JP2020163945A - Rotation number adjustment device of driving force source, driving force transmission system, and vehicle - Google Patents

Abstract

To provide a rotation number adjustment device of a driving force source which can achieve quick shift-up, and to provide a driving force transmission system and a vehicle.SOLUTION: A rotation number adjustment device of a driving force source is a rotation number adjustment device of an internal combustion engine 1 which rotates a rotary shaft and includes a retarder which is connected to the rotary shaft, disposed corresponding to a rotating body which rotates integrally with the rotary shaft, and configured to reduce rotation of the rotating body. For example, the rotating body is a fly wheel connected to the rotary shaft.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a rotation speed adjusting device for a driving force source, a driving force transmission system, and a vehicle.

For example, a flywheel is connected to the crankshaft (rotating shaft) of an internal combustion engine (driving force source). The flywheel is connected to the input shaft of the transmission via a torque converter and a friction clutch. The output shaft of the transmission is connected to the drive wheels (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2016-199157

By the way, when the transmission is shifted up from the first speed to the second speed, for example, a difference in the number of revolutions occurs between the crankshaft of the internal combustion engine and the input shaft of the transmission. If the clutch is engaged while there is a difference in the number of revolutions between the two, a sudden change in the acceleration of the vehicle (shift shock) occurs.

In order to reduce the difference in rotation speed between the two, for example, it is necessary to reduce the rotation speed of the internal combustion engine to match the rotation speed between the internal combustion engine and the input shaft of the transmission.

For example, there is a throttle valve control method that controls a throttle valve of a turbocharger so that the rotation speed of an internal combustion engine decreases. However, the time required for reducing the rotation speed of the internal combustion engine and adjusting the rotation speed between the internal combustion engine and the input shaft of the transmission is longer in the throttle valve control method than in the method by sliding the clutch. Therefore, there is a problem that a quick shift-up cannot be realized.

An object of the present disclosure is to provide a rotation speed adjusting device for a driving force source, a driving force transmission system, and a vehicle capable of realizing a rapid shift-up of a transmission.

In order to achieve the above object, the rotation speed adjusting device of the driving force source in the present disclosure is
It is a rotation speed adjusting device for the driving force source that rotates the rotating shaft.
The retarder is connected to the rotating shaft, is arranged corresponding to the rotating body that rotates integrally with the rotating shaft, and is configured to be able to suppress the rotation of the rotating body.

The driving force transmission system in the present disclosure is
With the driving force source
A transmission having an input shaft into which power from the driving force source is input, and
A clutch that can switch between the driving force source and the input shaft,
A retarder configured to suppress the rotation of the driving force source,
The first detection unit that detects the rotation speed of the driving force source and
A second detection unit that detects the rotation speed of the input shaft,
Whether or not the difference in rotation speed between the driving force source and the input shaft is within a predetermined allowable range based on the detected rotation speed of the driving force source and the rotation speed of the input shaft. Judgment unit to judge about
When the transmission is shifted up from a gear lower than a predetermined gear to a gear higher than a predetermined gear, the clutch is controlled so that the driving force source and the input shaft are mutually disconnected, and the clutch is controlled. The retarder is controlled so that the rotation of the driving force source is suppressed, and the determination unit determines that the difference in the number of revolutions between the driving force source and the input shaft is within a predetermined allowable range. In this case, a control unit that controls the clutch so that the driving force source and the input shaft are connected to each other and controls the retarder so that the rotation of the driving force source is not suppressed.
To be equipped.

The vehicle in the present disclosure includes the above-mentioned driving force transmission system.

According to the present disclosure, it is possible to realize a rapid shift-up of the transmission.

FIG. 1 is a block diagram schematically showing an example of a driving force transmission system according to an embodiment of the present disclosure. FIG. 2 is an arrow view when viewed from the rear of the retarder or the like. FIG. 3 is a flowchart showing an example of the rotation speed adjustment process of the internal combustion engine (driving force source).

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
FIG. 1 is a block diagram schematically showing an example of a driving force transmission system 200 according to an embodiment of the present disclosure. The X-axis is drawn in FIG. In FIG. 1, the left-right direction is referred to as the X direction or the front-back direction, the left direction is referred to as the −X direction, the front side or the front direction, and the right direction is referred to as the + X direction, the rear side or the rear direction.

The driving force transmission system 200 includes an internal combustion engine (driving force source) 1, a crankshaft 2, a flywheel 3, a housing 4, a torque converter 10, a clutch 20, and a transmission 30.

The crankshaft 2 of the internal combustion engine 1 extends in the front-rear direction (X direction).

The flywheel 3 is connected to the rear end of the crankshaft 2. The flywheel 3 rotates integrally with the crankshaft 2.

The torque converter 10 is housed in the housing 4. The torque converter 10 includes a converter case 11, an impeller 13, a converter shaft 14, a stator (not shown), and a turbine 15.

The converter case 11 is connected to the flywheel 3. The converter case 11 rotates integrally with the flywheel 3.

The impeller 13 is connected to the converter case 11. The impeller 13 rotates integrally with the converter case 11. That is, the impeller 13 rotates integrally with the crankshaft 2, the flywheel 3, and the converter case 11.

The converter shaft 14 is arranged coaxially with the crankshaft 2.

The turbine 15 is arranged to face the impeller 13. The turbine 15 is fixed to the converter shaft 14. The turbine 15 is connected to the impeller 13 via a fluid. That is, the power of the internal combustion engine 1 is transmitted to the converter shaft 14 via the crankshaft 2, the flywheel 3, the converter case 11, the impeller 13, and the turbine 15.

The clutch 20 has a clutch case 21 and a clutch plate 22. The clutch case 21 is connected to the converter shaft 14.

The clutch plate 22 is connected to an input shaft 33 (described later) of the transmission 30. That is, the power of the internal combustion engine 1 transmitted to the converter shaft 14 is transmitted to the input shaft 33 via the clutch 20. The clutch 20 is configured to be able to switch between the converter shaft 14 and the input shaft 33. In the following description, "the clutch 20 is connected" means that the converter shaft 14 and the input shaft 33 are connected to each other. Further, "the clutch 20 is disengaged" means that the converter shaft 14 and the input shaft 33 are disengaged from each other.

The switching unit 23 switches between the connection of the clutch 20 and the disconnection of the clutch 20.

The transmission 30 is housed in the housing 4. The transmission 30 has a gear train 31, an input shaft 33, an output shaft 34, and a sleeve 35. The transmission 30 is a device that transmits the power of the internal combustion engine 1 input to the input shaft 33 to the tire 39 side via the gear train 31. Further, the transmission 30 is a manual transmission in which the gear stage is changed by the shift operation of the driver.

The gear train 31 has a plurality of types of main gears provided on the output shaft 34 (main shaft) and a plurality of types of sub gears provided on the sub shaft. The 1st gear, 2nd gear, 3rd gear, 4th gear, 5th gear, which is the main gear, are the 1st gear, 2nd gear, 3rd gear, 4th gear. It meshes with the speed sub gear and the fifth speed sub gear. The 4th gear main gear and the 4th gear sub gear have the same number of teeth. Further, the reverse main gear, which is the main gear, meshes with the reverse secondary gear, which is the auxiliary gear, via the idle gear.

The sleeve 35 selectively engages the first gear and the first gear with the output shaft 34. Further, the sleeve 35 selectively engages the 3rd gear and the 4th gear with the output shaft 34. Further, the sleeve 35 selectively engages the 5-speed main gear and the reverse main gear with the output shaft 34.

Next, a case where the transmission 30 is upshifted will be described. As described above, the clutch 20 is configured to be able to switch between the converter shaft 14 and the input shaft 33.

When the clutch 20 is disengaged and the transmission 30 is shifted up from the 1st gear to the 2nd gear, for example, the ratio of the 2nd gear auxiliary gear to the 2nd gear main gear (gear ratio) is the 1st gear to the 1st gear. Since it is smaller than the ratio of the auxiliary gears (gear ratio), the rotation speed of the input shaft 33 decreases. As a result, a difference in rotation speed occurs between the converter shaft 14 and the input shaft 33. If the clutch 20 is engaged in a state where there is a difference in the number of revolutions between the two, a sudden change in the acceleration of the vehicle (shift shock) occurs.

In order not to cause a shift shock, it is necessary to reduce the difference in the number of revolutions between the two. Specifically, it is necessary to wait for the rotation speed of the converter shaft 14 to decrease. As a result, for example, like a means for controlling the throttle valve of a turbocharger, it is necessary to wait for a long time in order to reduce the rotation speed of the internal combustion engine 1 to the allowable value or less, so that a quick shift-up can be realized. There is a problem that it cannot be done.

In the present embodiment, the driving force transmission system 200 further includes a rotation speed adjusting device for the internal combustion engine 1. The rotation speed adjusting device of the internal combustion engine 1 includes a retarder 40, a first detection unit 51, a second detection unit 52, a third detection unit 53, and a control device 60.

The retarder 40 suppresses the rotation of the flywheel 3 by utilizing the characteristics of the eddy current. The retarder 40 suppresses the rotation of the converter shaft 14 by suppressing the rotation of the flywheel 3. The retarder 40 is, for example, an electromagnetic retarder having a plurality of coils 41 that generate magnetic flux by a current supplied from a power source.

FIG. 2 is an arrow view when the retarder 40 and the like are viewed from the rear direction.
As shown in FIGS. 1 and 2, the plurality of coils 41 are arranged on the inner peripheral wall of the housing 4. The plurality of coils 41 are arranged so as to face the rear side (+ X direction) wall surface of the flywheel 3. That is, an eddy current is generated on the rear side wall surface of the flywheel 3. The plurality of coils 41 are arranged at predetermined intervals in the circumferential direction around the rotation axis (crankshaft 2 shown in FIG. 2) of the flywheel 3.

The electromagnetic retarder is switched on / off depending on whether or not a current is supplied to the coil 41. The retarder 40 may be a permanent magnet type retarder that is switched on / off by moving a permanent magnet (not shown) closer to / away from the flywheel 3, for example.

The first detection unit 51 detects the number of rotations of the clutch case 21. That is, the first detection unit 51 detects the rotation speed of the converter shaft 14 that rotates integrally with the clutch case 21.

The second detection unit 52 detects the rotation speed of the 4th speed auxiliary gear. As described above, the 4-speed main gear and the 4-speed sub gear have the same number of teeth. That is, the second detection unit 52 detects the rotation speed of the input shaft 33.

The third detection unit 53 detects the shift operation of the transmission 30.

The control device 60 is composed of, for example, an electronic control unit 100 (ECU). The ECU 100 includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an input device, and an output device. The CPU expands the program stored in the ROM into the RAM and executes each function of the control device 60 described later. The control device 60 includes an acquisition unit 61, a determination unit 62, and a control unit 63.

The acquisition unit 61 acquires the rotation speed of the converter shaft 14 from the first detection unit 51. The acquisition unit 61 acquires the rotation speed of the input shaft 33 from the second detection unit 52. Further, the acquisition unit 61 acquires the shift information of the transmission 30 from the third detection unit 53.

The determination unit 62 determines that the difference in rotation speed between the converter shaft 14 and the input shaft 33 is within a predetermined allowable range based on the detected rotation speed of the converter shaft 14 and the rotation speed of the input shaft 33. Judge whether or not. Further, the determination unit 62 determines whether or not the transmission 30 has been upshifted based on the detected shift operation of the transmission 30.

When the shift-up of the transmission 30 is determined, the control unit 63 executes a control for disengaging the clutch 20 and a control for turning on the retarder 40. As a result, the rotation speed of the flywheel 3 decreases, so that the rotation speed of the converter shaft 14 also decreases.

When the determination unit 62 determines that the difference in rotation speed between the converter shaft 14 and the input shaft 33 of the transmission 30 is within an allowable range, the control unit 63 executes control for connecting the clutch 20. , The retarder 40 is turned off. As a result, unlike the means for controlling the throttle valve of the turbocharger, it is not necessary to wait for a long time to reduce the rotation speed of the internal combustion engine 1 to the permissible value or less, so that a quick shift-up can be realized. It will be possible.

Next, an example of the rotation speed adjustment process of the internal combustion engine 1 will be described with reference to FIG. FIG. 3 is a flowchart showing an example of the rotation speed adjustment process of the internal combustion engine 1. Hereinafter, the ECU 100 having functions as the acquisition unit 61, the determination unit 62, and the control unit 63 will be described as performing the rotation speed adjustment process. This flow is started with the start of the internal combustion engine 1.

First, in step S100, the ECU 100 determines whether or not the transmission 30 has been upshifted. When the transmission 30 is upshifted (step S100: YES), the process proceeds to step S110. If the transmission 30 is not upshifted (step S100: NO), the process returns to before step S100.

Next, in step S110, the ECU 100 executes control for disengaging the clutch 20. Specifically, the ECU 100 controls the switching unit 23 so that the clutch 20 is disengaged.

Next, in step S120, the ECU 100 executes a control for turning on the retarder 40. Specifically, the ECU 100 controls a power supply circuit (not shown) so that a current is supplied from the power supply to the coil 41.

Next, in step S130, the ECU 100 determines whether or not the difference in rotation speed between the converter shaft 14 and the input shaft 33 is within an allowable range based on the rotation speed of the converter shaft 14 and the rotation speed of the input shaft 33. Is determined. When the difference in rotation speed between the two is within the permissible range (step S130: YES), the process proceeds to step S140. If the difference in rotation speed between the two is not within the permissible range (step S130: NO), the process transitions before step S120.

Next, in step S140, the ECU 100 executes a control for turning off the retarder 40. Specifically, the ECU 100 controls a power supply circuit (not shown) so that a current is not supplied from the power supply to the coil 41.

Next, in step S150, the ECU 100 executes control for connecting the clutch 20. Specifically, the ECU 100 controls the switching unit 23 so that the clutch 20 is connected.

Next, in step S160, the ECU 100 determines whether or not the vehicle speed is greater than 0. If the vehicle speed is greater than 0 (step S160: YES), the process returns before step S100. When the vehicle speed is 0 or less (step S160: NO), the process shown in FIG. 3 ends.

The driving force transmission system 200 in the above embodiment is a rotation speed adjusting device for the internal combustion engine 1 that rotates the crankshaft 2, and faces the flywheel 3 that is connected to the crankshaft 2 and rotates integrally with the crankshaft 2. The retarder 40 is provided so as to be arranged so as to be able to suppress the rotation of the flywheel 3. As a result, when the transmission 30 is upshifted, the retarder 40 can reduce the rotation speed of the internal combustion engine 1 to below the permissible value in a relatively short time, so that it is possible to realize a quick upshift. Become.

In the above embodiment, when the transmission 30 is shifted up from a gear stage lower than a predetermined stage to a gear stage higher than a predetermined stage, the clutch 20 is engaged so that the internal combustion engine 1 and the input shaft 33 are mutually disconnected. While controlling, the retarder 40 is controlled so that the rotation of the flywheel 3 is suppressed, and the difference in the number of rotations between the converter shaft 14 and the input shaft 33 by the determination unit 62 is within a predetermined allowable range. When it is determined, the clutch 20 is controlled so that the internal combustion engine 1 and the input shaft 33 are interconnected, and the ECU 100 is provided to control the retarder 40 so that the rotation of the flywheel 3 is not suppressed. As a result, the clutch 20 can be engaged and disengaged and the rotation of the flywheel 3 can be controlled by the retarder 40 at an appropriate timing, and as a result, a quicker shift-up can be realized.

In addition, all of the above embodiments are merely examples of embodiment of the present disclosure, and the technical scope of the present disclosure should not be construed in a limited manner by these. That is, the present disclosure can be implemented in various forms without departing from its gist or its main features.

For example, in the above embodiment, the flywheel 3 is given as an example as a rotating body whose rotation is suppressed by the retarder 40, but the present disclosure is not limited to this, and the rotating body includes a torque converter 10 and a torque converter. It may be arranged on the upstream side of 10 (upstream side in the power transmission path). For example, the converter case 11, the impeller 13, or the turbine 15 may be used. Alternatively, it may be arranged on the upstream side of the fluid coupling and the fluid coupling instead of the torque converter 10.

Further, for example, in the above embodiment, the retarder 40 is turned on, the rotation speed of the converter shaft 14 is reduced, and the difference in the rotation speed between the converter shaft 14 and the input shaft 33 of the transmission 30 is within the permissible range. In the case of, the control that the clutch 20 is engaged is executed, and the control that the retarder 40 is turned off is executed. At this time, the clutch 20 may be connected and the retarder 40 may be turned off at the same time, or there may be a time lag. From the viewpoint of controlling the internal combustion engine 1 later and from the viewpoint of avoiding unnecessarily lowering the rotation speed of the clutch case 21, the retarder 40 is turned off first, and the difference in rotation speed between the two is within the permissible range. It is preferable that the clutch 20 is connected after the clutch 20 is settled in. Further, the clutch 20 may be connected after the rotation speed of the clutch case 21 and the rotation speed of the input shaft 33 completely match.

Further, for example, in the above embodiment, the retarder 40 includes an electromagnetic retarder and a permanent magnet retarder, but the present disclosure is not limited to this, and a fluid retarder may be used. The fluid retarder is provided corresponding to the rotating body. In the fluid retarder, a rotating body (for example, a flywheel 3) is housed in a container, the container is filled with a fluid such as engine oil or water, and the rotation of the rotating body is suppressed by the fluid resistance generated by rotating the rotating body. .. That is, the fluid retarder suppresses the rotation of the rotating body when the container is filled with the fluid, and stops the suppression of the rotation of the rotating body when the fluid is discharged from the container.

Further, for example, in the above embodiment, the internal combustion engine 1 as a driving force source is mentioned, but the present disclosure is not limited to this, and an electric motor may be used. In this case, the output shaft of the electric motor may be used as the rotation shaft instead of the crankshaft 2.

The present disclosure is suitably used for devices that are required to realize a rapid shift-up of a transmission.

1 Internal combustion engine 2 Crankshaft 3 Flywheel 4 Housing 10 Torque converter 11 Converter case 13 Impeller 14 Converter shaft 15 Turbine 20 Clutch 21 Clutch case 22 Clutch plate 23 Switching part 30 Transmission 31 Gear train 33 Input shaft 34 Output shaft 35 Sleeve 39 Tire 40 Ritterda 41 Coil 51 1st detection unit 52 2nd detection unit 53 3rd detection unit 60 Control device 61 Acquisition unit 62 Judgment unit 63 Control unit 100 ECU
200 driving force transmission system

Claims (5)

It is a rotation speed adjusting device for the driving force source that rotates the rotating shaft.
A retarder connected to the rotating shaft, arranged corresponding to a rotating body that rotates integrally with the rotating shaft, and configured to be able to suppress the rotation of the rotating body is provided.
Rotation speed adjustment device for the driving force source. The rotating body is a flywheel connected to the rotating shaft.
The rotation speed adjusting device for a driving force source according to claim 1. The rotating body is a case of a torque converter that transmits the rotation of the rotating shaft to the transmission side via a fluid.
The rotation speed adjusting device for a driving force source according to claim 1 or 2. With an internal combustion engine
A transmission having an input shaft into which power from the internal combustion engine is input, and
A clutch that can switch between the driving force source and the input shaft,
A retarder configured to suppress the rotation of the driving force source,
The first detection unit that detects the rotation speed of the driving force source and
A second detection unit that detects the rotation speed of the input shaft,
Whether or not the difference in rotation speed between the driving force source and the input shaft is within a predetermined allowable range based on the detected rotation speed of the driving force source and the rotation speed of the input shaft. Judgment unit to judge about
When the transmission is shifted up from a gear lower than a predetermined gear to a gear higher than a predetermined gear, the clutch is controlled so that the driving force source and the input shaft are mutually disconnected, and the clutch is controlled. The retarder is controlled so that the rotation of the driving force source is suppressed, and the determination unit determines that the difference in the number of revolutions between the driving force source and the input shaft is within a predetermined allowable range. In this case, a control unit that controls the clutch so that the driving force source and the input shaft are connected to each other and controls the retarder so that the rotation of the driving force source is not suppressed.
A driving force transmission system equipped with. A vehicle provided with the driving force transmission system according to claim 4.

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