。更に又、アイドリンダ時に生じゐ振動が大き
いという欠点もあゐ。Automotive 01lllIWh transmission torque converter Ks
During IP operation, the turbine may be brought to a halt while the pump is maintained at low speed operation (this state is called a stall state). It's a pigeon house where you put the microwave in drive mode and apply the brakes. In order to keep the engine connected to the pump in a certain state, the amount of fuel supplied must be reduced to a certain level. i! It is essential. Also, even though the turbine is stopped, enough power is transmitted to the turbine, so when the brake is released, the car starts moving, which is reminiscent of the so-called creep phenomenon. Furthermore, it also has the disadvantage of large vibrations that occur during idling.
本発明は上記Oよう5なアイドリンダ時における燃費の
改善を図ると共にクリープ9防7止及び振動O低減を図
ることを目的としてなされたものであ〉、その構成線、
トルクコンバータのタービンとポンプとO関に位置させ
て可動ウィングを回転自在にポンプ儒に枢支すると共に
、当諌可動ウィングに牛後方向外向きのばね力を附与し
、ポンプO11転速度の上昇によゐ遠心力によ〕前記可
動ライy/がばね力に抗して半径方向内向IK移動して
タービンとポンプとの間を開くようにしたことを4I徹
とする。The present invention has been made for the purpose of improving fuel efficiency during the above-mentioned idling operation, as well as preventing creep and reducing vibration.
The movable wing is located between the turbine of the torque converter and the pump, and is rotatably supported by the pump, and a spring force directed outward in the rearward direction is applied to the movable wing, thereby increasing the rotation speed of the pump O11. 4I that the movable lie y/ moves radially inward IK against the spring force to open the space between the turbine and the pump due to the centrifugal force caused by the lift.
以下、本発明に4る可変容量シルク;ン/(−タの一実
施例を図面に基づ論詳細に説−する。Hereinafter, one embodiment of the variable capacitance filter according to the present invention will be described in detail with reference to the drawings.
第111に社−実施例O縦断票を示し、第2図は第1図
中Oムームから見た様子を示す。No. 111 shows a vertical cross-section of the Company-Example O, and FIG. 2 shows the view from O Mumu in FIG. 1.
1はエンジンクランク軸に連結するポンプであ〉、1a
はポンプlの入口、lkはポンプ10出口である。ポン
プ10出ロ1bK入ロ雪1を向暑会わせてタービン2が
設けである。!b唸メタ−ビン2出口である。ζOター
ビy3唸主軸に連結する。3はタービン2の出口2にと
ポンプ10人口11との間に設は九ステータであ)、ポ
ンプ1のコアリング4がステータ3の半径方向外側に沿
りて爾びている。又、6はタービン2のコアリングであ
る。1 is a pump connected to the engine crankshaft〉, 1a
is the inlet of pump l, and lk is the outlet of pump 10. A turbine 2 is provided to cool the snow 1 from the pump 10, the outlet 1b, and the inlet 1b. ! b This is the 2nd exit of the roaring metal bin. Connect to the ζO turbine y3 whine main shaft. A core ring 4 of the pump 1 extends along the radial outside of the stator 3. Further, 6 is a core ring of the turbine 2.
ポンプ1の=アリフグ4011P径方向内側111には
複数のボス6が等間隔に突設してToj、ポンプ1の出
口1にとタービン2の入口2aとの間に位置させて可動
ウィング7が支軸8に工)各ボス6に回転11:11に
枢支しズある。可動ウィング7KTh%/%てはポンプ
出口1bとタービン人口2aと0間に出入する先端部7
1よシ基端部7bの方が厚みが厚くなってお夛、可動ウ
ィングツ0重心Gは基端側に片寄っている。可動ウィン
グγには前記重心Gよシ先端側に寄せて長穴9が設けで
ある一方、前記ボス6の外側には前記可動ウィング7に
沿ってコネクテイングリング10が回転自在に設けてあ
シ、この;ネクテイングリング10に前記長大9に遊嵌
するビン11が突設しである。可動ウィング70移動範
囲はその長穴9と前記ビン11との係合によシ規制され
る。m記支軸8にはねじ)プイルばね12が嵌装してあ
p、その一端部は前記ビン11に係合され、他端部は前
記ポンプ10コアリング4表間に係合されている。つま
p1前記可動クイング7に半径方向外向きのばね力を付
勢しているのである。A plurality of bosses 6 are protruded from the radially inner side 111 of the dovetail puffer 4011P of the pump 1 at equal intervals, and a movable wing 7 is supported by being positioned between the outlet 1 of the pump 1 and the inlet 2a of the turbine 2. There is a pivot point on each boss 6 at a rotation angle of 11:11. The movable wing 7KTh%/% is the tip 7 that goes in and out between the pump outlet 1b and the turbine population 2a and 0.
Since the thickness of the proximal end 7b is thicker than that of the movable wing 1, the center of gravity G of the movable wings 0 is biased toward the proximal end. The movable wing γ is provided with an elongated hole 9 near the tip of the center of gravity G, while a connecting ring 10 is rotatably provided outside the boss 6 along the movable wing 7. The connecting ring 10 is provided with a protruding pin 11 that loosely fits into the long diameter 9. The range of movement of the movable wing 70 is regulated by the engagement between its elongated hole 9 and the bin 11. A pull spring 12 (threaded) is fitted onto the support shaft 8, one end of which is engaged with the bottle 11, and the other end of which is engaged between the surfaces of the core ring 4 of the pump 10. . The tab p1 applies a radially outward spring force to the movable king 7.
上記構造のトルクコンバータにシいて、ポンプ1の低速
回転時にはばれ12のばね力によ多可動ウィング7は第
2図中2点鎖線で示す如く、ポンプ出口1bとタービン
入口2aとの間に臨み、流路面積を滅、少し、容量を低
減させる。よって、タービン2への伝達トルク容量は下
が如、ストール状11におけるポンプ1の負荷も低減さ
れると共に、ポンプ1の負荷減少によジエンジンの回転
を所定に保つための燃料消費量が少なく表る。又、ター
ビン2に伝達されるトルク容量が小さいので、ストール
状態においてプレー午を離したとしても従来の如く車が
大きくクリープすることもない。尚、タービン2への″
伝達トルク容量を減少させるものであるから、タービン
とポンプとの間を全閉して流体が流れないようにするの
が最もよいのであるが、このようにした場合には、アイ
ドリンク状態からドツイプ状簡に移行するときに応答遅
れが生じてしまうO
ポンプ10回転速度が上昇すると、可動ウィングツ0重
心Gに作用する遠心力が大きくなシ、それがばね12の
ばね力に打ち勝つと、可動ウィング7は支軸8を中心と
して半径方向内向きに回転し、ポンプ1、タービン2間
の流路面積が増大して行く。可動ウィング7はポンプ1
とタービン2との間を完全に開いた位置で、長大9とビ
ン11との係合によ〕停止される。第2図中、実線で示
す位置が′全開の状態である。尚、可動ウィング7の開
閉の―、これらが不揃いに作動すると、振wkの発生、
破損、加速時のトルタ容量O低下等の不具合が生、じる
tJI!I:Iキクティングリング10があることによ
シ、すべての可動ウィング7が同一規制され、前記のよ
う表不具金が生じることはない。In the torque converter having the above structure, when the pump 1 rotates at low speed, the multi-movable wing 7 is moved between the pump outlet 1b and the turbine inlet 2a by the spring force of the baffle 12, as shown by the two-dot chain line in FIG. , the flow path area is reduced, and the capacity is slightly reduced. Therefore, the torque capacity transmitted to the turbine 2 is reduced, and the load on the pump 1 in the stall condition 11 is also reduced, and the reduction in the load on the pump 1 reduces the amount of fuel consumed to maintain the rotation of the engine at a predetermined level. appear. Furthermore, since the torque capacity transmitted to the turbine 2 is small, even if the brake pedal is released in a stalled state, the vehicle will not creep as much as in the conventional case. In addition, to turbine 2
Since this reduces the transmission torque capacity, it is best to completely close the gap between the turbine and the pump to prevent fluid from flowing. When the rotation speed of the pump 10 increases, the centrifugal force acting on the center of gravity G of the movable wing 0 becomes large, and when it overcomes the spring force of the spring 12, the movable wing 7 rotates inward in the radial direction about a support shaft 8, and the flow passage area between the pump 1 and the turbine 2 increases. Movable wing 7 is pump 1
and the turbine 2 is completely opened, and is stopped by the engagement between the elongated body 9 and the bin 11. In FIG. 2, the position indicated by the solid line is the fully open state. Furthermore, if the movable wing 7 opens and closes in an uneven manner, vibrations may occur.
Problems such as damage or a decrease in torque capacity during acceleration may occur. Due to the presence of the I:I kicking ring 10, all the movable wings 7 are regulated in the same way, and the above-mentioned surface failure does not occur.
又、本実施例で社可動ウィングを一列としたが、可動ウ
ィングを軸方向に二列とし且つ円周方向に交互に配置す
れば、よシ大きな可変容量が得られる。Further, in this embodiment, the movable wings are arranged in one row, but if the movable wings are arranged in two rows in the axial direction and alternately arranged in the circumferential direction, a larger variable capacity can be obtained.
上述した如く、本発明による寝食可変トルクコンバータ
によれば、低速回転時における容量を小さくすることが
できるので、自動車の自動変速機に使用すれば、低速回
転のアイドリング時(ストール状態)にはポンプの流路
面積減少によ如トルク容量が低下し、アイドリング時の
燃費が改善されるや又、高速回転時には十分な流路両種
が確保されるので、スリップが滅)燃費の維持が可能と
なる。更に、ストール状態におけるタービンへの伝達ト
ルク容量が低下することKよ〕、クリープの防止が図れ
ると共に。As mentioned above, according to the variable torque converter according to the present invention, the capacity at low speed rotation can be reduced, so if used in an automatic transmission of a car, the pump will not be activated during low speed idling (stall state). By reducing the flow passage area, torque capacity decreases, improving fuel efficiency during idling, and sufficient flow passages are ensured during high speed rotation, so it is possible to maintain fuel efficiency (no slipping). Become. Furthermore, the transmission torque capacity to the turbine decreases in the stall state], and creep can be prevented.
振動も低減される。Vibrations are also reduced.
第111a本発明による呵責容量トルクーンパータ〇一
実施例O縦断函図、第2図は第1図中OA−ム矢視図で
あゐ。
図面中、
1はポンプ、
2はタービン、
3はステータ、
4はポンプのコアリング、
6はボス、
1は可動ウィング、
8は支軸、
会は長大、
10は;ネクテイングリング、
11はビン、
1雪はねじ〉;イルばねで参る。
特許出願人
三菱自動車工業株式金社
復代理人111a A vertical sectional view of an embodiment of the responsivity torque converter according to the present invention. In the drawings, 1 is the pump, 2 is the turbine, 3 is the stator, 4 is the core ring of the pump, 6 is the boss, 1 is the movable wing, 8 is the support shaft, is the long body, 10 is the connecting ring, and 11 is the bottle. , 1 Snow is a screw〉; Ill spring. Patent applicant Mitsubishi Motors Corporation Kinsha Fu Agent
Claims (1)
て可動ウィングをa板幽在にポンプ儒に枢支すゐと共に
、轟諌蒐動りポンダに半極方向外肉亀oBね力を附与し
、ポンプog転速j10上昇によゐ遠心力によ)前記可
動tポンプかばね力に抗して半径方内内肉會KII動し
てタービンとポンプとの間を開くようにしたことを特徴
とする可変容量トルクコンバータ。The movable wing is located between the torque converter turbine and the pump, and the movable wing is pivotally supported by the pump under the a plate, and at the same time, it gives a half-pole direction external bending force to the rotor pumping ponder. , the movable t-pump is moved in a radial direction against the spring force (by centrifugal force due to an increase in pump rotational speed j10) to open the space between the turbine and the pump. variable capacity torque converter.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP15093781A JPS5854269A (en) | 1981-09-24 | 1981-09-24 | Variable capacity torque converter |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP15093781A JPS5854269A (en) | 1981-09-24 | 1981-09-24 | Variable capacity torque converter |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS5854269A true JPS5854269A (en) | 1983-03-31 |
Family
ID=15507668
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP15093781A Pending JPS5854269A (en) | 1981-09-24 | 1981-09-24 | Variable capacity torque converter |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS5854269A (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0276411A2 (en) * | 1987-01-29 | 1988-08-03 | Ford-Werke Aktiengesellschaft | Hydrodynamic torque converter, especially for motor vehicle |
JPH01257766A (en) * | 1988-04-06 | 1989-10-13 | Hitachi Ltd | Device for controlling ignition timing of internal combustion engine |
JPH04107568U (en) * | 1991-03-04 | 1992-09-17 | 株式会社大金製作所 | torque converter |
-
1981
- 1981-09-24 JP JP15093781A patent/JPS5854269A/en active Pending
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0276411A2 (en) * | 1987-01-29 | 1988-08-03 | Ford-Werke Aktiengesellschaft | Hydrodynamic torque converter, especially for motor vehicle |
JPH01257766A (en) * | 1988-04-06 | 1989-10-13 | Hitachi Ltd | Device for controlling ignition timing of internal combustion engine |
JPH04107568U (en) * | 1991-03-04 | 1992-09-17 | 株式会社大金製作所 | torque converter |
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