Background Art The fluid coupling torque converter comprising an impeller, which rotates wholly with the torque axle, a turbine rotated by the oil discharged by the impeller, and a stator, which directs the oil flowing back from the turbine to the impeller in the rotation direction of the impeller, has already been disclosed.

In the above mentioned torque converter, the oil discharged from the impeller is flown into the turbine, the turbine is rotated by the flow energy of the oil, then the flow of the oil flowing back to the impeller from the turbine is converted to the direction of rotation of the impeller by the stator, the suction side of the impeller blade is suppressed by the oil and the rotation of the impeller is increased, and the process of rotating the turbine is repeated by the oil discharged from the impeller with increased rotation, and thereby the turbine generates greater torque than that of the impeller.

Although the conventional stator for the above mentioned torque converter comprises a sheet shaped blade, when the flow of oil flows into the stator blade, the flow direction of the oil and the entrance direction of the sheet-shaped blade are at an attack angle such that the flow may not be made smoothly, and thereby causes turbulent oil flow and has the problem of decreasing the torque transmission efficiency of the torque converter due to the dynamic energy possessed by the oil being converted into heat energy and being lost.

Therefore, currently all torque converters comprise wing-shaped or hydrofoil shaped blades. In the wing-shaped blade of the stator as such, when the oil flow flows into the stator blade, the flow may be made smoothly even at a certain difference in angle between the flow direction of the oil and the entrance angle of the blade due to the geometrical characteristics of the leading edge portion.

However, by observing the oil flow around the wing-shaped stator blade, it has been found that when the wing-shaped blade of the stator is at a stall state, the blade may not convey the flow smoothly regardless of the stator blade being wing-shaped, as depicted in figure 4.

Here, the stall state refers to the state where the speed ratio is zero, and the speed ratio refers to the ratio of the rotation speed between the impeller and the turbine.

That is to say, the stall state refers to a state where the impeller receives the power from the engine and rotates at the rotation speed of the engine, and the turbine is at a stop due to the driver applying the brakes.

The oil flow around the stator blade as shown in figure 4 may be described in detail as the following. In a state where the speed ratio is in the stall state or low, the turbine is either at a stop or rotating at a low speed and the flow that has left the turbine outlet enters the pressure side of the stator blade from the lower left side of the leading edge of the stator blade with a relatively large attack angle. Here, flow separation is caused at the suction side and flow recirculation is accompanied, and as a result the oil is not conveyed sufficiently to the rotation direction of the impeller, and due to this oil the suction side of the impeller is not sufficiently suppresses and the rotation of the impeller may not be achieved to the desired amount, and thereby the phenomenon of the performance of the torque converter being deteriorated occurs which is the so-called sag phenomenon.

With the sag phenomenon as such, when the speed ratio gradually increases, the number of rotations of the turbine increase and accordingly attack angle of the flow leaving the turbine and entering the stator decreases and enters the stator blade smoothly.

Therefore, to prevent the sag phenomenon at the stall state, forming of a plurality of openings on the stator blade has been disclosed as one example. However, forming a plurality of openings on the stator blade has the following problems.

Namely, in the case of forming a plurality of openings on the stator blade (8), the high speed flow energy entering the pressure side of the stator blade (8) with a large attack angle will be transmitted to the suction side through the openings and the effect minimizing the loss of momentum due to impact at the pressure side may be achieved, and may somewhat increase the efficiency of the fluid machine. However, as depicted in figure 7, these plurality of openings formed on the stator blade may not completely prevent flow separation and recirculation which have direct influence on the performance of the torque converter. That is, in the case of stall state or low speed ratio, when the flow from the turbine outlet enters the stator blade with a large attack angle, the flow reaching the front part of the pressure side first passes to the downstream direction of the pressure side or passes the leading edge, which is in the

opposite direction, facing the suction side and becomes separated, and only a small amount passes through the openings and forms a flow to the suction side. As disclosed in the wing-shaped theory, to prevent flow separation, blowing through openings does not have much effect, but rather suction flow is known for effects preventing flow separation. Therefore, as depicted in figure 7, in the suction side of the stator blade (8) having a plurality of openings, flow separation and flow recirculation still occurs and as the jet stream which passes through the openings mix with the main flow, turbulence is incurred even more and a complex flow structure is formed which decreases the performance of the fluid machine.

Disclosure of Invention The present invention is set forth with a background as the foregoing, where the object thereof is to form a optimal slot type opening between the pressure side and the suction side of the stator blade for flow of oil to prevent flow separation and flow recirculation around the stator blade at all times and thereby prevent the sag phenomenon.

To achieve the foregoing object, a stator blade of a torque converter in a fluid torque converter comprising an impeller which is attached to a crankshaft through a connecting member and rotates wholly with the crankshaft, a turbine which is rotated by the oil discharged from the impeller and at the same time which the rear end thereof is coaxially attached to the transmission shaft, and a stator which is attached to a fixed stator shaft through a one-way clutch and directing the flow direction of oil flowing back to the impeller from the turbine to the rotation direction of the impeller comprising numerous wing-shaped blades formed between the inner ring and outer ring, is characterized in that, the stator blade is formed of two sections arranged at a predetermined spacing against each other, and on the blade there is a space defined by the two sections, inner ring and the outer ring, and where the space functions as a slot- shaped passage which passes through from the pressure side being the upstream of the oil flow to the suction side being the downstream, and the blade has the slot-shaped passage formed on the blade in the angle range of-5° to +40°, and where the angle is the angle formed by the center axis of the slot-shaped passage which bisects the predetermined spacing positioned at a predetermined position on the mean camber line and the parallel line of the tangent line at the outlet point of the design path of the turbine blade.

Brief Description of Drawings Figure 1 is a longitudinal cross-sectional diagram of the torque converter mounting the stator of the present invention; Figure 2 is a perspective view of one preferred embodiment of the stator blade according to the present invention; Figure 3 is a perspective view of the second preferred embodiment of the stator blade according to the present invention; Figure 4 is a diagram showing the oil flow around the conventional stator blade at the stall state; Figure 5 is a diagram showing the oil flow around the stator blade according to the present invention at the stall state; Figure 6 is a diagram showing the angle of the stator blade of the present invention against the impeller blade; and Figure 7 is a diagram showing the oil flow around the conventional stator blade with a plurality of openings in the stall state.

Detailed Description of the Preferred Embodiments The preferred embodiments of the present invention are described hereinafter with reference to the attached drawings.

As depicted in figure 1, the fluid torque converter (1) is comprised of an impeller (3) which is coaxially attached to a crankshaft through a connecting member (2) and rotates wholly with the crankshaft, a turbine (4) which is rotated by the oil discharged from the impeller (3) and at the same time which the rear end thereof is coaxially attached to the transmission shaft (13), and a stator (5) which is attached to a fixed stator shaft (12) through a one-way clutch (9) and directing the flow direction of oil flowing back to the impeller (3) from the turbine (4) to the rotation direction of the impeller (3).

In the above composition, when the impeller (3) rotates, the oil within the impeller (3) is discharged toward the turbine (4) as shown by arrow B, and the turbine (4) is rotated in the same direction as the impeller (3) by the oil. As such, the oil entered into the turbine (4) rotates the turbine (4) and at the same time flows out toward the stator (5) by reaction. Here, at the common state where the number of rotations of the turbine (4) is lower than that of the impeller (3), the oil flows in the

rotation direction of the turbine, that is, a flow which has the circumferential velocity in the opposite direction from the rotation of the impeller (3). Then, the oil flow which has the circumferential direction in the opposite direction from the rotation direction of the impeller (3) is converted to a flow having circumferential direction in the same direction as the rotation of the impeller (3) by numerous stator blades (8) arranged in the circumferential direction within the stator. Then, the oil having circumferential direction in the same direction as the rotation of the impeller (3) flows into the impeller (3), and reaches the suction side of the blade of the impeller (3) and thus increases the rotation of the impeller (3). The oil is repeatedly discharged from the impeller (3) with increased speed as such, and the torque is conveyed to the turbine (4).

When this process is repeated, the torque conveyed to the turbine (4) becomes greater, and the torque of the impeller (3), that is, the torque greater than that of the crankshaft, is conveyed to the turbine (4) and the increased torque as such is conveyed to the transmission shaft (13).

The stator (5) has formed, between the inner ring (6) and the outer ring (7) numerous wing-shaped blades (8), and the inner ring (6) is spline-fitted into the outer lace (10) of the one-way clutch (9). Also, the inner lace (11) of the one-way clutch (9) is spline-fitted into the stator shaft (12), and the hub (14) is spline-fitted into the transmission shaft (13) arranged on the inner circumference of the stator shaft (12), and the turbine (4) is mounted on the hub (14).

In the stator (5), on the wing-shaped blades (8), slot-shaped openings (15) for flowing oil are formed.

For a detailed description, as depicted in the perspective diagram of one preferred embodiment of the wing-shaped blade (8) in figure 2, the wing-shaped blades (8) are of a center chamber structure, and the outer surface is formed of a concave-surfaced suction side and a convex-surfaced pressure side. Also, the wing- shaped blade (8) of the stator, as depicted in figure 2, is formed of two sections (8', 8") arranged at a predetermined spacing against each other, and on the blade (8) there is a space defined by the two sections (8', 8"), inner ring (6) and the outer ring (7), and where the space functions as a slot-shaped passage (15) which passes through from the pressure side being the upstream of the oil flow to the suction side being the downstream.

As depicted in figure 4, although in the conventional wing-shaped blade of the stator flow separation and flow recirculation occurred primarily around the suction

side of the wing-shaped blade of stator, in the wing-shaped blades (8) of the stator (5) according to the present invention provided with the passage (15), flow separation and recirculation around the blade may be prevented by the flow of oil flowing out to the vicinity of the downstream suction side.

In the first preferred embodiment of the present invention, as depicted in figure 2, the overall shape of the combination of the two sections (8', 8") simply spaced at a predetermined length is wing-shaped, and the individual shape of the two sections (8', 8") are not wing-shaped. However, as the second preferred embodiment of the present invention, as depicted in figure 3, it is preferred that the two sections (8', 8") themselves are formed wing-shaped.

The reason being disclosed in the fluid mechanics text book (Fluid Mechanics, Vol. 3, F. M. White, McGraw Hill pp. 423-431), for flow shapes having various attack angles, lift force and flight performance may be improved by attaching another small assistance blade (flap or slat) of which the shape may be actively moved on the leading edge and the following edge of the main blade such as a variable wing, and obtaining a double blade structure and altering the angle and shape of the blade during liftoff and landing. Starting off at this concept, it is an environment where the angle of the blade may not be actively altered, but in the case of the present invention, regarding the flow accompanying a large attack angle in the existing stator blade, in case it is a double blade with an assistance blade attached on the side of the leading edge, or by obtaining a double blade structure by adequately forming a slot on the existing stator blade, it is possible to allow smooth flow along the stator blade without flow separation even for large attack angles. Figure 3 is a preferred embodiment of the present invention, where a double blade structure has been obtained by adequately forming a slot on the existing blade, which exhibits almost complete removal of flow separation and shows smooth flow on the surface of the blade regardless of the large attack angle, and therefore improvement in the performance indicators may be anticipated. Although, in the case of the blade of an aircraft, the obvious main objective is to obtain a stable lift force, in the present invention, the objective is to send flow with a large attack angle without flow separation and thereby reduce the drag force. When the drag force is reduced within the torque converter, the speed of fluid increases and the performance indicators, especially the input capacity factor increases.

The operation of the stator (5) composed as the above is described hereinafter.

At the state where the speed ratio is zero (stall state) or at a low state, the oil entering from the lower left portion of the leading edge of the blade (8) of the stator (5) flows at a large attack angle against the stator (5) blade (8), and the direction thereof may be altered by the blade (8). In that case, as depicted in figure 4, the speed distribution at the boundary layer near the surface of the blade (8) changes as it progresses to the following edge from the leading edge of the blade (8), and when unable to flow along the surface of the blade, flow separation occurs at that point. However, in the stator (5) according to the present invention, the oil entering the blade (8) with a small attack angle goes around the leading edge of the blade (8), and as depicted in figure 5, the oil entering the blade (8) with a large attack angle is discharged to the suction side of the blade through the passage (15) newly formed on the blade, and thus flows out downstream without causing oil flow separation regions and recirculation regions at the suction side of the stator blade and thereby prevents pressure loss, and in other words, is able to assist in the improvement of transmission ratio.

In addition, in the above description, when the passage (15) is formed on the wing-shaped blade (8) of the stator, as depicted in figure 5, it has been experimentally proven that flow separation regions and recirculation regions do not occur at the suction side of the stator blade, and also even if the stator blade (8) is a center chamber sheet shaped blade which is not wing-shaped, when the surface is formed of a convex pressure side and a concave suction side and when a slot-shaped oil flow passage (15) which passes through the stator blade (8) is provided along the upstream pressure side to the downstream suction side, it is experimentally proven that the phenomenon shown in figure 4, namely flow separation is prevented by the flow oil being discharged to the downstream suction side from the passage.

The optimum conditions for the stator blade (8) are described hereinafter.

The optimum angle for the passage formed on the stator blade (8) according to the present invention is limited to angle (0) as depicted in figure 6, where this angle is defined as the angle formed by the center axis of the of the slot-shaped passage which <BR> <BR> bisects the predetermined spacing (the spacing of the two sections (8', 8") ) positioned at a predetermined position on the mean camber line and the parallel line of the tangent line at the outlet point on the design path of the turbine blade. When the line extended from the outlet point of contact of the turbine blade and the center axis of the passage is parallel, the angle of the passage becomes 0°, and the angle the center axis of the passage makes toward the direction of the main flow is defined as the positive

amount (+) of the passage angle.

For the present invention to be effective, numerous passage angles have been systematically experimented, and as a result, the results of table 1 have been obtained.

Namely, as a result of researching the change in the torque ratio (TR) and the input capacity factor (CF), which are used as main performance indicators of torque converters, as according to the altering of the passage angle, it has been found that the input capacity factor increases over 10% within the optimum angle range of-5° and +40°, and that the torque ratio is almost identical to the values of the conventional blade without the passage. The input capacity factor improvement as such has been verified to be due to the flow separation and recirculation being reduced or eliminated at the suction side by the new flow flowing through the passage as depicted in figure 5, which is the object of the present invention. Figure 5 is a preferred embodiment of the present invention where the passage angle is 10°. However, when the passage angle is below-5° or over 40°, the performance indicators largely decrease as shown in table 1, and therefore, for the present invention to be effective, embodiment in the optimum angles as stated above is essentially required.

Table 1 The variations in Torque Ratio and Input Capacity Factor according to the Passage Angle Standard Blade Passage Angle (0)-10-5 0 5 10 20 30 40 50 (w/o passage) TR 1.85 1.87 1.88 1.88 1.89 1.88 1.88 1.87 1.75 1.87 CF 2.5 2. 64 2. 70 2. 74 2. 75 2. 72 2. 70 2. 67 2.3 2. 60 In addition, the fact that there is an optimum position for the passage formed on the stator blade (8) has been researched by the present invention. First, the definition of the position for the passage refers to the percentile representation of the distance ratio of the distance from the leading edge to the intersecting point of the chord line and a perpendicular line starting from the intersection of the mean camber

line of the stator blade (8) and the center axis of the passage, over the distance of the whole chord which is the straight distance from the leading edge of stator blade (8) to the following edge. Although various distances may be realized, as a result of systematic experiments for the present invention to be effective, the results are shown in table 2. Namely, as the position of the passage is varied, in the case where the position is adequate, the input capacity factor (CF) is improved greatly, whereas where the position is not adequate the performance is greatly deteriorated and even causes severe decline in the torque ratio. The result of this research is organized in table 2.

Namely, in the optimum position range of 12% to 38% the input capacity factor (CF) is improved without decline of torque ratio, whereas at other positions the input capacity factor and torque ratio severely decline and cause results inferior to the standard blade values. Therefore, as shown in table 2, for the present invention to be effective, embodiment of the passage in the optimum position is essentially required.

Table 2 The variations in Torque Ratio and Input Capacity Factor according to the Passage Position Standard Blade Passage Position (%) 6 12 18 24 32 38 44 56 62 (w/o passage) TR 1.80 1.87 1.88 1.88 1.89 1.88 1.78 1.77 1.75 1.87 CF 2. 60 2. 73 2.75 2.84 2.85 2.72 2. 60 2. 55 2. 53 2.60 Meanwhile, the area of the passage is a main variable and therefore the passage area ration is defined as the ratio between the surface area of the suction side of the passage and the surface area of the suction side of the stator blade (8). As in the foregoing researches, as. a result of systematic experiments on various sizes for the passage the results may be organized as table 3. Namely, if the area of the passage is too small, the effects of the present invention becomes insignificant, whereas if it is too large, the essential function of the stator blade (8), that is the function of appropriately lining the flow from the turbine to the impeller to generate increase in torque, is lost. As a result of the research, only when the area ratio of the 9

passage is in the range of 3% to 20%, the sag phenomenon is prevented and the torque increasing function is at the optimal state.

Table 3 The variations in Torque Ratio and Input Capacity Factor according to the Passage Area Ratio Passage Area Standard Blade Ratio (%) 3 6 9 12 15 18 21 24 25 (w/o passage) TR 1.90 1. 97 1. 98 1.95 1.93 1.92 1. 78 1.77 1.65 1.87 CF 2. 70 2. 75 2.85 2.86 2. 80 2. 75 2.60 2. 55 2.33 2.60 On the other hand, it has been determined that the shape, where the cross- section of the passage is gradually enlarged to the direction of the flow, brings better effects for the present invention. Namely, in the case where the cross-section is constant, the inflow speed of the passage is the same as the outflow speed to the suction side, and therefore in some slight cases the passing flow may flow as jet components and interfere with the suction side flow. However, in the case of the passage in which the cross-section is enlarged, the speed of the flow passing through the passage is faster at inflow and decreases at outflow and therefore smoothly enters the main flow at the suction side and fulfills the effects of the present invention which is reducing flow separation and recirculation without disturbing the main flow line.

In this research, as shown in table 4, findings show that when the cross- sectional area ratio of the outlet in comparison the inlet is enlarged within the range 10% to 30%, it is the optimum state.

Table 4 The variations in Torque Ratio and Input Capacity Factor according to the Passage Inlet/Outlet Area Enlargement Inlet/Outlet Cross-section Standard Blade Enlargement (%) 5 10 20 30 40 50 (w/o passage) TR 1. 90 1. 97 1. 98 1.95 1. 93 1. 92 1. 87 CF 2. 85 2. 87 2 8 2. 87 2. 85 2. 85 2. 60

As clearly shown in the above description, according to the stator blade of a torque converter of the present invention, the occurrence of flow separation and recirculation in the stall state and at low speed ratios may be restrained and fluid loss may be minimized and in turn, torque generation may be increased along with obtaining effects of generating stable torque at the stall state to a certain speed ratio. In particular, the origin that causes the sag phenomenon has been examined in a fluid mechanics perspective and through flow analysis on the design of the present invention, substantial flow separation reduction, input capacity factor increase and stable torque has been realized.