WO2020141837A1 - Convertisseur de couple de véhicule - Google Patents

Convertisseur de couple de véhicule Download PDF

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Publication number
WO2020141837A1
WO2020141837A1 PCT/KR2019/018745 KR2019018745W WO2020141837A1 WO 2020141837 A1 WO2020141837 A1 WO 2020141837A1 KR 2019018745 W KR2019018745 W KR 2019018745W WO 2020141837 A1 WO2020141837 A1 WO 2020141837A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque converter
piston
lock
front cover
clutch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/KR2019/018745
Other languages
English (en)
Korean (ko)
Inventor
서중교
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Valeo Kapec Co Ltd
Original Assignee
Valeo Kapec Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Valeo Kapec Co Ltd filed Critical Valeo Kapec Co Ltd
Publication of WO2020141837A1 publication Critical patent/WO2020141837A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches 
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H41/00—Rotary fluid gearing of the hydrokinetic type
    • F16H41/24—Details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches 
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F16H2045/0205—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type two chamber system, i.e. without a separated, closed chamber specially adapted for actuating a lock-up clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches 
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means

Definitions

  • the present invention relates to a torque converter for a vehicle, which has a simple structure and an improved structure to enable reduction of parts and cost by applying a lockup clutch with improved operability.
  • a torque converter is installed between a vehicle's engine and a transmission to transmit the driving force of the engine to the transmission using fluid.
  • the torque converter receives an engine driving force and rotates an impeller, a turbine rotated by the working fluid discharged from the impeller, and a reactor that increases the rate of torque change by directing the flow of the working fluid back to the impeller in the rotating direction of the impeller. (Also known as'stator').
  • the torque converter is equipped with a lock-up clutch (also called a'damper clutch') that can directly connect the engine and the transmission because the power transmission efficiency may be reduced when the load on the engine increases.
  • the lock-up clutch is disposed between the turbine and the front cover directly connected to the engine so that the rotational power of the engine can be transmitted directly to the transmission through the turbine.
  • FIG. 1 shows an axial half cross-sectional view of a typical torque converter
  • FIG. 2 shows an axial half cross-sectional view showing an operating state of the torque converter of FIG. 1. .
  • the torque converter is connected to the engine's crankshaft and rotates the front cover 4, the front cover 4 connected to the rotating impeller 6 and the impeller 6, and the impeller ( 6) a turbine (8) disposed at a position facing each other, and a reactor (10) located between the impeller (6) and the turbine (8) to change the flow of working fluid from the turbine (8) and transfer it to the impeller (6) , Or'stator'.
  • the torque converter is provided with a lock-up clutch 14 as a means for directly connecting the engine and the transmission.
  • the lock-up clutch 14 has a piston 16 that can move in the axial direction.
  • a torsional damper (20) is coupled to the lock-up clutch 14, and the torsional damper 20 transmits a driving force transmitted through the lock-up clutch 14 to the spline hub and acts in the rotational direction of the shaft. It serves to absorb torsional forces and attenuate vibrations.
  • the lock-up clutch 14 includes a clutch drum 33, a first friction plate 35, a second friction plate 39 and a third friction plate 41. Further, the clutch drum 33 is coupled to the front cover 4 and the cylindrical shape is arranged in the axial direction. The first friction plates 35 can be moved axially by the piston 16. The second friction plate 39 is disposed between the first friction plates 35, the third friction plate 41 is coupled to the clutch drum 33, the first friction plate 35 and the second friction plate It acts as a reaction force of (39). That is, when the piston 16 presses the first friction plate 35 in the axial direction, the third friction plate 41 is formed while the first friction plate 35 and the second friction plate 39 move in the axial direction. It acts as a reaction force between the first friction plate 35 and the second friction plate 39.
  • the first chamber C1 is formed on the right side with the piston 16 as a boundary, and the second chamber C2 is formed on the left side, and when the lockup clutch 14 is locked up, 2 Whether the lock-up operation is determined by applying the lock-up operating pressure to the vehicle chamber C2 using the differential pressure on the left and right sides of the piston 16.
  • the conventional torque converter operated as described above has a problem in that design freedom is low because the axial design space of the lock-up clutch 14 is increased.
  • the clutch drum 33 is formed by roll forming, and the shape of the clutch drum 33 is complicated, which makes manufacturing difficult.
  • the piston hub 16a and the pilot hub 17 are difficult to integrate and are configured separately, and there is a problem in that the manufacturing process is complicated by the addition of a welding process for combining them. .
  • the present invention has been devised to solve the above problems, and an object of the present invention is to provide a vehicle torque converter having a lock-up area capable of forming a three-way flow path in a narrow area, thereby reducing the axial size of the lock-up clutch.
  • a torque converter for a vehicle that absorbs an uneven surface pressure during lockup by applying a surface contact member between the lockup clutch and the cover or the lockup clutch and the piston during lockup, and forms a uniform surface pressure during lockup.
  • a torque converter for a vehicle includes a front cover, an impeller coupled to the front cover and rotating in conjunction with the front cover, a turbine spaced apart from the impeller in the axial direction, and the impeller Located between the turbine and the reactor to change the flow of the working fluid flowing out of the turbine to the impeller side, the front cover and a lock-up clutch having a piston directly connecting the turbine, coupled to the lock-up clutch in the rotational direction
  • the torque converter for a vehicle comprising a damper that absorbs the impact and vibration acting and transmits the driving force to the transmission, when defining the front cover side as one axial side and the impeller side as the other axial side, lockup to the other side of the piston
  • a pressure plate disposed at a predetermined distance on the other side of the piston to seal the other side of the piston so that an operation chamber is formed; And an inner surface of the front cover, a radially inner end of the piston, and a radially inner end of the pressure plate coupled to support the front cover,
  • TC inlet pressure torque converter inlet pressure
  • the torque converter for a vehicle includes a torsional damper 200 and a spline hub 49 connecting a transmission, and one side of the spline hub 49 is coupled to the other side of the integral hub 70, On the spline hub 49, a spline flow path 49a communicating with the first flow path 71 is formed to transmit a torque converter inlet pressure to the first flow path 71.
  • integral hub 70 is formed in an annular shape, and the outer peripheral surface of one side of the spline hub 49 is fitted to the other inner peripheral surface.
  • the sealing members 62 are provided based on the space formed between the spline flow path 49a and the first flow path 71.
  • the torque converter for the vehicle between the friction plate 330 and the front cover 4 of the lock-up clutch 140 to alleviate the impact when the lock-up clutch 140 is locked, or the friction plate 330 and the piston ( 160) includes a buffer means (400, 500) provided between.
  • shock absorbing means 400 is in contact with the friction material 350 provided on the other side of the friction plate 330 when the piston 160 is pressed, the shock absorbing bracket 410 provided to be reciprocating in the axial direction ; A cushion spring 420 provided between the cushioning bracket 410 and the piston 160; And a link 450 connecting a portion of the cushioning bracket 410 and the piston 160 to prevent the cushioning bracket 410 from coming off.
  • the buffer means 500 when the piston 160 is pressed in contact with the friction material 350 provided on one side of the friction plate 330, the buffer bracket 510 is provided to be reciprocating in the axial direction; Cushion spring 520 provided between the cushioning bracket 510 and the front cover 4 and a link connecting a portion of the cushioning bracket 510 and the front cover 4 to prevent the cushioning bracket 510 from coming off. 550.
  • the cushion springs 420 and 520 have a certain thickness in the axial direction and are made of a ring shape made of an elastic material.
  • the torque converter for a vehicle according to the present invention has an effect of reducing the cost of reducing the number of parts of the lock-up clutch and reducing the axial installation space of the lock-up clutch, thereby improving the degree of freedom of design of the torque converter.
  • the lock-up clutch absorbs uneven surface pressure during lock-up, and uniform surface pressure is formed, thereby improving the operability and responsiveness of the lock-up clutch.
  • the inlet pressure flow path of the torque converter by the working fluid is unified to facilitate pressure formation of the lock-up clutch, thereby improving the operability and responsiveness of the lock-up clutch.
  • Figure 2 is an axial half-section view showing the operating state of the torque converter of Figure 1
  • FIG. 3 is an axial half-section view of a torque converter according to an embodiment of the present invention
  • Figure 4 is an axial half-section view showing the operating state of the torque converter of Figure 3
  • Figure 5 is a partial cross-sectional enlarged view showing the periphery of the hub of the torque converter according to an embodiment of the present invention
  • Figure 6 is a partial cross-sectional enlarged view showing the friction plate around the torque converter according to the first embodiment of the present invention
  • FIG. 7 is a partial cross-sectional enlarged view showing the periphery of the friction plate of the torque converter according to the first embodiment of the present invention
  • FIG. 3 is an axial cross-sectional view of a torque converter 1000 according to an embodiment of the present invention.
  • the torque converter 1000 is connected to the crankshaft of the engine and rotates the front cover 4 and the impeller 6 connected to the front cover 4 and rotating together.
  • the turbine 8 disposed at a position facing the impeller 6, and located between the impeller 6 and the turbine 8, changes the flow of the working fluid from the turbine 8 and transfers it to the impeller 6 side.
  • It includes a reactor (10).
  • a one-way clutch 51 is coupled to the central axis of rotation of the reactor 10.
  • the one-way clutch 51 serves to rotate the reactor 10 in only one direction.
  • the reactor 10 for transferring the working fluid to the impeller 6 side has the same rotation center as the front cover 4.
  • the torque converter 1000 is provided with a lock-up clutch 140 as a means for directly connecting the engine and the transmission, and the lock-up clutch 140 is disposed between the front cover 4 and the turbine 8.
  • the lock-up clutch 140 is substantially disk-shaped and includes a piston 160 that can move in the axial direction.
  • a torsional damper 200 is coupled to the lock-up clutch 140.
  • the torsional damper 200 transmits the driving force transmitted through the lock-up clutch 140 to the spline hub 49 to absorb the torsional force acting in the rotational direction of the shaft and attenuate vibration.
  • the lock-up clutch 140 includes a friction plate 330 disposed between the front cover 4 and the piston 160, and the friction plate 330 has friction materials 350 coupled to both sides.
  • the lock-up clutch 140 adheres to the front cover 4 and the piston 160 while the friction materials 350 are in close contact with the front cover ( The rotational driving force transmitted from 4) may be transmitted to the friction plate 330.
  • a chamber C into which the inlet pressure of the torque converter by the working fluid flows is formed.
  • a pressure plate 61 is installed to press the lock-up pressure inside the piston 160 to form a lock-up operation chamber LC to operate the lock-up clutch 140. At this time, the piston 160 and the pressure plate 61 are sealed. Therefore, the chamber C is formed on the left side of the drawing of the lock-up operation chamber LC.
  • an integral hub 70 for simultaneously supporting the pressure plate 61, the piston 160, and the front cover 4 is provided.
  • a first flow path 71 communicating with the chamber C and allowing a torque converter inlet pressure through the working fluid to act on the chamber C, and a lock-up operation chamber LC
  • a second flow path 72 is formed to allow the lock-up pressure through the working fluid to act on the lock-up operating chamber LC.
  • the first flow path 71 and the second flow path 72 formed on the hub 70 are formed to be spaced apart and are configured to not communicate with each other.
  • the spline flow path (in communication with the first flow path 71) so that the torque converter inlet pressure (TC inlet pressure) through the working fluid acts on the chamber (C) 49c) may be formed.
  • FIG. 4 is a half sectional view showing an operating state of the torque converter 1000 of FIG. 3.
  • the driving force of the engine is the front cover 4, the impeller 6, the turbine 8, the torsional damper ( 200), the driving force is transmitted to the transmission.
  • the inside spring 45 of the torsional damper 200 can absorb vibration and shock in the rotational direction.
  • the lock-up clutch 140 is operated, the piston 160 moves toward the front cover 4 as the lock-up pressure through the working fluid is transmitted to the lock-up operation chamber LC.
  • the friction materials 350 provided on both sides of the friction plate 330 are in close contact with the inside of the front cover 4 and one side of the piston 160, the driving force of the front cover 4 is transmitted to the friction plate 330.
  • the driving force transmitted to the friction plate 330 is transmitted to the torsional damper 200 and transmitted to the transmission through the spline hub 49.
  • the piston 160 and the pressure plate 61 are sealed to form a lock-up operation chamber LC, and a chamber SC is formed on the left side of the lock-up operation chamber LC.
  • the torque converter inlet pressure (IP) and lock-up pressure (LUP) to the integral hub 70 integrally formed with the existing piston hub 16a and pilot hub 17 First and second flow paths 71 and 72 are respectively formed to act on the chamber C and the lock-up operation chamber LC, respectively. Since the chamber and the flow path of the above structure are formed on the torque converter 1000, the differential pressure of the lockup pressure LUP applied to the lockup operation chamber LC and the torque converter inlet pressure IP applied to the chamber C It is determined whether or not the lockup works.
  • the lock-up clutch 140 is operated is determined by pressing the lock-up pressure in the lock-up operation chamber LC using the lock-up operation chamber LC and the chamber C. Therefore, in the torque converter 1000 according to the present invention, the design space in the axial direction of the lock-up clutch 140 is reduced to improve design freedom.
  • the clutch drum 33, a plurality of friction plates 35, 39, 41, a snap ring, etc. configured in the existing lock-up clutch 14 as shown in FIGS. 1 and 2 can be deleted.
  • the lock-up clutch 140 can be manufactured by press molding in its shape, thereby simplifying the manufacturing process.
  • the torque converter according to the present invention has an effect that the configuration is simple and the welding process is reduced, thereby facilitating manufacturing.
  • Torque converter 1000 is a torque converter inlet pressure (TC inlet pressure) transmitted through the spline flow path (49c) to be transmitted only to the chamber (C) to facilitate the formation of the return pressure of the lock-up clutch ,
  • a sealing member (300, see FIG. 5) for airtight maintenance is provided.
  • TC inlet pressure torque converter inlet pressure
  • a sealing member 300 for airtight maintenance is provided.
  • 5 is a partial cross-sectional enlarged view showing the periphery of the hub 70 of the torque converter 1000 according to an embodiment of the present invention.
  • the outer circumferential surface of the spline hub 49 may be coupled to the inner circumferential surface of the other side of the integral hub 70 made of a ring shape.
  • a space may be formed between the spline flow path 49a formed in the spline hub 49 and the first flow path 71 formed in the integral hub 70, and the torque converter inlet pressure supplied from the spline flow path 49a Based on the space formed between the spline flow path 49a and the first flow path 71 so that the (TC inlet pressure) is completely transferred to the first flow path 71, the combination of the integral hub 70 and the spline hub 49 Sealing members 62 and 63 may be provided on the inner and outer sides in the radial direction, respectively.
  • the torque converter inlet pressure (TC inlet pressure) is prevented from leaking between the pressure plate 61 and the torsional damper 200, so that it is easy to form the return pressure of the lock-up clutch, and there is an effect of helping to maintain airtightness.
  • the torque converter 1000 of the present invention between the friction plate 330 and the front cover 4 of the lock-up clutch or the friction plate 330 and the piston 160 to alleviate the impact during lock-up of the lock-up clutch 140 )
  • the buffer means (400, 500) is provided.
  • a detailed configuration of the buffer means 400 and 500 for performing the above functions will be described in detail through two embodiments.
  • FIG. 6 is a partial cross-sectional enlarged view showing the vicinity of the friction plate 330 of the torque converter 1000 in which the shock absorbing means 400 according to the first embodiment of the present invention is illustrated.
  • the cushioning means 400 is provided in a position corresponding to the friction plate 330 on the piston 160.
  • the cushioning means 400 is in surface contact with the friction material 350 provided on the other side of the friction plate 330 when the piston 160 is pressed, and the cushioning bracket 410 provided to allow reciprocating movement in the axial direction, and the cushioning bracket ( 410) and the piston spring 160 provided between the cushion spring 420 and the cushioning bracket 410 to prevent the separation of the cushioning bracket 410 and a link 450 connecting the piston 160, including a configuration do.
  • the cushion spring 420 may have, for example, a ring shape made of an elastic material having a certain thickness in the axial direction.
  • FIG. 7 is a partial cross-sectional enlarged view showing the vicinity of the friction plate 330 of the torque converter 1000 in which the shock absorbing means 500 according to the second embodiment of the present invention is illustrated.
  • the cushioning means 500 is provided in a position corresponding to the friction plate 330 on the front cover 4.
  • the cushioning means 500 is in surface contact with the friction material 350 provided on one side of the friction plate 330 when the piston 160 is pressed, and the cushioning bracket 510 provided to allow reciprocating movement in the axial direction, and the cushioning bracket ( 510) and the cushion spring 520 provided between the front cover 4 and the link 550 connecting a part of the shock absorbing bracket 510 and the front cover 4 to prevent the separation of the shock absorbing bracket 510 It is configured by.
  • the cushion spring 520 may be made of, for example, a ring shape made of an elastic material having a certain thickness in the axial direction.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

La présente invention concerne un convertisseur de couple de véhicule, et un convertisseur de couple de véhicule ayant une structure améliorée de façon à permettre à un embrayage de verrouillage ayant une structure simple et une opérabilité améliorée d'etre appliquée, de sorte que les composants peuvent être réduits et les coûts économisés. Par conséquent, le convertisseur de couple de véhicule de la présente invention économise des coûts et réduit un espace axial d'installation de l'embrayage de verrouillage selon une diminution du nombre de composants de l'embrayage de verrouillage de telle sorte que la liberté de conception du convertisseur de couple est améliorée.
PCT/KR2019/018745 2018-12-31 2019-12-30 Convertisseur de couple de véhicule Ceased WO2020141837A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR20180173980 2018-12-31
KR10-2018-0173980 2018-12-31

Publications (1)

Publication Number Publication Date
WO2020141837A1 true WO2020141837A1 (fr) 2020-07-09

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/KR2019/018745 Ceased WO2020141837A1 (fr) 2018-12-31 2019-12-30 Convertisseur de couple de véhicule

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KR (2) KR102215494B1 (fr)
WO (1) WO2020141837A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4588058A (en) * 1982-09-07 1986-05-13 Regie Nationale Des Usines Renault Device for damping the vibrations of a flexible clutch in wet conditions, notably for torque converter
JPH0712651U (ja) * 1993-08-04 1995-03-03 株式会社ユニシアジェックス トルクコンバータのロックアップピストン
KR19980047959A (ko) * 1996-12-17 1998-09-15 박병재 자동변속기용 로크업 클러치
US20160017971A1 (en) * 2014-07-16 2016-01-21 Schaeffler Technologies AG & Co. KG Torque converter clutch with reduced back pressure
KR20180036423A (ko) * 2016-09-30 2018-04-09 주식회사 카펙발레오 차량용 토크 컨버터

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3711651B2 (ja) * 1995-10-24 2005-11-02 アイシン・エィ・ダブリュ株式会社 流体伝動装置
JP4884543B2 (ja) * 2010-02-22 2012-02-29 株式会社エクセディ ロックアップ装置
JP2012215222A (ja) * 2011-03-31 2012-11-08 Aisin Aw Co Ltd クラッチ装置およびそれを備えた流体伝動装置
DE112015007089T5 (de) * 2015-11-04 2018-08-09 Schaeffler Technologies AG & Co. KG Überbrückungskupplung für einen Drehmomentwandler, die eine axiale Freilaufkupplung enthält
JP6731265B2 (ja) * 2016-03-18 2020-07-29 株式会社エクセディ トルクコンバータのロックアップ装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4588058A (en) * 1982-09-07 1986-05-13 Regie Nationale Des Usines Renault Device for damping the vibrations of a flexible clutch in wet conditions, notably for torque converter
JPH0712651U (ja) * 1993-08-04 1995-03-03 株式会社ユニシアジェックス トルクコンバータのロックアップピストン
KR19980047959A (ko) * 1996-12-17 1998-09-15 박병재 자동변속기용 로크업 클러치
US20160017971A1 (en) * 2014-07-16 2016-01-21 Schaeffler Technologies AG & Co. KG Torque converter clutch with reduced back pressure
KR20180036423A (ko) * 2016-09-30 2018-04-09 주식회사 카펙발레오 차량용 토크 컨버터

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Publication number Publication date
KR102296868B1 (ko) 2021-09-02
KR20200083127A (ko) 2020-07-08
KR20200083128A (ko) 2020-07-08
KR102215494B1 (ko) 2021-02-15

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