Three-oil-way controlled hydraulic torque converter with multi-plate clutch and double shock absorbers

Abstract

The invention discloses a three-oil-way controlled hydraulic torque converter with a multi-plate clutch and double shock absorbers, which comprises a pump wheel sub-assembly, a guide wheel sub-assembly, a turbine-torsion shock absorber sub-assembly and a lock-up clutch-cover sub-assembly, and a primary shock absorption spring group and a secondary shock absorption spring group are connected in series to form the double shock absorbers. The friction disc comprises a core plate and friction plates, the friction plates are attached to the two faces of the core plate respectively to form a multi-plate clutch, during hydraulic transmission, power is output sequentially through the turbine, the shock absorber left cover plate, the shock absorber right cover plate, the second-stage damping spring set, the second-stage driving disc and the turbine shaft sleeve, and damping springs participate in hydraulic transmission. The clutch outer hub has the advantages that the clutch outer hub has good manufacturability, and the guide sleeve of the oil way has good assemblability.

Description

Technical Field

[0001] The present invention relates to the field of torque converters, and particularly to a torque converter with three-oil-way control, multi-plate clutch and double shock absorbers. Background Art

[0002] The torque converter disclosed in CN116951074A is a two-oil-way control. It realizes hydrodynamic transmission and clutch transmission respectively through the direction switching of two oil ways. There is only a very small amount (1.5 - 4.5 liters per minute) of cooling oil passing through the clutch cavity where the friction plates are located. Long-term operation in the slip control state will cause the temperature to rise too high, damaging the friction plates. The switching action of the two oil ways cannot take into account high-precision pressure control, resulting in a large slip speed (20 - 40 rpm) and large losses.

[0003] The torque converter with three-oil-way control mainly aims at the above technical problems. Among them, two oil ways operate independently to support hydrodynamic transmission. The friction plates are in the hydrodynamic cavity, and a large amount (8 - 15 liters per minute) of cooling oil always passes through. The third oil way controls the clutch independently, with high control precision, and the minimum slip is controlled at about 5 rpm.

[0004] The torque converter with three-oil-way control is different from the conventional two-oil-way control in two major factors: the structural form of the clutch and the internal parts for separating the oil ways.

[0005] KR20170063607A discloses a clutch structure with three oil ways, but the manufacturing process of the clutch hub is relatively complex. This is where the present application needs to be improved. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide a torque converter with three-oil-way control, multi-plate clutch and double shock absorbers, which has high torque carrying capacity and improves the shock absorption effect.

[0007] To solve the above technical problems, the present invention provides a torque converter with three-oil-way control, multi-plate clutch and double shock absorbers, including a pump wheel sub-assembly, a guide wheel sub-assembly, a turbine - torsional shock absorber sub-assembly and a lock-up clutch - cover sub-assembly, wherein: The pump impeller sub-assembly includes a pump impeller housing, pump impeller blades, an inner pump impeller ring, and a pump impeller shaft sleeve. The pump impeller blades are fixed to the pump impeller housing through two pins. The inner pump impeller ring is assembled and fastened above the pump impeller blades by bending another pin of the pump impeller blades through a bending forming process, and its fastening direction is against the engine rotation direction, which helps to improve the durability performance. The pump impeller housing, pump impeller blades, and inner pump impeller ring are then brazed to further strengthen the connection. The pump impeller housing and the pump impeller shaft sleeve are connected by welding. The driving component on the pump impeller shaft sleeve is a spline tooth, which has a higher load-bearing capacity and more uniform force compared with a conventional flat key, is suitable for a higher-load oil pump, and provides a more stable power input. At the same time, a tooth length feature with annular undulations is provided on the spline tooth, and its advantage is that it has good guiding properties and is convenient for assembly. The turbine guide vane sub-assembly includes a turbine guide vane housing, a one-way clutch, a spline bushing, and a baffle. The one-way clutch is of a roller type structure. When working in the locking direction, it enables the turbine guide vane sub-assembly to play a role in amplifying torque. When working in the unlocking direction, it reduces the energy loss of hydraulic operation. Oil grooves and oil holes are provided on the turbine guide vane housing, spline bushing, and baffle to balance the working pressure on both sides of the turbine guide vane sub-assembly, reduce the load on the bearings on both sides, and at the same time provide sufficient oil lubrication and cooling for the internal one-way clutch to improve the performance and durability performance of the one-way clutch. The turbine-torsional damper sub-assembly includes a turbine sub-assembly and a torsional damper sub-assembly. Among them: The turbine sub-assembly includes a turbine housing, turbine blades, and an inner turbine ring. The turbine blades are fixed to the turbine housing by bending pins, and the inner turbine ring is fixed above the turbine blades by bending the pins on the turbine blades. The bending and fastening direction of all pins is against the engine rotation direction to improve the durability performance. A circle of oil-passing holes is opened on the turbine housing to reduce the load on the bearings on both sides.

[0008] The torsional damper sub-assembly includes a clutch inner hub, a first-stage damper driving disk, a left damper cover plate, a first-stage damper spring group, a right damper cover plate, a second-stage damper spring group, a second-stage driving disk, a turbine shaft sleeve, and corresponding connecting rivets and pins. The clutch inner hub and the first-stage damper driving disk are connected by a limit pin. The first-stage damper spring group is composed of several spring components. Each single-stage damper spring is a nested structure of inner and outer springs of different sizes. Each group of damper springs is connected in parallel to form the first-stage damper spring group, which is clamped between the left damper cover plate and the right damper cover plate. The second-stage damper spring group is composed of several spring components. Each single-stage damper spring is a nested structure of inner and outer springs of different sizes. Each group of damper springs is connected in parallel to form the second-stage damper spring group, which is clamped between the left and right damper cover plates and is relatively closer to the inside. The first-stage shock-absorbing spring group and the second-stage shock-absorbing spring group are connected in series to form a double shock absorber, which increases the working angle of the shock absorber and improves the shock-absorbing effect; The left cover plate of the shock absorber and the right cover plate of the shock absorber are fixed by inner rivets and outer rivets; The second-stage drive disk is connected to the turbine shaft sleeve by a central rivet; The power of the torsional shock absorber subassembly comes from the inner hub of the clutch. The power is transmitted to the first-stage shock-absorbing spring group through the first-stage drive disk of the shock absorber, then to the left and right cover plates of the shock absorber through the first-stage shock-absorbing spring group, and then to the second-stage shock-absorbing spring group through the left and right cover plates of the shock absorber. The second-stage shock-absorbing spring group then transmits the power to the second-stage drive disk, and the power is finally output through the turbine shaft sleeve, realizing the series connection of the first-stage shock-absorbing spring group and the second-stage shock-absorbing spring group, and obtaining a series shock-absorbing stiffness. The limit pin slides in the groove of the left cover plate of the shock absorber. When the first-stage shock-absorbing spring group and the second-stage shock-absorbing spring group are connected in series and compressed to a specific angle, the limit pin contacts the end point of the sliding groove of the left cover plate of the shock absorber, and the compression stroke of the first-stage shock-absorbing spring group is limited. At this time, the power is directly transmitted from the inner hub of the clutch and the limit pin to the left and right cover plates. Therefore, only the second-stage shock-absorbing spring group works alone, forming a new shock-absorber stiffness characteristic. There is a notch on the second-stage drive disk, and the inner rivet is located between the notches and moves relative to each other in the notch. When moving to the left and right end points of the notch, the compression stroke of the second-stage shock-absorbing spring group is limited, playing a role in protecting the spring. At the same time, the turbine is connected to the left and right cover plates of the shock absorber by inner rivets to form an integral body. During hydraulic transmission, the power is sequentially transmitted through the turbine, the left and right cover plates of the shock absorber, the second-stage shock-absorbing spring group, the second-stage drive disk, and the turbine shaft sleeve. The shock-absorbing spring is involved in hydraulic transmission, improving the smoothness of power output; The lock-up clutch-cover subassembly includes a cover shell, a connecting block, a clutch outer hub, a friction disk, a friction steel sheet, a snap ring, a piston, a guide sleeve, and a sealing element; among them: The friction disk and the friction steel sheet are stacked and combined to form a multi-plate clutch, and the multi-plate clutch is assembled in the clutch outer hub; the stacking combination of the multi-plate clutch is, from top to bottom, a thin friction steel sheet, a friction disk, a medium friction steel sheet, a friction disk, and a thick friction steel sheet; tooth features are arranged on the outer side of the friction steel sheet and mesh with the teeth of the clutch outer hub for transmission; tooth features are arranged on the inner side of the friction disk and mesh with the inner hub of the clutch for transmission; the piston is arranged below the multi-plate clutch to provide a pressing force; the snap ring is assembled above the multi-plate clutch and is located in the snap ring groove of the clutch outer hub to provide a supporting force. The snap ring and the piston jointly clamp the multi-plate clutch up and down to transmit torque.

[0009] The friction disc includes a core plate and friction plates. Friction plates are respectively attached to two surfaces of one core plate. The two friction plates form oil channels according to the arrangement. Different arrangement forms result in different numbers of oil channels. The difference in the number of oil channels on the two surfaces forms a pressure difference during operation, generating a local microcirculation flow rate, improving the lubrication and cooling effect on the surface of the friction plates, and extending the service life.

[0010] An O-ring is installed in the inner hole of the piston, forming a static seal fit with the input shaft of the gearbox, and separating the third oil passage for controlling the clutch piston.

[0011] A circle of protrusions is arranged at the end of the guide sleeve, which is supported on the turbine shaft sleeve and fitted into the grooves on its end surface for easy assembly. The support intervals form the first oil passage and the second oil passage for controlling the hydraulic components.

[0012] The arrangement of the clutch outer hub and the cover shell is as follows: A vertically turned-up side wall is stamped on the cover shell to form a sealing cavity; the connecting flange of the clutch outer hub turns outwards and is connected with the cover shell in a matching manner. The stamping difficulty of the clutch outer hub is low, and its structure is processed by gear shaping, which is easy to produce.

[0013] Furthermore, the clutch outer hub is integrated with the cover shell. The entire cover shell includes a front cover, a clutch outer hub, and a rear cover. The front cover is connected to the clutch outer hub, and the clutch outer hub is then connected to the rear cover. The front cover and the rear cover are processed by nesting stamping, saving materials. The structure of the clutch outer hub is suitable for gear shaping processing, saving materials, and making the part structure more compact.

[0014] The beneficial effects of the present invention are as follows: 1) The spline teeth of the pump impeller shaft sleeve are designed with an annular tooth length feature with undulations, having good guiding properties and being convenient for assembly; 2) Oil grooves and oil holes are provided on the guide wheel housing, splines, and baffle plates to balance the working pressures on both sides of the guide wheel, reduce the loads on the bearings on both sides, and at the same time provide sufficient oil lubrication and cooling for the internal one-way clutch, improving the performance and durability of the one-way clutch; 3) The first-stage damping spring group and the second-stage damping spring group are connected in series to form a double damper, increasing the working angle of the damper and improving the damping effect; 4) The damping spring has a limit protection to ensure the service life of the spring parts; 5) The damping spring is involved in the hydraulic transmission, improving the smoothness of power output; 6) There are four friction plates in the multi-plate clutch, with a high torque-carrying capacity; 7) The clutch outer hub has good manufacturability; 8) The oil passage guide sleeve has good assemblability. Description of the Drawings

[0015] The accompanying drawings of the specification, which form a part of this application, are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings: Figure 1 is a schematic structural diagram of a specific embodiment of the present invention; Figure 2 is a schematic structural diagram of the impeller subassembly of a specific embodiment of the present invention; Figure 3 is a schematic structural diagram of the spline teeth of an embodiment of the present invention; Figure 4 is a schematic structural diagram of the turbine subassembly of a specific embodiment of the present invention; Figure 5 is a schematic structural diagram of the oil grooves and oil holes on the turbine housing, spline and baffle of a specific embodiment of the present invention; Figure 6a and Figure 6b is a schematic structural diagram of the turbine subassembly of a specific embodiment of the present invention; Figure 7a and 7b is a schematic structural diagram of the torsional damper subassembly of a specific embodiment of the present invention; Figure 8 is a schematic diagram of the vibration structure principle of a specific embodiment of the present invention; Figure 9a and Figure 9b is a schematic structural diagram of the lock-up clutch - cover assembly of a specific embodiment of the present invention; Figure 10a and Figure 10b is a schematic structural diagram of the friction disc of a specific embodiment of the present invention; Figure 11 is a schematic diagram of the three - oil - path control of a specific embodiment of the present invention; Figure 12a and Figure 12b is a schematic structural diagram of the connection between the guide sleeve and the piston of a specific embodiment of the present invention; Figure 13 is a schematic structural diagram of the connection between the clutch outer hub and the cover housing of a specific embodiment of the present invention; Figure 14 is a schematic structural diagram of the second connection between the clutch outer hub and the cover housing of a specific embodiment of the present invention; Description of the reference numerals in the figure: 11 - impeller subassembly; 21 - impeller housing; 22 - impeller blades; 23 - impeller inner ring; 24 - impeller shaft sleeve; 24a - tooth length feature with annular high and low undulations; 24b - spline teeth; 12 - turbine subassembly; 41 - Guide wheel housing; 42 - One-way clutch; 43 - Spline shaft sleeve; 44 - Baffle; 5a - Oil groove; 5b - Oil groove; 5c - Oil groove; 5d - Oil through hole; 13 - Turbine - torsional damper sub - assembly; 61 - Turbine housing; 6b - Hole; 62 - Turbine blade; 6a - Turbine blade pin; 63 - Turbine inner ring; 701 - Clutch inner hub; 702 - First - stage driving disc of damper; 703 - Left cover plate of damper; 7a - Slide groove; 704 - First - stage damper spring group; 705 - Right cover plate of damper; 706 - Second - stage damper spring group; 707 - Second - stage driving disc; 7b - Notch; 708 - Limit pin; 709 - Center rivet; 710 - Inner side rivet; 711 - Outer side rivet; 712 - Turbine shaft sleeve; 712a - Groove; 14 - Locking clutch - cover sub - assembly; 141 - Front cover; 142 - Rear cover; 143 - Clutch outer hub; 91 - Cover shell; 132a - Side wall; 92 - Connecting block; 93 - Clutch outer hub; 93a - Tooth phase; 93b - Snap ring groove; 133a - Connecting flange; 94 - Friction steel sheet; 94a - Tooth feature of friction steel sheet; 941 - Thin friction steel sheet; 942 - Medium friction steel sheet; 943 - Thick friction steel sheet; 95 - Friction disc; 95a - Tooth feature of friction disc; 951 - Core plate; 952 - Friction plate; 953 - Friction plate; 95b - Oil passage; 95c - Oil passage; 96 - Snap ring; 97 - Piston; 98 - Guide sleeve; 98a - Protrusion; 99 - Sealing element. Detailed implementation mode

[0016] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0017] The present invention provides a hydraulic torque converter with three oil circuit controls, a multi-plate clutch and two shock absorbers, as Figure 1 shown, including a pump wheel sub-assembly 11, a guide wheel sub-assembly 12, a turbine-torsional shock absorber sub-assembly 13, and a lock-up clutch-cover sub-assembly 14.

[0018] As Figure 2 shown, the pump wheel sub-assembly 11 includes a pump wheel housing 21, pump wheel blades 22, a pump wheel inner ring 23, and a pump wheel bushing 24; the pump wheel blades 22 are fixed to the pump wheel housing 21 through two pins, and the pump wheel inner ring 23 is assembled and fastened above the pump wheel blades 22 by bending forming process through another pin on the pump wheel blades 22, and its fastening direction is against the engine rotation direction, which helps to improve the durability performance; the pump wheel housing 21, pump wheel blades 22, and pump wheel inner ring 23 are further strengthened by brazing; the pump wheel housing 21 and the pump wheel bushing 24 are connected by welding; as Figure 3 shown, the driving feature on the pump wheel bushing 24 is a spline tooth 24b, which has a higher load-bearing capacity and more uniform force compared with a conventional flat key, providing a more stable power input for the oil pump; at the same time, a tooth length feature 24a with annular undulations is provided on the spline tooth 24b, and its advantage is that it has good guiding performance and is convenient for assembly.

[0019] As Figure 4 shown, the guide wheel sub-assembly 12 includes a guide wheel housing 41, a one-way clutch 42, a spline bushing 43, and a baffle 44; the one-way clutch 42 is a roller type structure, working in the locking direction to make the guide wheel sub-assembly play a role in amplifying torque; working in the unlocking direction, it reduces the energy loss of hydraulic operation. As Figure 5 shown, oil grooves 5a, 5b, 5c and oil through holes 5d are provided on the guide wheel housing 41, spline bushing 43 and baffle 44 to balance the working pressure on both sides of the guide wheel sub-assembly, reduce the load on the bearings on both sides, and at the same time provide sufficient oil lubrication and cooling for the internal one-way clutch 42, improving the performance and durability performance of the one-way clutch 42.

[0020] The turbine-torsional shock absorber sub-assembly 13 includes a turbine sub-assembly and a torsional shock absorber sub-assembly; among them: As Figure 6a and Figure 6bAs shown, the turbine subassembly includes a turbine housing 61, turbine blades 62, and a turbine inner ring 63. The turbine blades 62 are bent and fixed to the turbine housing 61 through turbine blade pins 6a. The turbine inner ring 63 is bent and fixed above the turbine blades 62 through pins on the turbine blades 62. The bending and fastening directions of all pins are opposite to the engine rotation direction to improve the durability performance. A circle of oil-passing holes 6b is provided on the turbine housing 61 to reduce the loads on both bearings.

[0021] As Figure 7a and Figure 7b shown, the torsional damper subassembly includes a clutch inner hub 701, a first-stage drive disk 702 of the damper, a left cover plate 703 of the damper, a first-stage damper spring group 704, a right cover plate 705 of the damper, a second-stage damper spring group 706, a second-stage drive disk 707, a turbine shaft sleeve 712, as well as a center rivet 709, an inner-side rivet 710, an outer-side rivet 711, and a limit pin 708; The clutch inner hub 701 and the first-stage drive disk 702 of the damper are connected through the limit pin 708; The first-stage damper spring group 704 is composed of several spring assemblies. A single-group damper spring is a nested structure of inner and outer springs of different sizes. Each group of damper springs is connected in parallel to form the first-stage damper spring group, which is clamped between the left cover plate 703 and the right cover plate 705 of the damper; The second-stage damper spring group 706 is composed of several spring assemblies. A single-group damper spring is a nested structure of inner and outer springs of different sizes. Each group of damper springs is connected in parallel to form the second-stage damper spring group, which is clamped between the left cover plate 703 and the right cover plate 705 of the damper and is relatively closer to the inner side; The first-stage damper spring group 704 and the second-stage damper spring group 706 are connected in series to form a double damper, increasing the working angle of the damper and improving the damping effect; The left cover plate 703 and the right cover plate 706 of the damper are connected and fixed through the inner-side rivet 710 and the outer-side rivet 711; The second-stage drive disk 707 and the turbine shaft sleeve 712 are connected through the center rivet 709.

[0022] As Figure 8As shown, the power of the torsional damper subassembly comes from the clutch inner hub 701. The power is transmitted to the first-stage damper spring group 704 through the first-stage damper driving disc 702, and then transmitted to the left damper cover 703 and the right damper cover 705 of the damper through the first-stage damper spring group 704. After being transmitted through the left and right damper covers of the damper, it is transmitted to the second-stage damper spring group 706. The second-stage damper spring group 706 then transmits the power to the second-stage driving disc 707. The power is finally output through the turbine shaft sleeve 712, realizing the series connection of the first-stage damper spring group 704 and the second-stage damper spring group 706, and obtaining a series damping stiffness. The limit pin 708 slides in the chute 7a of the left damper cover 703. When the first-stage damper spring group 704 and the second-stage damper spring group 706 are compressed to a specific angle during series operation, the limit pin 708 contacts the end point of the chute 7a of the left damper cover 703, and the compression stroke of the first-stage damper spring group 704 is limited. At this time, the power is directly transmitted from the clutch inner hub 701 and the limit pin 708 to the left and right damper covers of the damper. Therefore, only the second-stage damper spring group 706 works alone, forming a new damper stiffness characteristic. A notch 7b is formed on the second-stage driving disc 707, and the inner rivet 710 is located between the notches 7b and moves relatively in the notches 7b. When it moves to the left and right end points of the notch 7b, the compression stroke of the second-stage damper spring group 706 is limited, playing a role in protecting the spring. At the same time, the turbine subassembly is connected to the left damper cover 703 and the right damper cover 705 as a whole through the inner rivet 710. During hydrodynamic transmission, the power is output in sequence through the turbine subassembly, the left damper cover 703, the right damper cover 705, the second-stage damper spring group 706, the second-stage driving disc 707, and the turbine shaft sleeve 712. In the hydrodynamic transmission of the specific embodiment of the present invention, a damping spring is involved, improving the smoothness of power output.

[0023] As Figure 9a and 9b shown, the lock-up clutch - cover subassembly 14 includes a cover shell 91, a connecting block 92, a clutch outer hub 93, friction steel sheets 94, a friction disc 95, a snap ring 96, a piston 97, a guide sleeve 98, and a sealing element 99; wherein: After the friction discs 95 and friction steel sheets 94 are stacked and combined, they form a multi-plate clutch, which is assembled in the clutch outer hub 93. The stacking combination of the multi-plate clutch is, from bottom to top, a thin friction steel sheet 941, a friction disc 95, a medium friction steel sheet 942, a friction disc 95, and a thick friction steel sheet 943. Tooth features 94a are arranged on the outer side of the friction steel sheet 94 and mesh with the teeth 93a of the clutch outer hub 93 for transmission. Tooth features 95a are arranged on the inner side of the friction disc 95 and mesh with the clutch inner hub 701 for transmission. The piston 97 is arranged below the multi-plate clutch to provide a pressing force. The snap ring 96 is assembled above the multi-plate clutch and is located in the snap ring groove 93b of the clutch outer hub 93 to provide a supporting force. The snap ring 96 and the piston 97 jointly clamp the multi-plate clutch up and down to transmit torque.

[0024] As Figure 10a and Figure 10b shown, the friction disc 95 includes a core plate 951 and friction plates 952, 953. Friction plates 952, 953 are respectively attached to the two surfaces of one core plate 951. Oil channels 95b, 95c are formed according to the arrangement of the two friction plates 952, 953 on the two surfaces. Different arrangement forms result in different numbers of oil channels. The difference in the number of oil channels on the two surfaces forms a pressure difference during operation, generating a local microcirculation flow rate, improving the lubrication and cooling effect on the surface of the friction plates, and extending the service life. In the embodiment of the present invention, two friction plates are attached to each friction disc 95, with a total of four friction plates. Each surface of the friction disc is respectively attached to a friction plate, forming a multi-plate clutch.

[0025] An O-ring is installed in the inner hole of the piston 97, forming a static seal fit with the transmission input shaft, separating the third oil circuit channel P3 for controlling the clutch piston. As Figure 12a and Figure 12b shown, a circle of protrusions 98a is arranged at the end of the guide sleeve 98, which is supported on the turbine shaft sleeve 712 and fits into the groove 712a on its end face. The assembly is extremely convenient. The support intervals form the first oil circuit channel P1 and the second oil circuit channel P2 for controlling the hydraulic components, as shown in the oil circuit control schematic diagram of Figure 11.

[0026] The arrangement of the clutch outer hub 93 and the cover shell 91 is as follows: As Figure 13 shown, a vertically turned-up side wall 132a is stamped on the cover shell 9 to form a sealed cavity. The connecting flange 133a of the clutch outer hub 93 turns outward and is connected in cooperation with the cover shell 91. The stamping difficulty of the clutch outer hub 93 is low, and its structure uses gear shaping for processing, which is easy to produce; or As Figure 14As shown in the figure, further, the outer clutch hub is integrated with the cover shell. The entire cover shell includes a front cover 141, a clutch hub 143, and a rear cover 142. The front cover 141 is connected to the outer clutch hub 143, and the outer clutch hub 143 is then connected to the rear cover 142. The front cover 141 and the rear cover 142 are made by nesting stamping, which saves materials. The structure of the outer clutch hub 143 is suitable for gear shaping machining, saving materials and making the part structure more compact.

[0027] The hydraulic torque converter of the present invention has three-oil-way control, a multi-plate clutch, and two shock absorbers. Its working principle is as follows: Two oil ways, P1 and P2, separately supply the working medium, transmission oil, to the hydraulic cavity. The impeller, turbine, and stator in the hydraulic cavity rotate relative to each other, and the torque is transmitted and amplified through the transmission oil. At the same time, these two oil ways, P1 and P2, can also cool the clutch friction plates, which helps protect the friction plates and extend their service life. The P3 oil way independently controls the clutch, which contains multiple friction plates, and the number is greater than or equal to four, greatly improving the torque and the sliding friction load-carrying capacity. When the clutch is locked, the shock absorbers participate in power transmission, and the series cooperation of the inner and outer shock absorbers increases the torsional working angle of the shock absorbers and reduces the torsional stiffness, making the shock absorption performance better.

[0028] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, various modifications and changes can be made to the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A hydraulic torque converter with three oil circuit controls, multiple-disc clutches and double dampers, characterized in that: It includes a pump impeller sub-assembly, a stator sub-assembly, a turbine-torsional damper sub-assembly and a lock-up clutch-cover sub-assembly, where: The pump impeller sub-assembly includes a pump impeller shaft sleeve, and the driving component on the pump impeller shaft sleeve is a spline tooth, on which there is a tooth length feature with annular undulations; The turbine-torsional damper sub-assembly includes a turbine sub-assembly and a torsional damper sub-assembly; where: The torsional damper sub-assembly includes a clutch inner hub, a first-stage driving disc of the damper, a left cover plate of the damper, a first-stage damper spring group, a right cover plate of the damper, a second-stage damper spring group, a second-stage driving disc, a turbine shaft sleeve and corresponding connecting rivets and pins; the first-stage damper spring group and the second-stage damper spring group are connected in series to form a double damper; the power of the clutch inner hub is transmitted to the first-stage damper spring group through the first-stage driving disc of the damper, transmitted to the left and right cover plates of the damper through the first-stage damper spring group, transmitted to the second-stage damper spring group through the left and right cover plates of the damper, and the second-stage damper spring group then transmits the power to the second-stage driving disc, and the power is finally output through the turbine shaft sleeve, realizing the series connection of the first-stage damper spring group and the second-stage damper spring group to obtain a series damping stiffness; The lock-up clutch-cover sub-assembly includes a cover shell, a clutch outer hub, a friction disc, a friction steel sheet, a snap ring, a piston and a guide sleeve; where: The friction disc and the friction steel sheet are stacked and combined to form a multi-plate clutch. The stacking combination is, from top to bottom, a thin friction steel sheet, a friction disc, a medium friction steel sheet, a friction disc, and a thick friction steel sheet; the multi-plate clutch is assembled in the clutch outer hub. Tooth features are arranged on the outer side of the friction steel sheet and are meshed with the teeth of the clutch outer hub for transmission; tooth features are arranged on the inner side of the friction disc and are meshed with the clutch inner hub for transmission; An O-ring is installed in the inner hole of the piston, which forms a static seal with the transmission input shaft, separating out a third oil passage for controlling the clutch piston; A circle of protrusions is arranged at the end of the guide sleeve, which supports on the turbine shaft sleeve and is fitted into the groove on its end surface. The support intervals form a first oil passage and a second oil passage for controlling the hydraulic components; A vertically turned-up side wall is stamped on the cover shell to form a sealing cavity. The connecting flange of the clutch outer hub turns outwards and is connected with the cover shell in a matching manner.

2. The torque converter with three-oil-circuit control, having a multi-plate clutch and two shock absorbers according to claim 1, characterized in that: The piston is arranged below the multi-plate clutch to provide a pressing force; the snap ring is assembled above the multi-plate clutch and is located in the snap ring groove of the clutch outer hub to provide a supporting force. The snap ring and the piston jointly clamp the clutch elements up and down to transmit torque.

3. The torque converter with three-oil-circuit control, multiple-disc clutch and double shock absorbers according to claim 2, characterized in that: The friction disc includes a core plate and friction sheets. Friction sheets are respectively attached to the two surfaces of a core plate. The friction sheets on the two surfaces form oil channels according to the arrangement. Different arrangement forms result in different numbers of oil channels. The difference in the number of oil channels on the two surfaces forms a pressure difference during operation, generating a local microcirculation flow.

4. The torque converter with three-oil-circuit control, having a multi-plate clutch and two shock absorbers according to claim 1, characterized in that: The inner hub of the clutch is connected to the first-stage drive disk of the shock absorber by a positioning pin; the left cover plate of the shock absorber and the right cover plate of the shock absorber are fixed by inner rivets and outer rivets; the second-stage drive disk is connected to the turbine shaft sleeve by a center rivet; the positioning pin slides in the groove of the left cover plate of the shock absorber. When the first-stage shock-absorbing spring group and the second-stage shock-absorbing spring group are compressed in series to a specific angle, the positioning pin contacts the end point of the sliding groove of the left cover plate of the shock absorber, and the compression stroke of the first-stage shock-absorbing spring group is limited. At this time, the power is directly transmitted from the inner hub of the clutch and the positioning pin to the left and right cover plates, and only the second-stage shock-absorbing spring group works alone, forming a new shock absorber stiffness characteristic; there is a notch on the second-stage drive disk, and the inner rivet is located between the notches and moves relatively in the notches. When it moves to the left and right end points of the notch, the compression stroke of the second-stage shock-absorbing spring group is limited. The turbine is connected to the left and right cover plates of the shock absorber as a whole through the inner rivet. During hydrodynamic transmission, the power is output in sequence through the turbine, the left and right cover plates of the shock absorber, the second-stage shock-absorbing spring group, the second-stage drive disk, and the turbine shaft sleeve. There is a shock-absorbing spring participating in hydrodynamic transmission.

5. The torque converter with three-oil-circuit control, multi-disc clutch and double shock absorbers according to claim 1, characterized in that: The first-stage shock-absorbing spring group is composed of several spring components. The single-group shock-absorbing spring is a nested structure of inner and outer springs of different sizes. Each group of shock-absorbing springs is connected in parallel to form the first-stage shock-absorbing spring group, which is clamped between the left cover plate and the right cover plate of the shock absorber; the second-stage shock-absorbing spring group is composed of several spring components. The single-group shock-absorbing spring is a nested structure of inner and outer springs of different sizes. Each group of shock-absorbing springs is connected in parallel to form the second-stage shock-absorbing spring group, which is clamped between the left and right cover plates of the shock absorber and is relatively closer to the inside.

6. The torque converter with three-oil-circuit control, multiple-disc clutch and double shock absorbers according to claim 1, characterized in that: The pump wheel sub-assembly further includes a pump wheel housing, pump wheel blades, and a pump wheel inner ring. The pump wheel blades are fixed on the pump wheel housing through two pins. The pump wheel inner ring is assembled and buckled above the pump wheel blades by bending a another pin on the pump wheel blades through a bending forming process, and its buckling direction is opposite to the engine rotation direction; the pump wheel housing, the pump wheel blades, and the pump wheel inner ring are then brazed, and the pump wheel housing is welded to the pump wheel shaft sleeve.

7. The torque converter with three-oil-circuit control, multiple-disc clutch and double shock absorbers according to claim 1, characterized in that: The guide wheel sub-assembly includes a guide wheel housing, a one-way clutch, a spline shaft sleeve, and a baffle; the one-way clutch is of a roller type structure, and oil grooves and oil through holes are provided on the guide wheel housing, the spline shaft sleeve, and the baffle.

8. The torque converter with three-oil-circuit control, multi-plate clutch and double shock absorbers according to claim 7, characterized in that: The one-way clutch works in the locking direction, making the guide wheel sub-assembly play a role in amplifying torque; working in the unlocking direction, it reduces the energy loss of hydrodynamic operation.

9. The torque converter with three-oil-circuit control, multi-disc clutch and double shock absorbers according to claim 1, characterized in that: The turbine sub-assembly includes a turbine housing, turbine blades, and a turbine inner ring. The turbine blades are bent and fixed on the turbine housing through pins. The turbine inner ring is bent and fixed above the turbine blades through the pins on the turbine blades. The bending and buckling directions of all pins are opposite to the engine rotation direction to improve the durability performance; a circle of oil-through holes is provided on the turbine housing.

10. The torque converter with three-oil-circuit control, having a multi-plate clutch and two shock absorbers according to claim 1, characterized in that: The outer hub of the clutch is an integral part of the cover shell. The entire cover shell includes a front cover, the outer hub of the clutch, and a rear cover. The front cover is connected to the outer hub of the clutch, and the outer hub of the clutch is then connected to the rear cover; the front cover and the rear cover are made by the stamping method of nesting materials, and the structure of the outer hub of the clutch is suitable for gear shaping machining.

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