Sealing piston device for a vehicle torque converter and associated system

Abstract

A sealed piston assembly and related system for a vehicle torque converter are disclosed. The disclosed vehicle torque converter includes a housing and a clutch, the clutch including a piston within the housing. The piston has a first side partially defining a first chamber and a second side opposite the first side partially defining a second chamber. The vehicle torque converter also includes a first seal operably coupled to the piston and a second seal operably coupled to the piston. The vehicle torque converter also includes a bore radially inwardly positioned on the piston relative to a clutch assembly of the clutch. This bore is configured to provide fluid flow between the first and second chambers to lubricate the clutch during lock-up / unlock operation of the vehicle torque converter. The first seal is a one-way seal.

Description

Technical Field

[0001] The present invention relates generally to vehicles, and more specifically to a sealed piston device and related method for a vehicle torque converter. Background Technology

[0002] Some motor vehicles equipped with automatic transmissions employ hydraulic couplings, such as torque converters, which lie between the engine and the transmission to facilitate the transfer of torque from the engine to the transmission. Such torque converters typically include a controllable lock-up clutch configured to engage under certain driving conditions to provide a mechanical connection between the transmission and the engine, which increases torque converter efficiency and vehicle fuel economy. Summary of the Invention

[0003] An example vehicle torque converter includes a housing and a clutch, the clutch including a piston within the housing. The piston has a first side partially defining a first chamber and a second side opposite the first side partially defining a second chamber. The vehicle torque converter also includes a first seal operably coupled to the piston and a second seal operably coupled to the piston. The vehicle torque converter also includes a bore radially inwardly positioned on the piston relative to a clutch assembly of the clutch. The bore is configured to provide fluid flow between the first and second chambers during lock-up / unlock operation of the vehicle torque converter to lubricate the clutch. The first seal is a one-way seal.

[0004] Another example vehicle torque converter includes a housing and a clutch, the clutch including a piston within the housing. The piston has a first side partially defining a first chamber and a second side opposite the first side defining a second chamber. The vehicle torque converter also includes a first seal operatively coupled to the piston or a hub and a second seal operatively coupled to the piston. The first seal is configured to provide fluid flow between the first and second chambers during lock-up opening operation of the vehicle torque converter to lubricate the clutch. During lock-up closing operation of the vehicle torque converter, fluid flows through the first or second seal between the first and second chambers to allow fluid flow through the housing and the vehicle drivetrain.

[0005] Another example vehicle torque converter includes a housing. The vehicle torque converter also includes a clutch having a balance plate and a piston, the balance plate and piston being within the housing and movably coupled together. The balance plate and piston define a first chamber. The piston and a cover define a second chamber. The balance plate and an impeller define a third chamber. The vehicle torque converter also includes a one-way seal operatively coupled to the piston or the balance plate. The vehicle torque converter also includes an orifice located on the balance plate. This orifice is configured to provide fluid flow between the first and third chambers during lock-up / opening operation of the vehicle torque converter.

[0006] The preceding paragraphs have been provided by way of general introduction and are not intended to limit the scope of the following claims. Attached Figure Description

[0007] A more complete and better understanding of this disclosure and its many accompanying advantages will be readily available when considered in conjunction with the accompanying drawings and by referring to the following detailed description, in which:

[0008] Figure 1 This is a schematic diagram of an example vehicle in which the examples disclosed herein can be implemented;

[0009] Figure 2 This is a view of an example torque converter in which the examples disclosed herein can be implemented;

[0010] Figure 3 yes Figure 2 A partial cross-sectional view of an example torque converter along line AA is shown, and an example component according to the teachings of the present invention is illustrated.

[0011] Figure 4 yes Figure 2 Another partial cross-sectional view of an example torque converter along line AA, and an example component thereof is shown according to the teachings of the present invention;

[0012] Figure 5 yes Figure 2 Another partial cross-sectional view of an example torque converter along line AA, and an example component thereof is shown according to the teachings of the present invention;

[0013] Figure 6 yes Figure 5 A magnified view of an example torque converter, showing an example fluid passage according to the teachings of the present invention;

[0014] Figure 7A and 7B yes Figure 5 Other magnified views of the example torque converter are shown, and a first example sealing configuration according to the teachings of the present invention is illustrated;

[0015] Figure 8 yes Figure 2 A partial cross-sectional view of an example torque converter along line AA, showing an example component thereof according to the teachings of the present invention;

[0016] Figure 9A and 9B This is a partial view of a second example sealing configuration for an example torque converter according to the teachings of the present invention;

[0017] Figure 10 This is a view of an example elastic member according to the teachings of the present invention;

[0018] Figure 11A and 11B This is a partial view of a third example sealing configuration for an example torque converter according to the teachings of the present invention; and

[0019] Figure 12-16 A graph showing example data related to torque converter operation is presented.

[0020] These figures are not drawn to scale. Generally, the same reference numerals will be used throughout the figures and the accompanying written description to refer to the same or similar parts. Detailed Implementation

[0021] Some known two-way (sometimes called dual-channel) torque converters include a lock-up clutch configured to slip during clutch engagement. However, such known two-way torque converters have relatively high clutch response times. That is, these known clutches begin to engage and / or slip when a relatively high fluid pressure differential is applied to the clutch piston. Furthermore, the slip control variation associated with these known two-way torque converters is relatively high. In other words, controlling the slip of the lock-up clutch in a known two-way torque converter is difficult, resulting in more or more slip than necessary. For example, the slip rate associated with the clutch piston (e.g., in revolutions per minute (RPM)) changes abruptly (e.g., decreases), while the change in fluid pressure differential is relatively small. Therefore, these known two-way torque converters may not consume sufficient energy to adequately meet certain noise, vibration, and harshness (NVH) requirements.

[0022] Alternatively, some known three-way (sometimes called three-channel) torque converters offer precise slip control. However, such known three-way torque converters require complex hydraulic controls and additional oil passages in the transmission gearbox to operate the lock-up clutch, resulting in considerable cost. That said, these known three-way torque converters are configured for use with three-way vehicle transition systems. Furthermore, such known three-way torque converters do not provide leakage flow through the clutch piston during clutch engagement, which can increase heat in the torque converter due to insufficient clutch lubrication.

[0023] Sealed piston assemblies and related systems for vehicle torque converters are disclosed. Examples disclosed herein provide an example piston (e.g., a sealed clutch piston) for a clutch (e.g., a lock-up clutch) in a vehicle torque converter. The vehicle torque converter is configured to operatively connect between a vehicle drivetrain and a vehicle engine to facilitate the transmission of torque from the vehicle engine to the drivetrain. The disclosed drivetrain is configured to deliver fluid (e.g., hydraulic fluid) through the torque converter to actuate the disclosed piston, thereby engaging and / or disengaging the clutch. Furthermore, to facilitate fluid control during and / or after lock-up operation of the torque converter, the disclosed examples also provide one or more example seals, each operatively connected to the disclosed piston and / or a different component of the vehicle torque converter. For example, a first disclosed seal (e.g., a one-way seal) is located on the outer radial or distal portion of the piston, and a second disclosed seal (e.g., a one-way seal) is located on the inner radial or proximal portion of the piston, opposite the distal portion. The disclosed seals extend through corresponding sealing grooves formed by one or more components of the torque converter. For example, a first seal extends through a first sealing groove located on the piston, and a second seal extends through a second sealing groove located on the torque converter hub.

[0024] Specifically, when implemented in a three-way torque converter, the disclosed dimensions, shape, structure, and / or other configuration of the seals are intended to convert the three-way torque converter into a two-way torque converter suitable for two-way drive systems, which will be described below in conjunction with... Figure 3-5 This will be discussed in more detail. Similarly, when implemented in a four-way torque converter, the disclosed dimensions, shape, structure, and / or other configuration of the seals are intended to convert the four-way torque converter into a three-way torque converter suitable for three-way drive systems, which will be discussed below in conjunction with... Figure 8 This will be discussed in more detail. Therefore, the disclosed example reduces the travel of the vehicle torque converter, which would otherwise be required for clutch operation in the known torque converters described above.

[0025] Furthermore, compared to the known dual-pass torque converters described above, the disclosed seals allow the clutch to engage and / or begin to slip when the fluid pressure differential applied to the piston is relatively low, as follows: Figure 12 Further discussion is needed. Thus, the disclosed examples increase clutch response and / or sensitivity. Furthermore, the seals also reduce clutch slip variation over a fairly wide range of fluid pressure differentials, which improves clutch slip control, as discussed below. Figure 13-16 Further discussion follows. As a result, the disclosed example improves clutch performance while reducing the complexity of the hydraulic control of the transmission system, a complexity that would otherwise be impossible to achieve using the aforementioned known torque converters. Furthermore, the disclosed example reduces the costs typically incurred by controlling clutch states using a high-throughput transmission system.

[0026] The disclosed piston has a first side that partially defines a first chamber in the torque converter housing. Furthermore, the disclosed piston has a second side opposite to the first side that partially defines a second chamber in the housing. In some instances, one or more (e.g., all) of the disclosed seals are one-way seals. For example, when implemented as a one-way seal, the first seal and / or the first sealing groove are configured such that (a) during the lock-up opening operation of the torque converter, fluid does not flow through the first seal or between the first and second chambers, and (b) during the lock-up closing operation of the torque converter (e.g., after the lock-up opening operation), fluid flows through the first seal between the first and second chambers to allow fluid flow through the housing and the drivetrain. To facilitate this one-way sealing function, the disclosed seal can move in response to a change in the direction of fluid flow through the housing in the drivetrain. In such an example, a fluid pressure differential applied to the first seal causes the first seal to move away from a first side of the hub forming the first sealing groove and toward a second side of the hub opposite to the first side forming the first sealing groove. In some examples, the dimensions, shape, structure, and / or other configuration of the disclosed sealing grooves are intended to provide this one-way sealing function to the corresponding seals, which will be described below in conjunction with... Figure 6 , 7A This will be discussed further with 7B. Alternatively, some disclosed examples provide this one-way sealing function to the seal via one or more resilient members, which will be discussed below. Figure 9A , 9B And 10 will be discussed in more detail. Alternatively or alternatively, some disclosed examples provide this one-way sealing function to the seal via one or more protrusions and / or shaped seals, which will be combined below. Figure 11A and 11B Let's discuss this in more detail.

[0027] Furthermore, to facilitate clutch cooling, some disclosed examples provide one or more example orifices, each located on the piston and / or, in some examples, on a balance plate within the housing. For example, a first disclosed orifice extends through the piston to fluidly connect the first and second chambers. During lock-up / unlock operation, the piston experiences a fluid pressure differential when the first fluid pressure associated with the first chamber differs from the second fluid pressure associated with the second chamber, causing piston actuation. In such examples, the orifice is located below or radially inward relative to the piston's end face engaging the clutch disc. Specifically, the orifice leaks fluid between the first and second chambers (i.e., provides controlled flow of fluid) (i.e., fluid passes through the piston via the orifice), allowing fluid to pass through the piston's surface in direct contact with the clutch disc to provide lubrication, thereby increasing the clutch's thermal capacity. Furthermore, in such examples, the orifice is configured to allow fluid to flow at a relatively high, limited flow rate, for example, between approximately 0.3 liters per minute (L / min) and approximately 1.5 liters per minute (L / min). Additionally, in some such examples, the drivetrain is configured to provide reverse flow of fluid through the torque converter, which helps control fluid flow across the piston face. In other words, during the lock-up / unlock operation, the fluid passage associated with the input shaft has a relatively high fluid pressure, while the fluid passage associated with the stator shaft has a relatively low fluid pressure.

[0028] In addition to or as an alternative to orifices, seals and / or sealing grooves provide this fluid leakage flow. For example, a first seal and / or a first sealing groove is configured such that during lock-up operation of the torque converter, fluid flows in a controlled manner through the first seal between the first and second chambers to lubricate the clutch.

[0029] Figure 1 This is a schematic diagram of a vehicle (e.g., a sedan, truck, SUV, etc.) 100, in which the examples disclosed herein can be implemented. Figure 1 The example shown shows a vehicle 100 including an engine (e.g., an internal combustion engine) 102, a transmission system 104, a controller 105, and one or more wheels 106, 108 (sometimes referred to as wheels), two of which are shown in this example (i.e., the first or front wheel 106 and the second or rear wheel 108).

[0030] Figure 1 The transmission system 104 can be implemented, for example, using one of a two-way automatic transmission, a three-way automatic transmission, etc. Specifically, Figure 1The drivetrain 104 is constructed and / or configured to transmit torque from engine 102 to wheels 106, 108, for example, to move vehicle 100. For example, engine 102 produces torque (sometimes referred to as engine torque), and in response, drivetrain 104 controls the amount or degree of engine torque supplied to wheels 106, 108. In some examples, drivetrain 104 includes a hydraulic system 110 operable by controller 105, which facilitates control of torque converter clutches (e.g., the first clutch 312 discussed below) when vehicle 100 is in motion. Hydraulic system 110 may be implemented, for example, using a pump and one or more valves (e.g., one or more solenoid valves). In particular, Figure 1 The hydraulic system 110 is configured to deliver fluid (e.g., pressurized hydraulic fluid) through the torque converter housing to change the state of the torque converter clutch, which will be discussed in more detail below.

[0031] Figure 1 The controller 105 can be implemented, for example, using an electronic control unit (ECU) such as a transmission control module (TCM). The vehicle controller 105 is communicatively connected to the valves of the hydraulic system 110, for example, via transmission or signal lines, buses (e.g., Controller Area Network (CAN)), radio frequency, etc. Specifically, the controller 105 is configured to instruct the hydraulic system 110 to change the state of the torque converter clutch based on detected conditions of the vehicle 100. For example, when the vehicle 100 is traveling at a relatively high speed, the vehicle controller 105 opens and / or closes at least one valve. Furthermore, to facilitate the detection of such vehicle conditions, the controller 105 is also communicatively connected to one or more sensors of the vehicle 100 to receive data from the sensors.

[0032] Figure 2 This is a view of an example torque converter 200, in which the examples disclosed herein can be implemented. In some examples, Figure 2 A torque converter 200 is implemented in the vehicle 100 to facilitate the transmission of torque between the engine 102 and the transmission system 104. That is, Figure 1 The vehicle 100 includes a torque converter 200. In such an example, Figure 2 The torque converter 200 is configured to be operatively connected between the engine 102 and the transmission system 104 of the vehicle 100, such that engine torque can be transmitted from the engine 102 to the transmission system 104 via the torque converter 200. According to Figure 2 In the example shown, torque converter 200 includes cover 202, impeller 204 and first hub (e.g., drive hub) 206.

[0033] Figure 2The torque converter 200 can switch between a first operating mode (e.g., unlocked or hydraulic operating mode) associated with a first operating characteristic of the torque converter 200 and a second operating mode (e.g., locked or engaged operating mode) associated with a second operating characteristic of the torque converter 200 that differs from the first operating characteristic. When the torque converter 200 is in its first operating mode, the torque converter 200 allows for a significant rotational or angular deviation between, for example, the first shaft (e.g., transmission input shaft) 208 of the engine 102 and the drivetrain 104, such that the rotational speed of the first shaft 208 is different from the rotational speed of the crankshaft of the engine 102. As a result, when the vehicle 100 is stopped (i.e., the first shaft 208 is not rotating), the engine 102 can remain running (i.e., the crankshaft remains rotating) without causing the engine 102 to stall or otherwise adversely affect the engine 102. Furthermore, in such an example, when the vehicle 100 is traveling at a specific speed (e.g., a relatively low speed), the torque converter 200 increases or multiplies the engine torque supplied to the drivetrain 104 and / or the wheels 106, 108.

[0034] In some examples, the torque converter 200 is configured to substantially prevent rotation or angular deviation of the cover 202 relative to the first shaft 208, for example, by means of the first clutch 312 discussed below, when the torque converter 200 is in its second operating mode. In such examples, when engaged, the first clutch 312 provides a mechanical connection between the first shaft 208 and the engine 102. As a result, the torque converter 200 reduces or eliminates engine power loss that is typically associated with fluid resistance under certain driving conditions (e.g., when the vehicle 100 is traveling at relatively high speeds). Furthermore, the torque converter 200 is configured to suppress one or more torsional vibrations generated by the engine 102, for example, by means of the slipping first clutch 312, when the torque converter 200 is in the second operating mode or transitioning from the first operating mode to the second operating mode.

[0035] Figure 2The cover 202 is relatively non-rotatably (i.e., fixedly) coupled to a component (e.g., crankshaft or flywheel) associated with the engine 102 to receive engine torque or output from the engine 102, for example, by one or more example fasteners and / or one or more example fastening methods or techniques. That is, when the cover 202 and the component are assembled, the component associated with the engine 102 supports one or more (e.g., all) of the cover 202, impeller 204, and / or more generally, the torque converter 200. In some examples, the torque converter 200 includes a flywheel between the cover 202 and the crankshaft. Furthermore, the cover 202 is relatively non-rotatably (i.e., fixedly) coupled to the impeller 204 to drive the impeller 204 by engine torque, for example, by one or more example fasteners and / or one or more example fastening methods or techniques (e.g., welding). That is, the cover 202 and the impeller 204 together are rotatable in the same direction (e.g., clockwise or counterclockwise) relative to a first axis (e.g., axis of rotation) 210 associated with the torque converter 200. Furthermore, as... Figure 2 As shown, cover 202 and impeller 204 form and / or define housing 211 of torque converter 200, in which one or more torque converter components are disposed.

[0036] Figure 2 The impeller 204 is constructed and / or configured to control parameters of the fluid in the torque converter housing 211 (e.g., flow rate, fluid pressure, etc.) as the impeller 204 rotates relative to the first axis 210, for example, by means of one or more fins, one or more blades, one or more impeller blades, and / or any other suitable fluid flow control element located on the impeller 204. Furthermore, as previously described, the impeller 204 is relatively non-rotatably (i.e., fixedly) coupled to the cover 202 to receive engine torque from it. In some examples, when the torque converter 200 is in its first operating mode, in response to the rotation of the impeller 204 relative to the first axis 210, the torque converter 200 generates an output or torque (sometimes referred to as output torque) for the drive system 104, the magnitude of which is based on, for example, any one of engine torque, vehicle speed, toroidal parameters, parameters of the fluid flow control element, fluid parameters, fluid properties, etc.

[0037] Figure 2 The first hub 206 is connected to the pump of the hydraulic system 110. Specifically, rotation of the first hub 206 relative to the first axis 210 causes a change in pump parameters (e.g., flow rate, fluid pressure, etc.) in, for example, (a) components of the transmission system 104 (e.g., gearbox), (b) the fluid path or passage associated with the shaft 208, (c) the housing 211, or (d) one of a combination thereof. Furthermore, Figure 2 The first hub 206 is configured to removably receive the first shaft 208 associated with the vehicle drivetrain 104 via a hole 212 formed by the first hub 206. Figure 2As shown, the first shaft 208 extends at least partially into the housing 211 through the hole 212.

[0038] Figure 2 A first shaft 208 is operatively positioned between components of the torque converter 200 and the drivetrain 104 to transmit output torque from the torque converter 200 to the drivetrain 104, thereby driving the wheels 106, 108. In some examples, the first shaft 208 is inserted into a first hub 206, thereby connecting the first shaft 208 to the output portion of the torque converter 200, such as the second hub 310 discussed below. In such examples, the first shaft 208 and the output portion are relatively non-rotatable (i.e., fixedly) connected together, for example, via a spline connection.

[0039] Figure 3 yes Figure 2 A partial cross-sectional view of the torque converter 200 along line AA is shown, and a component therein (e.g., a fluid flow control component) 300 is shown according to the teachings of the present invention. Figure 3 In the example shown, component 300 includes a piston (e.g., a clutch piston) 302, a first seal (e.g., a one-way seal) 304, and a second seal (e.g., a one-way seal) 306, each disposed within a cavity 308 formed by housing 211. Furthermore, in addition to component 300, Figure 3 The torque converter 200 also includes a turbine 309, a second hub (e.g., a turbine hub) 310, a first clutch (e.g., a lock-up clutch) 312, and a first damper (e.g., a spring damper) 313. The cavity 308 and / or more generally the housing 211 are configured to receive fluid (e.g., hydraulic fluid, such as torque fluid, transmission fluid, etc.) 314 for operating the first clutch 312 and / or more generally the torque converter 200.

[0040] Figure 3 The piston 302 can be implemented, for example, using an annular body such as a plate. Figure 3 The piston 302 is sized and / or shaped to be installed between the cover 202 and the first damper 313 and / or the turbine 309. According to Figure 3 In the example shown, piston 302 is supported by a third hub (e.g., a collar hub) 315 of torque converter 200 located on cover 202, such that piston 302 is rotatable relative to the third hub 315. For example, piston 302 is spaced relatively close and / or engaged (e.g., slidably engaged) with the third hub 315. Specifically, to change the state of the first clutch 312, fluid 314 pushes piston 302 toward and / or engages with a first plate (e.g., a clutch disc) 316 to transfer torque (e.g., engine torque) from cover 202 to the first plate 316. That is, in such an example, piston 302 and cover 202 compress the first plate 316 to generate friction for the first clutch 312. For example, Figure 3 The piston 302 has a face (e.g., an outer annular surface) 317 configured to engage (e.g., slidably engage) a first plate 316. Face 317 is sometimes referred to as the engagement face.

[0041] In some examples, the cover 202 forms and / or defines a third hub 315. In such examples, the cover 202 and the third hub 315 share a cross-sectional area, as shown below. Figure 3 As shown. However, in some examples, cover 202 and third hub 315 are separate components, configured to be joined together non-rotatably (i.e., fixedly) via one or more fasteners and / or one or more fastening methods or techniques.

[0042] Figure 3 The piston 302 has a first side 318, which, for example, partially forms a first chamber (e.g., a fluid chamber) 320 together with the impeller 204. Furthermore, in some examples, Figure 3 At least a portion of the cover 202 (e.g., an outer radial or distal portion) partially forms and / or defines the first chamber 320 together with the first side of the piston 302 and the impeller 204. Furthermore, Figure 3 The piston 302 also has a second side 322 opposite to the first side 318, which, together with the cover 202, partially forms a second chamber (e.g., a fluid chamber) 324. Thus, the first and second chambers 320, 324 are located on opposite sides 318, 322 of the piston 302. In particular, to facilitate control of the fluid pressure associated with the chambers 320, 324 of the housing 211, a first seal 304 and a second seal 306 are operatively connected to the piston 302.

[0043] Figure 3 The first seal 304 can be implemented, for example, using a square ring, an O-ring, etc. In such an example, the first seal 304 has a cross-section of a certain shape (e.g., a square, a rectangle, a circle, etc., or any other polygon) that is substantially uniform along the length of the first seal 304. The first seal 304 is made of one or more materials having suitable properties and / or characteristics (e.g., any one of strength, stiffness, durability, etc.), such as high-temperature resistant polymer materials or thermoplastics (sometimes called high-performance plastics or engineering plastics). Similarly, Figure 3 The second seal 306 can be implemented, for example, using a square ring, an O-ring, etc. In such an example, the second seal 306 has a cross-section of a certain shape (e.g., a square, a rectangle, a circle, etc., or any other polygon) that is substantially uniform along the length of the second seal 304. The second seal 306 is made of one or more materials having suitable properties and / or characteristics (e.g., any one of strength, stiffness, durability, etc.), such as high-temperature resistant polymer materials or thermoplastics.

[0044] Figure 3 The first seal 304 is positioned at or near the distal portion (e.g., the outer radial portion) 328 of the piston 302. Thus, the first seal 304 is positioned at a first radius 330 relative to the first axis 210. Specifically, the first seal 304 is configured to sealably engage the outer surface 332 of the piston 302 and the inner surface 334 of the cap 202, thereby forming a first fluid seal (e.g., a temporary or adjustable fluid seal). On the other hand, Figure 3 The second seal 306 is positioned at or near the proximal end or proximal portion (e.g., the inner radial portion) 336 of the piston 302 opposite the distal portion 328. Thus, the second seal 306 is positioned relative to the first axis 210 at a second radius 338 smaller than the first radius 330. Specifically, the second seal 306 is configured to sealably engage the inner surface 340 of the piston 302 and the outer surface 342 of the third hub 315, thereby forming a second fluid seal (e.g., a temporary or adjustable fluid seal).

[0045] To facilitate carrying the first seal 304 and the second seal 306 Figure 3 Component 300 also includes a first sealing groove 344 and a second sealing groove 346 for the first and second seals 304 and 306, respectively. In some examples, the first and second sealing grooves 344 and 346 are located on different parts of the torque converter 200, such as... Figure 3 As shown. For example, Figure 3 The first sealing groove 344 is formed and / or defined by a region of the outer surface 332 of the piston 302. However, in some examples, the first sealing groove 344 is formed and / or defined by different torque converter components, such as the fifth plate 502 discussed below. In any case, Figure 3 The first seal 304 is positioned in the first sealing groove 344 and extends through the first sealing groove 344. Specifically, Figure 3 The first seal 304 is located between the piston 302 and the cap 202. Furthermore, Figure 3 The second sealing groove 346 is formed and / or defined by a region of the outer surface 342 of the third hub 315. However, in some examples, the second sealing groove 346 is formed and / or defined by different torque converter components. In any case, Figure 3 The second seal 306 is positioned in the second sealing groove 346 and extends through the second sealing groove 346. Specifically, Figure 3 The second seal 306 is located between the piston 302 and the third hub 315.

[0046] In some examples, the first and second seals 304, 306 are both configured to substantially maintain a first fluid pressure differential experienced by the piston 302 during lock-up operation of the torque converter 200 (e.g., when the first clutch 312 is at least partially engaged), wherein the first fluid pressure associated with the first chamber 320 is greater than the second fluid pressure associated with the second chamber 324. In such examples, the first and second seals 304, 306 are sized, shaped, constructed, and / or otherwise configured to prevent a first flow (e.g., forward flow) of fluid 314 from the first chamber 320 to the second chamber 324.

[0047] Conversely, the first seal 304 and / or the second seal 306 are configured to regulate (e.g., reduce) the second fluid pressure differential experienced by the piston 302 during lock-up closing operation of the torque converter 200 (e.g., when the first clutch 312 disengages) (e.g., after lock-up opening operation), wherein the second fluid pressure associated with the second chamber 324 is greater than the first fluid pressure associated with the first chamber 320. For example, Figure 3 The first seal 304 is movable within a corresponding first sealing groove 344 and includes one or more recessed regions 348 located thereon and / or radially distributed relative to the first axis 210, which allows fluid 314 to flow through the first seal 304. In such an example, each of the first seal 304 and / or the second seal 306 is a unidirectional seal, whereby fluid 314 can flow only from the second chamber 324 through it to the first chamber 320. In this way, seals 304, 306 allow fluid 314 to flow through the housing 211 and the drive system 104 during a lock-up closing operation. Therefore, the size, shape, structure, and / or configuration of the first seal 304 and / or the second seal 306 are such that they allow a second flow (e.g., reverse flow) of fluid 314 from the second chamber 324 to the first chamber 320, opposite to the first flow. Alternatively, in some examples, the size, shape, structure, and / or configuration of the first sealing groove 344 and / or the second sealing groove 346 are such that a second flow of fluid 314 is permitted during the lock-up closing operation.

[0048] Figure 3 The turbine 309 is configured to receive fluid 314 from the impeller 204 during engine operation (e.g., when the first clutch 312 is disengaged), thereby generating output torque for the second hub 310. For example, the impeller 204 includes one or more fluid flow control elements (e.g., fins, blades, wheel blades) 350 and a housing or first housing (e.g., impeller housing) 352 on which the fluid flow control elements 350 are located. The fluid flow control elements 350 of the impeller 204 are radially distributed relative to the first axis 210 and extend radially outward relative to the first axis 210. Similarly, Figure 3The turbine 309 includes one or more fluid flow control components (e.g., fins, blades, impellers, etc.) 354 and a housing or second housing (e.g., turbine housing) 356 on which the fluid flow control components 354 are located. The fluid flow control components 354 of the turbine 309 are radially distributed relative to a first axis 210 and extend radially outward relative to the first axis 210. When the fluid flow control components 350 of the impeller 204 rotate relative to the first axis 210 together with the cover 202, fluid 314 is pushed and / or pumped radially outward relative to the first axis 210 toward the fluid flow control components 354 of the turbine 309. That is, the fluid flow control components 350 of the impeller 204 guide the flow of fluid 314 onto the fluid flow control components 354 of the turbine 309, such that the fluid 314 exerts a fluid force on the fluid flow control components 354 of the turbine 309. As a result of this fluid interaction, Figure 3 The turbine 309 generates torque or output from the torque converter 200, the extent of which is based on one or more parameters associated with the torque converter 200, such as the rotational speed of the impeller 204, the rotational speed of the turbine 309, the angle of the corresponding fluid flow control members 350, 354, the length of the corresponding fluid flow control members 350, 354, the properties of the fluid 314 (e.g., viscosity), etc.

[0049] In some examples, to increase the torque generated by the turbine 309 and / or improve the torque converter efficiency, the torque converter 200 also includes a stator 358 operably located between the impeller 204 and the turbine 309. Figure 3 The stator 358 is rotatably coupled to the housing 211, for example, via a second bearing (e.g., a thrust bearing) operably located between the stator 358 and a portion of the housing 211 (e.g., an impeller 204). Specifically, Figure 3 The stator 358 includes one or more fluid flow control elements (e.g., fins, blades, impellers, etc.) 360 located thereon. The fluid flow control elements 360 of the stator 358 are radially distributed relative to the first axis 210 and extend radially outward relative to the first axis 210. More specifically, the fluid flow control elements 360 of the stator 358 are configured to change the flow direction of fluid 314 when fluid 314 flows from turbine 309 to impeller 204, which increases the efficiency of impeller 204 in pumping fluid 314, and / or more generally, increases the efficiency of torque converter 200 by advantageously utilizing the inertia of fluid 314.

[0050] For example, when turbine 309 rotates, fluid flow control member 354 of turbine 309 directs fluid 314 in a first direction to fluid flow control member 360 of stator 358, and in response, fluid flow control member 360 of stator 358 directs fluid 314 in a second direction different from the first direction to fluid flow control member 350 of impeller 204. Furthermore, to address stator rotation caused by this fluid control, torque converter 200 also includes a second clutch (e.g., a one-way clutch) 362, operably coupled between stator 358 and a second shaft (e.g., a fixed shaft) 364 of drivetrain 104. The second shaft 364 is sometimes referred to as the stator shaft. Specifically, the second clutch 362 is configured to prevent stator 358 from rotating in a single direction (e.g., clockwise or counterclockwise) relative to the first axis 210 and / or the second shaft 364.

[0051] Figure 3 The second hub 310 is rotatably coupled to the stator 358 and thus to the housing 211, for example, via a third bearing (e.g., a thrust bearing) operably located between the second clutch 362 and either (a) a portion of the second hub 310 or (b) a portion of the turbine 309. Furthermore, the second hub 310 is non-rotatably (i.e., fixedly) coupled to the second housing 356 of the turbine 309. Thus, the turbine 309 and the second hub 310 together are rotatable relative to the housing 211. Figure 3 In the example shown, the second hub 310 is sized, shaped, constructed, and / or otherwise configured to receive and supply torque (e.g., generated by the turbine 309 or the first clutch 312) to the first shaft 208. In some examples, the second hub 310 defines an inner surface (e.g., an inner circumferential surface) with grooves positioned thereon, and the first shaft 208 defines an outer surface (e.g., an outer circumferential surface) with splines positioned thereon. In such an example, the grooves of the second hub 310 receive the splines of the first shaft 208, thereby coupling the second hub 310 to the first shaft 208 in a non-rotational (i.e., fixed) manner. In other words, Figure 2 The second hub 310 and the first shaft 208 are splined together, such that the first shaft 208 and the second hub 310 rotate together in the same direction relative to the first axis 210. Similarly, a portion of the second shaft 364 and the second clutch 362 are splined together.

[0052] In some examples, to facilitate support for the turbine 309 and / or the first damper 313, Figure 3The second hub 310 defines a first flange 366 extending radially outward from the first axis 210 away from the second hub 310. In such an example, the second housing 356 is positioned on the first flange 366 and is relatively non-rotatably (i.e., fixedly) coupled to the first flange 366, for example, via one or more fasteners and / or one or more fastening methods or techniques (e.g., welding).

[0053] according to Figure 3 In the example shown, the first clutch 312 is operatively connected to the torque converter 200. For ease of clutch operation, Figure 3 The first clutch 312 includes a piston 302 and a first plate 316, which are positioned adjacent to each other. In some examples, the piston 302 and the first plate 316 form and / or define a clutch assembly of the first clutch 312. As used herein, the term "clutch assembly" refers to at least two rotatable members of a clutch configured to engage with each other to generate friction. Specifically, Figure 3 The first clutch 312 can be switched between a first state (e.g., disengaged state) and a second state (e.g., fully engaged or partially engaged state), for example, based on the flow of fluid 314 through housing 211 provided by hydraulic system 110, which generates a pressure differential for piston 302. The first state of the first clutch 312 corresponds to a first operating mode of torque converter 200. That is, when the first clutch 312 is in its first state, the first clutch 312 provides the first operating mode of torque converter 200. Furthermore, the second state of the first clutch 312 corresponds to a second operating mode of torque converter 200. That is, when the first clutch 312 is in its second state, the first clutch 312 provides the second operating mode of torque converter 200.

[0054] In some examples, to facilitate the flow of fluid 314 through housing 211, Figure 3 Component 300 also includes one or more fluid passages or channels 368, 370, 371, three of which are shown in this example (i.e., the first fluid channel 368, the second fluid channel 370, and the third fluid channel 371). In such an example, the transmission system 104 is a three-way drive system. Each fluid channel 368, 370, 371 of component 300 is configured to receive fluid 314 and transport fluid 314 between the hydraulic system 110 and the housing 211. That is, fluid 314 can flow through fluid channels 368, 370, 371. Specifically, Figure 3 The first fluid passage 368 extends through the second shaft 364 to fluidly connect the hydraulic system 110 to the first chamber 320. Furthermore, Figure 3A second fluid passage 370 extends through the first shaft 208 to fluidly connect the hydraulic system 110 to the second chamber 324. Furthermore, a third fluid passage 371 extends between the first and second shafts 208 and 364.

[0055] although Figure 3 Three fluid channels 368, 370, and 371 are depicted, but in some examples, the drive system 104 is implemented differently, for example as a two-way drive system. In such examples, component 300 does not include the third fluid channel 371 (i.e., component 300 includes only two fluid channels 368 and 370).

[0056] To provide a second state for the first clutch 312, the controller 105 instructs the hydraulic system 110 to control the fluid 314 in the housing 211 such that the first fluid pressure associated with the first chamber 320 is greater than the second fluid pressure associated with the second chamber 324, which provides a first flow of fluid 314. Specifically, due to this control of the hydraulic system 110, fluid 314 is delivered from the hydraulic system 110 to the first chamber 320 through the first channel 368 at (a) a relatively high fluid pressure, and (b) from the second chamber 324 to the hydraulic system 110 through the second channel 370 at a relatively low fluid pressure. Therefore, by… Figure 3 The resulting first fluid pressure difference experienced by piston 302 pushes piston 302 toward first plate 316 in a first direction (e.g., horizontal direction) 372, causing piston 302, first plate 316, and / or cover 202 to generate friction for first clutch 312. In this way, the disclosed example actuates... Figure 3 The piston 302 causes the first clutch 312 to transmit engine torque from the cover 202 to the first damper 313, and then to the second hub 310.

[0057] Conversely, to provide a first state for the first clutch 312 during the lock-up closing operation, the controller 105 instructs the hydraulic system 110 to control the fluid 314 in the housing 211 such that the second fluid pressure associated with the second chamber 324 is greater than the first fluid pressure associated with the first chamber 320, which provides a second flow of fluid 314. Specifically, as a result of this control of the hydraulic system 110, fluid 314 is delivered from the hydraulic system 110 to the second chamber 324 through the second passage 370 at (a) a relatively high fluid pressure, and (b) from the first chamber 320 to the hydraulic system 110 through the first passage 368 at a relatively low fluid pressure. Therefore, by Figure 3 The resulting second fluid pressure differential experienced by piston 302 pushes piston 302 away from first plate 316 in a second direction (e.g., horizontal direction) 374 opposite to the first direction 372, causing piston 302 to disengage from and / or separate from first plate 316. In this way, Figure 3The first clutch 312 stops the torque transmission between the cover 202 and the first damper 313, and thus stops the torque transmission between the cover 202 and the second hub 310.

[0058] In some examples, when in the second state and / or transitioning from the first state to the second state, the first clutch 312 is configured to slip (e.g., with a gradually decreasing angular velocity). For example, when the first fluid pressure differential experienced by the piston 302 increases, the piston 302, the first plate 316, and the cover 202 slide relative to each other. In such an example, the controller 105 is configured to instruct the hydraulic system 110 to regulate this slippage of the first clutch 312, for example, by increasing (e.g., incrementally) the first fluid pressure differential (see, for example, see...). Figure 12 and 13 Furthermore, when the first fluid pressure differential is at or above a locking threshold (e.g., a value corresponding to a specific fluid pressure differential), the first clutch 312 stops sliding and / or locks. For example, the piston 302, the first plate 316, and the cover 202 are non-rotatably connected together (e.g., temporarily) while the first fluid pressure differential remains at or above the threshold.

[0059] When the first clutch 312 is in its second state Figure 3 The first damper 313 helps regulate the torque output of the torque converter. According to... Figure 3 The example shown includes an input or first damper portion 376, an output or second damper portion 378, and one or more springs (e.g., coil springs) 380. Figure 3 A spring 380 is operably positioned between the first and second damper portions 376, 378, such that torque (e.g., engine torque) can be transmitted from the first damper portion 376 to the second damper portion 378 via the spring 380. Each spring 380 is located in a corresponding spring cavity 381 formed by the first damper portion 376 and / or the second damper portion 378. Figure 3 The first and second damper portions 376, 378 are rotatable relative to each other. In particular, the rotational compression, decompression, and / or other alteration of the state of the spring 380 by the first damper portion 376 relative to the first damper portion 378 provides a damping effect (e.g., damping torque) to the torque converter 200. As a result, when the first clutch 312 is in its second state, the first damper 313 dampens the torsional vibrations experienced by the torque converter 200.

[0060] Figure 3 The first damper section 376 can be implemented, for example, using one or more plates (e.g., assembled together). Specifically, Figure 3The first damper portion 376 is fixedly coupled to the first plate 316 without relative rotation to receive torque therefrom, for example by one or more fasteners and / or one or more fastening methods or techniques. Furthermore, Figure 3 The second damper portion 378 can be implemented, for example, using one or more plates (e.g., assembled together). In some examples, the second damper portion 378 corresponds to and / or is implemented using components of the torque converter 200, such as the first flange 366, as... Figure 3 As shown. In particular, the second damper portion 378 is configured to provide the first shaft 208 with the torque generated by the spring 380.

[0061] For example, through one or more fasteners and / or fastening methods or techniques, Figure 3 The first plate 316 and the first damper section 376 cannot rotate relative to each other (i.e., are fixed). For example... Figure 3 As shown, the first plate 316 extends between the piston 302 and the cover 202 and bends thereto to receive the first damper portion 376.

[0062] Furthermore, in some examples, to further facilitate control of the fluid pressure associated with chambers 320, 324 of housing 211, Figure 3 The component 300 also includes a third seal (e.g., a one-way seal) 382 operatively coupled to the second hub 310 and / or the third hub 315. Figure 3 The third seal 382 can be implemented, for example, using a square ring, an O-ring, etc. In such an example, the third seal 382 has a cross-section of a certain shape (e.g., a square, a rectangle, a circle, etc., or any other polygon) that is substantially uniform along the length of the third seal 382. Furthermore, similar to the first or second seals 304, 306, the third seal 382 is made of one or more materials having suitable properties and / or characteristics (e.g., any one of strength, stiffness, durability, etc.), such as high-temperature resistant polymer materials or thermoplastics. In particular, Figure 3 The third seal 382 is configured to sealably engage the outer surface of the second hub 310 and the inner surface of the third hub 315, thereby forming a third fluid seal (e.g., a temporary or adjustable seal).

[0063] In such an example, for ease of carrying the third seal 382, Figure 3 The component 300 also includes a third sealing groove 384, which is located on a component of the torque converter 200. For example, as Figure 3 As shown, the third sealing groove 384 is formed and / or defined by a region of the outer surface of the second hub 310 or adjacent to and connected to the body (e.g., annular body) 385 of the second hub 310. Specifically, Figure 3The third seal 382 is positioned in the third sealing groove 384 and extends through the third sealing groove 384.

[0064] Figure 3 The third seal 382 is configured to substantially retain the first fluid pressure differential experienced by the piston 302 during lock-up / open operation, wherein the first fluid pressure associated with the first chamber 320 is greater than the second fluid pressure associated with the second chamber 324. Therefore, in such an example, similar to the first and second seals 304, 306, the third seal 382 is configured to prevent a first flow of fluid 314 from the first chamber 320 to the second chamber 324.

[0065] Conversely, in some examples, the third seal 382 is configured to regulate (e.g., reduce) a second fluid pressure differential experienced by the piston 302 during the lock-up closing operation, wherein the second fluid pressure associated with the second chamber 324 is greater than the first fluid pressure associated with the first chamber 320. Specifically, in such examples, the third seal 382 is a one-way seal, whereby fluid 314 can only be delivered from the second chamber 324 through it to the first chamber 320, allowing fluid 314 to flow through the housing 211 and the drive system 104. Therefore, in such examples, the size, shape, structure, and / or configuration of the third seal 382 and / or the third sealing groove 384 are designed to allow a second flow of fluid 314 from the second chamber 324 to the first chamber 320.

[0066] In the example where torque converter 200 is a three-way torque converter, one of the first seal 304, the second seal 306, the third seal 382, ​​or a combination thereof converts torque converter 200 into a two-way torque converter, such as... Figure 3 As shown. Therefore, Figure 3 The torque converter 200 is configured for use with a two-way drive system. In such an example, the hydraulic system 110 is constructed and / or configured to change the state of the first clutch 312 by delivering fluid 314 via a first fluid passage 368 and a second fluid passage 370 (i.e., only two fluid passages 368, 370).

[0067] On the other hand, in the example where the torque converter 200 is a four-way torque converter, one of the first seal 304, the second seal 306, the third seal 382, ​​different seals, or combinations thereof converts the torque converter 200 into a three-way torque converter, which will be discussed below. Figure 8 Further discussion. In such an example, the hydraulic system 110 is constructed and / or configured to change the state of the first clutch 312 by delivering fluid 314 via the first fluid passage 368, the second fluid passage 370, and the third fluid passage 371.

[0068] In some examples, component 300 further includes a fourth fluid passage or channel 386 through which fluid 314 flows. Specifically, Figure 3 The fourth fluid passage 386 extends radially outward or inward relative to the first axis 210 through the third hub 315 to fluidly connect the second chamber 324 to the second fluid passage 370 associated with the first shaft 208. That is, when the torque converter 200 and drivetrain 104 are assembled, the fourth passage 386 is configured to transfer fluid 314 between the second fluid passage 370 and the second chamber 324. In some examples, the second fluid passage 370 and the fourth fluid passage 386 form and / or define a single fluid passage. Fluid passages 368, 370, 371, and 386 are sometimes referred to as passages or oil passages. Furthermore, as... Figure 3 As shown, Figure 3 The third hub 315 extends along the first axis 210 toward the first flange 366 in the second direction 374, which allows for variation in the size and / or shape of the fourth fluid channel 386. For example, the size and / or shape of the fourth channel 386 may alternatively be determined to fluidly connect the first chamber 320 to the second fluid channel 370, which will be combined below. Figure 5 , 6 Further discussion on 7A and 7B.

[0069] In some examples, to allow fluid 314 to enter and / or exit housing 211, assembly 300 also includes one or more openings 388, 390 located on housing 211, two of which are shown in this example (i.e., first opening 388 and second opening 390). Depending on the flow direction of fluid 314 supplied by hydraulic system 110, Figure 3 Each of the first and second openings 388, 390 corresponds to an inlet and / or outlet of the housing 211. In particular, fluid 314 can flow through the first and second openings 388, 390, which enables the hydraulic system 110 to control the state of the first clutch 312. Figure 3 The first opening 388 is formed and / or defined by a portion of the impeller 204 and a portion of the stator 358. Therefore, fluid 314 can enter and / or exit the first chamber 320 via the first opening 388. Furthermore, Figure 3 The second opening 390 is formed and / or defined by a portion of the cover 202 and a portion of or adjacent to the second hub 310. Therefore, fluid 314 can enter and / or exit the second chamber 324 via the second opening 390. Furthermore, in some examples, the second opening 390 is also formed and / or defined by a fourth fluid passage 386, such as... Figure 3 As shown.

[0070] according to Figure 3In the example shown, piston 302 includes a third opening (e.g., a hole) 392 centrally disposed thereon. For example, the inner surface 340 of piston 302 forms and / or defines the third opening 392. In particular, Figure 3 The third opening 392 is configured to receive the third hub 315. For example, as Figure 3 As shown, the third hub 315 extends through the third opening 392. Figure 3 The size and / or shape of the third opening 392 make the inner diameter of the piston 302 slightly larger than the outer diameter of the third hub 315, which facilitates the movement of the piston 302 and the control of fluid flow via the second seal 306 and / or the second sealing groove 346.

[0071] Figure 4 yes Figure 2 Another partial cross-sectional view of the torque converter 200 along line AA is shown, and component 300 therein is also shown. According to Figure 4 As shown in the example, component 300 includes piston 302, first seal 304, second seal 306, third seal 382, ​​and first hole 402. Figure 4 The first orifice 402 is located on and / or formed by the piston 302. Specifically, the first orifice 402 extends through the piston 302 to fluidly connect the first chamber 320 to the second chamber 324, which helps to cool the first clutch 312 during lock-up / unlock operation when the first clutch 312 is in its second state or transitioning from its first state to its second state. Figure 4 As shown, the first plate 316 is positioned adjacent to and / or facing the first side 318 of the piston 302.

[0072] according to Figure 4 In the example shown, to provide a second state for the first clutch 312 during lock-up / unlock operation, the controller 105 instructs the hydraulic system 110 to provide a second flow (e.g., reverse flow) of fluid 314 through housing 211. For example, fluid 314 is delivered from the hydraulic system 110 to the second chamber 324 through the second passage 370 at (a) a relatively high fluid pressure, and (b) from the first chamber 320 to the hydraulic system 110 through the first passage 368 at a relatively low fluid pressure. Therefore, Figure 4 The final fluid pressure differential experienced by piston 302 pushes piston 302 toward first plate 316 in the second direction 374, causing piston 302, first plate 316, and / or clutch assembly 404 of first clutch 312 to generate friction for first clutch 312. In this way, the disclosed example actuates... Figure 4 The piston 302, so that the first clutch 312 transmits engine torque from the cover 202 (e.g., via clutch assembly 404) to the first damper 313, and thus to the second hub 310. Conversely, in such an example, in order to provide during lock-up closing operation... Figure 4 In the first state of the first clutch 312, the controller 105 instructs the hydraulic system 110 to provide a first fluid flow 314. For example, fluid 314 is delivered from the hydraulic system 110 to the first chamber 320 through the first passage 368 at (a) a relatively high fluid pressure, and (b) from the second chamber 324 to the hydraulic system 110 through the second fluid passage 370 at a relatively low fluid pressure. Therefore, Figure 5 The piston 302 is subjected to different fluid pressures in the first direction 372, which pushes the piston 302 away from the first plate 316, causing the piston 302 to disengage from and / or separate from the first plate 316.

[0073] In some examples, Figure 4 The first and second seals 304 and 306 are both configured to substantially maintain the fluid pressure difference experienced by the piston 302 during the lock-up opening operation of the torque converter 200, wherein the second fluid pressure associated with the second chamber 324 is greater than the first fluid pressure associated with the first chamber 320. Conversely, in such an example, the first seal 304 and / or the second seal 306 are configured to regulate (e.g., reduce) the fluid pressure difference experienced by the piston 302 during the lock-up closing operation, wherein the first fluid pressure associated with the first chamber 320 is greater than the second fluid pressure associated with the second chamber 324, which will be discussed below. Figure 9A , 9B 11A and 11B are discussed in more detail. In particular, in some such examples, each of the first seal 304 and / or the second seal 306 is a one-way seal, thereby allowing fluid 314 to flow from the first chamber 320 through it to the second chamber 324. In this way, Figure 4 Seals 304 and 306 allow fluid 314 to flow through housing 211 and drive system 104 during lock-up and closure operations.

[0074] according to Figure 4In the example shown, the first orifice 402 is configured to leak fluid 314 between the first and second chambers 320, 324 during lock-up / unlock operation (i.e., to provide controlled flow of fluid 314) to lubricate the first clutch 312. In such an example, when the first clutch 312 is in its second state, the first orifice 402 delivers fluid 314 from the second chamber 324 to the first chamber 320. Due to this controlled leakage provided by the first orifice 402, fluid 314 flows radially outward relative to the first axis 210 across the face 317 of the piston 302 and / or through the clutch assembly 404, thereby lubricating the first clutch 312 during its associated frictional engagement. For example, fluid 314 flows from the inner radial or proximal portion of the clutch assembly 404 to the outer radial or distal portion of the clutch assembly 404, for example, between the piston 302 and the first plate 316. In this way, the first orifice 402 improves performance by transferring heat away from the first clutch 312 via fluid 314. Figure 4 The heat capacity of the first clutch 312. Furthermore, in some such examples, the size, shape, structure, and / or other configuration of the first orifice 402 are such that the flow rate of fluid 314 between the first and second chambers 320, 324 is limited to, for example, between about 0.3 L / min and about 1.5 L / min during lock-up / unlocking operations.

[0075] like Figure 4 As shown, the surface 317 of the piston 302 is located at a third radius 406 relative to the first axis 210. Thus, Figure 4 The third radius 406 corresponds to the end face diameter associated with the first clutch 312. Furthermore, the first hole 402 is located at a fourth radius 408 relative to the first axis 210. In some examples, the fourth radius 408 is smaller than the third radius 406, such as... Figure 4 As shown. That is to say, Figure 4 The first hole 402 is positioned radially inward relative to surface 317 or the surface diameter. In other words, Figure 4 The first hole 402 is positioned radially inward relative to the clutch assembly 404.

[0076] although Figure 4 A single orifice 402 is depicted, but in some examples, component 300 is implemented in a different manner. In such examples, in addition to or as an alternative to the first orifice 402, component 300 includes one or more other orifices (e.g., similar to the first orifice 402) located on piston 302 to provide this controlled leakage of fluid 314. In such examples, orifice 402 extends through piston 302 and is radially distributed relative to first axis 210.

[0077] Figure 4The first seal 304 is configured to sealably engage (a) the area of ​​the outer surface 332 of the piston 302 at or near the distal portion 328, and (b) the area of ​​the inner surface 410 of the clutch assembly 404, thereby forming a first fluid seal. Furthermore, Figure 4 The second seal 306 is configured to sealably engage (a) the area of ​​the inner surface 340 of the piston 302 at or near the proximal portion 336, and (b) the area of ​​the outer surface 342 of the third hub 315, thereby forming a second fluid seal. Figure 4 The second seal 306 is located between the piston 302 and the third hub 315. Furthermore, Figure 4 The third seal 382 is configured to sealably engage (a) the area of ​​the outer surface of the second hub 310 and (b) the area of ​​the inner surface of the third hub 315.

[0078] Similar to Figure 3 The example shown, Figure 4 The first sealing groove 344 is formed and / or defined by the outer surface 332 of the piston 302. Furthermore, Figure 4 The second sealing groove 346 is formed and / or defined by the outer surface 342 of the third hub 315. Furthermore, Figure 4 The third sealing groove 384 is formed and / or defined by the second hub 310.

[0079] Figure 4 The clutch assembly 404 includes a plurality of plates 316, 412, 414, 416, which are configured to engage with each other to generate friction when the first clutch 312 is in its second state or transitioning from its first state to its second state. Four of these plates (i.e., the first plate 316, the second plate 412, the third plate 414, and the fourth plate 416) are shown in this example. Additionally, to support the plates 316, 412, 414, 416, the clutch assembly 404 also includes a first portion (e.g., an outer portion) 418 and a second portion (e.g., an inner portion) 420 rotatable relative to the first portion 418. In some examples, the first plate 316 and the third plate 414 are slidable along the first portion 418 of the clutch assembly 404, for example, by a spline connection. Furthermore, in some examples, the second plate 412 and the fourth plate 416 are similarly slidable along the second portion 420 of the clutch assembly 404, for example, by a spline connection. In such examples… Figure 4 The clutch assembly 404 includes a stop 417, which is non-rotatably (i.e., fixedly) coupled to a first or second portion 418, 420 of the clutch assembly 404. Specifically, Figure 4The stop 417 cannot slide along the first or second portions 418, 420 of the clutch assembly 404 to restrict the movement of the clutch plates 316, 412, 414, 416. Thus, when pressed or clamped by the piston 302 and the brake 417 during lock-up and unlocking operations, the plates 316, 412, 414, 416 and / or more generally the clutch assembly 404 generate friction for the first clutch 312.

[0080] The first portion 418 of the clutch assembly 404 is non-rotatably (i.e., fixedly) connected to the cover 202, for example, by one or more fasteners and / or one or more fastening methods or techniques (e.g., by welding). Thus, Figure 4 The cover 202 supports the first portion 418 of the clutch assembly 404 and rotates together with the first portion 418 of the clutch assembly 404 relative to the first axis 210. Figure 4 As shown, the first portion 418 of the clutch assembly 404 provides a surface 410 for engaging the first seal 304. Therefore, Figure 4 The first seal 304 is located between the piston 302 and the first portion 418 of the clutch assembly 404. Furthermore, the second portion 420 of the clutch assembly 404 is non-rotatably (i.e., fixedly) connected to the first damper portion 376, for example by one or more fasteners (e.g., rivets) 422 and / or one or more fastening methods or techniques. Figure 3 The first damper 313 is operably located between the first clutch 312 and the turbine 309. Furthermore, Figure 3 The second damper portion 378 is connected to the second housing 356, for example, by one or more fasteners and / or one or more fastening methods or techniques (e.g., welding), in a non-rotational (i.e., fixed) manner.

[0081] like Figure 4 As shown, the first flange 366 of the second hub 310 extends radially outward relative to the first axis 210 away from the second hub 310 to receive and support the first damper portion 376 at or near the end of the first flange 366. In particular, the first damper portion 376 is rotatable relative to the first flange 366. For example, the end of the first damper portion 376 is spaced relatively small from the end of the first flange 366, and / or engages (e.g., slidably engages) the end of the first flange 366.

[0082] In some examples, besides or as a replacement for hole 402, Figure 4 One or more (e.g., all) of the seals 304, 306, and 382 and / or Figure 4The dimensions, shape, structure, and / or other configuration of the corresponding sealing grooves 344, 346, 384 are configured to leak fluid 314 between the first and second chambers 320, 324 during lock-up / unlock operations (i.e., to provide controlled flow of fluid 314) to lubricate the first clutch 312. In such an example, similar to orifice 402, one or more (e.g., all) of seals 304, 306, 382 and / or the corresponding sealing grooves 344, 346, 384 are configured to restrict the flow rate of fluid 314 between the first and second chambers 320, 324 during lock-up / unlock operations (e.g., restricting it to between about 0.3 L / min and about 1.5 L / min). That is, in such an example, fluid 314 can flow from the second chamber 324 through the first seal 304, the second seal 306, and / or the third seal 382 to the first chamber 320 in a substantially limited flow rate. To provide this controlled leakage, seals 304, 306, and 382 are formed with specific geometries or shapes. Alternatively, to provide this controlled leakage, sealing grooves 344, 346, and 384 are formed with specific geometries or shapes. Thus, according to one or more disclosed examples, Figure 4 This controlled leakage of fluid 314 between the first and second chambers 320, 324 is achieved by: (a) orifice 402, (b) seals 304, 306, 382, ​​(c) sealing grooves 344, 346, 384, or (d) any combination thereof.

[0083] Figure 5 yes Figure 2 Another partial cross-sectional view of the torque converter 200 along line AA is shown, and component 300 therein is also shown. According to Figure 5 In the example shown, component 300 includes a piston 302, a first seal 304, a second seal 306, and a first orifice 402. Specifically, Figure 5 The torque converter 200 also includes a fifth plate 502, which has an internal radial or proximal portion 504 located on the third hub 315. Figure 5 The fifth plate 502 is coupled to the third hub 315 non-rotatably (i.e., fixedly) via one or more fasteners and / or one or more fastening methods or techniques (e.g., via welding). In particular, the fifth plate 502 extends radially outward relative to the first axis 210 away from the third hub 315 to receive the distal portion 328 of the piston 302 at or near the distal portion 506 of the fifth plate 502 opposite to the proximal portion 504 of the fifth plate 502.

[0084] also, Figure 5The first clutch 312 also includes a sixth plate (e.g., a clutch disc) 508, which facilitates clutch engagement. The sixth plate 508 is non-rotatably (i.e., fixedly) connected to the cover 202. For example, Figure 5 The torque converter 200 also includes one or more fasteners (e.g., bolts, studs, nuts, etc.) 510 configured to connect the cover 202 and the sixth plate 508 in such a way that one of them is shown in this example. In such an example, they can be radially distributed relative to the first axis 210. Figure 5 The fastener 510 extends at least partially through the cover 202 and / or the sixth plate 508. Specifically, Figure 5 The sixth plate 508 extends radially outward relative to the first axis 210 away from the fastener 510 to receive or contact the face 317 of the piston 302. During a lock-up / unlock operation, the face 317 of the piston 302 is configured to engage (e.g., slidably engage) the sixth plate 508 to provide a second state for the first clutch 312, or to transition the first clutch 312 from its first state to its second state. In such an example, the sixth plate 508 is at least partially flexible, such that the outer radial or distal portion of the sixth plate 508 is movable relative to the fastener 510 in a first direction 372 (and / or a second direction 374), which allows the sixth plate 508 and the cap 202 to compress or clamp the first plate 316 in response to an actuation of the piston 302.

[0085] and Figure 4 The examples shown are different. Figure 5 The first side 318 of the piston 302, together with the fifth plate 502, forms and / or defines the first chamber 320. Furthermore, Figure 4 The second side 322 of the piston 302, together with the cover 202 and the impeller 204 (i.e., housing 211), forms and / or defines the second chamber 324. In such an example, to provide a second state of the first clutch 312 during lock-up operation, the controller 105 instructs the hydraulic system 110 to provide a second fluid flow 314 through the housing 211. For example, fluid 314 is delivered from the hydraulic system 110 to the first chamber 320 through the second passage 370 at (a) a relatively high fluid pressure, and (b) from the second chamber 324 to the hydraulic system 110 through the first passage 368 at a relatively low fluid pressure. Therefore, Figure 5 The final fluid pressure differential experienced by piston 302 pushes piston 302 toward the sixth plate 508 in the first direction 372, causing piston 302, sixth plate 508, first plate 316, and / or cover 202 to generate friction for the first clutch 312. In this way, the disclosed example actuates... Figure 5The piston 302 is engaged so that the first clutch 312 transmits engine torque from the cover 202 to the first damper 313, and thus to the second hub 310. Conversely, in such an example, to provide a first state of the first clutch 312 during lock-up operation, the controller 105 instructs the hydraulic system 110 to provide a first fluid flow 314. For example, fluid 314 is delivered from the hydraulic system 110 to the second chamber 324 through the first passage 368 at (a) a relatively high fluid pressure, and (b) a relatively low fluid pressure through the second fluid passage 370 from the first chamber 320 to the hydraulic system 110. Therefore, Figure 5 The piston 302 experiences different fluid pressures in the second direction 374, which pushes the piston 302 away from the sixth plate 508, causing the piston 302 to disengage from and / or separate from the sixth plate 508.

[0086] and Figure 4 The examples shown are different. Figure 5 The first sealing groove 344 is formed and / or defined by the outer surface 514 of the fifth plate 502 at or near the distal portion 506 of the fifth plate 502. For example... Figure 5 As shown, the distal portion 328 of the piston 302 extends and / or bends away from the central portion of the piston 302, passing through the distal portion 506 of the fifth plate 502. Therefore, the first seal 304 sealably engages the outer surface 514 of the fifth plate 502 and the inner surface 516 of the piston 302 at or near the distal portion 328, thereby forming a first fluid seal. Figure 5 The first seal 304 is located between the piston 302 and the fifth plate 502. On the other hand, similar to Figure 4 The example shown, Figure 5 The second sealing groove 346 is formed and / or defined by the outer surface 342 of the third hub 315.

[0087] according to Figure 5 As shown in the example, fluid 314 can enter and / or exit the first chamber 320 through the second opening 390. Figure 5 The second opening 390 is formed and / or defined solely by the fourth fluid passage 386. Furthermore, in such an example, fluid 314 can enter and / or exit the second chamber 320 via the first opening 388.

[0088] according to Figure 5 In the example shown, the first damper portion 376 corresponds to and / or is implemented by the first plate 316. Additionally, in some examples, Figure 5The torque converter 200 also includes a second damper (e.g., a spring damper) 512 and a third damper (e.g., a centrifugal pendulum shock absorber) 513 connected between the first damper 313 and the second damper 512. The second damper 512 is also connected to the second hub 310. In such an example, during the lock-up / open operation of the torque converter 200, torque can be transmitted from the second damper section 378 to the second hub 310 via the second and third dampers 512, 513.

[0089] In some examples, Figure 5 The first and second seals 304 and 306 are both configured to substantially maintain the fluid pressure differential experienced by the piston 302 during lock-up operation of the torque converter 200, wherein the first fluid pressure associated with the first chamber 320 is greater than the second fluid pressure associated with the second chamber 324. Conversely, the first seal 304 and / or the second seal 306 are configured to regulate (e.g., reduce) the fluid pressure differential experienced by the piston 302 during lock-up operation of the torque converter 200 (e.g., after lock-up operation), wherein the second fluid pressure associated with the second chamber 324 is greater than the first fluid pressure associated with the first chamber 320, which will be discussed below in conjunction with... Figure 6 , 7A Examples 7B, 9A, 9B, 11A, and 11B are discussed in more detail. In such examples, each of the first seal 304 and / or the second seal 306 is a one-way seal, thereby allowing fluid 314 to flow only from the second chamber 324 to the first chamber 320. In this way, Figure 5 Seals 304 and 306 allow fluid 314 to flow through housing 211 and drive system 104 during lock-up and closure operations.

[0090] according to Figure 5 In the example shown, the first orifice 402 (and / or other orifices) is configured to leak fluid 314 between the first and second chambers 320, 324 during lock-up / unlock operations (i.e., to provide controlled flow of fluid 314) to lubricate the first clutch 312. In such an example, when the first clutch 312 is in its second state, the first orifice 402 delivers fluid 314 from the first chamber 320 to the second chamber 324. Due to this controlled leakage provided by the first orifice 402, fluid 314 flows radially outward relative to the first axis 210 across the face 317 of the piston 302, thereby lubricating the first clutch 312 during its associated frictional engagement. For example, fluid 314 flows between (a) the piston 302 and the sixth plate 508, (b) the sixth plate 508 and the first plate 316, (c) the first plate 316 and the cover 202, (d) or any combination thereof. In this way, the first orifice 402 improves performance by transferring heat away from the first clutch 312 via fluid 314. Figure 5The heat capacity of the first clutch 312. Furthermore, in some such examples, the size, shape, structure, and / or other configuration of the first orifice 402 are such that the flow rate of fluid 314 between the first chamber 320 and the second chamber 324 is limited (e.g., limited to between about 0.3 L / min and about 1.5 L / min) during lock-up / unlock operations.

[0091] In some examples, besides or as a replacement for hole 402, Figure 5 One or more (e.g., all) of the seals 304 and 306 and / or Figure 5 The dimensions, shape, structure, and / or other configuration of the corresponding sealing grooves 344, 346 are such that fluid 314 leaks between the first chamber 320 and the second chamber 324 (i.e., provides controlled flow of fluid 314) to lubricate the first clutch 312 during lock-up / unlock operation. In such an example, similar to orifice 402, the dimensions, shape, structure, and / or other configuration of one or more (e.g., all) of seals 304, 306 and / or the corresponding sealing grooves 344, 346 are such that fluid 314 flows between the first and second chambers 320, 324 (e.g., limited to between about 0.3 L / m and about 1.5 L / m). That is, in such an example, fluid 314 can flow from the first chamber 320 to the second chamber 324 in a substantially limited flow through the first seal 304 and / or the second seal 306. Thus, according to one or more of the disclosed examples, Figure 5 This controlled leakage of fluid 314 between the first and second chambers 320, 324 is achieved by: (a) orifice 402, seals 304, 306; (b) sealing grooves 344, 346, or (c) any combination thereof.

[0092] like Figure 5 As shown, the face 317 of the piston 302 is located at a third radius 406 relative to the first axis 210. Furthermore, the hole 402 is positioned at a fourth radius 408 relative to the first axis 210; in this example, the fourth radius is smaller than the third radius 406.

[0093] according to Figure 5 In the example shown, the fourth fluid channel 386 extends radially outward or inward relative to the first axis 210 through the third hub 315 to fluidly connect the first chamber 320 to the second fluid channel 370 associated with the first axis 208. Although Figure 5A single fluid channel 386 is depicted in relation to the transport of fluid 314 between the first chamber 320 and the second fluid channel 370, but in some examples, the component 300 is implemented differently. In such examples, in addition to or as an alternative to the fourth fluid channel 386, the component 300 includes one or more other fluid channels (e.g., similar to the fourth fluid channel 386) configured to transport fluid 314 between the first chamber 320 and the second fluid channel 370. Furthermore, in such examples, the fluid channels 386 are radially distributed relative to the first axis 210.

[0094] Figure 6 yes Figure 5 A magnified view of the torque converter 200, showing the fourth fluid passage 386. According to... Figure 6 In the example shown, the fourth fluid passage 386 extends through the third hub 315 to the second sealing groove 346. Specifically, the second sealing groove 346 fluidly connects the fourth fluid passage 386 to the first and second chambers 320, 324. In such an example, Figure 6 The fourth fluid channel 386 forms and / or defines at least a portion of the second sealing groove 346. Specifically, Figure 6 The fourth fluid passage 386 is sized, shaped, constructed, and / or otherwise configured to provide a one-way sealing function to the second seal 306, which will be combined below. Figure 7A and 7B Further discussion. In such an example, for instance, in response to the fluid 314 applying a force to the second seal 306, the second seal 306 may move within the second sealing groove 346. More specifically, in such an example, the movement of the second seal 306 is based on the flow direction of the fluid 314 through the fourth fluid passage 386 provided by the hydraulic system 110.

[0095] like Figure 6 As shown, the fourth fluid channel 386 is substantially linear or extends along a linear path. In some examples, the fourth fluid channel 386 extends on an inner surface 602 of the third hub 315 on a third direction 604 having a component corresponding to the first direction 372. In such examples, the fourth fluid channel 386 is inclined and / or angled relative to the first axis 210. That is, the fourth fluid channel 386 and the first axis 210 form an angle 606, for example, between about 90 degrees and 45 degrees. In this way, when fluid 314 is delivered from the second fluid channel 370 to the second sealing groove 346 through the fourth channel 386, the fourth fluid channel 386 facilitates the movement of the second seal 306 along the first direction 372.

[0096] Figure 7A and 7B yes Figure 5Further enlarged views of the torque converter 200 are shown, and a first sealing configuration (e.g., a one-way sealing configuration) 700 according to the teachings of this disclosure is illustrated. The first sealing configuration 700 may be used to implement one or more seals of component 300, for example... Figure 5 The second seal 306. Specifically, Figure 7A and 7B The second seal 306 can move in the second sealing groove 346 along the first direction 372 and / or the second direction 374 based on the flow direction of the fluid 314 through the fourth fluid channel 386, which changes the second fluid seal provided by the second seal 306.

[0097] according to Figure 7A As shown in the example, for instance, when the controller 105 initiates a lock-on operation and / or stops a lock-off operation, in response to fluid 314 flowing along the fourth direction 704 through the fourth fluid channel 386 along the first path 706, the second seal 306 may be positioned along the first direction 372 from the first position of the second seal 306. Figure 7B As shown) moved to the second position of the second seal 306 ( Figure 7A (As shown). The first path 706 is... Figure 7A The dots / dashed lines represent this. For example, the second seal 306 is subjected to a fluid pressure differential caused by fluid 314 flowing along the first path 706, which pushes the second seal 306 in the first direction 372. In such an example, fluid 314 exerts a force on the first side (e.g., a relatively flat annular surface) 708 of the second seal 306, with the component of the force pointing in the first direction 372. Due to this movement of the second seal 306, when the first clutch 312 transitions from its first state to its second state, during the lock-up opening operation of the torque converter 200, the first side 708 of the second seal 306 separates from and / or seals off the first side (e.g., a relatively flat annular surface) 710 of the third hub 315. Then, as the second seal 306 continues to move toward the second position along the first direction 372, the second side (e.g., a relatively flat annular surface) 712 of the second seal 306 directly contacts and / or seals against the second side (e.g., a relatively flat annular surface) 714 of the third hub 315 opposite to the first side 710 of the third hub 315. In such an example, Figure 7A The second seal 306 has an outer surface 715 that remains engaged with the inner surface 340 of the piston 302, for example, when the second seal 306 is in (a) a first position, (b) a second position, (c) or any position between the first and second positions. The outer surface 715 of the second seal 306 corresponds to the outer diameter of the second seal 306. Figure 7AAs shown, the first side 708 of the second seal 306 is opposite to the second side 712 of the second seal 306. In addition, the first side 710 and the second side 714 of the third hub 315 face each other and at least partially form and / or define the second sealing groove 346.

[0098] according to Figure 7A In the example shown, when the second seal 306 is in its second position relative to the second sealing groove 346, the second seal 306 prevents fluid 314 from flowing between the second chamber 324 and the fourth fluid passage 386 (e.g., from the fourth fluid passage 386 to the second chamber 324). For example, Figure 7A The second seal 306 is sealingly engaged with the inner surface 340 of the piston 302 and the second side 714 of the third hub 315, thereby forming a second fluid seal. Conversely, when in the second position, Figure 7A The second seal 306 causes fluid 314 to flow along the first path 706 between the first chamber 320 and the fourth fluid passage 386 (e.g., from the fourth fluid passage 386 to the first chamber 320), which increases the first fluid pressure associated with the first chamber 320 of the orifice 402. Specifically, in such an example, fluid 314 flows through a portion of the first gap 716 formed by the piston 302 and the third hub 315. That is, fluid 314 flows between a first region 718 of the inner surface 340 of the piston 302 and the outer surface 342 of the third hub 315, wherein the first region 718 does not form and / or define the second sealing groove 346 (e.g., the first region 718 is adjacent to the second sealing groove 346). In some examples, the first gap 716 substantially surrounds the third hub 315. In such examples, the dimensions of the first gap 716 are substantially uniform, or may vary along the length of the first gap 716.

[0099] according to Figure 7B The example shown, for instance, when controller 105 initiates a lock-off operation and / or stops a lock-on operation, in response to fluid 314 flowing through the fourth fluid channel 386 in a fifth direction 720 opposite to the fourth direction 704 along a second path 722 different from the first path 706, Figure 7B The second seal 306 can be moved from a second position to a first position in the second direction 374. The second path 722 is... Figure 7BThe dots / dashed lines represent this. For example, the second seal 306 experiences a fluid pressure differential caused by fluid 314 flowing along the second path 722, which pushes the second seal 306 in the second direction 374. In such an example, the fluid 314 exerts a force on the second side 712 of the second seal 306, with the component of the force pointing in the second direction 374. Due to this movement of the second seal 306, when the first clutch 312 transitions from its second state to its first state, during the lock-up closing operation of the torque converter 200, the second side 712 of the second seal 306 separates from and / or seals off the second side 714 of the third hub 315. Then, as the second seal 306 continues to move toward the first position along the second direction 374, the first side 708 of the second seal 306 directly contacts and / or seals against the first side 710 of the third hub 315.

[0100] also, Figure 7B The second seal 306 has an inner surface 723 that is spaced relatively small from a second region 724 of the outer surface 342 of the third hub 315, such that a second gap 726 is formed by the second seal 306 and the third hub 315. The inner surface 723 of the second seal 306 corresponds to the inner diameter of the second seal 306. Furthermore, the second region 724 of the outer surface 342 of the third hub 315, for example, forms and / or defines a second sealing groove 346 together with the first and second sides 710, 714 of the third hub 315. In some examples, the second gap 726 substantially surrounds the third hub 315. In such examples, the dimensions of the second gap 726 are substantially uniform, or may vary along the length of the second gap 726. In other words, for example, when the second seal 306 is in (a) a first position of the second seal 306, (b) a second position of the second seal 306, (c) or any position between the first and second positions of the second seal 306, Figure 7B The second gap 726 remains essentially unchanged. Furthermore, Figure 7B The fourth fluid channel 386 Figure 7B The first gap 716 and Figure 7B The size, shape, structure and / or other configuration of the second gap 726 are configured to provide sufficient fluid flow 314 during lock-up closing operations.

[0101] according to Figure 7B In the example shown, when the second seal 306 is in its first position relative to the second sealing groove 346, the second seal 306 prevents fluid 324 from flowing between the first chamber 320 and the fourth fluid passage 386 (e.g., from the fourth fluid passage 386 to the first chamber 320). For example, Figure 7BThe second seal 306 is sealingly engaged with the inner surface 340 of the piston 302 and the first side 710 of the third hub 315, thereby forming a second fluid seal. Conversely, when in the first position, Figure 7B The second seal 306 causes fluid 314 to flow along the second path 722 between the second chamber 324 and the fourth fluid passage 386 (e.g., from the second chamber 324 to the fourth fluid passage 386). Specifically, in such an example, fluid 314 flows through... Figure 7B The fluid 314 flows through different portions of the first gap 716 and the second gap 726, and passes through the second seal 306. In such an example, fluid 314 flows between the inner surface 340 of the piston 302 and the third region 728 of the outer surface 342 of the third hub 315, wherein the third region 728 does not form and / or define the second sealing groove 346 (e.g., the third region 728 is adjacent to the second sealing groove 346).

[0102] Therefore, by Figure 7A and 7B The second fluid seal formed by the second seal 306 is based on the position of the second seal 306 relative to the second sealing groove 346 (e.g., a first or second position). Thus, the second fluid seal changes in response to movement of the second seal 306 relative to the second sealing groove 346.

[0103] Figure 8 yes Figure 2 Another partial cross-sectional view of the torque converter 200 along line AA is shown, and component 300 therein is also shown. According to Figure 8 The example shown, Figure 8 The first clutch 312 includes a seventh plate (e.g., a balance plate) 802 adjacent to the piston 302 in the housing 211, which helps to generate a fluid pressure differential applied and / or experienced by the piston 302 during lock-up / unlock operation of the torque converter 200. Specifically, the seventh plate 802 and the piston 302 are movably coupled together. That is, the piston 302 can move relative to the seventh plate 802 in a first direction 372 and / or a second direction 374, for example, by a relatively small distance. Furthermore, Figure 8 The component 300 also includes a fourth seal (e.g., a one-way seal) 804, which is operatively coupled to the piston 302 and / or the seventh plate 802.

[0104] according to Figure 8 In the example shown, the seventh plate 802 and piston 302 form and / or define the first chamber 320. Furthermore, piston 302 and cover 202 form and / or define the second chamber 324. Additionally, the seventh plate 802 and impeller 204 form and / or define the third chamber (e.g., a fluid chamber) 806.

[0105] In some examples, in order to allow fluid 314 to enter and / or exit the housing 211, the assembly 300 also includes a fourth opening 808 on the housing 211 in addition to the first and second openings 388, 390. Figure 8 The third opening 808 is formed and / or defined by the second and third hubs 310, 315. Specifically, fluid 314 can flow through it. Figure 8 The first, second, and fourth openings 388, 390, and 808 enable the hydraulic system 110 to control... Figure 8 The state of the first clutch 312. In such an example, fluid 314 can enter and / or exit the first chamber 320 via the fourth opening 808. Furthermore, fluid 314 can enter and / or exit the second chamber 324 via the second opening 390. Additionally, fluid 314 can enter and / or exit the third chamber 806 via the first opening 388.

[0106] according to Figure 8 In the example shown, when the drivetrain 104 and torque converter 200 are assembled, the first opening 388 is in fluid communication with the first fluid passage 368. Furthermore, in such an example, the second opening 390 is in fluid communication with the second fluid passage 370. Additionally, in such an example, the fourth opening 808 is in fluid communication with the third fluid passage 371.

[0107] according to Figure 8 The example shown is for providing Figure 8 In the second state of the first clutch 312, the controller 105 instructs the hydraulic system 110 to control the fluid 314 in the control housing 211 such that the second fluid pressure associated with the second chamber 324 and the third fluid pressure associated with the third chamber 806 are both greater than the first fluid pressure associated with the first chamber 320. Specifically, as a result of this control of the hydraulic system 110, the fluid 314 is delivered from the hydraulic system 110 to the corresponding second and third chambers 324 and 806 at (a) a relatively high fluid pressure through the first and second fluid channels 368 and 370, and (b) at a relatively low fluid pressure through the third channel 371 from the second chamber 324 to the hydraulic system 110. In such an example, the third chamber 806 is sometimes referred to as the hydraulic chamber. Therefore, Figure 8 The final fluid pressure difference experienced by the piston 302 pushes the piston 302 toward the first plate 316 in the second direction 374, causing the piston face 317 to engage (e.g., slidably engage) the first plate 316.

[0108] Figure 8 The seventh plate 802 is connected to the third hub 315 non-rotatably, for example, by one or more example fasteners (e.g., rivets) 810 and / or one or more example fastening methods or techniques. In this way, the seventh plate 802 and the third hub together can rotate relative to the first axis 210.

[0109] according to Figure 8 The example shown is for easy carrying of the fourth seal 804. Figure 8 Component 300 also includes a fourth sealing groove 812, which in this example is located on the seventh plate 802. For example, Figure 8 The fourth sealing groove 812 is formed and / or defined by the outer surface of the seventh plate 802 at or near the end of the seventh plate 802. Figure 8 The fourth seal 804 is located in the fourth sealing groove 812 and extends through the fourth sealing groove 812. Specifically, the fourth seal 804 is located between the piston 302 and the seventh plate 802. Furthermore, as... Figure 8 As shown, the first sealing groove 344 is located on the piston 302. Figure 8 The first seal 304 is located between the piston 302 and the cap 202. Furthermore, as... Figure 8 As shown, the second sealing groove 346 is located on the third hub 315. Figure 8 The second seal 306 is located between the piston 302 and a portion of the third hub 315 supporting the piston 302. Furthermore, as... Figure 8 As shown, the third sealing groove 384 is located on a portion of the second hub 310 that supports the seventh plate 802. Figure 8 The third seal 382 is located between the second hub 310 and the seventh plate 802.

[0110] like Figure 8 As shown, Figure 8 A first hole 402 (and / or one or more other holes) is located on the seventh plate 802. That is, the first hole 402 extends through the seventh plate 802 to fluidly connect the first and third chambers 320, 806 together. According to... Figure 8 In the example shown, the first orifice 402 is configured to leak fluid 314 between the first and third chambers 320, 806 during lock-up / unlock operations (i.e., to provide controlled flow of fluid 314). In such an example, when the first clutch 312 is in its second state, the first orifice 402 delivers fluid 314 from the third chamber 806 to the first chamber 320.

[0111] In some examples, Figure 8 First seal 304 Figure 8 Second seal 306 Figure 8 The third seal 382 and / or Figure 8 Each of the fourth seals 804 is a one-way seal, thereby allowing fluid 314 to flow in a single direction, which will be combined below. Figure 9A , 9B11A and 11B are discussed in more detail. Therefore, in the example where the torque converter 200 is a four-way torque converter, one of the first seal 304, the second seal 306, the third seal 382, ​​the fourth seal 804, or a combination thereof, converts the torque converter 200 into a three-way torque converter, as... Figure 8 As shown. Therefore, Figure 8 The torque converter 200 is configured for three-way drive systems.

[0112] Figure 9A and 9B This is a partial view of a second sealing configuration (e.g., a one-way sealing configuration) 900 for a torque converter 200 according to the teachings of the present invention. The second sealing configuration 900 can be used to implement one or more seals of the component 300, such as (a) a first seal 304, (b) a second seal 306, (c) a third seal 382, ​​(d) a fourth seal 804, (e) one or more different seals, or (f) one of any combination thereof. Figure 9A and 9B In the example shown, component 300 includes a fifth seal (e.g., a one-way seal) 902 and an elastic member (e.g., a spring) 904 positioned adjacent to the fifth seal 902, which facilitates one-way sealing operation associated with the fifth seal 902. The fifth seal 902 is located in a fifth sealing groove 906, which is formed and / or defined by a first torque converter component 908 adjacent to the second torque converter component 910. In some examples, the first torque converter component 908 corresponds to and / or is implemented by one of (a) piston 302, (b) second hub 310, (c) third hub 315, (d) fifth plate 502, (e) seventh plate 802, or (f) any other suitable component of the torque converter 200. Furthermore, in some examples, the second torque converter component 910 corresponds to and / or is implemented by one of (a) the cover 202, (b) the piston 302, (c) the third hub 315, (d) the first portion 418 of the clutch assembly 404, (e) the seventh plate 802, or (f) any other suitable component of the torque converter 200. Figure 9A and 9B As shown, the first and second torque converter components 908 and 910 form and / or define a third gap 912. For example, the inner surface 914 of the second torque converter component 910 is spaced relatively small from the outer surface 916 of the first torque converter component 908. Specifically, Figure 9A and 9B The fifth seal 902 may move in the fifth seal groove 906 along the first direction 372 and / or the second direction 374 based on the flow direction of fluid 314 through the fifth seal groove 906 and / or the third gap 912, which changes the fifth fluid seal provided by the fifth seal 902.

[0113] according to Figure 9A As shown in the example, for instance, when the controller 105 initiates a lock-on operation and / or stops a lock-off operation, in response to fluid 314 flowing along the sixth direction 918 and the third path 920 through the fifth sealing groove 906, the fifth sealing key 902 can be released along the first direction 372 from the first position of the fifth seal 902. Figure 9B As shown) moved to the second position of the fifth seal 902 ( Figure 9A (As shown). The third path 920 is... Figure 9A The dots / dashed lines represent this. For example, the fifth seal 902 experiences a fluid pressure differential caused by fluid 314 flowing along the third path 920, which pushes the second seal 306 in the first direction 372. In such an example, fluid 314 exerts a force on the first side (e.g., a relatively flat annular surface) 922 of the fifth seal 902, with the component of the force pointing in the first direction 372. Due to this movement of the fifth seal 902, when the first clutch 312 transitions from its first state to its second state, during lock-up / unlock operation, the first side 922 of the fifth seal 902 moves away from the first torque converter component 908 and / or the first side (e.g., a relatively flat annular surface) 924 of the resilient member 904. As the fifth seal 902 moves along the first direction 372, the resilient member 904 can depressurize. In such an example, fluid 314 flows through the third gap 912 and into the fifth seal groove 906. That is, fluid 314 flows between the inner surface 914 of the second torque converter component 910 and a first region 926 of the outer surface 916 of the first torque converter component 908, wherein the first region 926 does not form the fifth sealing groove 906 (i.e., the first region 926 is adjacent to the fifth sealing groove 906). Then, as the fifth seal 902 continues to move toward the second position along the first direction 372, the second side (e.g., a relatively flat annular surface) 928 of the fifth seal 902 directly contacts and / or seals against the second side (e.g., a relatively flat annular surface) 930 of the first torque converter component 908, the second side 930 being opposite the first side 924 of the first torque converter component 908. In such an example, Figure 9A The fifth seal 902 has an outer surface 932, which, for example, remains engaged with the inner surface 914 of the second torque converter component 910 when the fifth seal 902 is in (a) a first position of the fifth seal 902, (b) a second position of the second seal 306, (c) or any position between the first and second positions of the fifth seal 902.

[0114] according to Figure 9A In the example shown, when the fifth seal 902 is in its second position relative to the fifth sealing groove 906, the fifth seal 902 prevents fluid 324 from flowing between the fourth chamber 934 and the fifth chamber 936 (e.g., from the fourth chamber 934 to the fifth chamber 936). For example, Figure 9A The fifth seal 902 is sealingly engaged with the inner surface 914 of the second torque converter component 910 and the second side 928 of the first torque converter component 908, thereby forming a fifth fluid seal. That is, when in the second position, Figure 9A The fifth seal 902 prevents fluid 314 from flowing through the fifth seal 902, which increases the fourth fluid pressure associated with the fourth chamber 934 during the lock-up opening operation.

[0115] Figure 9A The third gap 912 is sized, shaped, structured, and / or otherwise configured to provide a sufficient flow rate of fluid 314 during lock-up opening operations. Additionally, in some examples, the third gap 912 substantially surrounds the first torque converter component 908. In such examples, the dimensions of the third gap 912 are substantially uniform, or may vary along the length of the third gap 912.

[0116] according to Figure 9B The example shown, for instance, when controller 105 initiates a lock-off operation and / or stops a lock-on operation, in response to fluid 314 flowing through the fifth sealing groove 906 in a seventh direction 938 opposite to the sixth direction 918 along a fourth path 940 different from the third path 920, Figure 9B The fifth seal 902 can be moved from its second position to its first position in the second direction 374. The fourth path 940 is... Figure 9B The dots / dashed lines represent this. For example, the fifth seal 902 experiences a fluid pressure differential caused by fluid 314 flowing along the fourth path 940, which pushes the second seal 306 in the second direction 374. In such an example, fluid 314 exerts a force on the second side 928 of the fifth seal 902, with the component of the force pointing in the second direction 374. Due to this movement of the fifth seal 902, when the first clutch 312 transitions from its second state to its first state, during the lock-up closing operation of the torque converter 200, the second side 928 of the fifth seal 902 separates and / or seals off from the second side 930 of the first torque converter component 908. In such an example, fluid 314 flows through Figure 9B The fluid 314 flows through the third gap 912 and into the fifth sealing groove 906. That is, the fluid 314 flows between the inner surface 914 of the second torque converter component 910 and the second region 942 of the outer surface 916 of the first torque converter component 908, wherein the second region 942 does not form the fifth sealing groove 906 (i.e., the second region 942 is adjacent to the fifth sealing groove 906). Then, as the fifth seal 902 continues to move toward the first position along the second direction 374, the first side 922 of the fifth seal 902 directly contacts the elastic member 904 and / or changes the state of the elastic member 904 (e.g., compresses the elastic member 904).

[0117] In some examples, the resilient member 904 is configured to cause the fifth seal 902 away from the first side 924 of the first torque converter component 908 and / or toward the second side 930 of the fifth sealing groove 906 to provide a fourth gap 944. Figure 9B The fourth gap 944 is located between the first side 924 of the fifth sealing groove 906 and the first side 922 of the fifth seal 902. For example, in response to the fifth seal 902 moving to or toward a first position, the fifth seal 902 at least partially compresses the resilient member 904 during a locking-off operation. Due to this compression, the resilient member 904 applies a biasing force on the first side 922 of the fifth seal 902, the component of which points in a first direction 372.

[0118] also, Figure 9B The fifth seal 902 has an inner surface 946 that is spaced relatively small from a third region 948 of the outer surface 916 of the first torque converter component 908, such that the fifth seal 902 and the first torque converter component 908 form a second fifth gap 950. The inner surface 946 of the fifth seal 902 corresponds to the inner diameter of the fifth seal 902. Furthermore, the third region 948, for example, forms and / or defines a fifth sealing groove 906 together with a first side 924 and a second side 930 of the first torque converter component 908. Additionally, in some examples, the fifth gap 950 substantially surrounds the first torque converter component 908. In such examples, the dimensions of the fifth gap 950 are substantially uniform, or may vary along the length of the fifth gap 950. In other words, for example, when the fifth seal 902 is in (a) a first position, (b) a second position, (c) or any position between the first and second positions of the fifth seal 902, Figure 9B The fifth gap of 950 can be basically maintained. Furthermore, Figure 9A and 9B The third gap 912, Figure 9B The fourth gap 944 and Figure 9B The fifth gap 950 is sized, shaped, constructed and / or otherwise configured to provide sufficient fluid flow 314 during lock-up closing operations.

[0119] according to Figure 9BIn the example shown, when the fifth seal 902 is in its first position relative to the fifth sealing groove 906, the fifth seal 902 and the resilient member 904 allow fluid 324 to flow between the fourth chamber 934 and the fifth chamber 936 (e.g., from the fifth chamber 936 to the fourth chamber 934). That is, during the locking-off operation, fluid 314 flows through the third gap 912, the fourth gap 944, and the fifth gap 950, and through the fifth seal 902.

[0120] Therefore, the fifth fluid seal formed by the fifth seal 902 is based on the position of the second seal 306 relative to the second sealing groove 346 (e.g., the second position). Thus, the fifth fluid seal changes in response to movement of the fifth seal 902 relative to the second sealing groove 346. Specifically, the fifth fluid seal is present when the fifth seal 902 is in or near the second position, but is not present when the fifth seal 902 is in or near the second position.

[0121] although Figure 9A and 9B Aspects relating to the fifth seal 902 are described, but in some examples, these aspects also apply to any one or more (e.g., all) seals of component 300, such as (a) the first seal 304, (b) the second seal 306, (c) the third seal 382, ​​(d) the fourth seal 804, (e) one or more different seals, or (f) any combination thereof.

[0122] Figure 10 This is a view of elastic member 904. According to... Figure 10 In the example shown, the elastic member 904 is a wave washer or a wave spring. (As...) Figure 10 As shown, the elastic member 904 includes an annular body 1002. Figure 10 The body 1002 is made of one or more materials having sufficient properties and / or characteristics associated therewith (e.g., rigidity, elasticity, durability, etc.), such as one or more of metals, plastics, rubber, etc. Furthermore, in some examples, the body 1002 of the elastic member 904 forms and / or defines one or more bends and / or curvatures, which helps to generate a biasing force for the fifth seal 902 and provide a fourth gap 944. Although Figure 10 Wave springs or wave washers are depicted, but in some examples, the resilient member 904 is implemented in different ways, such as by using a snap ring or any other suitable resilient member capable of providing a biasing force to the fifth seal 902.

[0123] Figure 11A and 11BThis is a partial view of a third sealing configuration (e.g., a one-way sealing configuration) 1100 for a torque converter 200 according to the teachings of the present invention. The third sealing configuration 1100 can be used to implement one or more seals of the assembly 300, such as (a) a first seal 304, (b) a second seal 306, (c) a third seal 382, ​​(d) a fourth seal 804, (e) a fifth seal 902, or (f) one or more different seals, or (f) any combination thereof. Figure 11A and 11B In the example shown, component 300 includes a protrusion (e.g., an annular protrusion) 1102 located on a first side 922 of the fifth seal 902, which facilitates unidirectional sealing operation associated with the fifth seal 902. The third sealing configuration 1100 is similar to the second sealing configuration 900. However, instead of the resilient member 904, the protrusion 1102 is sized, shaped, constructed, and / or otherwise configured to allow fluid 314 to flow between the fourth chamber 934 and the fifth chamber 936 and through the fifth seal 902 (e.g., during a lock-up closing operation).

[0124] In some examples, the protrusion 1102 is formed and / or defined by the fifth seal 902. That is, in such examples, the protrusion 1102 and the fifth seal 902 share a cross-sectional area. However, in other examples, the protrusion 1102 is a component separate from the fifth seal 902 and is configured to be coupled to the fifth seal 902 non-rotatably (i.e., fixedly) via one or more fasteners and / or one or more fastening methods or techniques. Furthermore, in some examples, the protrusion 1102 is discontinuous, which facilitates the flow of fluid 314 through the protrusion 1102. In such examples, the protrusion 1102 includes one or more openings 1104 extending through the protrusion 1102, one of which is shown in this example.

[0125] according to Figure 11A In the example shown, in response to the fifth seal 902 being subjected to a fluid pressure differential caused by fluid 314 flowing along the third path 920 during lock-up / unlock operation, one side (e.g., a relatively flat annular surface) 1106 of the protrusion 1102 disengages and / or moves away from the first side 924 of the first torque converter component 908. Specifically, when the fifth seal 902 is in its second position relative to the fifth sealing groove 906, the fifth seal 902 prevents fluid 324 from flowing between the fourth and fifth chambers 934, 936.

[0126] according to Figure 11BIn the example shown, in response to the fifth seal 902 being subjected to a fluid pressure differential caused by fluid 314 flowing along the fourth path 940, side 1106 of the protrusion 1102 engages and / or directly contacts the first side 924 of the first torque converter component 908. Specifically, when the fifth seal 902 is in its first position relative to the fifth sealing groove 906, during lock-up closing operation, fluid 314 flows through opening 1104 and through the fifth seal 902 between the fourth and fifth chambers 934, 936. In such an example, when the first clutch 312 is in its first state, the protrusion 1102 maintains the fourth clearance 944. Although Figure 11A and 11B Aspects relating to the fifth seal 902 are described, but in some examples, these aspects also apply to any one or more (e.g., all) seals of component 300, such as (a) the first seal 304, (b) the second seal 306, (c) the third seal 382, ​​(d) the fourth seal 804, (e) one or more different seals, or (f) any combination thereof.

[0127] Figure 12 The first diagram 1200 is shown, which illustrates the relationship with... Figure 3 Example data related to the operation of the torque converter 200. According to... Figure 12 In the example shown, the first diagram 1200 includes a first axis (e.g., x-axis) 1202, which corresponds to a speed ratio associated with the torque converter 200, and is defined, for example, by a second hub 310 and a cover 202. For example, Figure 12 The first axis 1202 represents the angular velocity of the cover 202 relative to the second hub 310. Figure 12 The diagram 1200 also includes a second axis (e.g., the y-axis) 1204 perpendicular to the first axis 1202, which corresponds to, for example, the fluid pressure difference (e.g., in kilopascals (kPa) experienced by the piston 302 during the lock-up opening operation of the torque converter 200.

[0128] Figure 12 The diagram 1200 also includes a first curve 1206, which corresponds to the transition of the torque converter 200 from a three-way torque converter to a two-way torque converter via at least one one-way seal 304, 306, 382 of the assembly 300. Figure 3 The lock-up and unlocking operation of the torque converter 200. Specifically, the first curve 1206 represents the magnitude or extent of the fluid pressure difference that causes the first clutch 312 to change from its first state to its second state as the speed ratio increases. In other words, the first curve 1206 represents the minimum or threshold fluid pressure difference required to initiate the slippage of the first clutch 312 by actuation of the piston 302.

[0129] On the other hand, Figure 1200 also includes a second curve 1208, which corresponds to the lock-up opening operation of the example dual-channel torque converter implemented in vehicle 100. That is, the dual-channel torque converter is implemented without any seals on component 300. Similar to the first curve 1206, Figure 12 The second curve, 1208, represents the magnitude or extent of the fluid pressure difference that causes the lock-up clutch of the dual-channel torque converter to change from a disengaged state to an engaged state as the speed ratio increases. For example... Figure 12 As shown, within the speed ratio range 1210, the fluid pressure differential associated with the second curve 1208 is significantly lower than that associated with the first curve 1206. Range 1210 is between approximately 0.7 and approximately 1.2. Therefore, when the torque converter 200 is equipped with seals 304, 306, and 382 of component 300, the minimum or threshold fluid pressure differential associated with the first clutch 312 is relatively low. That is, the sensitivity of the first clutch 312 is increased due to seals 304, 306, and 382. As a result, seals 304, 306, and 382 improve the response and / or slip control of the first clutch 312.

[0130] Figure 13 The second chart 1300 is shown, which illustrates the relationship with... Figure 3 Example data related to the operation of the torque converter 200. According to... Figure 13 In the example shown, the second chart 1300 includes a first axis (e.g., the x-axis) 1302 corresponding to time (e.g., in seconds). Figure 13 The second diagram 1300 also includes a second axis (e.g., the y-axis) 1304 perpendicular to the first axis 1302, which corresponds to the magnitude or degree of torque converter parameters, such as one of the following: (a) slippage of the first clutch 312 (e.g., in RPM), (b) speed of the engine 102 (e.g., in RPM), (c) torque generated by the first clutch 312 (e.g., in Newton-meters (Nm), (d) fluid pressure differential applied to and / or experienced by the piston 302 (e.g., in kPa), (e.g., in degrees Celsius (°C), representing the torque converter inlet oil temperature), or (f) leakage flow rate (e.g., in L / min) provided by the assembly 300 (e.g., via the orifice 402 and / or seals 304, 306, 382, ​​902). Specifically, the second diagram 1300 corresponds to the transition of the torque converter 200 from a three-way torque converter to a two-way torque converter via at least one one-way seal 304, 306, 382, ​​902 of the assembly 300. Figure 3 The lock-up and unlocking operation of the torque converter 200.

[0131] Figure 13The second graph 1300 also includes a third curve 1306, which corresponds to the slippage of the first clutch 312 over time during the lock-up / unlock operation. Figure 13 The second graph 1300 also includes a fourth curve 1308, which corresponds to the change in the speed of the engine 102 over time during the lock-up operation, in this example the speed is substantially constant (e.g., about 100 RPM). Figure 13 The second graph 1300 also includes a fifth curve 1310, which corresponds to the torque generated by the first clutch 312 over time during the lock-up operation, which in this example is substantially constant. Figure 13 The second graph 1300 also includes a sixth curve 1312, which corresponds to the fluid pressure differential applied to and / or experienced by the piston 302 during the lock-up and unlocking operation over time. Figure 13 The second graph 1300 also includes a seventh curve 1314, which corresponds to the change of Pi temp temperature over time during the lock-up / unlock operation. Figure 13 The second graph 1300 also includes an eighth curve 1316, which corresponds to the leakage flow provided by component 300 over time during the lock-up operation.

[0132] Figure 13 Each of the curves 1306, 1308, 1310, 1312, 1314, and 1316 is provided by increasing the pressure differential applied to and / or experienced by the piston 302 during the operation of the torque converter 200. For example, the hydraulic system 110 and / or more generally the transmission system 104 of the vehicle 100 controls the fluid 314 to periodically increase the fluid pressure differential by approximately 2 kPa. Therefore, the direction of each curve 1306, 1308, 1310, 1312, 1314, and 1316 is in the direction of... Figure 13 The direction is from left to right.

[0133] Figure 14 The third chart 1400 is shown, which illustrates the relationship with... Figure 3 Example data related to the operation of the torque converter 200. Specifically, Figure 14 The data shown in the third chart 1400 is based on Figure 13 The data shown in the second chart 1300. Therefore, when the torque converter 200 is equipped with at least one one-way seal 304, 306, 382, ​​902 of component 300, the third chart 1400 corresponds to Figure 3 The lock-up and unlocking operation of the torque converter 200. Figure 14 The third diagram 1400 includes a first axis (e.g., x-axis) 1402, which corresponds to the fluid pressure differential applied to and / or experienced by the piston 302 during the lock-up operation of the torque converter 200 (see, for example, [reference needed]). Figure 13 The fourth curve (1312). Furthermore... Figure 13 The third diagram 1400 also includes a second axis (e.g., the y-axis) 1404 perpendicular to the first axis 1402, which corresponds to the magnitude or degree of torque converter parameters, such as one of the following: (a) slip of the first clutch 312 (e.g., in RPM), (b) speed of the engine 102 (e.g., in RPM), (c) torque generated by the first clutch 312 (e.g., in Nm), (d) Pt temperature (e.g., in °C), which represents the torque converter outlet oil temperature, (e) Pi temperature (e.g., in °C), or (f) leakage flow provided by component 300 (e.g., in L / min).

[0134] Figure 14 The third graph 1400 also includes a third curve 1306 corresponding to the slip of the first clutch 312 during the lock-up operation, each data point of which has been averaged over five (5) seconds after the torque converter 200 has achieved stable fluid pressure differential and torque. Figure 13 The second graph 1300 also includes a fourth curve 1308 corresponding to the speed of the engine 102 during the lock-up operation, with each data point having been averaged over five (5) seconds after the fluid pressure differential and torque have been stabilized. Figure 13 The second graph 1300 also includes a fifth curve 1310, which corresponds to the torque generated by the first clutch 312 during the lock-up operation, with each data point having been averaged over five (5) seconds after the fluid pressure differential and torque have been stabilized. Figure 13 The second graph 1300 also includes a ninth curve 1406 corresponding to the Pt temperature during the lock-up operation, with each data point having been averaged over five (5) seconds after the achievement of stable fluid differential pressure and torque. Figure 13 The second graph 1300 also includes a seventh curve 1314, which corresponds to the change of Pi temp temperature over time during the lockout-opening operation, with each data point being averaged over five (5) seconds after the fluid differential pressure and torque have reached a stable state. Figure 13 The second graph 1300 also includes an eighth curve 1316, which corresponds to the leakage flow provided by component 300 during the lock-up operation, with each data point having been averaged over five (5) seconds after the fluid differential pressure and torque have been stabilized.

[0135] according to Figure 14 In the example shown, the third curve 1306 includes a first inflection point 1408, which corresponds to a specific fluid pressure differential, such as approximately 60 kPa. To the left of the first inflection point 1408 (in... Figure 14(In terms of orientation), the third curve 1306 has a substantially constant small slope defined by the slippage of the first clutch 312 and the fluid pressure difference. That is, the slippage of the first clutch 312 gradually decreases as the fluid pressure difference increases. Therefore, the slippage of the first clutch 312 can be easily controlled within a first range 1410 of the fluid pressure difference. For example, the first range 1410 is between approximately 41 kPa and approximately 60 kPa.

[0136] Figure 15 The fourth chart 1500 is shown, which illustrates the combination with the above. Figure 12 Example data related to the operation of the mentioned dual-channel torque converter. According to... Figure 15 The example shown includes a first axis (e.g., the x-axis) 1502 corresponding to time (e.g., in seconds). Figure 15 The fourth diagram 1500 also includes a second axis (e.g., the y-axis) 1504 perpendicular to the first axis 1502, which corresponds to the magnitude or degree of torque converter parameters, such as one of the following: (a) the slippage of the lock-up clutch of the dual-channel torque converter (e.g., in RPM), (b) the speed of engine 102 (e.g., in RPM), (c) the torque generated by the lock-up clutch (e.g., in Nm), (d) the fluid pressure difference applied to the piston of the lock-up clutch and / or experienced by the piston of the lock-up clutch (e.g., in kPa), (e.g., Pi temperature (e.g., in °C), or (f) the leakage flow rate provided by the dual-channel torque converter (i.e., without component 300) (e.g., in L / min).

[0137] Figure 15 The fourth chart 1500 also includes the tenth curve 1506, which corresponds to the slippage of the clutch over time during the lock-up opening operation of the dual-channel torque converter. Figure 15 The fourth chart 1500 also includes an eleventh curve 1508, which corresponds to the change in speed of engine 102 over time during lock-up / unlock operation. Figure 15 The fourth chart 1500 also includes the twelfth curve 1510, which corresponds to the torque generated by the lock-up clutch over time during lock-up opening operation. Figure 15 The fourth chart 1500 also includes a thirteenth curve 1512, which corresponds to the fluid pressure differential applied to the piston of the lock-up clutch and / or experienced by the piston of the lock-up clutch during a lock-up opening operation over time. Figure 13 The fourth chart 1500 also includes the fourteenth curve 1514, which corresponds to the change of Pi temp temperature over time during the lock-up / unlock operation. Figure 15 The fourth graph 1500 also includes a fifteenth curve 1516, which corresponds to the leakage flow provided by the dual-pass torque converter during lock-up opening operation over time.

[0138] Figure 16 The fifth chart 1600 is shown, which illustrates the combination with the above. Figure 12 The example data related to the operation of the mentioned dual-channel torque converter. Specifically, Figure 16 The data shown in the fifth chart 1600 is based on Figure 15 The data shown in the fourth chart 1500. Therefore, the fifth chart 1600 corresponds to the lock-up opening operation of the dual-pass torque converter. Figure 16 The fifth diagram 1600 includes a first axis (e.g., x-axis) 1602, which corresponds to the fluid pressure difference applied and / or experienced by the piston of the lock-up clutch during lock-up opening operation (see, for example, see...). Figure 15 The thirteenth curve (1512). Furthermore... Figure 16 The fifth diagram 1600 also includes a second axis (e.g., the y-axis) 1604 perpendicular to the first axis 1602, which corresponds to the magnitude or degree of torque converter parameters, such as one of the following: (a) the slip of the lock-up clutch (e.g., in RPM), (b) the speed of the engine 102 (e.g., in RPM), (c) the torque generated by the lock-up clutch (e.g., in Nm), (d) the temperature of Pt (e.g., in °C), (e) the temperature of Pi (e.g., in °C), or (f) the leakage flow rate provided by the dual-pass torque converter (i.e., having component 300) (e.g., in L / min).

[0139] Figure 16 The fifth chart 1600 also includes the tenth curve 1506, which corresponds to the slippage of the first clutch 312 during the lock-up operation, with each data point being averaged over five (5) seconds after the dual-pass torque converter has achieved stable fluid differential pressure and torque. Figure 16 The fifth chart 1600 also includes an eleventh curve 1508, which corresponds to the speed of the engine 102 during the lock-up operation, with each data point being averaged over five (5) seconds after the fluid pressure differential and torque have been stabilized. Figure 16 The fifth chart 1600 also includes the twelfth curve 1510, which corresponds to the torque generated by the lock-up clutch during lock-up opening operation, with each data point having been averaged over five (5) seconds after the fluid pressure differential and torque have been stabilized. Figure 13 The fifth chart 1600 also includes the sixteenth curve 1606, which corresponds to the Pt temperature during the lock-up operation, with each data point having been averaged over five (5) seconds after the fluid differential pressure and torque have been stabilized. Figure 16 The fifth chart 1600 also includes the fourteenth curve 1514, which corresponds to the Pi temp temperature as a function of time during the lockout-opening operation, with each data point having been averaged over five (5) seconds after the fluid differential pressure and torque have been stabilized. Figure 13The second graph 1300 also includes a fifteenth curve 1516, which corresponds to the leakage flow provided by the dual-pass torque converter during lock-up operation (i.e., without component 300), with each data point being averaged over five (5) seconds after the stable fluid differential pressure and torque have been reached.

[0140] according to Figure 16 In the example shown, curve 1506, the tenth curve, includes a second inflection point 1608, which corresponds to a specific fluid pressure differential, such as approximately 71 kPa. To the left of the second inflection point 1608 (in... Figure 16 (In terms of orientation), the third curve 1306 has a slope defined by the slip of the lock-up clutch and the fluid pressure differential, which is not constant and / or relatively steep. That is, the slip of the lock-up clutch decreases abruptly with a relatively small increase in the fluid pressure differential. Therefore, compared to the first clutch 312, the slip of the lock-up clutch is not easily controlled within a second range 1610 of the fluid pressure differential, for example, between approximately 68 kPa and approximately 73 kPa. Furthermore, the second range 1610 is significantly smaller than the first range 1410.

[0141] As used herein, the terms “comprising” and “including” (and all their forms and tenses) are open-ended terms. Therefore, whenever a claim uses any form of “comprising” or “including” (e.g., including, comprising, containing, having, etc.) as a preamble or in any kind of claim statement, it should be understood that additional elements, terms, etc., may be present without exceeding the scope of the corresponding claim or statement. As used herein, the phrase “at least” is open-ended when used as a transitional term, for example, in the preamble of a claim.

[0142] It should be understood that the apparatuses, systems, and methods disclosed in the foregoing description offer numerous advantages. The examples disclosed herein convert vehicle torque converters for use in drivetrains that would otherwise be impossible. Furthermore, the disclosed examples improve the performance of the torque converter clutch through one or more seals and / or one or more orifices associated with the clutch piston, while reducing the complexity of the associated hydraulic controls.

[0143] Although certain example apparatuses, systems, and methods have been disclosed herein, the scope of this patent is not limited thereto. Clearly, many modifications and variations are possible in accordance with the foregoing teachings. Therefore, it should be understood that the invention may be practiced in ways other than those specifically described herein within the scope of the appended claims.

[0144] Therefore, the foregoing discussion has only disclosed and described exemplary embodiments of the invention. Those skilled in the art will understand that the invention may be practiced in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, this disclosure is intended to illustrate, and not limit, the scope of the invention and the other claims. This disclosure, including any readily identifiable variations taught herein, partially defines the scope of the foregoing claims, so that no inventive subject matter is open to the public.

Claims

1. A vehicle torque converter, comprising: The casing is formed by the cover and the impeller; The first hub used as the drive hub of a vehicle torque converter; A second hub that is rotatably connected to the housing; The third hub is located on the cover; A clutch includes a piston in a housing having a first side that partially defines a first chamber and a second side that partially defines a second chamber opposite to the first side, and the piston is supported on the third hub and is rotatable relative to the third hub; A first seal operably connected to the piston; A second seal operably connected to the piston; as well as The clutch assembly is positioned radially inward on the piston relative to the clutch. in: The orifice is configured to provide fluid flow between the first and second chambers to lubricate the clutch during lock-up / unlock operation of the vehicle torque converter. The first seal is a one-way seal, and The vehicle torque converter also includes a third seal operatively coupled to the second hub and / or the third hub, the third seal being a one-way seal.

2. The vehicle torque converter according to claim 1, wherein: The piston includes a surface located at a first radius relative to the axis of the vehicle torque converter, the surface being configured to engage a clutch disc, and The hole is positioned relative to the axis at a second radius that is smaller than the first radius.

3. The vehicle torque converter according to claim 1, wherein, The second seal is a one-way seal.

4. The vehicle torque converter according to claim 3, wherein, During the locking-off operation, fluid flows through the first and second seals between the first and second chambers to allow fluid to pass through the housing and the vehicle drive system.

5. The vehicle torque converter according to claim 3, wherein, The first seal is located at or near the distal portion of the piston relative to the axis of the vehicle torque converter, and the second seal is located at or near the proximal portion of the piston relative to the axis of the vehicle torque converter, opposite to the distal portion.

6. The vehicle torque converter according to claim 1, wherein, The orifice is configured to limit the flow rate during a lock-on operation.

7. The vehicle torque converter according to claim 6, wherein, The flow rate is between 0.3 liters / minute and 1.5 liters / minute.

8. The vehicle torque converter according to claim 1, wherein, The hole is the first hole, and it also includes one or more other holes located on the piston and radially distributed relative to the axis associated with the vehicle torque converter.

9. A vehicle torque converter, comprising: case; A clutch includes a piston in a housing having a first side that partially defines a first chamber and a second side that, opposite the first side, defines a second chamber. A first seal operably connected to the piston or hub; as well as A second seal operably connected to the piston. in: The first seal is configured to provide fluid flow between the first and second chambers during lock-up / unlock operation of the vehicle torque converter to lubricate the clutch, and During the lock-up closing operation of the vehicle torque converter, fluid flows through the first or second seal between the first and second chambers to allow fluid flow through the housing and the vehicle drivetrain.

10. The vehicle torque converter according to claim 9, wherein, The first seal is configured to limit flow during a lock-up / open operation.

11. The vehicle torque converter according to claim 10, wherein, The flow rate is between 0.3 liters / minute and 1.5 liters / minute.

12. The vehicle torque converter according to claim 9, wherein, The first seal is movable in a sealing groove located on a component of the vehicle torque converter, and the fluid seal formed by the first seal varies depending on the position of the first seal relative to the sealing groove.

13. The vehicle torque converter according to claim 12, wherein, The component includes a hub and a fluid passage extending through the hub to the sealing groove, the sealing groove fluidly connecting the fluid passage to the first and second chambers, the movement of the first seal being based on the flow direction of fluid through the fluid passage.

14. The vehicle torque converter according to claim 13, wherein, The fluid passage extends along a straight path and is angled relative to the axis of the vehicle torque converter.

15. The vehicle torque converter of claim 12, further comprising an elastic member between the first seal and a first side of the component defining the sealing groove, the elastic member being configured to push the first seal from the first side toward a second side of the component defining the sealing groove opposite to the first side.

16. The vehicle torque converter of claim 12, further comprising a protrusion located on one side of the first seal, the protrusion being configured to engage with one side of the component defining the sealing groove.

17. The vehicle torque converter according to claim 9, wherein, The first seal is placed between the piston and the hub.

18. The vehicle torque converter according to claim 9, wherein, The first seal is located between the piston and a portion of the clutch assembly.

19. The vehicle torque converter according to claim 9, wherein, The first seal is located between the piston and a plate located on the hub, which extends radially outward relative to the axis associated with the vehicle torque converter, away from the hub.

20. A vehicle torque converter, comprising: The casing is formed by the cover and the impeller; The first hub as the drive hub; A second hub that is rotatably connected to the housing; The third hub is located on the cover; A clutch includes a balance plate and a piston located in a housing and movably coupled together, the balance plate and piston defining a first chamber, a piston and a cover defining a second chamber, the balance plate and an impeller defining a third chamber, and the piston being supported on the third hub and rotatable relative to the third hub; The first one-way seal is operably connected to the piston or balance plate; A hole located on the balance plate, configured to provide fluid flow between the first and third chambers during lock-up operation of the vehicle torque converter, and A third one-way seal is operatively coupled to the second hub and / or the third hub.

Images