阅读说明：本技术 动力传动联轴器、离合器和变矩器 (Power transmission coupling, clutch and torque converter ) 是由 F·萨米 D·拉尔 D·布鲁德尔 C·李 于 2019-05-09 设计创作，主要内容包括：一种动力传动联轴器包括：挠性片,配置成连接到发动机输出；变矩器,配置成连接到变速器输入；以及至少一个摩擦离合器,设置在挠性片和变矩器之间并配置成用于通过变矩器的移动来致动。动力传动单向离合器包括可移动地联接在输入和输出元件之间的接合元件,以及承载于输入和输出元件之间的至少一个摩擦离合器。变矩器包括后盖、联接到后盖并且包括面向前的离合器表面的前盖,以及集成到前盖中并且包括集成到前盖的面向前的离合器表面中的单向离合器片的单向离合器。(a power transmission coupling comprising: a flexible sheet configured to be connected to an engine output; a torque converter configured to be connected to a transmission input; and at least one friction clutch disposed between the flex plate and the torque converter and configured for actuation by movement of the torque converter. The power transmission one-way clutch includes an engagement member movably coupled between the input and output members, and at least one friction clutch carried between the input and output members. The torque converter includes a rear cover, a front cover coupled to the rear cover and including a forward-facing clutch surface, and a one-way clutch integrated into the front cover and including a one-way clutch plate integrated into the forward-facing clutch surface of the front cover.)

1. A power transmission coupling comprising:

A flexible sheet configured to be connected to an engine output;

A torque converter configured to be connected to a transmission input; and

At least one friction clutch disposed between the flex plate and the torque converter and configured for actuation by movement of the torque converter.

2. The power transmission coupling of claim 1, wherein the at least one friction clutch is actuated by at least one of displacement or deflection of the torque converter.

3. The power transmitting coupling of claim 1, further comprising a disconnect clutch disposed between the flex plate and the torque converter, having an input element connected to the flex plate, an output element connected to the torque converter, and one or more movable engagement elements between the input element and the output element, and locked during engine drive to transmit torque from the engine to the transmission but freewheeling when the torque converter rotates faster than the flex plate.

4. The power transmitting coupling of claim 3, wherein the torque converter includes a front cover having a portion of the disconnect clutch integrated therein, and wherein the output element of the disconnect clutch is secured to the front cover.

5. The power transmission coupling of claim 3, wherein the disconnect clutch includes the at least one friction clutch disposed between the input element and the output element of the disconnect clutch, and wherein the friction clutch is disposed at a location radially outward of the moveable engagement elements of the disconnect clutch.

6. the power transmission coupling of claim 3, wherein the friction clutch is disposed radially inward of the disconnect clutch.

7. The power transmission coupling of claim 1, wherein the friction clutch includes a friction material carried by a friction clutch plate that is more resistant to axial deflection than the flexible plate, and wherein the friction clutch plate is fixed relative to the flexible plate and the friction material is fixed to the friction clutch plate for engagement with the torque converter.

8. The power transmission coupling of claim 1, wherein the friction clutch comprises a multi-cone clutch disposed between the flex plate and the torque converter.

9. A power transmitting one-way clutch comprising:

An input element;

an output element;

A plurality of engagement elements movably coupled between the input element and the output element; and

At least one friction clutch carried between the input member and the output member.

10. A torque converter, comprising:

a rear cover;

A front cover coupled to the rear cover and including a forward facing clutch surface; and

a one-way clutch integrated in the front cover and including a one-way clutch plate integrated in the forward-facing clutch surface of the front cover.

Disclosure of Invention

A power transmission coupling according to an aspect of the present disclosure includes: a flexible sheet configured to be connected to an engine output; a torque converter configured to be connected to a transmission input; and at least one friction clutch disposed between the flex plate and the torque converter and configured for actuation by movement of the torque converter.

The power transmission coupling may include additional features or be further defined. For example, the at least one friction clutch may be actuated by at least one of displacement or deflection of the torque converter. Further, a disconnect clutch may be disposed between the flex plate and the torque converter, and may have an input member connected to the flex plate, an output member connected to the torque converter, and one or more moveable engagement members between the input member and the output member, and may be locked during engine drive to transfer torque from the engine to the transmission but freewheel when the torque converter rotates faster than the flex plate. Similarly, the torque converter may include a front cover having a portion of the disconnect clutch integrated therein. More specifically, the output element of the disconnect clutch may be fixed to the front cover. Also, the disconnect clutch may include a friction clutch, which may be disposed between the input member and the output member of the disconnect clutch. More specifically, the friction clutch may be disposed at a position radially outward of the movable engagement element of the disconnect clutch. In another embodiment, the friction clutch may be disposed radially inward of the disconnect clutch. Also, a friction clutch may be disposed between the flexible sheet and the front cover. Further, the friction clutch may include a friction material carried by the friction clutch plates that is more resistant to axial deflection than the flexible plates. Additionally, a friction clutch plate may be fixed relative to the flexible plate, and a friction material may be fixed to the friction clutch plate for engagement with the torque converter. Finally, the friction clutch may include a multi-cone clutch disposed between the flex plate and the torque converter.

A power transmitting one-way clutch according to another aspect of the present disclosure includes an input member, an output member, a plurality of engagement members movably coupled between the input member and the output member, and at least one friction clutch carried between the input member and the output member.

the power transmission one-way clutch may include additional features or be further defined. For example, the at least one friction clutch may be disposed radially outward of the plurality of engagement elements. Further, the input element may be a notched sheet, the output element may be a pocket sheet, and the plurality of engagement elements may include a plurality of front struts.

A torque converter according to another aspect of the present disclosure includes a rear cover, a front cover coupled to the rear cover and including a forward facing clutch surface, and a one-way clutch integrated into the front cover and including a one-way clutch plate integrated into the forward facing clutch surface of the front cover.

The torque converter may include additional features or be further defined. For example, the one-way clutch plates may be pocket plates. Further, the friction clutch ring may be provided at a position radially outward of the pocket plate. Additionally, the clutch support rim may extend axially away from the forward facing clutch surface. Finally, a friction clutch ring may be disposed radially inward of the clutch support rim.

drawings

FIG. 1 is a schematic diagram of an embodiment of a powertrain system including an engine and a transmission coupled to the engine by a driveline coupling, the driveline coupling including a flex plate, a torque converter, and one or more clutches between the flex plate and the torque converter;

FIG. 2 is a partial cross-sectional view of an embodiment of a powertrain system including a flex plate, a torque converter, and an overrunning clutch between the flex plate and the torque converter with an integrated friction clutch;

FIG. 3 is a partial cross-sectional view of the powertrain of FIG. 2 additionally including another friction clutch axially between the flex plate and the torque converter and radially inward of the overrunning clutch;

FIG. 4 is a partial cross-sectional view of an embodiment of a powertrain system including a flex plate, a torque converter, an overrunning clutch between the flex plate and the torque converter, and a multi-cone clutch between the flex plate and the torque converter.

Detailed Description

Generally, a power transmission coupling, clutch and torque converter are disclosed. In a particular embodiment, a powertrain system includes an engine and a transmission coupled to the engine by a driveline coupling. The power transmission coupling includes a flex plate connected to the engine, a hydrodynamic torque converter connected to the transmission, an engine disconnect clutch engageable to carry engine drive torque, and a friction clutch connecting the torque converter to the flex plate and which may carry engine brake torque or engine drive torque. The power transmission coupling may improve the fuel economy of the powertrain by reducing engine drag by disconnecting the engine from the transmission.

It is well known that torque converters can move to some extent during operation and that the design of the powertrain should accommodate such movement, but the disclosed powertrain not only accommodates, but positively uses, such movement to actuate one or more clutches external to the torque converter. Thus, the power transmission coupling is actuated by displacement and/or deflection of the torque converter. Further, the torque converter may include a portion of the disclosed clutch integrated therewith to facilitate packaging the disclosed clutch between the flex plate and the torque converter without increasing the length of the driveline.

Referring now to the drawings, FIG. 1 illustrates an embodiment of the disclosed power transmission coupling, clutch and torque converter. The powertrain 100 includes an engine 102, a driveline coupling 104, and a transmission 106 coupled to the engine 102 by the driveline coupling 104. The power transmission coupling 104 includes a flex plate 108 connected to the output 110 of the engine 102, a torque converter 112 connected to the input 114 of the transmission 106, an overrunning clutch 116 between the flex plate 108 and the torque converter 112, and a friction clutch 118 between the flex plate 108 and the torque converter 112. As shown by the dashed rectangle, the overrunning clutch 116 may include a friction clutch 118, or the friction clutch 118 may be separate from the overrunning clutch 116.

The engine 102 may be an internal combustion engine that may be powered by the combustion of gasoline, diesel, natural gas, or any other suitable fuel, or any other engine suitable for providing torque to a downstream portion of a drivetrain, and may be powered in any suitable manner. In any event, engine output 110 may include, for example, an output shaft such as a crankshaft, a rotor shaft, or any other output suitable for providing torque to a downstream portion of a powertrain system.

The transmission 106 may be a multi-speed transmission, a continuously variable transmission, or any automatic transmission suitable for coupling to an engine in a powertrain. The transmission 106 may include an input 114, an output 120, and one or more torque multipliers (not shown) therebetween. Input 114 may include a turbine shaft that may be connected to torque converter 112. The output 120 may be configured for connection or coupling to a downstream device, for example, a drive train of a vehicle. The torque multiplier may include a gear set, a belt/pulley, and/or any other torque multiplier suitable for providing a rotational mechanical advantage.

The powertrain 100 may be a hybrid electric powertrain that may include a P2 hybrid-configured electric motor 122 coupled to a torque converter 112, as shown. In other embodiments, the motor 122 may be coupled to the transmission input 114, the transmission output 120, or to any suitable element of the transmission 106 between the transmission input 114 and the output 120. Of course, the motor 122 may be a motor/generator that may produce a torque output from an electrical input and an electrical output from a torque input. Additionally, the powertrain system 100 may include a starter motor 124, which may be coupled to the flex blades 108 for starting the engine 102. The starter motor 124 may be a 48 volt brushless rapid start (BFS) motor. Furthermore, the powertrain 100 may include an auxiliary pump 126 that may be used to provide auxiliary hydraulic pressure to the torque converter 112 and an auxiliary motor 128 that may be used to drive the pump 126. In another embodiment, the powertrain system 100 may be in the form of a P2.5 hybrid configuration, wherein the electric motor 122 may be coupled to an intermediate node within the transmission 106, for example, to one of a plurality of planetary gear set nodes.

The torque converter 112 may include a rear cover 130 and a front cover 132, with the front cover 132 coupled to the rear cover 130 by welding, integral forming, fastening, or any other connection technique suitable for a torque converter. Although not shown, the torque converter 112 may include a drive impeller secured to an inside of the rear cover, a driven turbine connected to the input 114 of the transmission 106, a stator in fluid communication between the impeller and the turbine to redirect hydraulic fluid back to the impeller, and a lock-up clutch to lock the turbine relative to the impeller. Unlike conventional torque converters, the disclosed torque converter front cover 132 may omit conventional threaded studs or bosses conventionally used to couple flex plates to torque converters.

the overrunning clutch 116 may be a one-way clutch (OWC) that may be integrated into the front cover 132 of the torque converter 112 and may, for example, include a detent clutch, a sprag clutch, a roller clutch, or any other suitable one-way clutch. In any case, the overrunning clutch 116 may include an input member 134, an output member 136, and a movable engagement member 138 therebetween. Input elements 134 may be secured to flexible sheet 108, for example, via welding, integral forming, fasteners, or any other suitable mechanical connection. In other embodiments, input element 134 may be an integral part of flexible sheet 108. The output member 136 may be secured to the torque converter 112, for example, via welding, integral forming, fasteners, or any other suitable mechanical connection. In other embodiments, the output member 136 may be an integral part of the torque converter 112. For example, the output member 136 may include a one-way clutch plate integrated into a forward-facing clutch surface of the torque converter front cover 132. The moveable engagement elements 138 may include front struts, sprags, rollers, or any other moveable element suitable for a one-way clutch, and may be retained by one or both of the input or output elements 134, 136 and/or by one or more other retainers (not shown). Likewise, the overrunning clutch 116 may include any other suitable components, such as springs, clips, etc., depending on the type of clutch used. Further, in the preferred embodiment, the overrunning clutch 116 is not a selective one-way clutch.

the friction clutch 118 may be a disc clutch, a cone clutch, or any other clutch suitable for carrying torque (e.g., engine brake torque) in a driveline. The friction clutch 118 may include an upstream or front member 140 connected to the flex plate 108 and a downstream or rear member 142 connected to the torque converter 112. Friction clutch 118 may be a device separate from, but in parallel with, overrunning clutch 116, or may be integrated with overrunning clutch 116. When the powertrain 100 is not operating, there may be axial clearance between the elements 140, 142 of the friction clutch 118.

Exemplary schemes for operating the powertrain system 100 are discussed below.

In the engine-driven mode, the engine 102 is operated such that the engine output 110 rotates the flex plate 108, which rotates the torque converter 112 via a locking engagement of the overrunning clutch 116, with the clutch input member 134 driving the clutch engagement member 138 against the clutch output member 136 such that there is no slip across the friction clutch 118. The friction clutch 118 may, but need not, be engaged in the engine-driven mode.

In an engine-off mode, in which transmission speed exceeds engine speed, the overrunning clutch 116 is freewheeling and the torque converter hydraulic pressure is relatively low such that the torque converter 112 is not moving enough to engage the friction clutch 118.

In the engine-on, engine-braking mode, the torque converter hydraulic pressure is relatively high such that the torque converter 112 is displaced and/or deflected an amount sufficient to cause the friction clutch 118 to engage. This engagement of the friction clutch 118 may prevent or at least reduce ratcheting of the overrunning clutch 118 during overrunning. It may be desirable to increase the torque converter hydraulic pressure to provide a relatively high amount of pressure sufficient to cause the friction clutch to engage. For example, the hydraulic pressure supplied to the torque converter may be increased by a hydraulic pressure regulation circuit of the transmission 106.

In the engine auto-start mode, the overrunning clutch 116 is engaged or held, and the friction torque prevents the overrunning clutch engagement element 138 from lifting off, for example, under conditions involving zero torque being transferred by the clutch 116 and torque reversal or torque during overrunning of the engine 102 by the torque converter 112. Also, in the engine cranking mode, the overrunning clutch 116 is engaged when the starter motor 124 is used to rotate the flex plate 108. In the motor/generator start mode, the auxiliary motor 128 may be used to drive the auxiliary pump 126 to hydraulically pressurize the torque converter 112 by an amount sufficient to engage the friction clutch 118.

Fig. 2-4 show other illustrative embodiments of the disclosed drivetrain. These embodiments are similar in many respects to the embodiment of fig. 1, and like numerals between the embodiments generally indicate like or corresponding elements throughout the several views of the drawings. Therefore, the descriptions of the embodiments are herein combined with each other, and the description of the subject matter common to the embodiments may not be repeated.

In the particular embodiment of the disclosed powertrain, fig. 2 shows a powertrain coupling 204 of a powertrain 200 that includes a flex plate 208, a torque converter 212, and an overrunning clutch 216, the overrunning clutch 216 having an input element 234 connected to the flex plate 208 and an output element 236 integrated into a forward facing clutch surface 244 of the torque converter 212. The input member 234 may be a notched piece that may be secured to the flexible sheet 208 by a threaded fastener 246, the threaded fastener 246 may pass through a corresponding hole (not shown) in the flexible sheet 208, and may include a bolt that is threaded into the front surface of the input member 234 or a threaded stud (not shown) that is secured to the input member 234 and threaded into a nut at the front surface of the flexible sheet 208. The output member 236 may be a pocket plate that may take the form of a pocket machined, stamped or otherwise created in the front surface of the torque converter 212. The overrunning clutch 216 may also include a movable engagement member 238, such as a pawl, carried in the output member 236.

the torque converter 212 may also include a friction clutch ring 248, which may be disposed at a position radially outward of the integrated output member 236. The friction clutch ring 248 may include an annular surface 250 machined or otherwise treated to have a surface finish suitable for engagement with the friction elements 252. Friction element 252 may include a friction material, may be in the form of a plate or disc or any other suitable geometry, and may be secured to overrunning clutch input member 234 by welding, integral forming, fastening, or in any other suitable manner. In another embodiment, the friction clutch ring 248 may comprise a friction material that may be welded, integrally formed, fastened, or secured in any other suitable manner to the torque converter 212 for engagement by a correspondingly machined or treated surface of the overrunning clutch input member 234. In any case, the torque converter 212 and the corresponding friction clutch portion of the overrunning clutch input member 234 constitute a friction clutch. The friction clutch provides engagement of the torque converter 212 with the flex plate 208, such as when the torque converter 212 deflects and/or displaces during operation.

The torque converter 212 includes a front cover 232, the front cover 232 including a clutch support rim 254 extending axially away from the forward facing clutch surface 244. The rim 254 may have a radially inner surface 256 and a radially outer surface 258 that may carry an annular groove 260. Annular groove 260 may carry a clutch retainer 262 and may have a surface machined or otherwise suitably treated to support overrunning clutch input member 234. For example, the overrunning clutch input member 234 may include a radially inner surface 264 having an annular groove 266 to receive one or more bearing elements 268. Bearing element 268 may, for example, comprise a ring, bushing, or any other bearing element suitable for facilitating axial sliding movement between input member 234 and clutch support rim 254. In any event, the torque converter 212 may be axially retained to the flex plate 208 between the retainer 262 and the forward facing clutch surface 244.

In an alternative embodiment of the disclosed powertrain, fig. 3 shows a powertrain 300 including the powertrain coupling 204 of fig. 2, but additionally includes a radially inner friction clutch 370, which may be disposed radially inward of the overrunning clutch 216, and may also be disposed radially inward of the clutch support rim 254. The friction clutch 370 may include a friction clutch ring 372 on a forward facing surface 374 of the torque converter 212 that may be machined or otherwise suitably treated to mate with a friction material. Additionally, the friction clutch 370 may include a friction material 376 carried by the friction clutch plates 378 that is harder or more resistant to axial deflection than the flexible plates 208. Friction clutch plates 378 may be secured to flexible plate 208 and/or engine output 310, and friction material 376 carried by friction clutch plates 376 to engage torque converter 212 as torque converter 212 deflects and/or displaces during operation. It is contemplated that radially inner friction clutch 370 may supplement or replace radially outer friction clutch 216. When the powertrain 300 is not operating, there may be axial clearance between the mating elements of the friction clutch 370, and more specifically, between the friction material 376 and the friction clutch ring 372.

in another alternative embodiment of the disclosed powertrain, fig. 4 shows a powertrain 400 including the powertrain coupling 204 of fig. 2, but additionally including a radially inner multi-cone friction clutch 470. The multi-cone friction clutch 470 may include a first portion 472, and the first portion 472 may include a component that is separate from the front cover 432 of the torque converter 412 and is welded, integrally formed, fastened, or otherwise coupled thereto in any other suitable manner. The clutch 470 may further include a second portion 478, and the second portion 478 may be integrated into a rearward facing surface of the flexible plate 408. Multi-cone friction clutch 470 is characterized by annular, radially spaced, interdigitated, conical elements that provide large surface area contact over a radially compact area.

The above description of preferred exemplary embodiments and specific examples is merely illustrative in nature; they are not intended to limit the scope of the claims that follow. Each term used in the appended claims should be given its ordinary and customary meaning unless otherwise specifically and explicitly stated in the specification.