Patent Publication Number: US-9897184-B2

Title: Stator cone clutch

Description:
TECHNICAL FIELD 
     The present invention relates generally to a torque converter, and, more specifically to a torque converter with a stator with a cone clutch and a bearing to transmit thrust force from the stator to an impeller shell. 
     BACKGROUND 
     Patent Application No. WO 2014/098353 (Kwon) discloses a typical cone clutch for a stator in a torque converter. In a typical torque converter using a stator with a cone clutch, during stator locked mode, the cone clutch is closed to non-rotatably connect the stator to a stator shaft and axial thrust generated by fluid passing through the blades of the stator is reacted by the stator and stator shaft. Since the stator shaft is fixed to the transmission, the thrust is undesirably transmitted to the transmission. In addition, the axial force flow between the torque converter&#39;s turbine and impeller is not closed, which causes the impeller to thrust against a flex plate used to connect the torque converter to an engine crankshaft. Further, the design shown by Kwon requires a complicated assembly to slip the snap ring over the stator shaft and into its groove during installation into the transmission. 
     SUMMARY 
     Example embodiments broadly comprise a stator for a torque converter including a body portion including a first frusto-conical surface, a flange including a second frusto-conical surface, a stator clutch including the first and second frusto-conical surfaces and at least one clutch plate disposed therebetween. In some example embodiments, the at least one clutch plate comprises a pair of frusto-conical surfaces. In an example embodiment, at least one of the at least one clutch plate frusto-conical surfaces includes a friction material bonded thereto. In an example embodiment, the body portion or the flange includes a first drive tab and the at least one clutch plate includes a second drive tab drivingly engaged with the first drive tab. 
     In some example embodiments, the at least one clutch plate comprises two clutch plates, the body portion and the flange each comprises respective drive tabs, one of the clutch plates includes a first drive tab drivingly engaged with the body portion drive tab, and the other of the clutch plates includes a second drive tab drivingly engaged with the flange drive tab. In some example embodiments, the body portion has a radial wall and the other of the clutch plates includes an integral spring portion contacting the body portion radial wall. In an example embodiment, the flange has a radial wall and the second drive tab is in contact with the flange radial wall. 
     In an example embodiment, the body portion and the flange comprise respective circumferential surfaces in contact with one another. In some example embodiments, the body portion or the flange comprises a circumferential protrusion for radially positioning a bearing. In an example embodiment, the stator includes the bearing. In an example embodiment, the flange has a spline for driving engagement with a transmission stator shaft. In an example embodiment, the body portion has at least one stator blade. 
     Other example embodiments broadly comprise a torque converter including a cover, an impeller, a turbine, a stator cone clutch, and a thrust bearing. The cover is arranged to receive torque. The impeller includes an impeller shell non-rotatably connected to the cover. The turbine is in fluid communication with the impeller and includes a turbine shell. The stator is at least partially located between the impeller and the turbine and includes a body portion with at least one stator blade and a first frusto-conical surface. The stator cone clutch includes the first frusto-conical surface, a flange with a second frusto-conical surface, and at least one clutch plate disposed between the first and second frusto-conical surfaces. The thrust bearing is axially disposed between the stator cone clutch and the impeller shell. In a stator locked mode, the body portion, the clutch plate, and the flange are non-rotatably connected; and the stator cone clutch is arranged to urge the first thrust bearing against the impeller shell in a first axial direction. 
     In an example embodiment, a line, orthogonal to an axis of rotation for the torque converter, passes through the first and second frusto-conical surfaces and forms respective acute angles with respect to the first and second frusto-conical surfaces. In an example embodiment, in the stator locked mode, fluid circulating through the impeller and the turbine is arranged to generate a first force urging the body portion in the first axial direction to non-rotatably connect the body portion and the flange, and, in a stator free-wheel mode, the fluid circulating through the impeller and the turbine is arranged to generate a second force, in a second axial direction opposite the first axial direction, urging the body portion in the second axial direction to enable rotation between the body portion and the flange. In an example embodiment, the torque converter has friction material disposed between the body portion and the flange and fixed to one of the body portion, the at least one clutch plate, or the flange. In the stator locked mode, the body portion, the friction material, and the flange are non-rotatably connected. 
     In some example embodiments, the torque converter has a second thrust bearing located between the turbine shell and the stator cone clutch in the first axial direction. For the stator locked mode, the second thrust bearing is arranged to transmit thrust from the turbine shell to the stator cone clutch to non-rotatably connect the body portion and the flange. In an example embodiment, the second thrust bearing is directly engaged with the flange, and, in the stator locked mode, is arranged to transmit the thrust from the turbine shell to the flange to displace the flange in the first axial direction. The first thrust bearing is directly engaged with the body portion. In an example embodiment, the second thrust bearing is directly engaged with the body portion, and, in the stator locked mode, is arranged to transmit the thrust from the turbine shell to the body portion to displace the body portion in the first axial direction. The first thrust bearing is directly engaged with the body portion. In an example embodiment, the at least one clutch plate comprises two clutch plates. One of the clutch plates includes a radially outer-most distal end non-rotatably connected to the body portion. The other of the clutch plates includes a radially inner-most distal end non-rotatably connected to the flange. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Various embodiments are disclosed, by way of example only, with reference to the accompanying schematic drawings in which corresponding reference characters indicate corresponding parts, in which: 
         FIG. 1  is a perspective view of a cylindrical coordinate system demonstrating spatial terminology; 
         FIG. 2  is a partial cross-sectional view of a torque converter including a stator with a stator cone clutch; 
         FIG. 3  is a perspective view of the stator shown in  FIG. 2 ; 
         FIG. 4  is a partial cross-sectional view generally along line  4 - 4  in  FIG. 3 ; 
         FIG. 5  is a perspective front view of the flange shown in  FIG. 2 ; 
         FIG. 6  is a perspective rear view of the flange shown in  FIG. 2 ; 
         FIG. 7  is a partial cross-sectional view of the stator cone clutch of  FIG. 2  including friction material; 
         FIG. 8  is a partial cross-sectional view of the stator cone clutch of  FIG. 2  including a diaphragm spring; 
         FIG. 9  is a partial cross-sectional view of a torque converter including a stator with a stator cone clutch including an activated flange; 
         FIG. 10  is a partial cross-sectional view of a torque converter including a stator with a stator cone clutch including an activated body portion; 
         FIG. 11  is a partial cross-sectional view of a torque converter including a stator with a stator cone clutch including a clutch plate and a body portion with two frusto-conical surfaces; and, 
         FIG. 12  is a partial cross-sectional view of a torque converter including a stator with a stator cone clutch including a clutch plate and a body portion with two frusto-conical surfaces; 
         FIG. 13  is a partial cross-sectional view of a stator with a multi-plate stator cone clutch. 
     
    
    
     DETAILED DESCRIPTION 
     At the outset, it should be appreciated that like reference characters on different drawing views identify identical, or functionally similar, structural elements of the disclosure. It is to be understood that the disclosure as claimed is not limited to the disclosed aspects. 
     Furthermore, it is understood that this disclosure is not limited to the particular methodology, materials and modifications described and as such may, of course, vary. It is also understood that the terminology used herein is for the purpose of describing particular aspects only, and is not intended to limit the scope of the present disclosure. 
     Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood to one of ordinary skill in the art to which this invention pertains. It should be understood that any methods, devices or materials similar or equivalent to those described herein can be used in the practice or testing of the invention. The assembly of the present invention could be driven by hydraulics, electronics, and/or pneumatics. 
     By “non-rotatably connected” first and second components we mean that the first component is connected to the second component so that any time the first component rotates, the second component rotates with the first component, and any time the second component rotates, the first component rotates with the second component. Axial displacement between the first and second components is possible. Relative rotation between the first and second components is possible. 
       FIG. 1  is a perspective view of cylindrical coordinate system  10  demonstrating spatial terminology used in the present invention. The present invention is at least partially described within the context of a cylindrical coordinate system. System  10  includes longitudinal axis  11 , used as the reference for the directional and spatial terms that follow. Axial direction AD is parallel to axis  11 . Radial direction RD is orthogonal to axis  11 . Circumferential direction CD is defined by an endpoint of radius R (orthogonal to axis  11 ) rotated about axis  11 . 
     To clarify the spatial terminology, objects  12 ,  13 , and  14  are used. An axial surface, such as surface  15  of object  12 , is formed by a plane co-planar with axis  11 . Axis  11  passes through planar surface  15 ; however any planar surface co-planar with axis  11  is an axial surface. A radial surface, such as surface  16  of object  13 , is formed by a plane orthogonal to axis  11  and co-planar with a radius, for example, radius  17 . Radius  17  passes through planar surface  16 ; however any planar surface co-planar with radius  17  is a radial surface. Surface  18  of object  14  forms a circumferential, or cylindrical, surface. For example, circumference  19  is passes through surface  18 . As a further example, axial movement is parallel to axis  11 , radial movement is orthogonal to axis  11 , and circumferential movement is parallel to circumference  19 . Rotational movement is with respect to axis  11 . The adverbs “axially,” “radially,” and “circumferentially” refer to orientations parallel to axis  11 , radius  17 , and circumference  19 , respectively. For example, an axially disposed surface or edge extends in direction AD, a radially disposed surface or edge extends in direction R, and a circumferentially disposed surface or edge extends in direction CD. 
       FIG. 2  is a partial cross-sectional view of torque converter  100  including a stator with a cone clutch. 
       FIG. 3  is a perspective view of the stator shown in  FIG. 2 . 
       FIG. 4  is a partial cross-section view generally along line  4 - 4  in  FIG. 3 . The following should be viewed in light of  FIGS. 2 through 4 . Torque converter  100  includes: cover  102 , impeller  104 , turbine  106 , stator  108 , and thrust bearing  110 . Cover  102  is arranged to receive torque from a vehicle&#39;s engine (not shown). Impeller  104  includes impeller shell  112  non-rotatably connected to cover  102  and turbine  106  includes turbine shell  113 . Turbine  106  is in fluid communication with impeller  104 . Stator  108  is at least partially located between impeller  104  and turbine  106  in axial direction AD 1  and includes body portion  114  and flange  116 . Bearing  110  is directly engaged with flange  116  and shell  112 . By two components “directly engaged” we mean that the two components are in direct contact or a separated by a nominal third component, such as a washer. For example, a thrust force from flange  116  is directly transmitted to bearing  110  and bearing  110  directly transmits the force to shell  112 . 
       FIG. 5  is a perspective front view of flange  116  shown in  FIG. 2 . 
       FIG. 6  is a perspective rear view of flange  116  shown in  FIG. 2 . The following should be viewed in light of  FIGS. 2 through 6 . Body portion  114  and flange  116  include frusto-conical surfaces  118  and  120 , respectively. Stator  108  includes stator cone clutch  122 , which includes surface  118  and flange  116 . Bearing  110  is disposed between flange  116  and impeller shell  112  in direction AD 1  and includes races  124  and  126 . By frusto-conical, we mean having the shape of a frustum of a cone. By frustrum we mean the part of a conical shape left after cutting off a top portion of the shape with a plane parallel to the base of the shape. 
     In a stator locked mode for torque converter  100  (further discussed below): stator  108  is rotationally locked; clutch  122  is closed so that surfaces  118  and  120  are frictionally engaged and flange  116  is non-rotatably connected to body portion  114 ; and flange  116  receives thrust force F 1  in direction AD 1 . In response to force F 1 , flange  116  urges bearing  110  against shell  112  and transmits force F 1  through thrust bearing  110  to shell  112 . In an example embodiment, race  124  is proximate flange  116  and race  126  is proximate shell  112 . As is known in the art, at least one rolling element  128  enables rotation between races  124  and  126 . By “non-rotatably connected” components, we mean that the components are fixed to each other with respect to rotation, that is, whenever one of the components rotates, the rest of the components rotate. Axial displacement is possible between non-rotatably connected components. 
     In an example embodiment, stator  108  includes plate  130  non-rotatably connected to flange  116  and arranged to restrict movement of body portion  114  in axial direction AD 2 , opposite axial direction AD 1 . Plate  130  includes radially outermost portion  130 A and in a stator freewheel mode (further discussed below), clutch  122  is open so that body portion  114  is rotatable with respect to flange  116 , force F 2  urges body portion  114  in direction AD 2 , and radially outermost portion  130 A is in contact with body portion  114 , for example, surface  131 . Plate  130  can be connected to flange  116  by any means known in the art. In an example embodiment, flange  116  is formed from one piece of material and plate  130  is formed from another piece of material, different from piece of material for flange  116 . In an example embodiment (not shown), flange  116  and plate  130  are formed of the same single piece of material. 
     The following provides further detail regarding torque converter  100 . Stator  108  includes blades  132  axially disposed between impeller  104  and turbine  106 . Torque converter  100  includes lock-up clutch  133 . In an example embodiment, clutch  133  includes piston  134  axially displaceable to clamp friction material  136  against cover  102  to non-rotatably connect cover  102  and piston  134 . In an example embodiment, torque converter  100  includes torsional vibration damper  138  with drive plate  140  non-rotatably connected to piston  134  and output flange  142  arranged to non-rotatably engage an input shaft (not shown) for a transmission. In an example embodiment, damper  138  includes cover plate  144 , at least one spring  146  engaged with drive plate  140  and cover plate  144 , and at least one spring  148  engaged with cover plate  140  and output flange  142 . 
     The following describes an example operation of torque converter  100 . In stator locked mode, impeller  104  rotates faster than turbine  106 , torque converter  100  provides torque multiplication, and thrust force F 2 , generated by fluid FL circulating through the impeller and the turbine and passing through and pressing blades  132  in direction AD 1 , urges body portion  114  in direction AD 1 . The displacement of body portion  114  engages surfaces  118  and  120  to close clutch  122 . Note that the circulation of fluid FL also generates force F 1 . 
     As a vehicle with torque converter  100  accelerates, the speed ratio between impeller  104  and turbine  106  decreases, and forces F 1  and F 2  also decrease. As the speed ratio approaches the coupling point, at which the speed of the turbine is only slightly less than the speed of the impeller: fluid FL passes through and presses blades  132  in direction AD 2  generating force F 3  in direction AD 2 ; body portion  114  is displaced in direction AD 2 ; clutch  122  opens, and body portion  114  is free to rotate with respect to flange  116 . Force F 3  is transmitted through thrust bearing  154 . As torque converter  100  reaches the coupling point, clutch  122  is opened to initiate stator freewheel mode in which torque from cover  102  is transmitted to output flange  142 , via clutch  133 , by-passing turbine  106 . 
     In an example embodiment, frusto-conical surfaces  118  and  120  come into direct contact with each other to close clutch  122 , that is, there is no separate friction material between surfaces  118  and  120 . The absence of friction material advantageously reduces the axial extent of torque converter  100 . Radial line RL is orthogonal to axis of rotation AR ( FIG. 2 ) for torque converter  100  and passes through frusto-conical surfaces  118  and  120 , thereby forming acute angles α with respect frusto-conical surfaces  118  and  120 . 
     Angle α is the cone angle of clutch  122 . The transmittable torque across clutch  122  can be tuned by modifying cone angle α. The cone clutch has a transmittable torque described in Equation 1, which states: 
                   T   =       1   2     ·   D   ·       F   ax       tan   ⁡     (       α   2     +   ρ     )                   Equation   ⁢           ⁢   1               
where ρ is contact pressure in units of N/mm 2 ; F ax  is the axial force or stator thrust in Newtons (N); D is the average cone diameter in mm; T is the transmittable torque in Newton meters (Nm); α is the cone angle in degrees; and, ρ is the friction angle in degrees with ρ=arctan μ. With an axial force of 4000 N in stall, an exemplary embodiment of cone clutch  122  that has the values D=102 mm, μ=0.1, α=33.25° has a transmittable torque of 496 Nm. This transmittable torque value is sufficient to cover the stall stator torque. However, angle α should not become too small, otherwise the clutch will not disengage.
 
     As shown in  FIG. 4 , flange  116  is radially concentric to stator body portion  114  about axis of rotation AR. Circumferential surface  150  of stator  114  abuts and circumscribes circumferential surface  152  of flange  116 . Axial flange  153  radially centers bearing  110 . 
     Surface  162  of flange  116  is substantially parallel to surface  120  and creates an inner frusto-conical raceway. A recess is formed within flange  116  with circumferential surface  164 , radial surface  166 , and surface  162  defining the shape of the recess. The recess enables bearing  110  to fit within the axial package of flange  116 , as well as enabling flange  116  and body portion  114  to extend radially into the space between impeller  104  and turbine  106 . The extra radial extent enables a larger array of possible angles α. 
       FIG. 7  is a partial cross-sectional view of stator cone clutch  122  of  FIG. 2  including friction material  168 . In an example embodiment, clutch  122  includes friction material  168  disposed between body portion  114  and flange  116  and fixed to one of portion  114  or flange  116 . In the stator locked mode, body portion  114 , friction material  168 , and flange  116  are non-rotatably connected. Friction material  168  can be any material known in the art. In an example embodiment, friction material  168  is wet friction paper bonded to an aluminum portion  114 . Friction material  168  enables a controllable friction coefficient and prevents wear in contact surfaces  118  and  120 . 
       FIG. 8  is a partial cross-sectional view of stator cone clutch  122  of  FIG. 2  including diaphragm spring  170 . Spring  170  is fixed to flange  116  and urges portion  114  in direction AD 2 . Ideally, in freewheel mode, stator  108  experiences as little drag torque (between surfaces  118  and  120 ) as possible. Advantageously, spring  170  urges surfaces  118  and  120  apart from each other in freewheel mode, eliminating or minimizing the drag torque. Spring  170  is axially sandwiched between bearing  154  and flange  116 . For the stator locked mode, thrust from bearing  154  pushes diaphragm spring  170  against shoulder  172  in flange  118 , adding to force F 1  to ensure proper engagement of clutch  108 . In an example embodiment, in the freewheel mode, diaphragm spring  170  displaces portion  114  away from flange  116  in direction AD 2  by pulling on snap ring  174  fixed to portion  114 . Displacing portion  114  in direction AD 2  increases a gap between surfaces  118  and  120 , reducing drag during freewheel mode. 
       FIG. 9  is a partial cross-sectional view of torque converter  200  including stator  208  with stator cone clutch  222  including activated flange  216 . The discussion for torque converter  100  is applicable to torque converter  200  except as noted. Clutch  222  includes portion  214  and flange  216  with frusto-conical surfaces  218  and  220 , respectively. However, in contrast to surfaces  118  and  120 , surfaces  218  and  220  are sloped radially outward in axial direction AD 2  (the opposite of the orientation of surfaces  118  and  120 ). Bearing  154  is directly engaged with flange  216 . For the stator locked mode: force F 1  urges flange  216  in direction AD 1 , non-rotatably connecting surfaces  218  and  220 ; and bearing  110  transmits force F 1  to impeller shell  112 . For the freewheel mode, the circulation of fluid FL generates force F 4  on the turbine shell, enabling surface  218  to disengage from surface  220 . 
       FIG. 10  is a partial cross-sectional view of torque converter  300  including stator  308  with stator cone  322  clutch including activated body portion  314 . The discussion for torque converter  100  is applicable to torque converter  300  except as noted. Clutch  322  includes body portion  314  and flange  316  including frusto-conical surfaces  318  and  320 , respectively. For the stator locked mode: forces F 1  and F 2  urge body portion  316  in direction AD 1 , non-rotatably connecting surfaces  318  and  320 ; and bearing  110  transmits forces F 1  and F 2  to impeller shell  112 . For the freewheel mode, the circulation of fluid FL generates forces F 3  and F 4 , enabling surface  318  to disengage from surface  320 . Thus, clutch  322  advantageously adds force F 2  to force F 1  to increase the torque capacity of clutch  322 . 
       FIG. 11  is a partial cross-sectional view of torque converter  400  including stator  408  with stator cone clutch  422  including clutch plate  476  and body portion  414  with two frusto-conical surfaces. The discussion for torque converter  100  is applicable to torque converter  400  except as noted. Portion  414  includes frusto-conical surfaces  418 A and  418 B. Plate  476  includes frusto-conical surface  478 . Flange  416  includes frusto-conical surface  420 . Bearing  154  is directly engaged with turbine shell  113  and plate  476 . Radially innermost distal end  476 A of plate  476  is non-rotatably connected to flange  416 . In an example embodiment, plate  476  is axially displaceable with respect to flange  416 . 
     For the stator locked mode: force F 1  urges plate  476  in direction AD 1 , non-rotatably connecting surfaces  478  and  418 A; force F 2  urges portion  414  in direction AD 1 , non-rotatably connecting surfaces  418 B and  420 ; and bearing  110  transmits forces F 1  and F 2  to impeller shell  112 . For the freewheel mode: force F 4  enables surface  478  to disengage from surface  418 A; and force F 3  displaces portion  414  in direction AD 2  to disengage surfaces  418 B and  420 . Thus, clutch  422  advantageously adds force F 2  to force F 1  to increase the torque capacity of clutch  422 . In an example embodiment, surfaces  478 ,  418 A,  418 B, and  420  are parallel. 
       FIG. 12  is a partial cross-sectional view of stator cone clutch  522  including clutch plate  576  and body portion  516  with two frusto-conical surfaces. Portion  516  includes frusto-conical surfaces  518 A and  518 B. Plate  576  includes frusto-conical surface  578 . Flange  516  includes frusto-conical  520 . Bearing  154  is directly engaged with turbine shell  113  and plate  576 . In an example embodiment: surfaces  578  and  518 A are parallel; surfaces  518 B, and  520  are parallel; and surfaces  518 A and  518 B are not parallel. One of clutch plate  575  or flange  516  includes at least one slot and the other of clutch plate  576  or flange  516  includes at least one protrusion disposed in the at least one slot. The at least one slot and the at least one protrusion non-rotatably connect clutch plate  476  and flange  516 . In an example embodiment, flange  516  includes at least one slot  580  and plate  576  includes at least one protrusion  582  disposed in at least one slot  580 . 
     For the stator locked mode: force F 1  urges plate  576  in direction AD 1 , non-rotatably connecting surfaces  578  and  518 A; force F 2  urges portion  514  in direction AD 1 , non-rotatably connecting surfaces  518 B and  520 ; and bearing  110  transmit forces F 1  and F 2  to impeller shell  112 . For the freewheel mode: force F 4  enables surface  578  to disengage from surface  518 A; and force F 3  displaces portion  514  in direction AD 2  to disengage surfaces  518 B and  520 . Thus, clutch  522  advantageously adds force F 2  to force F 1  to increase the torque capacity of clutch  522 . 
     The following description is made with reference to  FIG. 13 .  FIG. 13  is a partial cross-sectional view of a stator with a multi-plate cone clutch. Stator  608 , turbine  612  and impeller shell  613  are for a torque converter such as torque converter  100  in  FIG. 1 . Stator  608  includes body portion with frusto-conical surface  618 , flange  616  with frusto-conical surface  620  and stator clutch  622 . Clutch  622  includes surfaces  618  and  620 , and clutch plates  624  and  626  disposed therebetween. Clutch plates  624  and  626  include respective pairs of frusto-conical surfaces  627  and  628 , and  629  and  630 . Plate  624  includes friction material rings  634  and  635  bonded to surfaces  627  and  628 , respectively. Plate  626  includes friction material ring  636  bonded to surface  630 . Although two rings are shown bonded to plate  624  and one to  626 , other configurations of friction material rings are possible. For example, plate  626  may include two rings and plate  624  only one. Or surfaces  618  and  620  may have bonded friction material rings and only one of plates  624  and  626  may have a single ring. 
     Body portion  614  includes drive tab  638  and plate  626  includes tab  640 , drivingly engaged with tab  638 . By drivingly engaged we mean that portion  614  and plate  626  are fixed rotationally, but may move relative to one another axially. Clutch plate  626  extends radially outward past surface  618 , for example, tab  640  is radially outward of surface  618 . Flange  616  includes drive tab  642  and plate  624  includes drive tab  644 , drivingly engaged with tab  642 . Body portion  614  includes radial wall  646  and plate  624  includes integral spring portion  670  contacting wall  646 . Portion  670  is arranged to open clutch  622  when not operated on by external forces. That is, spring  670  separates the body portion, flange, and clutch plates when the clutch is unlocked. Although spring  670  is shown integrally formed from a same piece of material as clutch plate  624 , other configurations are possible. For example, spring  670  may be separate from clutch plate  624  and formed from a separate piece of material. Flange  616  includes radial wall  648  and tab  644  contacts wall  648  to oppose a force from spring portion  670  to open clutch  622 . 
     Body portion  614  and flange  616  include respective circumferential surfaces  650  and  652  in contact with one another. Surfaces  650  and  652  aid in radial positioning of portion  614  and flange  616  relative to one another. Body portion  614  includes protrusion  654  and flange  616  includes protrusion  656  for radially positioning bearings  658  and  660 , respectively. Flange  616  includes spline portion  662  for driving engagement with a transmission stator shaft (not shown). Body portion  614  includes stator blade  632 . 
     In an exemplary embodiment, clutches  122  through  622  can be used for torque converters that include a turbine clutch (a lock-up clutch) non-rotatably connecting respective radially outer portions of shells  112  and  113 . In this case, bearing  154  is removed and plate  130  is attached to flange  116  by other means. 
     Advantageously, stators  108  through  608  address the problems noted above regarding operation of prior art stators with cone clutches. In particular, thrust bearing  110  eliminates the transfer of thrust forces to the transmission. Specifically, thrust forces F 1  and F 2 , generated during stator locked mode, are transmitted from blades  132 , the body portion, or the flange to impeller shell  112  via thrust bearing  110 . Thus, the forces generated by operation of torque converter  100  are equalized within the framework of torque converter  100 . 
     It will be appreciated that various of the above-disclosed and other features and functions, or alternatives thereof, may be desirably combined into many other different systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations, or improvements therein may be subsequently made by those skilled in the art which are also intended to be encompassed by the following claims.