JP2013092239A - Fluid transmission device for vehicle - Google Patents

Abstract

In a fluid transmission device for a vehicle including a lockup clutch having a lockup damper, a structure capable of reducing the number of rivets for fastening a turbine shell to a turbine hub even when a thrust force is increased is provided. To do.
Even when a torque converter 10 is actuated to generate a thrust force F acting on the rear shell 20a in the axial direction on the turbine shell 22a, the flange force 106 of the turbine hub 102 takes charge of the thrust force F. The thrust force F is not applied to the rivet 114 for fastening 22a to the turbine hub 102. Therefore, the number of rivets 114 for fastening the turbine shell 22a to the turbine hub 102 can be reduced.
[Selection] Figure 4

Description

  The present invention relates to a vehicle fluid transmission device, and more particularly to a support structure for a turbine hub that supports a turbine shell.

  A pump impeller comprising a front shell and a rear shell connected to the front shell, and a pump impeller rotating around an axis, and a rotation of the pump impeller provided in the pump shell is transmitted via a fluid A turbine impeller having a turbine shell and a turbine hub that supports the turbine shell and is rotatable about an axis, and a lockup clutch that selectively interrupts between the front shell and the turbine hub via a lockup damper Vehicular fluid transmission devices equipped with the above are well known. For example, the torque converter of patent document 1 is the example. The torque converter of Patent Document 1 is provided with a piston 4 and a lockup damper device 5 that selectively connect and disconnect the front cover 7 and the turbine hub 10. The lock-up damper device 5 includes a pair of cushion plates, an intermediate plate sandwiched between the pair of cushion plates, and an elastic member interposed between the cushion plate and the intermediate plate. Has been.

JP 2008-180307 A

  By the way, the turbine shell which comprises the turbine impeller of patent document 1 is fastened by the rivet to the outer peripheral part of the turbine hub. More specifically, the portion through which the rivet of the turbine shell penetrates is fastened by the rivet in a state of being located closer to the pump impeller 1 in the axial direction than the portion through which the rivet of the turbine hub penetrates. When the torque converter configured as described above is driven, the hydraulic fluid flowing in the torque converter generates a thrust force acting on the pump impeller 1 in the axial direction in the turbine shell, and the thrust force causes the turbine shell to pass through the turbine shell. A tensile load acts on the rivet. In recent years, for the purpose of downsizing the torque converter, the inclination angle of the turbine blades constituting the turbine impeller tends to be increased, and the thrust force applied to the turbine shell and rivet tends to increase accordingly. Therefore, there is a problem that the number of rivets increases to support the thrust force.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle shell with a lock-up clutch having a lock-up damper in a turbine shell when the fluid transmission device is driven. An object of the present invention is to provide a structure capable of reducing the number of rivets for fastening a turbine shell to a turbine hub even when the thrust force is increased.

  To achieve the above object, the gist of the first invention is: (a) a pump impeller having a pump shell including a front shell and a rear shell connected to the front shell, and rotating about an axis; A turbine shell provided in the pump shell, in which rotation of the pump impeller is transmitted via fluid, a turbine impeller having a turbine hub that supports the turbine shell and is rotatable about an axis, and a lock-up damper And a lockup clutch that selectively connects and disconnects between the front shell and the turbine hub, and (b) the lockup damper is connected to the elastic member and the turbine hub. An intermediate plate connected via the elastic member, and (c) the turbine hub includes a disk-shaped flange portion and (D) an inner peripheral portion of the turbine shell is fastened to the flange portion of the turbine hub with a rivet, and an inner portion of the turbine shell is positioned inside the turbine shell. The peripheral portion is fastened by the rivet in a state of being overlapped on the front shell side in the axial direction from the outer peripheral portion of the flange portion.

  In this way, even if the torque converter is driven and a thrust force acting on the rear shell side in the axial direction is generated in the turbine shell, the thrust force is received by the flange portion of the turbine hub, so the turbine shell is fastened to the turbine hub. Thrust force is not applied to the rivet. Therefore, the number of rivets can be reduced.

  Preferably, the gist of the second invention is the fluid transmission device for a vehicle according to the first invention, wherein the turbine hub includes the flange portion and the centering portion separately, and the flange These are integrally fastened by the rivet in a state where the turbine shell is sandwiched between the portion and the centering portion. If it does in this way, the number of rivets can be reduced by giving the thrust force concerning a turbine shell to the flange part of a turbine hub. Further, the center of rotation of the intermediate plate can be positioned by a centering portion fastened to the flange portion with a rivet.

  Preferably, the gist of the third invention is the fluid transmission device for a vehicle according to the first invention, wherein the turbine hub is integrally provided with the flange portion and the centering portion, and the flange portion. Spline-shaped uneven portions are formed on the outer periphery of the turbine shell and the inner periphery of the turbine shell, and are fitted to each other to move the turbine shell between the flange portion and the centering portion in the axial direction. A rivet fastening rivet hole is formed on each of the convex portion protruding to the inner peripheral side of the concave and convex portion formed on the turbine shell and the convex portion protruding to the outer peripheral side of the concave and convex portion formed on the flange portion. Is formed. In this way, the turbine shell can be moved between the flange portion and the centering portion by fitting the uneven portion of the turbine shell and the uneven portion of the flange portion. Then, by rotating these rivet holes formed in the convex part of the turbine shell and the convex part of the flange part to a rotational position where the common rivet can penetrate, the inner periphery of the turbine shell is It can be fastened to the flange with rivets. Since the thrust force applied to the turbine shell is handled by the convex portion of the flange portion, the thrust force is not applied to the rivet, and the number of rivets can be reduced.

  Preferably, the turbine hub includes a cylindrical centering portion and a flange portion extending radially from one axial end of the centering portion, and the intermediate plate slides on an outer peripheral surface of the centering portion. It is characterized in that it extends in the inner circumferential direction up to the contact position. In this way, since the inner peripheral surface of the intermediate plate is slidably contacted with the outer periphery of the centering portion, the rotation center of the intermediate plate can be positioned. Further, since the thrust force applied to the turbine shell is handled by the flange portion of the turbine hub, the number of rivets can be reduced.

It is sectional drawing for demonstrating the structure of the torque converter which can apply this invention. FIG. 2 is an A arrow view of the turbine impeller of FIG. 1 viewed from the arrow A side. It is a conceptual diagram which shows the relationship of the load concerning a turbine blade when hydraulic oil collides with a turbine blade. It is sectional drawing of the torque converter which is a fluid transmission apparatus for vehicles to which this invention was applied. It is sectional drawing of the torque converter which is the other Example of this invention. FIG. 6 is a B arrow view of the turbine hub of FIG. 5 as viewed from the direction of arrow B. It is sectional drawing of the torque converter which is further another Example of this invention.

  Here, preferably, the present invention can be appropriately applied to any vehicle including a fluid transmission device such as a vehicle including a stepped transmission or a continuously variable transmission.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a cross-sectional view for explaining the structure of a torque converter 10 that is a vehicle fluid transmission device to which the present invention is applicable. Since the torque converter 10 is substantially symmetric with respect to the axis C, the lower half is omitted. The torque converter 10 is a well-known fluid transmission device that is inserted between an engine (not shown) and an input shaft 14 of a transmission (not shown) and transmits torque through hydraulic oil. The torque converter 10 includes a pump impeller 20 having a front shell 18 and a pump shell 21 including a rear shell 20a connected to the front shell 18, and a rotation of the pump impeller 20 provided in the pump shell 21 through a fluid. A turbine impeller 22 having a turbine shell 22a and a turbine hub 24 that supports the turbine shell 22a and is rotatable about an axis thereof, a stator 23 interposed between the pump impeller 20 and the turbine impeller 22, and a later-described A lockup clutch 26 that selectively connects and disconnects between the front shell 18 and the turbine hub 24 via a lockup damper 46 is provided.

  The front shell 18 constituting the front portion of the pump impeller 20 is a bottomed cylindrical member that is rotated about the axis C together with the engine by being connected to an engine (not shown). The front shell 18 is formed of a disc-shaped disc portion 18a and a cylindrical cylindrical portion 18b extending from the outer peripheral end of the disc portion 18a toward the rear shell 20a in the axial direction. A plurality of connecting members 28 having a block shape are provided in the circumferential direction on the outer peripheral portion of the disk portion 18 a, and the outer peripheral portion of the disk-shaped drive plate 30 is fastened to the connecting member 28 by bolts 32. Further, the inner peripheral end of the drive plate 30 is fastened to the end of the output shaft 16 (crankshaft) of the engine (not shown) by a bolt 34. Therefore, the front shell 18 is coupled to the output shaft 16 of the engine (not shown) via the connection member 28 and the drive plate 30.

  The pump impeller 20 is connected to the front shell 18 by welding the outer peripheral end of the front shell 18 to the outer peripheral portion of the cylindrical portion 18b of the front shell 18 to form the pump shell 21 together with the front shell 18, and the pump core 20b. And a plurality of pump blades 20c interposed between the rear shell 20a and the pump core 20b. An inner peripheral end of the rear shell 20a is connected to an oil pump (not shown) via a power transmission shaft 36.

  The turbine impeller 22 includes a turbine shell 22a having an inner peripheral portion connected to the turbine hub 24, a turbine core 22b, and a plurality of turbine blades 22c interposed between the turbine shell 22a and the turbine core 22b, A turbine hub 24 that is rotatable about an axis C that supports the turbine shell 22a by connecting the outer peripheral portion to the inner peripheral portion of the turbine shell 22a.

  The turbine hub 24 includes a cylindrical boss portion 24a and a disk-shaped flange portion 24b extending in a radial direction from one axial end of the boss portion 24a. An input shaft 14 of a transmission (not shown) is spline-fitted to the inner peripheral portion of the boss portion 24a. A turbine shell 22a and a lockup clutch 26 are fastened by a rivet 38 to the outer peripheral portion of the flange portion 24b. Therefore, when the turbine shell 22a rotates, the turbine hub 24 and the input shaft 14 are rotated around the axis C.

  The stator 23 is provided on the radially inner side of the pump impeller 20 and the turbine impeller 22, and a blade 23a is formed. The inner peripheral side of the stator 23 is connected to a housing that is a non-rotating member (not shown) via a one-way clutch 40 that allows rotation in one direction and an intermediate member 42.

  The lockup clutch 26 is provided between the front shell 18 and the turbine hub 24, and selectively connects and disconnects between them via a lockup damper 46 described later. The lockup clutch 26 includes a lockup piston 44 and a lockup damper 46.

  The lockup piston 44 is configured to be close to and isolated from the front shell 18 by the differential pressure of the hydraulic oil flowing in the torque converter 10. The lock-up piston 44 includes an inner peripheral cylindrical portion 44a that can slide in the axial direction on the outer peripheral surface of the boss portion 24a of the turbine hub 24, a disk-shaped wall portion 44b that extends radially from the inner peripheral cylindrical portion 44a, It is comprised from the cylindrical outer peripheral cylinder part 44c extended in an axial direction toward the rear shell 20a side from the outer peripheral end of the part 44b.

  The lockup damper 46 is provided between the lockup piston 44 and the turbine hub 24. The lock-up damper 46 includes a pair of disc-shaped cushion plates 48, 50, a disc-shaped intermediate plate 52 sandwiched between the pair of cushion plates 48, 50, the cushion plates 48, 50, and the intermediate plate 52. The first coil spring 54 and the second coil spring 56 are interposed between the first coil spring 54 and the second coil spring 56. The first coil spring 54 and the second coil spring 56 correspond to the elastic member of the present invention.

  The cushion plates 48 and 50 are integrally fastened by rivets (not shown) that pass through notches (not shown) formed in the intermediate plate 52. Note that the notch (not shown) has, for example, an arc shape extending in the circumferential direction, and the rivet is configured to be relatively movable therebetween. Therefore, the cushion plates 48 and 50 and the intermediate plate 52 can be rotated relative to each other until the rivet comes into contact with the circumferential end of the notch. The inner peripheral portion of the cushion plate 48 is fastened to the flange portion 24b of the turbine hub 24 by a rivet 38 together with the turbine shell 22a.

  A plurality of hollow windows for accommodating the first coil spring 54 and the second coil spring 56 are formed in the intermediate plate 52 in the circumferential direction, and the first coil spring 54 and the second coil spring 56 are formed in the hollow window. Is housed. Further, spline-like external teeth 52 a are formed at the outer peripheral end portion of the intermediate plate 52, and are fitted into an uneven notch 45 formed in the outer peripheral cylindrical portion 44 c of the lockup piston 44. Therefore, when the lock-up piston 44 rotates, the intermediate plate 52 is rotated integrally around the axis C.

  In the circumferential direction of the cushion plates 48, 50, a plurality of opening windows are formed at the same position as the rotational position where the first coil spring 54 and the second coil spring 56 of the intermediate plate 52 are accommodated. When the intermediate plate 52 rotates, one end of the opening direction of the opening window of the cushion plates 48 and 50 comes into contact with the first coil spring 54 and the second coil spring 56 so that the cushion plates 48 and 50 rotate. It has become. At this time, the first coil spring 54 and the second coil spring 56 are pressed against the cushion plates 48 and 50 while being elastically deformed, so that torque fluctuations of an engine (not shown) are absorbed.

  At the outer peripheral end of the flange portion 24 b of the turbine hub 24, a return-shaped centering portion 58 that is in sliding contact with the inner peripheral surface of the intermediate plate 52 is formed. The inner peripheral surface of the intermediate plate 52 is fitted into the outer peripheral surface of the centering portion 58, so that the rotation center of the intermediate plate 52 is positioned so as to coincide with the axis C. That is, the centering part 58 performs centering (centering) of the intermediate plate 52.

  Further, in FIG. 1, in the outer peripheral portion of the turbine hub 24, the flange portion 24 b, the cushion plate 48, and the turbine shell 22 a are stacked in this order from the axial front shell 18 side in an integrated manner by the rivets 38. It is concluded to.

  When the turbine shell 22a is thus supported by the turbine hub 24, when the engine (not shown) is driven and the front shell 18 and the rear shell 20a connected thereto rotate, the hydraulic oil in the torque converter 10 is pumped by the pump blade 20c. The pump blade 20c is pushed and rotated, and driven by this rotation to the outer peripheral side of the pump blade 20c. Then, the hydraulic oil collides with the turbine blade 22c of the turbine impeller 22, and the turbine blade 22c is rotated by the impact force caused by the collision. Further, after rotating the turbine blade 22 c, the hydraulic oil returns to the pump impeller 20 through the stator 23 and circulates in the torque converter 10.

  Here, when hydraulic oil circulates in the torque converter 10, a thrust force is generated in a direction in which the turbine shell 22a is attracted to the rear shell 20a side (left side in the drawing) in the axial direction. The principle of generating this thrust force will be described with reference to FIGS.

  FIG. 2 is an A arrow view of the turbine impeller 22 of FIG. 1 viewed from the arrow A side. In FIG. 2, a part in the circumferential direction is shown, but it is actually continuous in the circumferential direction. A plurality of turbine blades 22c are arranged in the circumferential direction, and two tabs formed on each turbine blade 22c are crimped in a state of being fitted into a notch formed on the turbine core 22b. . Further, each turbine blade 22c is fixed in a state of being inclined along the rotation direction, and the axial length of the torque converter 10 is shortened as the inclination angle θ increases. In recent years, the inclination angle θ tends to increase in order to reduce the size of the torque converter 10.

  Further, a plurality of rivet holes 60 for inserting rivets 38 (see FIG. 1) are formed in the circumferential direction on the inner peripheral portion of the turbine shell 22a. FIG. 3 is a conceptual diagram showing the relationship of loads on the turbine blade 22c when the hydraulic oil collides with the turbine blade 22c. In FIG. 3, the inclined solid line indicates the turbine blade 22c, and the arrow indicates the flow direction of the hydraulic oil. As shown in FIG. 3, when the hydraulic oil collides with each turbine blade 22c, a collision load W is generated in the normal direction to the turbine blade 22c. This collision load W acts as a thrust force F according to the inclination angle θ. As can be seen from FIG. 3, the thrust force F (= W × sin θ) increases as the inclination angle θ increases. As described above, in recent years, the inclination angle θ of the turbine blade 22c tends to increase for the purpose of downsizing the torque converter, and the thrust force F acting on the turbine impeller 22 increases accordingly. Conventionally, the rivet 38 for fixing the turbine shell 22a receives this thrust force F, so that the number of rivets 38 is increased.

  On the other hand, in the present embodiment, the number of rivets 38 can be reduced by adopting the structure shown in FIG. 4 as the support mechanism for the turbine shell 22a constituting the turbine impeller 22. FIG. 4 is a cross-sectional view of a torque converter 100 that is a vehicle fluid transmission to which the present invention is applied. The pump shell 20a and the like are omitted because they are the same as those in FIG. 1, and the turbine shell 22a and the lockup damper 46 and the like are also the same as those in FIG. Further, in FIG. 4, the axial front shell 18 side corresponds to the right side of the drawing, and the axial rear shell 20a side corresponds to the left side of the drawing.

  In FIG. 4, the turbine hub 102 supports the intermediate plate 52 by supporting a cylindrical boss 104, a disk-shaped flange 106 extending radially from one axial end of the boss 104, and the intermediate plate 52. And a centering portion 108 for positioning the center of rotation of the shaft at the axis C.

  The outer peripheral portion of the flange portion 106 is bent toward the rear shell 20a (left side in the drawing) in the axial direction, and a fastening portion 106a for rivet fastening is formed on the rear shell 20a side in the axial direction. A plurality of rivet holes are formed in the fastening portion 106a in the circumferential direction. An annular groove 110 for fitting the turbine shell 22a and the cushion plate 48 of the lockup damper 46 to the flange portion 106 is formed on the front shell 18 side (right side in the drawing) in the axial direction with respect to the fastening portion 106a. ing.

  The turbine hub 102 includes a flange portion 106 and a centering portion 108 as separate bodies. The centering portion 108 is formed in an annular shape, and the inner peripheral surface of the intermediate plate 52 is fitted on the outer peripheral surface thereof so as to be slidable. Further, the inner peripheral surface of the centering portion 108 is fitted into the annular groove 110. In this way, the inner peripheral surface of the intermediate plate 52 is fitted to the outer peripheral surface of the centering portion 108, so that the rotation center of the intermediate plate 52 is positioned so as to coincide with the axis C (centering, centering). Then, with the turbine shell 22 a and the cushion plate 48 sandwiched between the flange portion 106 and the centering portion 108, these are integrally fastened by the rivet 114.

  As shown in FIG. 4, the outer peripheral portion of the turbine hub 102 is, in order from the axial rear shell 20a side (left side in the figure), the fastening portion 106a of the flange portion 106, the turbine shell 22a, the cushion plate 48, and the centering portion 108. Are stacked (rivet fastened) by a plurality of rivets 114 passing through them in the axial direction. That is, the inner peripheral portion of the turbine shell 22a is fastened by the rivet 114 in a state of being overlapped with the front shell 18 side (right side in the drawing) in the axial direction from the fastening portion 106a (outer peripheral portion of the flange portion) of the flange portion 106. ing.

  In the torque converter 100, the operation and effect of the turbine shell 22a being supported by the turbine hub 102 as described above will be described. When an engine (not shown) is driven and the front shell 18 and the pump impeller 20 are rotated, the turbine impeller 22 generates a thrust force F acting on the rear shell 20a side (left side in the drawing) in the axial direction. Accordingly, a thrust force F acting in the same direction is also generated on the turbine shell 22a constituting the turbine impeller 22.

  In contrast, when the turbine shell 22a is supported on the turbine hub 102 as described above, the thrust force F is received by the flange portion 106 (fastening portion 106a) of the turbine hub 102 adjacent to the turbine shell 22a. A thrust force F is not applied to the rivet 114. Accordingly, since the load related to the rivet 114 is suppressed, the number of rivets 114 can be reduced. Further, the centering portion 108 that supports the intermediate plate 52 is provided as a separate body, and the intermediate plate 52 can be supported (centered) by the centering portion 108 by being integrally fastened to the flange portion 106 by the rivet 114.

  As described above, according to the present embodiment, even if the torque converter 10 is driven and the thrust force F acting on the turbine shell 22a in the axial direction toward the rear shell 20a is generated, the thrust force F is applied to the flange of the turbine hub 102. Since the portion 106 takes charge, the thrust force F is not applied to the rivet 114 for fastening the turbine shell 22 a to the turbine hub 102. Therefore, the number of rivets 114 for fastening the turbine shell 22a to the turbine hub 102 can be reduced. Moreover, since the inclination angle θ of the turbine blade 22c can be increased, the axial length of the torque converter 10 can be shortened.

  Further, according to the present embodiment, the turbine hub 102 includes the flange portion 106 and the centering portion 108 as separate bodies, and the turbine shell 22a is sandwiched between the flange portion 106 and the centering portion 108. In the state, these are integrally fastened by the rivet 114. In this manner, the number of rivets 114 can be reduced by causing the flange portion 106 of the turbine hub 102 to receive the thrust force F applied to the turbine shell 22a. Further, the center of the intermediate plate 52 can be positioned by the centering portion 108 fastened to the flange portion 106 by the rivet 114.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the above-described embodiments are denoted by the same reference numerals and description thereof is omitted.

  FIG. 5 is a cross-sectional view of a torque converter 200 (corresponding to a vehicle fluid transmission device) according to another embodiment of the present invention, and mainly a turbine hub 202 that supports a turbine shell 210 that is a main part of the present invention. The support structure is shown. In FIG. 5, the rear shell 20a and the like are omitted, and the turbine impeller 22, the lockup damper 46, and the like are substantially the same as those in FIG. Further, in FIG. 5, the axial front shell 18 side corresponds to the right side of the drawing, and the axial rear shell 20a side corresponds to the left side of the drawing, as in the previous embodiment.

  A turbine hub 202 shown in FIG. 5 supports a cylindrical boss portion 204, a disk-shaped flange portion 206 extending in a radial direction from one axial end of the boss portion 204, and the intermediate plate 52. And a centering portion 208 for positioning the center of rotation 52 on the axis C.

  The outer peripheral portion of the flange portion 206 is bent toward the rear shell 20a in the axial direction, and a fastening portion 206a for fastening rivets is formed at an end portion on the rear shell 20a side in the axial direction. A plurality of rivet holes 218 are formed in the fastening portion 206a in the circumferential direction. Further, a centering portion 208 is formed at an end portion on the front shell 18 side in the axial direction of the flange portion 206. The centering portion 208 is positioned so that the center of rotation of the intermediate plate 52 is the axis C by fitting the inner peripheral surface of the intermediate plate 52 to the outer peripheral surface so as to be slidable.

  In the present embodiment, the turbine hub 202 is integrally provided with the flange portion 206 and the centering portion 208. An annular groove 212 is formed between the fastening portion 206 a and the centering portion 208 for inserting the turbine shell 210 and the cushion plate 211 that constitutes the lockup damper 46. The inner peripheral portions of the turbine shell 210 and the cushion plate 211 are fastened to the turbine hub 202 by the rivets 214 while being fitted in the annular groove 212.

  FIG. 6 is a B arrow view of the turbine hub 202 of FIG. As shown in FIG. 6, spline-like uneven portions 216 are formed in the circumferential direction on the fastening portion 206 a that is the outer periphery of the turbine hub 202. Further, rivet holes 218 for fastening rivets are respectively formed in the convex portions 216a protruding in the radial direction of the concave and convex portions 216. FIG. 6 shows the shapes of the inner peripheral ends of the turbine shell 210 and the cushion plate 211. Spline-like uneven portions 220 that can be fitted to the uneven portions 216 of the turbine hub 202 are also formed on the inner circumferences of the turbine shell 210 and the cushion plate 211, and the convex portions 220a protruding to the inner peripheral side are respectively Rivet holes 222 are formed.

  With this configuration, the turbine shell 210 and the cushion plate 211 are fastened by fitting the uneven portion 216 of the turbine hub 202 with the uneven portion 220 of the turbine shell 210 and the cushion plate 211 when the torque converter is assembled. It can be moved in the axial direction between the portion 206a and the centering portion 208. As indicated by broken lines, the turbine shell 210 and the cushion plate 211 are rotated at positions where the rivet holes 222 formed in those members and the rivet holes 218 formed in the turbine hub 202 coincide with each other in the axial direction, That is, the rivet 214 can be rivet-fastened through the rivet holes 218 and 222 by relatively rotating to a rotation position where the common rivet 214 can be penetrated.

  Further, when the torque converter is driven (when the engine is driven), a thrust force F acting on the rear shell 20a side in the axial direction is generated in the turbine shell 210. The thrust force F is received by the flange portion 206 of the turbine hub 202. Thus, the thrust force F is not applied to the rivet 214. Therefore, the number of rivets 214 that fasten the turbine shell 210 and the cushion plate 211 can be reduced.

  As described above, according to this embodiment, the turbine hub 202 includes the flange portion 206 and the centering portion 208 integrally, and the outer peripheral portion of the flange portion 206 and the inner peripheral portion of the turbine shell 210 are mutually connected. Spline-like uneven portions 216 and 220 are formed to fit and move the turbine shell 210 between the flange portion 206 and the centering portion 208 in the axial direction, and the uneven portions formed on the turbine shell 210. Rivet holes 218 and 222 for fastening rivets are respectively formed on the convex portion 220a protruding to the inner peripheral side of the portion 220 and the convex portion 216a protruding to the outer peripheral side of the concave-convex portion 216 formed on the flange portion 206. . In this manner, the turbine shell 210 can be moved between the flange portion 206 and the centering portion 208 by fitting the uneven portion 220 of the turbine shell 210 and the uneven portion 216 of the flange portion 206. Then, the rivet holes 218 and 222 respectively formed in the convex portion 220a of the turbine shell 210 and the convex portion 216a of the flange portion 206 are relatively rotated to a rotational position where the common rivet 214 can pass through, thereby rotating the turbine shell. The inner periphery of 210 can be fastened to the flange portion 206 of the turbine hub 202 with a rivet 214. Then, since the thrust force F applied to the turbine shell 210 is handled by the convex portion 216a of the flange portion 206, the thrust force F is not applied to the rivet 214, and the number of rivets 214 can be reduced.

  FIG. 7 is a cross-sectional view of a torque converter 300 (corresponding to a vehicle fluid transmission device) that is still another embodiment of the present invention, and is a turbine that mainly supports a turbine shell 22a that is a main part of the present invention. The support structure of the hub 302 is shown. In FIG. 7, the pump impeller 20 and the like are omitted, and the turbine impeller 22 and the like are substantially the same as those in FIG. Further, in FIG. 7, the axial front shell 18 side corresponds to the right side of the drawing as in the above-described embodiment, and the axial rear shell 20a side corresponds to the left side of the drawing.

  The turbine hub 302 includes a cylindrical boss portion 304 and a disc-shaped flange portion 306 extending in a radial direction from one end of the axial gun of the boss portion 304.

  An outer peripheral portion of the flange portion 306 is bent toward the rear shell 20a in the axial direction, and a fastening portion 306a for rivet fastening is formed at an end portion on the rear shell 20a side in the axial direction. An annular groove 311 for fitting a turbine shell 22a and a cushion plate 310 (to be described later) is formed on the outer peripheral portion of the flange portion 306 and on the front shell 18 side in the axial direction.

  In this embodiment, the cushion plate 310 is bent so that the lock-up damper 308 is disposed on the front shell 18 side in the axial direction. Then, the inner peripheral surface of the intermediate plate 312 is extended to a position where it comes into sliding contact with the outer peripheral surface of the boss portion 304 in the radial direction. The intermediate plate 312 is positioned (centered) so that the center of rotation coincides with the axis C by sliding contact with the outer peripheral surface of the boss 304. That is, the boss part 304 functions as a centering part. The intermediate plate 312 is formed with a caulking hole 316 used when caulking a rivet 314 for fastening the turbine hub 304, the turbine shell 22a, and the cushion plate 310.

  Also in the present embodiment, both ends of the flange portion 306 are fastened by the rivets 314 in a state where the fastening portion 306a, the turbine shell 22a, and the cushion plate 310 are stacked in this order from the axial rear shell 20a side. . Therefore, when the torque converter is driven, a thrust force F acting on the axial direction of the rear shell 20a is generated in the turbine shell 22a. The thrust force F is received by the flange portion 306 of the turbine hub 302, and the rivet 314 receives the thrust force F. The thrust force F is not applied. Therefore, the number of rivets 314 that fasten the turbine shell 22a and the cushion plate 310 can be reduced.

  As described above, according to the present embodiment, the turbine hub 302 includes the cylindrical boss portion 304 and the flange portion 306 extending in the radial direction from one end of the boss portion 304 in the axial direction. It extends in the inner peripheral direction to a position where it comes into sliding contact with the outer peripheral surface of the boss portion 304. In this way, since the inner peripheral surface of the intermediate plate 312 is slidably contacted with the outer periphery of the boss portion 304, the rotation center of the intermediate plate 312 can be positioned. Further, since the thrust force F applied to the turbine shell 22a is handled by the flange portion 306 of the turbine hub 302, the number of rivets 314 can be reduced.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, although the torque converter is applied to any of the foregoing embodiments as a vehicle fluid transmission device, it may be applied to a fluid coupling.

  In the above-described embodiment, the uneven portion 216 is formed on the flange portion 206 side of the turbine hub 202. However, the uneven portion may be formed on the centering portion 208 side.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10, 100, 200, 300: Torque converter (vehicle fluid transmission device)
18: Front shell 20: Pump impeller 20a: Rear shell 21: Pump shell 22: Turbine impeller 22a, 210: Turbine shell 24, 102, 202, 302: Turbine hub 24b, 106, 206, 306: Flange 26: Lock-up clutch 38, 114, 214, 314: Rivet 46, 308: Lock-up damper 52, 312: Intermediate plate 54: First coil spring (elastic member)
56: Second coil spring (elastic member)
58, 108, 208: Centering portion 216, 220: Concavity and convexity 216a, 220a: Convex portion 218, 222: Rivet hole 304: Boss portion (centering portion)

Claims (3)

A pump impeller including a front shell and a rear shell connected to the front shell, the pump impeller rotating around an axis, and the rotation of the pump impeller provided in the pump shell is transmitted via a fluid A turbine impeller having a turbine shell and a turbine hub that supports the turbine shell and is rotatable about an axis; and a lock-up clutch that selectively interrupts between the front shell and the turbine hub via a lock-up damper Vehicular fluid transmission device comprising:
The lock-up damper includes an elastic member and an intermediate plate connected to the turbine hub via the elastic member,
The turbine hub includes a disc-shaped flange portion and a centering portion that positions the rotation center of the intermediate plate,
The inner peripheral portion of the turbine shell is fastened with a rivet to the flange portion of the turbine hub, and the inner peripheral portion of the turbine shell is closer to the front shell side in the axial direction than the outer peripheral portion of the flange portion. A fluid transmission device for a vehicle, wherein the fluid transmission device is fastened by the rivet in a state of being stacked on the vehicle.   The turbine hub includes the flange portion and the centering portion separately, and the turbine shell is sandwiched between the flange portion and the centering portion, and these are integrally formed by the rivets. The fluid transmission device for a vehicle according to claim 1, wherein the fluid transmission device is fastened. The turbine hub is integrally provided with the flange portion and the centering portion,
Spline-like uneven portions are formed on the outer periphery of the flange portion and the inner periphery of the turbine shell to fit with each other and move the turbine shell between the flange portion and the centering portion in the axial direction. And a convex portion protruding to the inner peripheral side of the concave-convex portion formed on the turbine shell and a convex portion protruding to the outer peripheral side of the concave-convex portion formed on the flange portion, respectively. The rivet hole according to claim 1 is formed.

Images