Sealed piston device and associated system for use with a vehicle torque converter

Abstract

To disclose a sealed piston apparatus and related systems for use with vehicle torque converters.SOLUTION: A vehicle torque converter includes a housing and a clutch including a piston in the housing. The piston has: a first side partially defining a first chamber; and a second side which is opposite to the first side and partially defines a second chamber. The vehicle torque converter also includes: a first seal operatively coupled to the piston; and a second seal operatively coupled to the piston. The vehicle torque converter also includes an orifice positioned on the piston radially inward relative to a clutch pack of the clutch. The orifice is configured to provide flow of a fluid between the first and second chambers during a lockup on operation of the torque converter to lubricate the clutch. The first seal is a one-way seal.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] FIELD OF THE DISCLOSURE This disclosure relates generally to vehicles, and more particularly to sealed piston devices and related apparatus and methods for use in vehicle torque converters. [Background technology]

[0002] Some automobiles with automatic transmissions employ a fluid coupling, such as a torque converter, interposed between the engine and the transmission to facilitate torque transfer from the engine to the transmission. Such torque converters typically include a controllable lock-up clutch configured to disengage the mechanical link between the transmission and the engine during certain driving conditions to increase torque converter efficiency and vehicle fuel economy. Summary of the Invention

[0003] An exemplary vehicle torque converter includes a housing and a 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 further includes a first seal operatively coupled to the piston and a second seal operatively coupled to the piston. The vehicle torque converter further includes an orifice located on the piston radially inward relative to a clutch pack of the clutch. The orifice is configured to provide fluid flow between the first and second chambers during lock-up operation of the torque converter to lubricate the clutch. The first seal is a one-way seal.

[0004] Another exemplary vehicle torque converter includes a housing and a 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 further 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 on operation of the vehicle torque converter to lubricate the clutch. The fluid flows across the first or second seal between the first and second chambers during lock-up off operation of the vehicle torque converter to circulate the fluid through the housing and the vehicle transmission system.

[0005] Another exemplary vehicle torque converter includes a housing. The vehicle torque converter further includes a clutch having a balance plate and a piston movably coupled together within the housing. The balance plate and the 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 further includes a one-way seal operatively coupled to the piston or the balance plate. The vehicle torque converter further includes an orifice located in the balance plate. The orifice is configured to provide fluid flow between the first and third chambers during lock-up on operation of the vehicle torque converter.

[0006] The preceding paragraphs are provided for general introduction purposes and are not intended to limit the scope of the following claims. [Brief explanation of the drawings]

[0007] A more complete appreciation of the present disclosure and many of the attendant advantages thereof will be readily obtained as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings, in which:

[0008] [Figure 1] FIG. 1 is a schematic diagram of an exemplary vehicle in which embodiments disclosed herein may be implemented. [Figure 2] FIG. 2 is a diagram of an exemplary torque converter in which embodiments disclosed herein may be implemented. [Figure 3] FIG. 3 is a partial cross-sectional view of an exemplary torque converter taken along line AA of FIG. 2, illustrating an exemplary assembly according to the teachings of the present disclosure. [Figure 4] FIG. 4 is another partial cross-sectional view of the exemplary torque converter taken along line AA of FIG. 2, illustrating an exemplary assembly according to the teachings of the present disclosure. [Figure 5] FIG. 5 is yet another partial cross-sectional view of the exemplary torque converter taken along line AA of FIG. 2, illustrating an exemplary assembly according to the teachings of the present disclosure. [Figure 6] FIG. 6 is an enlarged partial view of the example torque converter of FIG. 5 illustrating example fluid channels in accordance with the teachings of the present disclosure. [Figures 7A-7B] 7A and 7B are further enlarged partial views of the example torque converter of FIG. 5, illustrating a first example sealing configuration according to the teachings of the present disclosure. [Figure 8] FIG. 8 is a partial cross-sectional view of an exemplary torque converter taken along line AA of FIG. 2, illustrating an exemplary assembly according to the teachings of the present disclosure. [Figure 9A-9B] 9A and 9B are partial views of a second exemplary seal configuration for use with an exemplary torque converter in accordance with the teachings of the present disclosure. [Figure 10] FIG. 10 is a diagram of an exemplary elastic member in accordance with the teachings of the present disclosure. [Figures 11A-11B]11A and 11B are partial views of a third exemplary seal configuration for use with an exemplary torque converter in accordance with the teachings of the present disclosure. [Figure 12-16] 12-16 are graphs illustrating exemplary data related to the operation of a torque converter.

[0009] The drawings are not to scale. Generally, the same reference numbers are used throughout the drawings and the accompanying detailed description to refer to the same or like parts. DETAILED DESCRIPTION OF THE INVENTION

[0010] Some known two-pass (sometimes referred to as "two-channel") torque converters include a lock-up clutch configured to slip during clutch engagement. However, such known two-pass torque converters have a relatively high clutch response time. That is, such known clutches begin to engage and / or slip when a relatively high differential fluid pressure is applied to the clutch piston. Additionally, slip control variance associated with such known two-pass torque converters is relatively high. That is, controlling the slip of the lock-up clutch for known two-pass torque converters is difficult, resulting in higher or more slip than necessary. For example, the slip speed (e.g., revolutions per minute (RPM)) associated with the clutch piston changes rapidly with relatively small changes in differential fluid pressure. As a result, such known two-pass torque converters may not dissipate enough energy to fully achieve certain NVH (noise, vibration, and harshness) requirements.

[0011] Alternatively, some known three-pass (sometimes referred to as three-channel) torque converters offer improved slip control. However, such known three-pass torque converters require complex hydraulic controls and an additional oil path in the transmission gearbox to operate the lock-up clutch, which incurs significant expense. That is, such known three-pass torque converters are configured for use with three-pass vehicle shifting systems. Also, such known three-pass torque converters do not provide for leakage flow across the clutch piston during clutch engagement, which can increase torque converter heat due to insufficient lubrication of the clutch.

[0012] A sealed piston apparatus and related systems for use with a vehicle torque converter are disclosed. Examples disclosed herein provide an exemplary piston (e.g., a sealed clutch piston) for a clutch (e.g., a lock-up clutch) for a vehicle torque converter. The vehicle torque converter is configured to be operatively coupled between a vehicle transmission system and a vehicle engine to facilitate transmitting torque from the vehicle engine to the transmission system. The disclosed transmission system is configured to transfer fluid (e.g., hydraulic fluid) through the torque converter to actuate the disclosed piston, thereby engaging and / or disengaging the clutch. Additionally, to facilitate controlling fluid during and / or after torque converter lock-up operation, the disclosed examples further provide one or more exemplary seals, each operatively coupled to a different component of the disclosed piston and / or vehicle torque converter. For example, a disclosed first seal (e.g., a one-way seal) is located on an outer radius or distal portion of the piston, and a disclosed second seal (e.g., a one-way seal) is located on an inner radius or proximal portion of the piston opposite the distal portion. The disclosed seals extend through respective seal grooves formed by one or more components of the torque converter, such as a first seal extending through a first seal groove located in a piston and a second seal extending through a second seal groove located in a torque converter hub.

[0013] In particular, when implemented in a three-pass torque converter, the disclosed seals are sized, shaped, structured, and / or otherwise configured to convert the three-pass torque converter into a two-pass torque converter suitable for use with a two-pass transmission system, as described in more detail below in conjunction with Figures 3-5. Similarly, when implemented in a four-pass torque converter, the disclosed seals are sized, shaped, structured, and / or otherwise configured to convert the four-pass torque converter into a three-pass torque converter suitable for use with a three-pass transmission system, as described in more detail below in conjunction with Figure 8. Thus, the disclosed examples reduce the number of passes through a vehicle torque converter required by known torque converters described above for clutch actuation.

[0014] Additionally, as discussed further below in conjunction with FIG. 12, the disclosed seal allows the clutch to engage and / or begin to slip when the differential fluid pressure applied to the piston is relatively low compared to the previously described known two-pass torque converter. Thus, the disclosed examples increase clutch response and / or sensitivity. Furthermore, as discussed further below in conjunction with FIGS. 13-16, the disclosed seal also substantially reduces slip variation across the clutch over a wide range of differential fluid pressures, thereby improving clutch slip control. Consequently, the disclosed examples improve clutch performance and reduce the complexity of hydraulic control for the transmission system, which is unattainable with the previously described known torque converter. Additionally, the disclosed examples reduce the cost typically incurred by using a higher pass transmission system to control the clutch state.

[0015] The disclosed piston has a first side that partially defines a first chamber within the torque converter housing. The disclosed piston also has a second side opposite the first side that partially defines a second chamber within the housing. In some examples, one or more (e.g., all) of the seals are one-way seals. For example, when implemented as one-way seals, the first seal and / or first seal groove are configured such that (a) fluid does not flow across the first seal or between the first and second chambers during lock-up on operation of the torque converter, and (b) fluid flows across the first seal or the first and second chambers during lock-up off operation of the torque converter (e.g., after lock-up on operation) to circulate fluid through the housing and the transmission system. To facilitate such one-way sealing functionality, the disclosed seals are movable in response to the transmission system changing the direction of fluid flow through the housing. In this example, differential fluid pressure applied to the first seal urges the first seal away from a first side of the hub that defines the first seal groove and toward a second side of the hub that faces the first side and defines the first seal groove. In some examples, the disclosed seal grooves are sized, shaped, structured, and / or otherwise configured to provide such sealing functionality for the respective seal, as described in more detail below in connection with FIGS. 6, 7A, and 7B. Additionally or alternatively, some disclosed examples provide such one-way sealing functionality for the seal via one or more resilient members, as described in more detail below in connection with FIGS. 9A, 9B, and 10. Additionally or alternatively, some disclosed examples provide one-way sealing functionality for the seal via one or more protrusions and / or shaping of the seal, as described in more detail below in connection with FIGS. 11A and 11B.

[0016] Additionally, to facilitate clutch cooling, some disclosed examples provide one or more exemplary orifices located on the piston and / or, in some examples, the balance plate within the housing. For example, a first disclosed orifice extends through the piston and fluidly couples the first and second chambers together. During lock-up on operation, when a first fluid pressure associated with the first chamber differs from a second fluid pressure associated with the second chamber, the piston experiences a differential fluid pressure, which causes the piston to operate. In this example, the orifice is located radially inward or downward relative to the facing diameter where the piston engages the clutch plates. In particular, the orifice allows fluid to leak between the first and second chambers (i.e., fluid passes through the piston through the orifice) (i.e., provides a controlled flow of fluid) so that fluid passes across the face of the piston that directly contacts the clutch plates to provide lubrication and improve the thermal capacity of the clutch. Also, in this example, the orifice is configured to allow fluid to flow at a relatively high, limited rate, for example, between about 0.3 L / min and about 1.5 L / min. Additionally, in some of these examples, the transmission system is configured to provide reverse fluid flow through the torque converter, which facilitates controlling fluid flow across the piston faces, i.e., the fluid channel associated with the input shaft has a relatively high fluid pressure associated therewith during lock-up on operation, and the fluid channel associated with the stator shaft has a relatively low fluid pressure associated therewith during lock-up on operation.

[0017] Additionally or alternatively to the orifice, a seal and / or seal groove may provide for such leakage flow of fluid. For example, the first seal and / or first seal groove may be configured to allow fluid to flow across the first seal in a controlled manner between the first and second chambers during lock-up-on operation of the torque converter to lubricate the clutch.

[0018] 1 is a schematic diagram of a vehicle (e.g., a car, a truck, a sports utility vehicle (SUV), etc.) in which examples disclosed herein may be implemented. According to the example shown in FIG. 1, the vehicle 100 includes 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 "road wheels"), two of which are shown in this example: a first or front wheel 106 and a second or rear wheel 108.

[0019] The transmission system 104 of FIG. 1 may be implemented using, for example, a two-pass automatic transmission, a three-pass automatic transmission, or the like. In particular, the transmission system 104 of FIG. 1 is structured and / or configured to transfer torque from the engine 102 to the wheels 106, 108 to move the vehicle 100. For example, the engine 102 generates torque (sometimes referred to as engine torque), and in response, the transmission system 104 controls the amount or degree of engine torque provided to the wheels 106, 108. In some examples, the transmission system 104 includes a hydraulic system 110 operable by the controller 105 to facilitate control of a torque converter clutch (e.g., a first clutch 312, described below) while the vehicle 100 is traveling. The hydraulic system 110 may be implemented using, for example, a pump and one or more valves (e.g., one or more solenoid valves). In particular, hydraulic system 110 of FIG. 1 is configured to transmit fluid (eg, pressurized hydraulic fluid) through the torque converter housing to change the state of the torque converter clutch, as will be described in more detail below.

[0020] The controller 105 of FIG. 1 may be implemented using an electronic control unit (ECU), such as a transmission control module (TCM). The vehicle controller 105 is communicatively coupled to the valves of the hydraulic system 110, for example, via transmission or signal wires, a bus (e.g., a controller area network (CAN)), radio frequency communication, etc. In particular, the controller 105 is configured to instruct the hydraulic system 110 to change the state of the torque converter based on a detected condition of the vehicle. For example, when the vehicle 100 is traveling at a relatively high speed, the vehicle controller 105 may cause at least one of the valves to be open and / or closed. To facilitate detection of such vehicle conditions, the controller 105 may also be communicatively coupled to one or more sensors of the vehicle 100 to receive data from the sensors.

[0021] FIG. 2 is a diagram of an example torque converter 200 in which embodiments disclosed herein may be implemented. In some examples, the torque converter 200 of FIG. 2 is implemented in the vehicle 100 to facilitate torque transfer between the engine 102 and the transmission system 104. That is, the vehicle 100 of FIG. 1 includes the torque converter 200. In this example, the torque converter 200 of FIG. 2 is configured to be operatively coupled between the engine 102 and the transmission system 104 of the vehicle 100, such that engine torque is transferred from the engine 102 to the transmission system 104 via the torque converter 200. According to the example shown in FIG. 2, the torque converter 200 includes a cover 202, an impeller 204, and a first hub (e.g., a drive hub) 206.

[0022] 2 is changeable between a first operating mode (e.g., an unlocked or hydraulic operating mode) associated with a first operating characteristic of torque converter 200 and a second operating mode associated with a second operating characteristic of torque converter 200 that differs from the first operating characteristic. When torque converter 200 is in the first operating mode, torque converter 200 tolerates substantial rotational or angular deviation between engine 102 and first shaft (e.g., transmission input shaft) 208 such that the rotational speed of first shaft 208 differs relative to the rotational speed of the crankshaft of engine 102. As a result, engine 102 can remain running (i.e., crankshaft continues to rotate) when vehicle 100 is stopped (i.e., first shaft 208 does not rotate) without otherwise adversely affecting or stalling engine 102. Also in this example, when the vehicle 100 is traveling at a particular speed (e.g., a relatively slow speed), the torque converter 200 increases or multiplies the engine torque provided to the transmission system 104 and / or the wheels 106, 108.

[0023] In some examples, when torque converter 200 is in the second mode of operation, torque converter 200 is configured to substantially prevent rotational or angular deviation of cover 202 relative to first shaft 208 via first clutch 312, described below. In this example, first clutch 312, when engaged, provides a mechanical connection between first shaft 208 and engine 102. As a result, engine power losses commonly associated with fluid drag are reduced or eliminated during certain driving conditions (e.g., when vehicle 100 is traveling at relatively high speeds). Additionally, when torque converter 200 is in the second mode of operation or switching from the first mode of operation to the second mode of operation, torque converter 200 is configured to damp at least one torsional vibration generated by engine 102 due to slippage of first clutch 312.

[0024] 2 is non-rotatably (i.e., fixedly) coupled to a component associated with engine 102 (e.g., a crankshaft or a flywheel) via, for example, one or more exemplary fasteners and / or one or more exemplary fastening methods or techniques to receive engine torque or power from engine 102. That is, the component associated with engine 102 supports one or more (e.g., all) of cover 202, impeller 204, and / or torque converter 200 when cover 202 and the component are assembled. In some examples, torque converter 200 includes a flywheel interposed between cover 202 and the crankshaft. Additionally, cover 202 is non-rotatably (i.e., fixedly) coupled to impeller 204 via, for example, one or more exemplary fasteners and / or one or more exemplary fastening methods or techniques (e.g., welding) to drive impeller 204 via engine torque. That is, both cover 202 and impeller 204 are rotatable in the same direction (e.g., clockwise or counterclockwise) about a first axis (e.g., axis of rotation) 210 associated with torque converter 200. Also shown in FIG. 2, cover 202 and impeller 204 form or define a housing 211 of torque converter 200 in which one or more torque converter components are disposed.

[0025] 2 is structured or configured to control a parameter (e.g., flow rate / velocity, fluid pressure, etc.) of a fluid within torque converter housing 211 as impeller 204 rotates relative to first shaft 210, for example, via one or more fins, one or more blades, one or more vanes, and / or any other suitable fluid control member located on impeller 204. Additionally, as previously described, impeller 204 is non-rotatably (i.e., fixedly) coupled relative to cover 202 and receives engine torque. In some examples, when torque converter 200 is in a first operating mode, torque converter 200 generates an output or torque (sometimes referred to as output torque) for transmission system 104 in response to impeller 204 rotating relative to first shaft 210 based on, for example, engine torque, vehicle speed, torus parameters, parameters of fluid flow control members, fluid parameters, fluid properties, etc.

[0026] The first hub 206 of FIG. 2 is coupled to a pump of the hydraulic system 110. In particular, rotation of the first hub 206 relative to the first axis 210 causes the pump to change a parameter of fluid (e.g., flow rate, fluid pressure, etc.) in, for example, one of: (a) a component of the transmission system 104 (e.g., a gearbox), (b) a fluid path or channel associated with the shaft 208, (c) a housing 211, or (d) a combination thereof. Additionally, the first hub 206 of FIG. 2 is configured to removably receive a first shaft 208 associated with the vehicle transmission system 104 through an opening 212 formed by the first hub 206. As shown in FIG. 2, the first shaft 208 extends at least partially into the housing 211 through the opening 212.

[0027] 2 is operatively interposed between the torque converter 200 and components of the transmission system 104 to transmit output torque from the torque converter 200 to the transmission system 104 to drive the wheels 106, 108. In some examples, the first shaft 208 is inserted into the first hub 206 to couple the first shaft 208 to, for example, a second hub 310, described below, an output portion of the torque converter 200. In this example, the first shaft 208 and the output portion are non-rotatably (i.e., fixedly) coupled together by, for example, a splined connection.

[0028] Figure 3 is a partial cross-sectional view of exemplary torque converter 200 taken along line AA of Figure 2 and illustrates an exemplary assembly (e.g., fluid flow control assembly) 300 according to the teachings of the present disclosure. According to the example shown in Figure 3, assembly 300 includes a piston (e.g., clutch piston) 302, a first seal (e.g., one-way seal) 304, and a second seal (e.g., one-way seal) 306, each disposed within a cavity 308 formed by housing 211. In addition to assembly 300, torque converter 200 of Figure 3 also includes a turbine 309, a second hub (e.g., turbine hub) 310, a first clutch (e.g., lock-up clutch) 312, and a first damper (e.g., spring damper) 313. Cavity 308 and / or, more generally, housing 211 are configured to contain a fluid (e.g., a hydraulic fluid such as torque fluid, transmission fluid, etc.) for operating first clutch 312 and / or, more generally, torque converter 200.

[0029] The piston 302 in FIG. 3 can be realized using, for example, an annular body such as a plate. The piston 302 in FIG. 3 is sized and / or shaped to fit between the cover 202 and the first damper 313 and / or the turbine 309. According to the illustrated example in FIG. 3 , the piston 302 is supported by a third hub (e.g., a collar hub) 315 of the torque converter 200 located on the cover 202, and is rotatable relative to the third hub 315. For example, the piston 302 is spaced apart from and / or meshes with the third hub 315 by a relatively small distance. In particular, to change the state of the first clutch 312, the fluid 314 moves the piston 302 toward and / or couples with the first plate (e.g., clutch plate) 316 to transmit torque (e.g., engine torque) from the cover 202 to the first plate 316. That is, in this example, piston 302 and cover 202 compress first plate 316 to create friction against first clutch 312. For example, piston 302 in Figure 3 has a surface (e.g., an outer annular surface) 317 configured to mate (e.g., slidably mate) with first plate 316. Surface 317 is sometimes referred to as a clutch face.

[0030] In some examples, cover 202 forms and / or defines third hub 315. In this example, cover 202 and third hub 315 share a common cross-sectional area, as shown in FIGURE 3. However, in some examples, cover 202 and third hub 315 are separate components configured to be non-rotatably (i.e., fixedly) coupled relative to one another, for example, by one or more fasteners and / or one or more fastening methods or techniques.

[0031] The piston 302 of FIG. 3 has a first side 318 that, for example, partially defines a first chamber (e.g., fluid chamber) 320 with the impeller 204. Additionally, in some examples, a portion (e.g., an outer radius or distal portion) of the cover 202 of FIG. 3 partially defines and / or defines the first chamber 320 with the piston 302 and the first side of the impeller 204. The piston 302 of FIG. 3 also has a second side 322 opposite the first side 318 that partially defines a second chamber (e.g., fluid chamber) 324 with the cover 202. As such, the first and second chambers 320, 324 are located on opposing sides 318, 322 of the piston 302. In particular, a first seal 304 and a second seal 306 are operatively coupled to the piston 302 to facilitate control of fluid pressure associated with the chambers 320, 324 of the housing 211.

[0032] The first seal 304 of FIG. 3 can be implemented using, for example, a square ring, an O-ring, or the like. In this example, the first seal 304 has a cross-sectional area having a substantially uniform shape (e.g., square, rectangular, circular, etc., or any other polygonal shape) along the length of the first seal 304. The first seal 304 is constructed from one or more materials having suitable properties and / or characteristics (e.g., stiffness, strength, durability, etc.), such as, for example, a high-temperature resistant polymeric material or a thermoplastic material (sometimes referred to as a performance plastic or an engineered plastic). Similarly, the second seal 306 of FIG. 3 can be implemented using, for example, a square ring, an O-ring, or the like. In this example, the second seal 306 has a cross-sectional area having a substantially uniform shape (e.g., square, rectangular, circular, etc., or any other polygonal shape) along the length of the second seal 306. The second seal 306 is constructed from one or more materials having suitable properties and / or characteristics (eg, stiffness, strength, durability, etc.), such as, for example, a high temperature resistant polymeric or thermoplastic material.

[0033] The first seal 304 in FIG. 3 is located at or adjacent to a distal portion (e.g., an outer radial portion) 328 of the piston 302. As such, the first seal 304 is located at a first radius 330 relative to the first axis 210. In particular, the first seal 304 is configured to sealingly couple an outer surface 332 of the piston 302 with an inner surface 334 of the cover 202 to form a first fluid seal (e.g., a temporary or adjustable fluid seal). Meanwhile, the second seal 306 in FIG. 3 is located at or adjacent to a proximal end or portion (e.g., an inner radial portion) 336 of the piston 302 opposite the distal portion 328. As such, the second seal 306 is located at a second radius 338 relative to the first axis 210 that is smaller than the first radius 330. In particular, the second seal 306 is configured to sealingly couple an inner surface 340 of the piston 302 and an outer surface 342 of the third hub 315 to form a second fluid seal (e.g., a temporary or adjustable fluid seal).

[0034] To facilitate stacking of the first seal 304 and the second seal 306, the assembly 300 of FIG. 3 further includes a first seal groove 344 and a second seal groove 346 for the first and second seals 304, 306, respectively. In some examples, as shown in FIG. 3, the first and second seal grooves 344, 346 are located on different components of the torque converter 200. For example, the first seal groove 344 of FIG. 3 is formed and / or defined by a region of the outer surface 332 of the piston 302. However, in some examples, the first seal groove 344 is formed and / or defined by a different torque converter component, such as, for example, the fifth plate 502 described below. In any case, the first seal 304 of FIG. 3 is located in and extends through the first seal groove 344. Notably, the first seal 304 of FIG. 3 is interposed between the piston 302 and the cover 202. Also, second seal groove 346, FIG. 3, is formed and / or defined by a region of exterior surface 342 of third hub 315. However, in some examples, second seal groove 346 is formed and / or defined by a different torque converter component. In any case, second seal 306, FIG. 3, is located in and extends through second seal groove 346. In particular, second seal 306, FIG. 3, is interposed between piston 302 and third hub 315.

[0035] In some examples, both first and second seals 304, 306 are configured to substantially maintain a first differential fluid pressure experienced by piston 302 during lock-up-on operation of torque converter 200, a situation in which a first fluid pressure associated with first chamber 320 is greater than a second fluid pressure associated with second chamber 324 (e.g., a situation in which first clutch 312 is at least partially engaged). In this example, both first and second seals 304, 306 are sized, shaped, structured, and / or otherwise configured to prevent a first flow (e.g., forward flow) of fluid 314 from first chamber 320 to second chamber 324.

[0036] Conversely, first seal 304 and / or second seal 306 are configured to regulate (e.g., reduce) the second differential fluid pressure experienced by piston 302 during lock-up off operation (e.g., when first clutch 312 is disengaged) (e.g., after lock-up on operation) of torque converter 200, where the second fluid pressure associated with second chamber 324 is greater than the first fluid pressure associated with first chamber 320. For example, first seal 304 in FIG. 3 is movable within respective first seal groove 344 and includes one or more recessed areas 348 located thereon and / or radially distributed relative to first axis 210 to allow fluid 314 to flow across first seal 304. In this example, first seal 304 and / or second seal 306 are each one-way seals that allow fluid 314 to flow across only from second chamber 324 to first chamber 320. In this manner, the seals 304, 306 allow the fluid 314 to circulate through the housing 211 and the transmission system 104 during a lock-up off process. Accordingly, the first seal 304 and / or the second seal 306 are sized, shaped, structured, and / or otherwise configured to permit a second flow (e.g., reverse flow) of the fluid 314 from the second chamber 324 to the first chamber 320. Additionally or alternatively, in some examples, the first seal groove 344 and / or the second seal groove 346 are sized, shaped, structured, and / or otherwise configured to permit a second flow of the fluid 314 during a lock-up off operation.

[0037] The turbine 309 of FIG. 3 is configured to receive fluid 314 from the impeller 204 during engine operation (e.g., when the first clutch 312 is disengaged) to generate output torque to the second hub 310. For example, the impeller 204 includes one or more fluid flow control members (e.g., fins, blades, vanes, etc.) 350 and a housing or first shell (e.g., impeller shell) 352 in which the fluid flow control members are located. The fluid flow control members 350 of the impeller 204 are radially distributed about the first axis 210 and extend radially outward relative to the first axis 210. Similarly, the turbine 309 of FIG. 3 includes one or more fluid flow control members (e.g., fins, blades, vanes, etc.) 354 and a housing or second shell (e.g., turbine shell) 356 in which the fluid flow control members 354 are located. The fluid flow control members 354 of the turbine 309 are radially distributed about the first axis 210 and extend radially outward about the first axis 210. As the fluid flow control members 350 of the impeller 204 rotate with the cover 202 about the first axis 210, the fluid 314 is pressurized and / or pumped radially outward about the first axis 210 toward the fluid flow control members 354 of the turbine 309. That is, the fluid flow control members 350 of the impeller 204 direct the flow of the fluid 314 toward the fluid flow control members 354 of the turbine 309, such that the fluid 314 exerts a fluid force on the fluid flow control members 354 of the turbine 309. As a result of such fluid interaction, the turbine 309 of FIG. 3 generates torque or power for the torque converter 200, the extent of which is based on one or more parameters associated with the torque converter 200 (e.g., one or more of the rotational speed of the impeller 204, the rotational speed of the turbine 309, the length of each fluid flow control member 350, 354, the properties (e.g., viscosity) of the fluid 314, etc.).

[0038] In some examples, to increase the torque generated by turbine 309 and / or improve the efficiency of the torque converter, torque converter 200 further includes a stator 358 operatively interposed between impeller 204 and turbine 309. Stator 358 of FIG. 3 is rotatably coupled to housing 211, for example, via a second bearing (e.g., a thrust bearing) operatively interposed between stator 358 and a portion of housing 211 (e.g., impeller 204). In particular, stator 358 of FIG. 3 includes one or more fluid flow control members (e.g., fins, blades, vanes, etc.) 360 disposed thereon. Fluid flow control members 360 of stator 358 are radially distributed about first axis 210 and extend radially outward relative to first axis 210. More specifically, the fluid flow control members 360 of the stator 358 are configured to change the flow direction of the fluid 314 as it travels from the turbine 309 to the impeller 204, which increases the efficiency of the impeller 204 when pumping the fluid 314 and / or more generally increases the efficiency of the torque converter 200 by advantageously utilizing the inertia of the fluid 314.

[0039] For example, as turbine 309 rotates, fluid flow control member 354 of turbine 309 directs fluid in a first direction onto 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, onto fluid flow control member 350 of impeller 204. Additionally, to illustrate stator rotation due to such fluid control:

[0040] Torque converter 200 further includes a second clutch (e.g., a one-way clutch) 362 operatively coupled between stator 358 and a second shaft (e.g., a fixed shaft) 364 of transmission system 104. Second shaft 364 is sometimes referred to as a stator shaft. In particular, second clutch 362 is configured to prevent stator 358 from rotating in a single direction (e.g., clockwise or counterclockwise) relative to first shaft 210 and / or second shaft 364.

[0041] 3 is rotatably coupled to the stator 358, and thus to the housing 211, via, for example, a third bearing (e.g., a thrust bearing) operatively interposed between the second clutch 362 and either (a) a portion of the second hub 310 or (b) a portion of the turbine 309. The second hub 310 is also non-rotatably (i.e., fixedly) coupled to the second shell 356 of the turbine 309. In this manner, both the turbine 309 and the second hub 310 are rotatable relative to the housing 211. According to the example shown in FIG. 3, the second hub 310 is sized, shaped, structured, and / or otherwise configured to accommodate the first shaft 208 and provide 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) having grooves located thereon, and the first shaft 208 defines an outer surface (e.g., an outer circumferential surface) having splines located thereon. In this example, the grooves of the second hub 310 receive the splines of the first shaft 208, thereby non-rotatably (i.e., fixedly) coupling the second hub 310 to the first shaft 208. In other words, the second hub 310 and the first shaft 208 of FIG. 3 are splined together so that the first shaft 208 and the second hub 310 rotate together in the same direction relative to the first axis 210. Similarly, the second shaft 364 and a portion of the second clutch 362 are splined together.

[0042] 3 defines a first flange 366 extending radially outwardly from the second hub 310 relative to the first axis 210 to facilitate support of the turbine 309 and / or the first damper 313. In this example, the second shell 356 is positioned on the first flange 366 and is non-rotatably (i.e., fixedly) coupled to the first flange 366 by, for example, one or more fasteners and / or one or more fastening methods or techniques (e.g., welding).

[0043] According to the illustrated example of FIG. 3 , a first clutch 312 is operably coupled to torque converter 200. To facilitate clutch actuation, first clutch 312 of FIG. 3 includes a piston 302 and a first plate 316 positioned adjacent to one another. In some examples, piston 302 and first plate 316 form and / or define a clutch pack of first clutch 312. As used herein, the term “clutch pack” refers to at least two rotatable members of a clutch configured to mesh with one another to generate friction. In particular, first clutch 312 of FIG. 3 is changeable between a first state (e.g., a disengaged state) and a second state (e.g., a fully engaged state or a partially engaged state) based on, for example, the flow of fluid 314 through housing 211 provided by hydraulic system 110, which generates different pressure differentials on piston 302. The first state of first clutch 312 corresponds to a first operating mode of torque converter 200. That is, when first clutch 312 is in the first state, first clutch 312 provides a first operating mode of torque converter 200. Furthermore, the second state of first clutch 312 corresponds to a second operating mode of torque converter 200. That is, when first clutch 312 is in the second state, first clutch 312 provides the second operating mode of torque converter 200.

[0044] In some examples, to facilitate the flow of fluid 314 through housing 211, assembly 300 of FIG. 3 further includes one or more fluid passages or channels 368, 370, 371, three of which are shown in this example (i.e., first fluid channel 368, second fluid channel 370, and third fluid channel 371). In this example, transmission system 104 is a three-pass transmission system. Each fluid channel 368, 370, 371 of assembly 300 is configured to contain and transfer fluid 314 between hydraulic system 110 and housing 211. That is, fluid 314 flows through fluid channels 368, 370, 371. Notably, first fluid channel 368 of FIG. 3 extends through second shaft 364 to fluidly couple hydraulic system 110 to first chamber 320. 3 extends through the first shaft 208 to fluidly connect the hydraulic system 110 to the second chamber 324. Additionally, a third fluid channel 371 extends between the first and second shafts 208, 364.

[0045] 3 shows three fluid channels 368, 370, 371, in some examples, transmission system 104 can be implemented differently, for example, as a two-pass transmission system. In this example, assembly 300 does not include third fluid channel 371 (i.e., assembly 300 includes only two fluid channels 368, 370).

[0046] To provide the second state of first clutch 312, controller 105 directs hydraulic system 110 to control fluid 314 within housing 211 such that a first fluid pressure associated with first chamber 320 is greater than a second fluid pressure associated with second chamber 324, which provides a first flow of fluid 314. In particular, as a result of such control of hydraulic system 110, fluid 314 is (a) transferred from hydraulic system 110 to first chamber 320 through first channel 368 at a relatively high fluid pressure, and (b) transferred from second chamber 324 to hydraulic system 110 through second channel 370 at a relatively low fluid pressure. Thus, the resulting first differential fluid pressure experienced by piston 302 of FIG. 3 urges piston 302 in a first direction (e.g., horizontal direction) 372 toward first plate 316, causing piston 302, first plate 316, and / or cover 202 to generate friction against first clutch 312. In this manner, the disclosed example actuates piston 302 of FIG. 3 such that first clutch 312 transfers engine torque from cover 202 to first damper 313 and then to second hub 310 .

[0047] Conversely, during lock-up off operation, to provide a first state of first clutch 312, controller 105 directs hydraulic system 110 to control fluid 314 within housing 211 such that a second fluid pressure associated with second chamber 324 is greater than a first fluid pressure associated with first chamber 320, which provides a second flow of fluid 314. In particular, as a result of such control of hydraulic system 110, fluid 314 is transferred (a) from hydraulic system 110 through second channel 370 to second chamber 324 at a relatively high fluid pressure, and (b) from first chamber 320 through first channel 368 to hydraulic system 110 at a relatively low fluid pressure. 3 urges the piston 302 in a second direction (e.g., horizontally) opposite the first direction 372 (away from the first plate 316), causing the piston 302 to disengage and / or separate from the first plate 316. In this manner, the first clutch 312 of FIG. 3 interrupts torque transmission between the cover 202 and the first damper 313, and consequently, between the cover 202 and the second hub 310.

[0048] In some examples, when in the second state and / or during transition from the first state to the second state, the first clutch 312 is configured to slip (e.g., at a gradually decreasing angular velocity). For example, the piston 302, the first plate 316, and the cover 202 slide relative to one another as the first differential fluid pressure experienced by the piston 302 increases. In this example, the controller 105 is configured to instruct the hydraulic system 110 to adjust such slipping of the first clutch 312, for example, by increasing the first differential fluid pressure (see, for example, FIGS. 12 and 13). Additionally, when the first differential fluid pressure is equal to or greater than a locking threshold (e.g., a value corresponding to a particular differential fluid pressure), the first clutch 312 ceases slipping and / or otherwise locks up. For example, while the first differential fluid pressure is maintained above the threshold, the piston 302, the first plate 316, and the cover 202 are non-rotatably coupled (e.g., temporarily) relative to one another.

[0049] When the first clutch 312 is in the second state, the first damper 313 of FIG. 3 facilitates regulating the torque output by the torque converter. According to the example shown in FIG. 3, the first damper 313 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. The spring 380 of FIG. 3 is operatively interposed 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 respective spring cavity 381 formed by the first damper portion 376 and / or the second damper portion 378. The first and second damper portions 376, 378 of FIG. 3 are rotatable relative to one another. In particular, rotation of first damper portion 376 relative to second damper portion 378 provides a damping effect (e.g., damping torque) to torque converter 200 by compressing, decompressing, and / or changing the state of spring 380. Consequently, first damper 313 damps torsional vibrations experienced by torque converter 200 when first clutch 312 is in the second state.

[0050] First damper portion 376 of FIG. 3 may be implemented using, for example, one or more plates (e.g., assembled together). In particular, first damper portion 376 of FIG. 3 may be non-rotatably (i.e., fixedly) coupled to first plate 316 by, for example, one or more fasteners and / or one or more fastening methods or techniques to receive torque therefrom. Also, second damper portion 378 of FIG. 3 may be implemented using, for example, one or more plates (e.g., assembled together). In some examples, as shown in FIG. 3, second damper portion 378 corresponds to and / or may be implemented using a component of torque converter 200 (e.g., first flange 366). In particular, second damper portion 378 is configured to provide torque generated by spring 380 to first shaft 208.

[0051] 3, the first plate 316 is non-rotatable (i.e., fixedly) relative to the first damper portion 376 by, for example, one or more fasteners and / or fastening methods or techniques. As shown in FIG. 3, the first plate 316 extends between the piston 302 and the cover 202 and curves away from the piston 302 to accommodate the first damper portion 376.

[0052] Additionally, in some examples, to facilitate control of fluid pressure associated with the chambers 320, 324 of the housing 211, the assembly 300 of FIG. 3 further includes a third seal (e.g., a one-way seal) 382 operatively coupled to the second hub 310 and / or the third hub 315. The third seal 382 of FIG. 3 can be implemented using, for example, a square ring, an O-ring, or the like. In this example, the third seal 382 has a cross-sectional area having a substantially uniform shape (e.g., square, rectangular, circular, etc., or any other polygonal shape) along the length of the third seal 382. Also, similar to the first or second seals 304, 306, the third seal 382 is constructed from one or more materials having suitable properties and / or characteristics (e.g., stiffness, strength, durability, etc.), such as, for example, a high-temperature resistant polymeric material or a thermoplastic material. In particular, third seal 382 of FIG. 3 sealingly joins an exterior surface of second hub 310 and an interior surface of third hub 315 to form a third fluid seal (e.g., a temporary or adjustable fluid seal).

[0053] In this example, to facilitate loading of third seal 382, assembly 300 of FIG. 3 further includes a third seal groove 384 located in a component of torque converter 200. For example, as shown in FIG. 3, third seal groove 384 is formed and / or defined by a region of the exterior surface of second hub 310 or a body (e.g., annular body) 385 adjacent to and coupled to second hub 310. In particular, third seal 382 of FIG. 3 is located in and extends through third seal groove 384.

[0054] 3 is configured to substantially maintain a first differential fluid pressure experienced by the piston 302 during a lock-up-on operation, which is a situation in which a first fluid pressure associated with the first chamber 320 is greater than a second fluid pressure associated with the second chamber 324. Thus, in this example, similar to the first and second seals 304, 306, the third seal 382 is configured to prevent a first flow of the fluid 314 from the first chamber 320 to the second chamber 324.

[0055] Conversely, in some examples, the third seal 382 is configured to regulate (e.g., reduce) the second differential fluid pressure experienced by the piston 302 during a lock-up off operation, which is a situation in which the second fluid pressure associated with the second chamber 324 is greater than the first fluid pressure associated with the first chamber 320. Notably, in this example, the third seal 382 is a one-way seal that allows fluid 314 to pass only from the second chamber 324 to the first chamber 320, which permits circulation of the fluid 314 through the housing 211 and the transmission system 104. Thus, in this example, the third seal 382 and / or the third seal groove 384 are sized, shaped, structured, and / or otherwise configured to permit a second flow of the fluid 314 from the second chamber 324 to the first chamber 320.

[0056] In an example where torque converter 200 is a three-pass torque converter, one of first seal 304, second seal 306, third seal 382, or a combination thereof, converts torque converter 200 to a two-pass torque converter, as shown in FIGURE 3. Torque converter 200 of FIGURE 3 is therefore configured for use with a two-pass transmission system. In this example, hydraulic system 110 is structured and / or configured to change the state of first clutch 312 by transmitting fluid 314 through first fluid channel 368 and second fluid channel 370 (i.e., simply two fluid channels 368, 370).

[0057] Meanwhile, in an example where torque converter 200 is a four-pass torque converter, one of first seal 304, second seal 306, third seal 382, a different seal, or a combination thereof, converts torque converter 200 into a four-pass torque converter, as further described below in connection with FIG. 8. In this example, hydraulic system 110 is structured and / or configured to change the state of first clutch 312 by transmitting fluid 314 through first fluid channel 368, second fluid channel 370, and third fluid channel 371.

[0058] In some examples, assembly 300 further includes a fourth fluid path or channel 386 through which fluid 314 can flow. In particular, fourth fluid channel 386 in FIG. 3 extends radially outwardly or inwardly relative to first axis 210 through third hub 315 to fluidly couple second chamber 324 to second fluid channel 370 associated with first shaft 208. That is, when torque converter 200 and transmission system 104 are assembled, fourth channel 386 is configured to transfer fluid 314 between second fluid channel 370 and second chamber 324. In some examples, second fluid channel 370 and fourth fluid channel 386 form and / or define a single fluid channel. Fluid channels 368, 370, 371, 386 are sometimes referred to as passes or oil passes. 3, the third hub 315 of FIG. 3 extends in the second direction 374 along the first axis 210 toward the first flange 366, which allows for variations in the size and / or shape of the fourth fluid channel 386. For example, the fourth channel 386 may alternatively be sized and / or shaped to fluidly couple the first chamber 320 to the second fluid channel 370, as further described below in connection with FIGS. 5, 6, 7A, and 7B.

[0059] In some examples, assembly 300 further includes one or more openings 388, 390 located on housing 211 to allow fluid 314 to enter and / or exit housing 211, two of which are shown in this example (i.e., first opening 388 and second opening 390). Each of first and second openings 388, 390 in FIG. 3 corresponds to an inlet and / or outlet of housing 211 depending on the direction of flow of fluid 314 provided by hydraulic system 110. In particular, fluid 314 can flow through first and second openings 388, 390, which allows hydraulic system 110 to control the state of first clutch 312. First opening 388 in FIG. 3 is formed and / or defined by a portion of impeller 204 and a portion of stator 358. Thus, fluid 314 can enter and / or exit first chamber 320 through first opening 388. 3 is formed and / or defined by a portion of the cover 202 and a portion of or adjacent to the second hub 310. Thus, the fluid 314 can enter and / or exit the second chamber 324 through the second opening 390. Additionally, in some examples, the second opening 390 is further formed and / or defined by the fourth fluid channel 386, as shown in FIG.

[0060] According to the illustrated example of FIG. 3 , the piston 302 includes a third opening (e.g., bore) 392 centrally disposed thereon. For example, the inner surface 340 of the piston 302 forms and / or defines the third opening 392. In particular, the third opening 392 of FIG. 3 is configured to accommodate the third hub 315. For example, as shown in FIG. 3 , the third hub 315 extends through the third opening 392. The third opening 392 of FIG. 3 is sized and / or shaped such that the inner diameter of the piston 302 is slightly larger than the outer diameter of the third hub 315, which facilitates movement of the piston 302 as well as control of fluid flow through the second seal 306 and / or the second seal groove 346.

[0061] FIG. 4 is another partial cross-sectional view of torque converter 200 taken along line AA in FIG. 2 and showing assembly 300 therein. According to the illustrated example of FIG. 4, assembly 300 includes piston 302, first seal 304, second seal 306, third seal 382, and first orifice 402. First orifice 402 in FIG. 4 is located on and / or defined by piston 302. In particular, first orifice 402 extends through piston 302 to fluidly couple first chamber 320 to second chamber 324, which facilitates cooling of first clutch 312 during lock-up-on operation when first clutch 312 is in the second state or switching from the first state to the second state. As shown in FIG. 4, first plate 316 is located adjacent to and / or faces first side 318 of piston 302.

[0062] 4 , during lock-up-on operation, to provide a second state of first clutch 312, controller 105 directs hydraulic system 110 to provide a second flow (e.g., reverse flow) of fluid 314 through housing 211. For example, fluid 314 is transferred (a) from hydraulic system 110 through second channel 370 to second chamber 324 at a relatively high fluid pressure, and (b) from first chamber 320 through first channel 368 to hydraulic system 110 at a relatively low fluid pressure. Thus, the resulting differential fluid pressure experienced by piston 302 of FIG. 4 urges piston 302 in second direction 374 toward first plate 316, causing piston 302, first plate 316, and / or clutch pack 404 of first clutch 312 to generate friction against first clutch 312. In this manner, the disclosed example actuates piston 302 of FIG. 4 such that first clutch 312 transfers engine torque from cover 202 to first damper 313 and, consequently, to second hub 310 (e.g., via clutch pack 404). Conversely, in this example, to provide a first state of first clutch 312 of FIG. 4 during lock-up off operation, controller 105 directs hydraulic system 110 to provide a first flow of fluid 314. For example, fluid 314 is transferred (a) from hydraulic system 110 through first channel 368 to first chamber 320 at a relatively high fluid pressure, and (b) from second chamber 324 through second fluid channel 370 to hydraulic system 110 at a relatively low fluid pressure. Thus, the resulting fluid pressure differentially experienced by the piston 302 in FIG. 4 urges the piston 302 in a first direction 372 away from the first plate 316, causing the piston 302 to release and / or separate from the first plate 316.

[0063] 4 are configured to substantially maintain the differential fluid pressure experienced by piston 302 during a lock-up on operation of torque converter 200, a condition in which the second fluid pressure associated with second chamber 324 is greater than the first fluid pressure associated with first chamber 320. Conversely, in this example, first seal 304 and / or second seal 306 are configured to adjust (e.g., reduce) the differential fluid pressure experienced by piston 302 during a lock-up off operation, a condition in which the first fluid pressure associated with first chamber 320 is greater than the second fluid pressure associated with second chamber 324, as will be described in more detail below in connection with FIGS. 9A, 9B, 11A, and 11B. Notably, in some such examples, first seal 304 and / or second seal 306, respectively, are one-way seals that allow fluid 314 to flow from first chamber 320 to second chamber 324. In this manner, the seals 304, 306 of FIG. 4 allow fluid 314 to circulate through the housing 211 and the transmission system 104 during lockup-off operation.

[0064] 4 , the first orifice 402 is configured to allow leakage of the fluid 314 between the first and second chambers 320, 324 (i.e., to provide a controlled flow of the fluid 314) during lock-up-on operation to lubricate the first clutch 312. In this example, the first orifice 402 transfers the fluid 314 from the second chamber 324 to the first chamber 320 when the first clutch 312 is in the second state. As a result of such controlled leakage provided by the first orifice 402, the fluid 314 flows radially outward relative to the first shaft 210 across the face 317 of the piston 302 and / or through the clutch pack 404 to lubricate the first clutch 312 during frictional engagement associated therewith. For example, the fluid 314 flows from an inner radius or proximal portion of the clutch pack 404 to an outer radius or distal portion of the clutch pack 404, e.g., between the piston 302 and the first plate 316. In this manner, first orifice 402 transfers heat away from first clutch 312 through fluid 314, improving the thermal capacity of first clutch 312 of Figure 4. Additionally, in some of these examples, first orifice 402 is sized, shaped, structured, and / or otherwise configured to limit the rate at which fluid flows between first and second chambers 320, 324 (e.g., between about 0.3 L / min and about 1.5 L / min) during lock-up-on operation.

[0065] As shown in FIG. 4 , face 317 of piston 302 is located at a third radius 406 relative to first axis 210. As such, third radius 406 in FIG. 4 corresponds to a facing diameter associated with first clutch 312. Additionally, first orifice 402 is located at a fourth radius 408 relative to first axis 210. In some examples, as shown in FIG. 4 , fourth radius 408 is smaller than third radius 406. That is, first orifice 402 in FIG. 4 is located radially inward relative to face 317 or the facing diameter. In other words, first orifice 402 in FIG. 4 is located radially inward relative to clutch pack 404.

[0066] 4 shows a single orifice 402, in some examples, assembly 300 is implemented differently. In this example, assembly 300 includes one or more orifices (e.g., similar to first orifice 402) located in piston 302 in addition to or instead of first orifice 402 to provide such controlled leakage of fluid 314. In this example, orifices 402 extend through piston 302 and are distributed radially relative to first axis 210.

[0067] The first seal 304 of FIG. 4 is configured to sealingly mate with (a) a region of the outer surface 332 of the piston 302 at or adjacent the distal portion 328 and (b) a region of the inner surface 410 of the clutch pack 404 to form a first fluid seal. The second seal 306 of FIG. 4 is configured to sealingly mate with (a) a region of the inner surface 340 of the piston 302 at or adjacent the proximal portion 336 and (b) a region of the outer surface 342 of the third hub 315 to form a second fluid seal. Thus, the second seal 306 of FIG. 4 is interposed between the piston 302 and the third hub 315. The third seal 382 of FIG. 4 is configured to sealingly mate with (a) a region of the outer surface of the second hub 310 and (b) a region of the inner surface of the third hub 315.

[0068] Similar to the illustrated example of Figure 3, the first seal groove 344 of Figure 4 is formed and / or defined by the outer surface 332 of the piston 302. Additionally, the second seal groove 346 of Figure 4 is formed and / or defined by the outer surface 342 of the third hub 315. Additionally, the third seal groove 384 of Figure 4 is formed and / or defined by the second hub 310.

[0069] 4 includes a plurality of plates 316, 412, 414, 416, four of which are shown in this example (i.e., first plate 316, second plate 412, third plate 414, and fourth plate 416), configured to couple to one another to generate friction when first clutch 312 is in the second state or switches from the first state to the second state. Additionally, to support plates 316, 412, 414, 416, clutch pack 404 further includes a first portion (e.g., outer portion) 418 and a second portion (e.g., inner portion) 420 that is rotatable relative to first portion 418. In some examples, first plate 316 and third plate 414 are slidable along first portion 418 of clutch pack 404, for example, via a splined connection. Also, in some examples, the second plate 412 and the fourth plate 416 are slidable along the second portion 420 of the clutch pack 404, for example, via a splined connection. In this example, the clutch pack 404 of FIG. 4 includes a stopper 417 that is non-rotatably (i.e., fixedly) coupled to the first and second portions 418, 420 of the clutch pack 404 relative to each other. In particular, the stopper 417 of FIG. 4 is prevented from sliding along the first and second portions 418, 420 of the clutch pack 404 to limit the movement of the clutch plates 316, 412, 414, 416. As such, during lock-up-on operation, the plates 316, 412, 414, 416 and / or, more generally, the clutch pack 404, generate friction against the first clutch 312 when pressed or clamped by the piston 302 and the stopper 417.

[0070] A first portion 418 of the clutch pack 404 is non-rotatably (i.e., fixedly) coupled to the cover 202, for example, by one or more fasteners and / or one or more fastening methods or techniques (e.g., welding). As such, the cover 202 of FIG. 4 supports the first portion 418 of the clutch pack 404 and rotates with the first portion 418 of the clutch pack 404 relative to the first shaft 210. As shown in FIG. 4, the first portion 418 of the clutch pack 404 provides a surface 410 for coupling the first seal 304. Thus, the first seal 304 of FIG. 4 is interposed between the piston 302 and the first portion 418 of the clutch pack 404. Additionally, a second portion 420 of the clutch pack 404 is non-rotatably (i.e., fixedly) coupled 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. First damper 313, FIG. 4, is operatively interposed between first clutch 312 and turbine 309. Second damper portion 378, FIG. 4, is also non-rotatably (i.e., fixedly) coupled to second shell 356 by, for example, one or more fasteners and / or one or more fastening methods or techniques (e.g., welding).

[0071] 4 , first flange 366 of second hub 310 extends radially outward from second hub 310 relative to first axis 210 at or adjacent an end of first flange 366 to receive and support first damper portion 376. In particular, first damper portion 376 is rotatable relative to first flange 366. For example, the end of first damper portion 376 may be spaced a relatively small distance from and / or coupled (e.g., slidably coupled) to the end of first flange 366.

[0072] 4 and / or their respective seal grooves 344, 346, 384 are sized, shaped, structured, and / or otherwise configured to leak fluid 314 between the first and second chambers 320, 324 during lock-up-on operation to lubricate the first clutch 312. Similar to orifice 402 in this example, one or more (e.g., all) of the seals 304, 306, 382 and / or their respective seal grooves 344, 346, 384 are sized, shaped, structured, and / or otherwise configured to limit the rate at which fluid 314 flows between the first and second chambers 320, 324 during lock-up-on operation (e.g., between about 0.3 L / min and about 1.5 L / min). That is, in this example, fluid 314 flows from second chamber 324 to first chamber 320 at a substantially limited rate across first seal 304, second seal 306, and / or third seal 382. To provide such controlled leakage, seals 304, 306, 382 are formed with specific geometric structures or shapes. Additionally or alternatively, seal grooves 344, 346, 384 are formed with specific geometric structures or shapes to provide such controlled leakage. Thus, according to one or more disclosed examples, such controlled leakage of fluid 314 between first and second chambers 320, 324 of FIG. 4 is enabled by (a) orifice 402, seals 304, 306, 382, (b) seal grooves 344, 346, 384, or (c) any combination thereof.

[0073] Figure 5 is another partial cross-sectional view of torque converter 200 of Figure 2 taken along line AA, illustrating assembly 300 therein. According to the illustrated example of Figure 5, assembly 300 includes piston 302, first seal 304, second seal 306, and first orifice 402. In particular, torque converter 200 of Figure 5 further includes fifth plate 502 having an inner radius or proximal portion 504 positioned on third hub 315. Fifth plate 502 of Figure 5 is relatively non-rotatably (i.e., fixedly) coupled to third hub 315 by, for example, one or more fasteners and / or one or more fastening methods or techniques (e.g., by welding). In particular, the fifth plate 502 extends radially outward relative to the first axis 210 and away from the third hub 315 to accommodate the distal portion 328 of the piston 302 at or adjacent to the distal portion 506 of the fifth plate 502 opposite the proximal portion 504 of the fifth plate 502.

[0074] Additionally, first clutch 312 of FIG. 5 further includes a sixth plate (e.g., clutch plate) 508 that facilitates clutch engagement. Sixth plate 508 is non-rotatably (i.e., fixedly) coupled to cover 202. For example, torque converter 200 of FIG. 5 further includes one or more fasteners (e.g., bolts, studs, nuts, etc.) 510 configured to couple cover 202 and sixth plate 508 together in this example, as shown. In this example, fasteners 510 of FIG. 5, which are distributed radially relative to first axis 210, extend at least partially through cover 202 and / or sixth plate 508. In particular, sixth plate 508 of FIG. 5 extends radially outward relative to first axis 210, away from fasteners 510, to accommodate or contact face 317 of piston 302. During lock-up-on actuation, face 317 of piston 302 is configured to couple (e.g., slidably couple) with sixth plate 508 to provide the second state of first clutch 312 or to switch first clutch 312 from the first state to the second state. In this example, sixth plate 508 is at least partially flexible such that an outer radial or distal portion of sixth plate 508 is movable in first direction 372 (and / or second direction 374) relative to fasteners 510, which enables sixth plate 508 and cover 202 to compress or clamp first plate 316 in response to actuation of piston 302.

[0075] Unlike the illustrated example of FIG. 4 , first side 318 of piston 302 in FIG. 5 forms and / or defines first chamber 320 with fifth plate 502. Additionally, second side 322 of piston 302 in FIG. 5 forms and / or defines second chamber 324 with cover 202 and impeller 204 (i.e., housing 211). In this example, during lock-up-on operation, to provide a second state of first clutch 312, controller 105 directs hydraulic system 110 to provide a second flow of fluid 314 through housing 211. For example, fluid 314 is (a) transferred from hydraulic system 110 to first chamber 320 through second channel 370 at a relatively high fluid pressure, and (b) transferred from second chamber 324 to hydraulic system 110 through first channel 368 at a relatively low fluid pressure. 5 urges the piston 302 in a first direction 372 toward the sixth plate 508, causing the piston 302, the sixth plate 508, the first plate 316, and / or the cover 202 to generate friction against the first clutch 312. In this manner, the disclosed example actuates the piston 302 in FIG. 5 such that the first clutch 312 transfers engine torque from the cover 202 to the first damper 313 and, consequently, to the second hub 310. Conversely, in this example, during lock-up off operation, the controller 105 directs the hydraulic system 110 to provide a first flow of fluid 314 to provide a first state of the first clutch 312. For example, fluid 314 is transferred (a) through first channel 368 from hydraulic system 110 to second chamber 324 at a relatively high fluid pressure, and (b) through second fluid channel 370 from first chamber 320 to hydraulic system 110 at a relatively low fluid pressure. Thus, the resulting fluid pressures experienced differently by piston 302 of FIG. 5 urge piston 302 in second direction 374 away from sixth plate 508, causing piston 302 to disengage and / or separate from sixth plate 508.

[0076] Unlike the illustrated example of FIG. 4 , the first seal groove 344 of FIG. 5 is formed and / or defined by the outer surface 514 of the fifth plate 502 at or adjacent the distal portion 506 of the fifth plate 502. As shown in FIG. 5 , the distal portion 328 of the piston 302 extends and / or curves away from a central portion of the piston 302 through the distal portion 506 of the fifth plate 502. Thus, the first seal 304 forms a first fluid seal by sealingly coupling the outer surface 514 of the fifth plate 502 and the inner surface 516 of the piston 302 at or adjacent the distal portion 328. In this manner, the first seal 304 of FIG. 5 is interposed between the piston 302 and the fifth plate 502. Meanwhile, similar to the illustrated example of FIG. 4 , the second seal groove 346 of FIG. 5 is formed and / or defined by the outer surface 342 of the third hub 315.

[0077] According to the illustrated example of Figure 5, fluid 314 can enter and / or exit first chamber 320 through second opening 390. Second opening 390 in Figure 5 is formed and / or defined by fourth fluid channel 386. Also, in this example, fluid 314 can enter and / or exit second chamber 320 through first opening 388.

[0078] 5, first damper portion 376 corresponds to and / or is realized by first plate 316. Additionally, in some examples, torque converter 200 of FIG. 5 further includes a second damper (e.g., a spring damper) 512 and a third damper (e.g., a centrifugal pendulum absorber) 513 coupled between first damper 313 and second damper 512. Second damper 512 is further coupled to second hub 310. In this example, during lock-up-on operation of torque converter 200, torque is transmitted from second damper portion 378 to second hub 310 via second and third dampers 512, 513.

[0079] 5 are configured to substantially maintain the differential fluid pressure experienced by piston 302 during lock-up on operation of torque converter 200, a condition in which a first fluid pressure associated with first chamber 320 is greater than a second fluid pressure associated with second chamber 324. Conversely, first seal 304 and / or second seal 306 are configured to adjust (e.g., reduce) the differential fluid pressure experienced by piston 302 during lock-up off operation of torque converter 200 (e.g., after lock-up on operation), a condition in which a second fluid pressure associated with second chamber 324 is greater than the first fluid pressure associated with first chamber 320, as will be described in more detail below in connection with FIGS. 6, 7A, 7B, 9A, 9B, 11A, and 11B. In this example, first seal 304 and / or second seal 306 are each one-way seals that allow fluid 314 to flow only across first chamber 320 from second chamber 324. In this manner, seals 304, 306 of FIG. 5 allow fluid 314 to circulate through housing 211 and transmission system 104 during lockup-off operation.

[0080] 5, first orifice 402 (and / or other orifices) are configured to allow leakage of fluid 314 (i.e., to provide a controlled flow of fluid 314) between first and second chambers 320, 324 during lock-up-on operation to lubricate first clutch 312. In this example, first orifice 402 transfers fluid 314 from first chamber 320 to second chamber 324 when first clutch 312 is in the second state. As a result of such controlled leakage provided by first orifice 402, fluid 314 flows across face 317 of piston 302 and / or radially outward relative to first shaft 210 to lubricate first clutch 312 during its associated frictional engagement. For example, fluid 314 may flow between (a) piston 302 and sixth plate 508, (b) sixth plate 508 and first plate 316, (c) first plate 316 and cover 202, or (d) any combination thereof. In this manner, first orifice 402 transfers heat away from first clutch 312 through fluid 314, improving the thermal capacity of first clutch 312 of FIG. 5. Additionally, in some of these examples, first orifice 402 is sized, shaped, structured, and / or otherwise configured to limit the rate at which fluid flows between first and second chambers 320, 324 (e.g., between about 0.3 L / min and about 1.5 L / min) during lock-up-on operation.

[0081] Orifice 402 In addition to or instead of providing the orifice 402, In some examples, one or more (e.g., all) of the seals 304, 306 of FIG. 5 and their respective seal grooves 344, 346 of FIG. 5 are used to lubricate the first clutch 312. To,During lock-up-on operation, the fluid 314 is sized, shaped, structured, and / or otherwise configured to leak (i.e., to provide a controlled flow of) the fluid 314 between the first and second chambers 320, 324. In this example, similar to the orifice 402, one or more (e.g., all) of the seals 304, 306 and / or their respective seal grooves 344, 346 are sized, shaped, structured, and / or otherwise configured to limit the rate at which the fluid 314 flows between the first and second chambers 320, 324 (e.g., between about 0.3 L / min and about 1.5 L / min).

[0082] That is, in this example, fluid 314 flows at a substantially limited rate from first chamber 320 to second chamber 324 across first seal 304 and / or second seal 306. Thus, according to one or more disclosed examples, such controlled leakage of fluid 314 between first and second chambers 320, 324 of FIG. 5 is enabled by (a) orifice 402, seals 304, 306, (b) seal grooves 344, 346, or (c) any combination thereof.

[0083] 5, face 317 of piston 302 lies at a third radius 406 relative to first axis 210. Orifice 402 also lies at a fourth radius 408 relative to first axis 210, which in this example is smaller than third radius 406.

[0084] 5 , the fourth fluid channel 386 extends radially outward or inward through the third hub 315 relative to the first axis 210 to fluidly couple the first chamber 320 to a second fluid channel 370 associated with the first shaft 208. Although FIG. 5 shows a single fluid channel 386 associated with transferring fluid 314 between the first chamber 320 and the second fluid channel 370, in some examples, the assembly 300 is implemented differently. In this example, the assembly 300 includes one or more other fluid channels (e.g., similar to the fourth fluid channel 386) in addition to or instead of the fourth fluid channel 386 configured to transfer fluid 314 between the first chamber 320 and the second fluid channel 370. Also, in this example, the fluid channels 386 are distributed radially relative to the first axis 210.

[0085] FIG. 6 is an enlarged, partial view of the torque converter 200 of FIG. 5 , illustrating the fourth fluid channel 386. According to the illustrated example of FIG. 6 , the fourth fluid channel 386 extends through the third hub 315 to the second seal groove 346. In particular, the second seal groove 346 fluidly connects the fourth fluid channel 386 to the first and second chambers 320, 324. In this example, the fourth fluid channel 386 of FIG. 6 forms and / or defines at least a portion of the second seal groove 346. In particular, the fourth fluid channel 386 of FIG. 6 is sized, shaped, structured, and / or otherwise configured to provide the one-way sealing functionality of the second seal 306, as will be additionally described below in conjunction with FIGS. 7A and 7B . In this example, the second seal 306 is movable within the second seal groove 346, for example, in response to the fluid 314 applying a force to the second seal 306. More specifically, in this example, the movement of second seal 306 is based on the direction of flow of fluid 314 through fourth fluid channel 386 provided by hydraulic system 110 .

[0086] As shown in FIG. 6 , the fourth fluid channel 386 is substantially linear or extends along a linear path. In some examples, the fourth fluid channel 386 extends away from the interior surface 602 of the third hub 315 in a third direction 604 having a component corresponding to the first direction 372. In this example, 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 manner, when the fluid 314 is transferred from the second fluid channel 370 to the second seal groove 346 through the fourth channel 386, the fourth fluid channel 386 facilitates movement of the second seal 306 in the first direction 372.

[0087] 7A and 7B are further enlarged partial views of torque converter 200 of FIG. 5 illustrating a first seal arrangement (e.g., a one-way sealing arrangement) 700 in accordance with the teachings of the present disclosure. First seal arrangement 700 may be used to provide one or more of the seals of assembly 300, such as second seal 306 of FIG. 5. In particular, second seal 306 of FIGS. 7A and 7B is movable within second seal groove 346 in first direction 372 and / or second direction 374 based on the direction of flow of fluid 314 through fourth fluid channel 386, which alters the second fluid seal provided by second seal 306.

[0088] According to the illustrated example of FIG. 7A , the second seal 306 is movable in a first direction 372 from a first position of the second seal 306 (shown in FIG. 7B ) to a second position of the second seal 306 (shown in FIG. 7A ) in response to fluid 314 flowing in a fourth direction 704 through a fourth fluid channel 386 along a first path 706, e.g., when the controller 105 initiates a lock-up on operation and / or discontinues a lock-up off operation. The first path 706 is indicated by a dashed-dotted line in FIG. 7A . For example, the second seal 306 experiences a differential fluid pressure caused by the fluid 314 flowing along the first path 706, which compresses the second seal 306 in the first direction 372. In this example, the fluid 314 imparts a force to a first side (e.g., a relatively flat annular surface) 708 of the second seal 306, a component of which is directed in the first direction 372. As a result of this movement of second seal 306, when first clutch 312 switches from the first state to the second state, during lock-up-on operation of torque converter 200, first side 708 of second seal 306 separates and / or sealingly disengages from first side (e.g., relatively flat annular surface) 710 of third hub 315. Thereafter, as second seal 306 continues to move in first direction 372 toward the second position, second side (e.g., relatively flat annular surface) 712 of second seal 306 comes into direct contact with second side (e.g., relatively flat annular surface) 714 of third hub 315 that faces first side 710 of third hub 315. 7A has an outer surface 715 that remains coupled with the inner surface 340 of the piston 302, for example, when the second seal 306 is in (a) the first position of the second seal 306, (b) the second position of the second seal 306, or (c) any position between the first and second positions of the second seal 306. The outer surface 715 of the second seal 306 corresponds to the outer diameter of the second seal 306. As shown in FIG. 7A , the first side 708 of the second seal 306 faces the second side 712 of the second seal 306. Additionally, the first and second sides 710, 714 of the third hub 315 face each other and at least partially form and / or define the second seal groove 346.

[0089] 7A , when the second seal 306 is in the second position relative to the second seal groove 346, the second seal 306 prevents the fluid 314 from flowing between the second chamber 324 and the fourth fluid channel 386 (e.g., from the fourth fluid channel 386 to the second chamber 324). For example, the second seal 306 of FIG. 7A is sealingly coupled with the inner surface 340 of the piston 302 and the second side 714 of the third hub 315 to form a second fluid seal. Instead, when in the second position, the second seal 306 of FIG. 7A allows the fluid 314 to flow along the first path 706 between the first chamber 320 and the fourth fluid channel 386 (e.g., from the fourth fluid channel 386 to the first chamber 320), increasing the first fluid pressure associated with the first chamber 320 relative to the orifice 402. In particular, in this example, the fluid 314 flows through a portion of the first gap 716 formed by the piston 302 and the third hub 315. That is, the fluid 314 flows between the inner surface 340 of the piston 302 and the outer surface 342 of the third hub 315, where the first region 718 does not form and / or define the second seal groove 346 (e.g., the first region 718 adjacent the second seal groove 346). In some examples, the first gap 716 substantially surrounds the third hub 315. In this example, the size of the first gap 716 can be substantially uniform or can vary along the length of the first gap 716.

[0090] According to the illustrated example of FIG. 7B , the second seal 306 of FIG. 7B is movable in a second direction 374 from the second position of the second seal 306 to the first position of the second seal 306 in response to fluid 314 flowing in a fifth direction 720, opposite the fourth direction 704, through the fourth fluid channel 386 along a second path 722 different from the first path 706, for example, when the controller 105 initiates a lock-up off operation and / or discontinues a lock-up on operation. The second path 722 is indicated by a dashed-dotted line in FIG. 7B . For example, the second seal 306 experiences a differential fluid pressure caused by the fluid 314 flowing along the second path 722, which compresses the second seal 306 in the second direction 374. In this example, the fluid 314 exerts a force on a second side 712 of the second seal 306, a component of which is directed in the second direction 374. As a result of this movement of second seal 306, during lock-up off operation of torque converter 200 when first clutch 312 switches from the second state to the first state, second side 712 of second seal 306 separates from and / or sealingly disengages from second side 714 of third hub 315. Thereafter, as second seal 306 continues to move in second direction 374 toward the first position, first side 708 of second seal 306 directly contacts and / or sealingly couples with first side 710 of third hub 315.

[0091] Additionally, the second seal 306 of FIG. 7B has an inner surface 723 that is spaced a relatively small distance 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. The second region 724 of the outer surface 342 of the third hub 315 also forms and / or defines the second seal groove 346, for example, with the first and second sides 710, 714 of the third hub 315. Additionally, in some examples, the second gap 726 substantially surrounds the third hub 315. In this example, the size of the second gap 726 can be substantially uniform or can vary along the length of the second gap 726. 7B is substantially maintained when the second seal 306 is in, for example, one of: (a) the first position of the second seal 306, (b) the second position of the second seal 306, or (c) any position between the first and second positions of the second seal 306. Additionally, the fourth fluid channel 386 of FIG. 7B, the first gap 716 of FIG. 7B, and the second gap 726 of FIG. 7B are sized, shaped, structured, and / or otherwise configured to provide a sufficient flow rate of the fluid 314 therethrough during lock-up off operation.

[0092] According to the illustrated example of FIG. 7B , when the second seal 306 is in a first position relative to the second seal groove 346, the second seal 306 prevents the fluid 314 from flowing between the first chamber 320 and the fourth fluid channel 386 (e.g., from the fourth fluid channel 386 to the first chamber 320). For example, the second seal 306 of FIG. 7B is sealingly coupled with the inner surface 340 of the piston 302 and the first side 710 of the third hub 315 to form a second fluid seal. Instead, when in the first position, the second seal 306 of FIG. 7B allows the fluid 314 to flow between the second chamber 324 and the fourth fluid channel 386 (e.g., from the second chamber 324 to the fourth fluid channel 386) along a second path 722. Notably, in this example, the fluid 314 flows through different portions of the first gap 716 and the second gap 726 of FIG. 7B and across the second seal 306. In this example, the fluid 314 flows between the inner surface 340 of the piston 302 and a third region 728 of the outer surface 342 of the third hub 315, and the third region 728 does not form and / or define the second seal groove 346 (e.g., the third region 728 is adjacent to the second seal groove 346).

[0093] 7A and 7B is based on the position (e.g., the first or second position) of the second seal 306 relative to the second seal groove 346. In this manner, the second fluid seal changes in response to movement of the second seal 306 relative to the second seal groove 346.

[0094] FIG. 8 is another partial cross-sectional view of torque converter 200 of FIG. 2 taken along line AA, illustrating assembly 300 therein. According to the illustrated example of FIG. 8, first clutch 312 of FIG. 8 includes a seventh plate (e.g., balance plate) 802 within housing 211 adjacent piston 302, which facilitates the creation of a differential fluid pressure applied to and / or experienced by piston 302 during lock-up-on operation of torque converter 200. In particular, seventh plate 802 and piston 302 are movably coupled together. That is, piston 302 is movable relative to seventh plate 802 in first direction 372 and / or second direction 374, e.g., over a relatively short distance. Additionally, assembly 300 of FIG. 8 further includes a fourth seal (e.g., one-way seal) 804 operatively coupled to piston 302 and / or seventh plate 802.

[0095] 8, the seventh plate 802 and the piston 302 form and / or define a first chamber 320. Additionally, the piston 302 and the cover 202 form and / or define a second chamber 324. Additionally, the seventh plate 802 and the impeller 204 form and / or define a third chamber (e.g., a fluid chamber) 806.

[0096] In some examples, the assembly 300 further includes a fourth opening 808 located in the housing 211 in addition to the first and second openings 388, 390 so that the fluid 314 can enter and / or exit the housing 211. The fourth opening 808 in FIG. 8 is formed and / or defined by the second and third hubs 310, 315. In particular, the fluid 314 can flow through the first, second, and fourth openings 388, 390, 808 in FIG. 8 so that the hydraulic system 110 can control the state of the first clutch 312 in FIG. 8. In this example, the fluid 314 can enter and / or exit the first chamber 320 through the fourth opening 808. Additionally, the fluid 314 can enter and / or exit the second chamber 324 through the second opening 390. It should be noted that the fluid 314 can enter and / or exit the third chamber 806 through the first opening 388 .

[0097] 8, when transmission system 104 and torque converter 200 are assembled, first opening 388 is in fluid communication with first fluid channel 368. Also in this example, second opening 390 is in fluid communication with second fluid channel 370. Note that in this example, fourth opening 808 is in fluid communication with third fluid channel 371.

[0098] According to the example shown in FIG. 8 , to provide the second state of first clutch 312 of FIG. 8 , controller 105 directs hydraulic system 110 to control fluid 314 within housing 211 such that a second fluid pressure associated with second chamber 324 and a third fluid pressure associated with third chamber 806 are both greater than the first fluid pressure associated with first chamber 320. In particular, as a result of such control of hydraulic system 110, fluid 314 is transferred (a) at a relatively high fluid pressure from hydraulic system 110 through first and second fluid channels 368, 370 to respective second and third chambers 324, 806, and (b) at a relatively low fluid pressure from second chamber 324 to hydraulic system 110 through third channel 371. In this example, third chamber 806 is sometimes referred to as a hydraulic chamber. Thus, the resulting differential fluid pressure experienced by the piston 302 of FIG. 8 urges the piston 302 in the second direction 374 toward the first plate 316 so that the face 317 of the piston couples (e.g., slidably couples) with the first plate 316.

[0099] 8 is coupled to the third hub 315 relatively non-rotatably by, for example, one or more exemplary fasteners (e.g., rivets) 810 and / or one or more exemplary fastening methods or techniques. In this manner, both the seventh plate 802 and the third hub are rotatable about the first shaft 210.

[0100] According to the illustrated example of FIG. 8 , to facilitate transfer of the fourth seal 804, the assembly 300 of FIG. 8 further includes a fourth seal groove 812 located on the seventh plate 802 in this example. For example, the fourth seal groove 812 of FIG. 8 is formed and / or defined by the outer surface of the seventh plate 802 at or adjacent to an end of the seventh plate 802. The fourth seal 804 of FIG. 8 is located in and extends through the fourth seal groove 812. In particular, the fourth seal 804 is interposed between the piston 302 and the seventh plate 802. Also shown in FIG. 8 , the first seal groove 344 is located on the piston 302. The first seal 304 of FIG. 8 is interposed between the piston 302 and the cover 202. Also shown in FIG. 8 , the second seal groove 346 is located on the third hub 315. The second seal 306 in Figure 8 is interposed between the piston 302 and a portion of the third hub 315 that supports the piston 302. Also shown in Figure 8, the third seal groove 384 is located on a portion of the second hub 310 that supports the seventh plate 802. The third seal 382 in Figure 8 is interposed between the second hub 310 and the seventh plate 802.

[0101] As shown in Figure 8, the first orifice 402 (and / or one or more other orifices) of Figure 8 is located on the seventh plate 802. That is, the first orifice 402 extends through the seventh plate 802 to fluidly couple the first and third chambers 320, 806 together. According to the illustrated example of Figure 8, the first orifice 402 is configured to allow leakage of the fluid 314 between the first and third chambers 320, 806 (i.e., to provide a controlled flow of the fluid 314) during lock-up-on operation.

[0102] In this example, when first clutch 312 is in the second state, first orifice 402 transfers fluid 314 from third chamber 806 to first chamber 320 .

[0103] In some examples, first seal 304, FIG. 8 , second seal 306, FIG. 8 , and / or fourth seal 804, FIG. 8 are each one-way seals that allow fluid 314 to flow across in a single direction, as will be described in more detail below in connection with FIGs. 9A, 9B, 11A, and 11B. Consequently, in examples where torque converter 200 is a four-pass torque converter, one of first seal 304, second seal 306, third seal 382, fourth seal 804, or a combination thereof, converts torque converter 200 to a three-pass torque converter, as shown in FIG. 8 . Thus, torque converter 200 of FIG. 8 is configured for use with a three-pass transmission system.

[0104] 9A and 9B are partial views of a second seal arrangement (e.g., one-way sealing arrangement) 900 for use with torque converter 200 in accordance with the teachings of the present disclosure. Second seal arrangement 900 may be used to implement one or more of the seals of assembly 300, such as (a) first seal 304, (b) second seal 306, (c) third seal 382, (d) fourth seal 804, (e) one or more different seals, or (f) any combination thereof. According to the illustrated example of FIGS. 9A and 9B, assembly 300 includes a fifth seal (e.g., one-way seal) 902 that facilitates a one-way sealing operation associated with fifth seal 902 and a resilient member (e.g., spring) 904 adjacent fifth seal 902. Fifth seal 902 is located in a fifth seal groove 906 formed and / or defined by a first torque converter component 908 adjacent to a second torque converter component 910. In some examples, 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 components of torque converter 200. Also, in some examples, second torque converter component 910 corresponds to and / or is implemented by one of (a) cover 202, (b) piston 302, (c) third hub 315, (d) first portion 418 of clutch pack 404, (e) seventh plate 802, or (f) any other suitable components of torque converter 200. As shown in FIGS. 9A and 9B , first and second torque converter components 908, 910 form and / or define a third gap 912. For example, an inner surface 914 of second torque converter component 910 is spaced a relatively small distance from an outer surface 916 of first torque converter component 908 .In particular, the fifth seal 902 of FIGS. 9A and 9B is movable within the fifth seal groove 906 in a first direction 372 and / or a second direction 374 based on the direction of flow of the 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.

[0105] According to the example shown in FIG. 9A , for example, when the controller 105 initiates a lock-up on operation and / or aborts a lock-up off operation, the fifth seal 902 is movable from a first position of the fifth seal 902 (shown in FIG. 9B ) to a second position of the fifth seal 902 (shown in FIG. 9A ) in response to fluid 314 flowing in a sixth direction 918 through the fifth seal groove 906 along a third path 920. The third path 920 is indicated by a dashed-dotted line in FIG. 9A . For example, the fifth seal 902 experiences a differential fluid pressure caused by fluid 314 flowing along the third path 920, which compresses the second seal 306 in a first direction 372. In this example, the fluid 314 imparts a force to a first side (e.g., a relatively flat annular surface) 922 of the fifth seal 902, a component of which is directed in the first direction 372. As a result of this movement of fifth seal 902, during lock-up-on operation when first clutch 312 switches from the first state to the second state, a first side 922 of fifth seal 902 moves away from first torque converter component 908 and / or a first side (e.g., a relatively flat annular surface) 924 of resilient member 904. Resilient member 904 is depressurized by movement of fifth seal 902 in first direction 372. In this example, fluid 314 flows through third gap 912 to fifth seal groove 906. That is, fluid 314 flows between inner surface 914 of second torque converter component 910 and a first region 926 of outer surface 916 of first torque converter component 908, where first region 926 does not form fifth seal groove 906 (i.e., first region 926 is adjacent to fifth seal groove 906). Thereafter, as the fifth seal 902 continues to move in the first direction 372 toward the second position, a second side (e.g., a relatively flat annular surface) 928 of the fifth seal 902 directly contacts and / or sealingly engages with a second side (e.g., a relatively flat annular surface) 930 of the first torque converter component 908 that faces the first side 924 of the first torque converter component 908.In this example, the fifth seal 902 in FIG. 9A has an outer surface 932 that remains coupled to the inner surface 914 of the second torque converter component 910, for example, when the fifth seal 902 is in (a) the first position of the fifth seal 902, (b) the second position of the second seal 306, or (c) any position between the first and second positions of the fifth seal 902.

[0106] 9A , when the fifth seal 902 is in the second position relative to the fifth seal groove 906, the fifth seal 902 prevents fluid 314 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, the fifth seal 902 of FIG. 9A sealingly couples to the inner surface 914 of the second torque converter component 910 and the second side 928 of the first torque converter component 908 to form a fifth fluid seal. That is, when in the second position, the fifth seal 902 of FIG. 9A interrupts the flow of fluid 314 across the fifth seal 902, which increases the fourth fluid pressure associated with the fourth chamber 934 during lock-up-on operation.

[0107] 9A is sized, shaped, structured, and / or otherwise configured to provide a sufficient flow rate of fluid 314 therethrough during lock-up-on operation. Additionally, in some examples, third gap 912 substantially surrounds first torque converter component 908. In this example, the size of third gap 912 can be substantially uniform or can vary along the length of third gap 912.

[0108] According to the illustrated example of FIG. 9B , for example, when the controller 105 initiates a lock-up-off operation and / or discontinues a lock-up-on operation, the fifth seal 902 of FIG. 9B is movable in a second direction 374 from the second position of the fifth seal 902 to the first position of the fifth seal 902 in response to fluid 314 flowing in a seventh direction 938, opposite to the sixth direction 918, through the fifth seal groove 906 along a fourth path 940 that is different from the third path 920. The fourth path 940 is indicated by a dashed-dotted line in FIG. 9B . For example, the fifth seal 902 experiences a differential fluid pressure caused by fluid 314 flowing along the fourth path 940, which compresses the second seal 306 in the second direction 374. In this example, the fluid 314 exerts a force on the second side 928 of the fifth seal 902, a component of which is directed in the second direction 374. As a result of this movement of fifth seal 902, when first clutch 312 switches from the second state to the first state, during lock-up off operation of torque converter 200, second side 928 of fifth seal 902 separates and / or unseals from second side 930 of first torque converter component 908. In this example, fluid 314 flows through third gap 912 in FIG. 9B to fifth seal groove 906. That is, fluid 314 flows between inner surface 914 of second torque converter component 910 and second region 942 of outer surface 916 of first torque converter component 908, where second region 942 does not form fifth seal groove 906 (i.e., second region 942 is adjacent to fifth seal groove 906). Thereafter, as the fifth seal 902 continues to move in the second direction 374 toward the first position, 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).

[0109] In some examples, the resilient member 904 is configured to compress 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 seal groove 906 to provide a fourth gap 944. The fourth gap 944 in FIG. 9B is between the first side 924 of the fifth seal groove 906 and the first side of the fifth seal 902. For example, the fifth seal 902 at least partially compresses the resilient member 904 during a lock-up off operation in response to the fifth seal 902 moving to or toward the first position of the fifth seal 902. As a result of such compression, the resilient member 904 applies a biasing force to the first side 922 of the fifth seal 902, directing the component in the first direction 372. Additionally, the fifth seal 902 of FIG. 9B has an inner surface 946 that is spaced a relatively small distance from a third region 948 of the outer surface 916 of the first torque converter component 908, such that a fifth gap 950 is formed by the fifth seal 902 and the first torque converter component 908. The inner surface 946 of the fifth seal 902 corresponds to the inner diameter of the fifth seal 902. This third region 948 also forms and / or defines the fifth seal groove 906, for example, with the first and second sides 924, 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 this example, the size of the fifth gap 950 can be substantially uniform or can vary along the length of the fifth gap 950. In other words, the fifth gap 950 of Figure 9B is substantially maintained when the fifth seal 902 is in, for example, one of: (a) the first position of the fifth seal 902, (b) the second position of the fifth seal 902, or (c) any position between the first and second positions of the fifth seal 902. Additionally, the third gap 912 of Figures 9A and 9B, the fourth gap 944 of Figure 9B, and the fifth gap 950 of Figure 9B are sized, shaped, structured, and / or otherwise configured to provide a sufficient flow rate of the fluid 314 therethrough during lock-up off operation.

[0110] 9B , when the fifth seal 902 is in a first position relative to the fifth seal groove 906, the fifth seal 902 and the resilient member 904 permit the flow of fluid 314 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 a lock-up off operation, the fluid 314 flows through the third, fourth, and fifth gaps 912, 944, 950 and across the fifth seal 902.

[0111] Thus, the fifth fluid seal formed by the fifth seal 902 is based on the position (e.g., the second position) of the second seal 306 relative to the second seal groove 346. In this manner, the fifth fluid seal changes in response to movement of the fifth seal 902 relative to the second seal groove 346. In particular, the fifth fluid seal is present when the fifth seal 902 is at or near the fifth seal 902 second position, but is not present when the fifth seal 902 is at or near the fifth seal 902 first position.

[0112] 9A and 9B illustrate aspects associated with the fifth seal 902, in some examples, such aspects may similarly apply to any one or more (e.g., all) of the seals of the assembly 300, such as, for example, (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.

[0113] FIG. 10 is a diagram of the resilient member 904. According to the example shown in FIG. 10, the resilient member 904 is a wave washer or a wave spring. As shown in FIG. 10, the resilient member 904 includes an annular-shaped body 1002. The body 1002 of FIG. 10 is composed of one or more materials having sufficient properties and / or characteristics (e.g., one or more of stiffness, elasticity, durability, etc.) associated with, for example, one or more of metal, plastic, rubber, etc. Additionally, in some examples, the body 1002 of the resilient member 904 forms and / or defines one or more bends and / or curvatures that generate a biasing force against the fifth seal 902 and facilitate providing the fourth gap 944. Although FIG. 10 shows a wave washer or wave spring, in some examples, the resilient member 904 is differently implemented using a snap ring or any other suitable resilient member capable of providing a biasing force to the fifth seal 902.

[0114] 11A and 11B are partial views of a third seal arrangement (e.g., a one-way sealing arrangement) for use with exemplary torque converter 200 in accordance with the teachings of the present disclosure. Third seal arrangement 1100 may be used to implement one or more seals of assembly 300, such as, for example, one of: (a) first seal 304, (b) second seal 306, (c) third seal 382, (d) fourth seal 804, (e) fifth seal 902, (f) one or more different seals, or (f) any combination thereof. According to the example shown in FIGS. 11A and 11B, assembly 300 includes a protrusion (e.g., an annular protrusion) 1102 located on first side 922 of fifth seal 902, which facilitates one-way sealing operation associated with fifth seal 902. Third seal arrangement 1100 is similar to second seal arrangement 900. However, instead of the resilient member 904, the protrusion 1102 is sized, shaped, structured, and / or otherwise configured to allow fluid 314 to flow between the fourth and fifth chambers 934, 936 and across the fifth seal 902 (e.g., during a lock-up off operation).

[0115] In some examples, the protrusion 1102 is formed and / or defined by the fifth seal 902. That is, in this example, the protrusion 1102 and the fifth seal 902 share a common cross-sectional area. However, in other examples, the protrusion 1102 is a separate and distinct component from the fifth seal 902 and is non-rotatably (i.e., fixedly) coupled to the fifth seal 902, for example, by one or more fasteners and / or one or more fastening methods or techniques. Additionally, in some examples, the protrusion 1102 is discontinuous to facilitate flow of the fluid 314 through the protrusion 1102. In this example, the protrusion 1102 includes an opening 1104 extending therethrough, one example of which is shown in this example.

[0116] 11A , during lock-up-on operation, the side surface (e.g., a relatively flat annular surface) 1106 of the protrusion 1102 disengages and / or moves away from the first side surface 924 of the first torque converter component 908 in response to the fifth seal 902 experiencing a differential fluid pressure caused by the fluid 314 flowing along the third path 920. In particular, when the fifth seal 902 is in the second position relative to the fifth seal groove 906, the fifth seal 902 prevents the fluid 314 from flowing between the fourth and fifth chambers 934, 936.

[0117] 11B , the side surface 1106 of the protrusion 1102 couples to and / or directly contacts the first side surface 924 of the first torque converter component 908 in response to the fifth seal 902 experiencing a differential fluid pressure caused by the fluid 314 flowing along the fourth path 940. In particular, when the fifth seal 902 is in a first position relative to the fifth seal groove 906, during lock-up off operation, the fluid 314 flows through the opening 1104 and across the fifth seal 902 between the fourth and fifth chambers 934, 936. In this example, the protrusion 1102 maintains the fourth gap 944 while the first clutch 312 is in the first state. 11A and 11B show the side coupled to the fifth seal 902, in some instances, such aspects apply equally to one or more (e.g., all) of the seals in the assembly 300, such as, for example, (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.

[0118] Figure 12 shows a first graph 1200 illustrating example data associated with operation of torque converter 200 of Figure 3. According to the illustrated example of Figure 12, first graph 1200 includes a first axis (e.g., x-axis) 1202 that corresponds to, for example, a speed ratio associated with torque converter 200 defined by second hub 310 and cover 202. For example, first axis 1202 of Figure 12 illustrates the angular velocity of cover 202 relative to the angular velocity of second hub 310. Graph 1200 of Figure 12 further includes a second axis (e.g., y-axis) 1204 perpendicular to first axis 1202 that corresponds to, for example, the differential fluid pressure (e.g., kilopascals (kPa)) experienced by piston 302 during lock-up-on operation of torque converter 200.

[0119] Graph 1200 of Figure 12 further includes a first plot 1206 that corresponds to lock-up-on operation of torque converter 200 of Figure 3 when torque converter 200 is converted from a three-pass torque converter to a two-pass torque converter via at least one one-way seal 304, 306, 382 of assembly 300. In particular, first plot 1206 illustrates the magnitude or extent of differential fluid pressure that causes first clutch 312 to change from a first state to a second state as the speed ratio increases. In other words, first plot 1206 illustrates the minimum or critical differential fluid pressure required to initiate slippage of first clutch 312 via actuation of piston 302.

[0120] Meanwhile, graph 1200 further includes a second plot 1208 corresponding to lock-up-on operation of an exemplary two-pass torque converter implemented in vehicle 100. That is, the two-pass torque converter is implemented without the seals of assembly 300. Similar to first plot 1206, second plot 1208 of FIG. 12 illustrates the magnitude or extent of differential fluid pressure that causes the lock-up clutch of the two-pass torque converter to change from a lock-up clutch disengaged state to a lock-up clutch engaged state as the speed ratio increases. As shown in FIG. 12, the differential fluid pressure associated with first plot 1206 is substantially lower than the differential fluid pressure associated with second plot 1208 over a range 1210 of speed ratios. Range 1210 is between approximately 0.7 and approximately 1.2. Thus, when torque converter 200 is implemented with seals 304, 306, 382 of assembly 300, the minimum or critical differential fluid pressure associated with first clutch 312 is relatively low. That is, the sensitivity of the first clutch 312 is increased by the seals 304, 306, 382. Consequently, the seals 304, 306, 382 improve the response and / or slip control of the first clutch 312.

[0121] Figure 13 shows a second graph 1300 illustrating example data associated with the operation of torque converter 200 of Figure 3. According to the illustrated example of Figure 13, second graph 1300 includes a first axis (e.g., x-axis) 1302 corresponding to time (e.g., in seconds). The second graph 1300 of FIG. 13 further includes a second axis (e.g., y-axis) 1304 perpendicular to the first axis 1302, corresponding to the magnitude or extent of a torque converter parameter such as, for example, one of: (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 Newton meters (Nm)); (d) differential fluid pressure applied to and / or experienced by the piston 302 (e.g., in kPa); (e) Pi temperature (e.g., in degrees Celsius (°C)) indicative of oil temperature at the torque converter inlet; or (f) leakage flow (e.g., in L / min) provided by the assembly 300 (e.g., orifice 402 and / or seals 304, 306, 382, 902). In particular, second graph 1300 corresponds to lock-up-on operation of torque converter 200 of FIG. 3 when torque converter 200 is switched from a three-pass torque converter to a two-pass torque converter through at least one one-way seal 304, 306, 382, 902 of assembly 300.

[0122] The second graph 1300 of FIG. 13 further includes a third plot 1306 corresponding to slip of the first clutch 312 over time during lock-up on operation. The second graph 1300 of FIG. 13 further includes a fourth plot 1308 corresponding to the speed of the engine 102 over time during lock-up on operation, which in this example is substantially constant (e.g., at about 100 RPM). The second graph 1300 of FIG. 13 further includes a fifth plot 1310 corresponding to the torque generated by the first clutch 312 over time during lock-up on operation, which in this example is substantially constant (e.g., at about 100 RPM). The second graph 1300 of FIG. 13 further includes a sixth plot 1312 corresponding to the differential fluid pressure applied to and / or experienced by the piston 302 over time during lock-up on operation. The second graph 1300 of FIG. 13 further includes a seventh plot 1314 corresponding to the Pi temperature over time during lock-up on operation. The second graph 1300 of FIG. 13 further includes an eighth plot 1316 corresponding to the leakage flow provided by the assembly 300 during lock-up-on operation as a function of time.

[0123] Each of the plots 1306, 1308, 1310, 1312, 1314, and 1316 in FIG. 13 is provided by increasing the differential pressure applied to and / or experienced by the piston 302 during 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 differential fluid pressure by approximately 2 kPa. Thus, the orientation of each of the plots 1306, 1308, 1310, 1312, 1314, and 1316 is from left to right in the orientation of FIG. 13.

[0124] Figure 14 shows a third graph 1400 illustrating example data associated with operation of torque converter 200 of Figure 3. In particular, the data represented by third graph 1400 of Figure 14 is based on the data represented by second graph 1300 of Figure 13. Accordingly, third graph 1400 corresponds to lock-up-on operation of torque converter 200 of Figure 3 when torque converter 200 is implemented with at least one one-way seal 304, 306, 382, 902 of assembly 300. Third graph 1400 of Figure 14 includes a first axis (e.g., x-axis) 1402 that corresponds to the differential fluid pressure applied to and / or experienced by piston 302 during lock-up-on operation of torque converter 200. The third graph 1400 of FIG. 14 also includes a second axis (e.g., y-axis) 1404 perpendicular to the first axis 1402, corresponding to the magnitude or extent of a torque converter parameter, for example, one of: (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) indicating the oil temperature at the torque converter outlet; (e) Pi temperature (e.g., in °C); or (f) leakage flow provided by the assembly 300 (e.g., in L / min).

[0125] The third graph 1400 of Figure 14 further includes a third plot 1306 corresponding to slip of the first clutch 312 during lock-up on operation, with each data point averaged over five seconds after the differential fluid pressure has stabilized and torque to the torque converter 200 has been achieved. The third graph 1400 of Figure 14 further includes a fourth plot 1308 corresponding to engine 102 speed during lock-up on operation, with each data point averaged over five seconds after the differential fluid pressure has stabilized and torque has been achieved. The third graph 1400 of Figure 14 further includes a fifth plot 1310 corresponding to torque generated by the first clutch 312 during lock-up on operation, with each data point averaged over five seconds after the differential fluid pressure has stabilized and torque has been achieved. The third graph 1400 of Figure 14 further includes a ninth plot 1406 corresponding to Pt temperature during lock-up on operation, with each data point averaged over five seconds after the differential fluid pressure has stabilized and torque has been achieved. The third graph 1400 of Figure 14 includes a seventh plot 1314 corresponding to Pi temperature over time during lock-up on operation, with each data point averaged over 5 seconds after the differential fluid pressure has stabilized and torque has been achieved. The third graph 1400 of Figure 14 also includes an eighth plot 1316 corresponding to leakage flow provided by the assembly 300 during lock-up on operation, with each data point averaged over 5 seconds after the differential fluid pressure has stabilized and torque has been achieved.

[0126] According to the illustrated example of FIG. 14 , the third plot 1306 includes a first inflection point 1408 corresponding to a particular differential fluid pressure, for example, approximately 60 kPa. To the left of the first inflection point 1408 (in the orientation of FIG. 14 ), the third plot 1306 is substantially constant and has a slight slope defined by the slip of the first clutch 312 and the differential fluid pressure. That is, as the differential fluid pressure increases, the slip of the first clutch 312 gradually decreases. Therefore, the slip of the first clutch 312 is easily controlled across a first region 1410 of differential fluid pressure, such as between approximately 41 kPa and approximately 60 kPa.

[0127] Figure 15 illustrates a fourth graph 1500 depicting example data associated with the operation of a two-pass torque converter in conjunction with Figure 12 discussed above. According to the illustrated example of Figure 15, the fourth graph 1500 includes a first axis (e.g., x-axis) 1502 corresponding to time (e.g., in seconds). The fourth graph 1500 of FIG. 15 further includes a second axis (e.g., y-axis) 1504 perpendicular to the first axis 1502, corresponding to the magnitude or extent of a torque converter parameter such as, for example, one of: (a) slip of the lock-up clutch of the two-pass torque converter (e.g., in RPM); (b) speed of the engine 102 (e.g., in RPM); (c) torque generated by the lock-up clutch (e.g., in Nm); (d) differential fluid pressure applied to and / or experienced by the piston of the lock-up clutch (e.g., in kPa); (e) Pi temperature (e.g., in °C); or (f) leakage flow (e.g., in L / min) provided by the two-pass torque converter (i.e., without the assembly 300).

[0128] The fourth graph 1500 of Figure 15 further includes a tenth plot 1506 corresponding to clutch slippage over time during lock-up on operation of the two-pass torque converter. The fourth graph 1500 of Figure 15 further includes an eleventh plot 1508 corresponding to engine 102 speed over time during lock-up on operation. The fourth graph 1500 of Figure 15 further includes a twelfth plot 1510 corresponding to torque generated by the lock-up clutch over time during lock-up on operation. The fourth graph 1500 of Figure 15 further includes a thirteenth plot 1512 corresponding to differential fluid pressure applied to and / or experienced by the lock-up clutch piston over time during lock-up on operation. The fourth graph 1500 of Figure 15 further includes a fourteenth plot 1514 corresponding to Pi temperature over time during lock-up on operation. The fourth graph 1500 of FIG. 15 further includes a fifteenth plot 1516 corresponding to the leakage flow rate provided by the two-pass torque converter during lock-up on operation over time.

[0129] FIG. 16 illustrates a fifth graph 1600 depicting example data associated with operation of a two-pass torque converter as discussed above in conjunction with FIG. 12. In particular, the data represented by the fifth graph 1600 of FIG. 16 is based on the data represented by the fourth graph 1500 of FIG. 15. Thus, the fifth graph 1600 corresponds to lock-up on operation of a two-pass torque converter. The fifth graph 1600 of FIG. 16 includes a first axis (e.g., x-axis) 1602 corresponding to the differential fluid pressure applied to and / or experienced by the piston of the lock-up clutch during lock-up on operation (e.g., see the thirteenth plot 1512 of FIG. 15). The fifth graph 1600 of FIG. 16 also includes a second axis (e.g., y-axis) 1604 perpendicular to the first axis 1602, corresponding to the magnitude or extent of a torque converter parameter, for example, one of (a) lock-up clutch slip (e.g., in RPM), (b) engine 102 speed (e.g., in RPM), (c) torque generated by the lock-up clutch (e.g., in Nm), (d) Pt temperature (e.g., in °C), (e) Pi temperature (e.g., in °C), or (f) leakage flow rate (e.g., in L / min) provided by the two-pass torque converter (i.e., together with assembly 300).

[0130] The fifth graph 1600 of Figure 16 further includes a tenth plot 1506 corresponding to slip of the first clutch 312 during lock-up on operation, with each data point averaged over five seconds after the differential fluid pressure has stabilized and torque to the two-pass torque converter has been achieved. The fifth graph 1600 of Figure 16 further includes an eleventh plot 1508 corresponding to the speed of the engine 102 during lock-up on operation, with each data point averaged over five seconds after the differential fluid pressure has stabilized and torque has been achieved. The fifth graph 1600 of Figure 16 further includes a twelfth plot 1510 corresponding to the torque generated by the lock-up clutch during lock-up on operation, with each data point averaged over five seconds after the differential fluid pressure has stabilized and torque has been achieved. The fifth graph 1600 of Figure 16 further includes a sixteenth plot 1606 corresponding to Pt temperature during lock-up on operation, with each data point averaged over five seconds after the differential fluid pressure has stabilized and torque has been achieved. The fifth graph 1600 of Figure 16 further includes a fourteenth plot 1514 corresponding to Pi temperature over time during lock-up on operation, with each data point averaged over 5 seconds after the differential fluid pressure has stabilized and torque has been achieved. The fifth graph 1600 of Figure 16 further includes a fifteenth plot 1516 corresponding to leakage flow provided by the two-pass torque converter during lock-up on operation (i.e., without assembly 300), with each data point averaged over 5 seconds after the differential fluid pressure has stabilized and torque has been achieved.

[0131] According to the illustrated example of FIG. 16 , tenth plot 1506 includes a second inflection point 1608 corresponding to a particular differential fluid pressure, for example, approximately 71 kPa. To the left of second inflection point 1608 (in the orientation of FIG. 16 ), tenth plot 1506 has an uneven and / or relatively steep slope defined by lockup clutch slip and differential fluid pressure. That is, lockup clutch slip decreases rapidly with relatively small increases in differential fluid pressure. Therefore, compared to first clutch 312, lockup clutch slip is not as easily controlled over a second region 1610 of differential fluid pressure, for example, between approximately 68 kPa and approximately 73 kPa. Additionally, second region 1610 is substantially smaller than first region 1410.

[0132] As used herein, "comprises" (and all forms and tenses thereof) is a closed term. Thus, whenever a claim uses any form of "comprises" or "comprises" (e.g., including, possessing, having, etc.) in the preamble or within any type of claim reference, it should be understood that additional elements, terms, etc. can be present without departing from the scope of the claim or reference. As used herein, when the word "at least" is used as a transitional term, for example, in the full text of a claim, it is used when the initial transitional term is open-ended.

[0133] It will be appreciated that the systems, apparatus, and methods disclosed in the foregoing description provide numerous advantages. The examples disclosed herein convert vehicle torque converters for use with transmission systems that could not otherwise be achieved. Additionally, the disclosed examples improve torque converter clutch performance 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.

[0134] Although certain exemplary devices, systems, and methods have been disclosed herein, the scope of coverage of this patent is not limited thereto. Obviously, numerous modifications and variations are possible in light of the above-described examples. It is therefore to be understood that, within the scope of the appended claims, the invention may be practiced otherwise than as specifically described herein.

[0135] Accordingly, the foregoing description discloses and describes merely exemplary embodiments of the present invention. As will be understood by those of ordinary skill in the art to which the present invention pertains, the present invention may be embodied in other specific forms without departing from its spirit or essential characteristics. Accordingly, the disclosure of the present invention is intended to be illustrative, but not limiting, of the scope of the present invention, as well as the scope of other claims. The present disclosure, including variations readily discernible in the disclosure herein, defines in part the scope of the terms of the claims set forth above, and prevents the public from diluting any original subject matter.

Claims

1. 1. A vehicle torque converter, comprising: Housing and a clutch including a piston within the housing, the piston having a first side partially defining a first chamber and a second side opposite the first side partially defining a second chamber; a first seal operatively coupled to the piston or hub; a second seal operatively coupled to the piston; Including, the first seal is configured to provide fluid flow between the first and second chambers during lock-up-on operation of the vehicle torque converter to lubricate the clutch; a vehicle torque converter wherein the fluid flows across the first or second seal between the first and second chambers during lock-up off operation of the vehicle torque converter to circulate the fluid through the housing and the vehicle transmission system.

2. The vehicle torque converter of claim 1 , wherein said first seal is configured to limit the rate of said flow during said lock-up-on operation.

3. 3. The vehicle torque converter of claim 2, wherein said speed is between 0.3 L / min and 1.5 L / min.

4. the first seal is movable within a seal groove located in a component of the vehicle torque converter; 2. The torque converter for a vehicle according to claim 1, wherein a sealing condition provided by said first seal changes based on a position of said first seal relative to said seal groove.

5. the component includes a hub; a fluid channel extending through the hub to the seal groove; the seal groove fluidly connects the fluid channel to the first and second chambers; The vehicle torque converter of claim 4 , wherein movement of the first seal is based on a direction of flow of the fluid through the fluid channel.

6. The vehicle torque converter of claim 5 wherein said fluid channel extends along a linear path and is angled relative to an axis of said vehicle torque converter.

7. a resilient member interposed between the first seal and a first side of the component defining the seal groove; 5. The vehicle torque converter of claim 4, wherein the resilient member is configured to compress the first seal away from the first side and toward a second side of the component defining the seal groove opposite the first side.

8. further comprising a protrusion located on a side of the first seal; The vehicle torque converter of claim 4 , wherein the protrusion is configured to couple to a side surface of the component that defines the seal groove.

9. 2. The vehicle torque converter of claim 1, wherein said first seal is interposed between said piston and said hub.

10. 2. The vehicle torque converter of claim 1, wherein the first seal is interposed between the piston and a portion of a clutch pack.

11. the first seal is interposed between the piston and a plate located on the hub; 2. The vehicle torque converter of claim 1, wherein said plate extends radially outwardly away from said hub relative to an axis associated with said vehicle torque converter.

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