JP2003083438A - Drive device for transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve a problem of a generally-adopted hydraulic drive method for a transmission capable of outputting large force, wherein fuel consumption deteriorates by weight increase of a cylinder when requiring the large cylinder for the purpose of increase of a pressure reception area of the cylinder in order to increase the force and also deteriorates by weight increase of a pipe when requiring the pipe with high strength for the purpose of increase of base pressure in order to increase the force. SOLUTION: This drive device for the transmission has an electric motor generating drive force for engaging/disengaging a friction clutch; a rotary-linear conversion mechanism converting rotary motion of the electric motor into linear motion; and a hydraulic cylinder driven by the linear motion converted by the rotary-linear conversion mechanism, engaging/disengaging the friction clutch.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of a drive device for a transmission, and more particularly to a drive device using an electric motor.

[0002]

2. Description of the Related Art An automatic transmission using a dog clutch similar to a gear type transmission is disclosed in Japanese Patent No. 2703169. This automatic transmission upshift control method uses a friction clutch (hereinafter referred to as a start clutch) disposed between the engine and the transmission mechanism, unlike the automatic MT that automates a conventional manual transmission. While the power from the engine is not temporarily cut off, the currently engaged dog clutch is released, and while the target dog clutch is engaged, a friction clutch (hereinafter referred to as assist By engaging the (clutch), a gear shift that suppresses torque interruption during an upshift is realized. Details of this control method are described in the above patent publication. In such an automatic transmission, the starting clutch, the dog clutch, and the assist clutch are driven by a hydraulic circuit. The hydraulic circuit consists of a hydraulic pump such as a motor and accumulator,
It consists of hydraulic valves with valves that control the pressure, direction, and flow rate of oil, hydraulic actuators such as hydraulic cylinders that perform reciprocating (linear) motion, hydraulic tanks that store oil, and accessories such as filters that remove dust in oil. . These drives are performed by issuing a command to the hydraulic valve based on the result processed by the microcomputer.

[0003]

Such a hydraulic drive system of a transmission is generally adopted because it can produce a large force. To increase the force, increase the pressure receiving area of the cylinder or increase the base pressure. However, the larger the pressure receiving area of the cylinder, the larger the cylinder,
It gets heavy. Also, if the base pressure is increased, the strength of the pipe must be increased, which makes it heavy. This leads to deterioration of fuel efficiency. In addition, it takes time to install hydraulic pumps and hydraulic blocks and to assemble pipes and the like, and it also takes time to perform maintenance such as oil exchange and air bleeding. This comes at a cost. Further, since the hydraulic pump and the hydraulic block are large, the installation place is limited to the engine room and the like.
In addition, if it is far away from the hydraulic valve, there is a delay in hydraulic pressure and the influence of oil vibration, so there is little installation flexibility. Regarding control performance, responsiveness is poor due to the delay in hydraulic pressure. The control accuracy is poor due to changes in the base pressure of the hydraulic pump and response changes due to changes in oil temperature. As described above, there are various problems in the hydraulic driving method.

An object of the present invention is to reduce the weight of a transmission drive unit using a mechanism that utilizes a merit of a hydraulic drive system by electrifying a part of the drive unit of the transmission, and is lightweight, compact, inexpensive, and excellent in control performance. To provide.

[0005]

In order to achieve such an object, the first invention has a plurality of gear trains between an input shaft and an output shaft of a transmission for transmitting torque generated by a prime mover to wheels. At the time of gear shifting of a vehicle having a transmission in which at least one gear train of the gear train is provided with a friction clutch and the other gear train is provided with a meshing clutch, the torque of the prime mover is transmitted through the friction clutch during gear shifting. Is a drive device for the transmission controlled by an automobile control device for a traveling automobile, the electric motor generating drive force for engaging / disengaging the friction clutch; Driven by a rotation-linear conversion mechanism that converts a rotary motion into a linear motion and a linear motion converted by the rotation-linear conversion mechanism, the friction clutch is engaged and released. In which a driving device for a transmission having a pressure cylinder, the.

[0006]

BEST MODE FOR CARRYING OUT THE INVENTION First, an embodiment of a transmission driven by a transmission drive device of the present invention will be described with reference to FIG.

FIG. 8 shows an example of an embodiment to which the automatic transmission system described in Japanese Patent No. 2703169 is applied.

The engine 1 is provided with an electronically controlled throttle 2 for adjusting the engine torque, so that the torque of the engine 1 can be controlled with high accuracy. A clutch 4 is provided on the output shaft 3 of the engine 1,
The torque of the engine 1 can be transmitted to the input shaft 5 of the transmission 8000. A dry single plate system is generally used for the clutch 4. The input shaft 5 has a gear 6
Is provided, and the gear 1 provided on the counter shaft 16
1, the rotation of the input shaft 5 is transmitted to the counter shaft 16. The counter shaft 16 has gears 12, 13, 1
4 and an assist output gear 1001 are provided,
The assist output gear 1001 is supported so as to be movable relative to the rotation direction of the counter shaft 16.
Further, the counter shaft 16 is provided with an assist mechanism 1009. The assist mechanism 1009 includes a motor 2000, a mechanism for reducing the torque of the motor 2000, and a rotation-converting the rotational movement of the motor 2000 into a linear movement. It is driven by a mechanical mechanism 8001 including a linear mechanism and the like, and a hydraulic master cylinder 2002.

Gears 6, 7, 8 and 9 are provided with synchronizing devices 20, 21, 24 and 25, respectively, and the output shaft 17 has a hub 19 having a sleeve 18 and a sleeve 2.
A hub 23 having 2 is provided. Grooves (not shown) that engage with a plurality of grooves (not shown) of the output shaft 17 are provided inside the hub 19 and the hub 23,
The hub 19 and the hub 23 are movable in the axial direction of the output shaft 17, but the movement of the output shaft 17 in the rotation direction is limited. Therefore, the torques of the hub 19 and the hub 23 are transmitted to the output shaft 17. In order to transmit the torque from the counter shaft 16 to the hub 23, the hub 23 is moved in the axial direction of the output shaft 17, and the gear 8 or the gear 9 and the hub are moved via the synchronizer 24 or 25. It is necessary to connect directly to 23.
An actuator or the like driven by hydraulic pressure is used to move the hub 23. A clutch mechanism including the hub 23, the sleeve 22, and the synchronizing devices 24 and 25 is referred to as a dog clutch. This mechanism can transmit the energy from the power source such as the engine 1 to the output shaft 17 with high efficiency and reduce fuel consumption.

Next, the operation of the transmission 8000 during shifting will be described.

During the first speed running, the hub 23 is fastened to the gear 9 and the torque of the engine 1 is transmitted to the output shaft 17 to run. At this time, the torque transmission path of the engine 1 is
Output shaft 3 of engine 1 → Clutch 4 → Input shaft 5 → Gear 6
→ gear 11 → counter shaft 16 → gear 14 → gear 9 synchronizer 25 → hub 23 → output shaft 17 The shift from the first speed to the second speed is performed by switching the hub 23 from the gear 9 to the gear 8. Since the hub 23 is fastened to the gear 8 during the second speed running, the torque transmission path of the engine 1 is as follows: the output shaft 3 of the engine 1 → the clutch 4 → the input shaft 5 → the gear 6 → the gear 11 → the counter shaft 16 → Gear 13
→ Gear 8 → Synchronizer 24 → Hub 23 → Output shaft 17 By switching the hub 23 in this way, it is possible to shift from the first speed to the second speed.
Since the torque transmitted to the output shaft 17 is interrupted during switching, the assist mechanism 100 during the gear shift.
9 is used to transmit the torque of the engine 1 to the output shaft 17. At this time, the torque transmission path of the engine 1 is as follows: output shaft 3 of the engine 1 → clutch 4 → input shaft 5 → gear 6 → gear 11 → counter shaft 16 → assist mechanism 1009 → assist output gear 1001 → gear 10 → output shaft 17 Has become.

As described above, the interruption of torque during gear shifting can be corrected by the assist mechanism 1009 to improve gear shifting performance.

FIG. 1 shows an example of an embodiment relating to the assist mechanism 1009. The assist mechanism 1009, which is one of the embodiments, will be described in detail with reference to FIG.

In the embodiment of FIG. 1, the assist mechanism 100
The input torque to 9 is input from the assist input shaft 1000. Here, the assist input shaft 1000 corresponds to the counter shaft 16 of the transmission 8000 described with reference to FIG. The rotational driving force transmitted from the assist input shaft 1000 is transmitted to the assist output gear 1001 via the assist mechanism 1009. Here, the assist mechanism 1009
As one of the embodiments of the present invention, a plurality of drive plates 1 fixed to the assist input shaft 1000 as shown in FIG.
002 and a driven plate 1003 fixed to the same shaft as the assist output gear 1001 are alternately arranged. Casing 101 of assist mechanism 1009
The inside of 0 contains oil that is lubricated by being interposed between the clutch drive plate 1002 and the driven plate 1003. Here, the oil existing between the drive plate 1002 and the driven plate 1003 is oil for keeping the frictional state between the drive plate 1002 and the driven plate 1003 constant. This oil is scattered by the rotation of the assist input shaft 1000, and finally collects in the casing 1010. The oil accumulated at the bottom of the casing 1010 is taken out of the casing 1010 via a strainer (not shown), and again passes through the flow path in the casing 1010 to assist the input shaft 100.
The oil pump 1011 provided on the auxiliary input shaft 1000 passes through the flow path in the shaft of the assist input shaft 1000.
The lubricating oil port 1008 provided on the shaft 00 disperses into the clutch drum 1006 by the rotational force to lubricate the drive plate 1002 and the driven plate 1003. As a result, the lubrication inside the assist mechanism 1009 is performed independently, so that stable torque transmission characteristics can be realized.

A clutch piston 1004 for pressing the drive plate 1002 and the driven plate 1003 is attached to the assist mechanism 1009, and the piston operating oil port 101 provided on the assist input shaft 1000 is attached.
The clutch piston 100 is driven by the hydraulic pressure injected from 2.
4 is pressed, and the drive plate 1002 and the driven plate 1003 are pressed. This clutch piston 100
The pressing force of 4 determines the torque capacity transmitted between the drive plate 1002 and the driven plate 1003, and the drive plate 1002 and the driven plate 1003 slide the torque while transmitting the torque. That is, by applying pressure to the piston 1004, torque is transmitted between the assist input shaft 1000 and the assist output gear 1001, and the clutch piston 100 at this time is transmitted.
Assist input shaft 1 by adjusting the pressure to press 4
000 and the assist output gear 1001 can adjust the torque transmitted between them. Further, by eliminating the pressing pressure on the clutch piston 1004, the return spring 1005 causes the clutch piston 10 to move.
Since 04 is pushed back, the drive plate 1002 and the driven plate 1003 are released so that the torque transmitted between the assist input shaft 1000 and the assist output gear 1001 can be made zero, and the assist output gear 1001 can be freely rotated. .

As a result, the rotational driving torque from the engine is transmitted to the clutch piston 1004 of the assist mechanism 1009.
The torque transmitted to the assist output gear 1001 can be adjusted by adjusting the pressure applied to the assist output gear 1001, and the torque is transmitted to the output shaft via the assist driven gear fixed to the output shaft meshed with the assist output gear 1001. It is possible.

FIG. 2 shows one embodiment of the mechanism for supplying the pressing pressure of the assist mechanism 1009 to the clutch piston 1004.

A mechanism for generating a pressing force of the assist mechanism 1009 against the clutch piston 1004 is an electric motor (motor) 2000, a rotation-linear conversion mechanism 2011 (screw portion 2).
001, rotary shaft 2004), hydraulic master cylinder (20
This is an embodiment realized in 02). In particular, FIG. 2 shows an example in which a ball screw 2011 having high transmission efficiency is used as the rotation-linear conversion mechanism 2011. Electric motor (motor) 20
As 00, a motor with a DC brush, a DC brushless motor, an AC motor or the like is applied. In the case of a DC motor, the torque generated by the electric motor (motor) 2000 can be controlled by controlling the current applied to the electric motor (motor) 2000. The rotation torque of the electric motor (motor) 2000 is transmitted to the ball screw 2 via the gear (2005, 2006).
011 is transmitted to the screw portion 2001. The gear 2006 and the screw portion 2001 are fixed so as to rotate together. The ball screw 2011 converts rotational torque into a linear direction, and generates thrust that moves the rotary shaft 2004 of the ball screw in a linear direction. Ball screw shaft 200
The thrust force of 4 in the linear direction drives the piston 2008 of the hydraulic master cylinder 2002 in the lateral direction in the drawing. In the hydraulic master cylinder 2002, the piston 2008 is moved by driving the ball screw shaft 2004 to increase or decrease the pressure in the hydraulic master cylinder 2002. The increase / decrease in the pressure in the hydraulic master cylinder 2002 is transmitted from the hydraulic oil supply port 1013 in the assist mechanism 1009 to the clutch piston 1004 via the pipe 2007. That is, the pressure change in the hydraulic master cylinder 2002 is
The clutch transmission torque is transmitted to the clutch piston 1004 via 7 and the clutch transmission torque of the assist mechanism 1009 can be changed.

In particular, a torque is generated in the electric motor (motor) 2000, the rotational torque of the electric motor (motor) 2000 is converted into a thrust of a linear motion by the ball screw 2011, and the piston 2008 is illustrated via the rotary shaft 2004 of the ball screw 2011. When it is pressed to the right side of, the reservoir tank 2003 is closed, and the pressure generated by the thrust of the piston 2008 is transmitted to the clutch piston 1004 via the pipe 2007. Clutch piston 1004
The return spring 1005 causes the drive plate 1 of the clutch to move when the clutch is released.
The 002, driven plate 1003 is not pressed, and there is a gap between the clutch drive plate 1002 and the driven plate 1003. When the electric motor (motor) 2000 is driven and the piston 2008 of the hydraulic master cylinder 2002 is moved to the right side in the drawing via the ball screw 2011, oil flows from the hydraulic master cylinder 2002 via the pipe 2007 to move the clutch piston 1004 in the drawing. Move it to the left. Electric motor (motor) 20
00 is further driven to move the piston 2004 of the hydraulic master cylinder 2002 further to the right side of the drawing, oil from the hydraulic master cylinder 2002 moves the clutch piston 1004 further to the left side of the drawing through the pipe 2007.
At this time, if the gap between the drive plate 1002 and the driven plate 1003 of the clutch disappears, the movement of the clutch piston 1004 disappears. When the torque of the electric motor (motor) 2000 is increased in this state, the force pressing the piston 2008 of the hydraulic master cylinder 2002 via the ball screw 2011 is increased.
This pressing force increases the hydraulic pressure in the hydraulic master cylinder 2002, and increases the pressing force of the clutch piston 1004 via the pipe 2007. here,
If the pressure in the pipe 2007 is constant, the hydraulic master cylinder 20 is determined from the ratio of the sectional area of the piston 2008 of the hydraulic master cylinder 2002 to the sectional area of the clutch piston 1004.
The pressing force generated in 02 can be increased. In this state, the pressure generated in the hydraulic master cylinder 2002 can be controlled by controlling the torque generated by the electric motor (motor) 2000, and as a result, the pressure applied to the clutch piston 1004 can be controlled. . Therefore, the transmission torque of the clutch can be controlled by the torque generated by the electric motor (motor) 2000.

When the torque generated by the electric motor (motor) is eliminated, the piston 2 is driven by the spring force in the hydraulic master cylinder.
008 moves to the left side of the figure. At this time, the pipe 2007
The oil returns to the hydraulic master cylinder via and the reservoir tank is released at the same time. Furthermore, the clutch piston 1
The return spring 1005 that releases 004 also moves the clutch piston 1004 to the right side of the drawing, and oil is transferred via the pipe 2007 to the hydraulic master cylinder 2002.
Return to. Since the reservoir tank is released, the oil supplied to the clutch piston 1004 immediately returns to the hydraulic master cylinder and the clutch drive plate 1002 and the driven plate 1 of the assist mechanism 1009.
003 can be quickly released.

FIG. 3 shows another embodiment of FIG.
This is a case where the linear conversion mechanism is realized by a feed screw. The operating principle is the same as when the ball screw shown in FIG. 2 is used.
The torque generated by the electric motor (motor) 2000 is transmitted to the feed screw 2012 via the gears 2005 and 2006. The rotary shaft 2013 of the feed screw 2012 is fixed to the gear 2006 so as to rotate together.
The rotation of 13 causes the nut portion 2014 to move left and right in the drawing. The nut portion 2014 is connected to the hydraulic master cylinder 2002, and the left and right movements of the nut portion 2014 in the drawing allow the hydraulic master cylinder 2002 to move.
The piston 2008 of moves to the left and right in the figure. Therefore, the torque generated by the electric motor (motor) 2000 is converted into a thrust force for linear movement by the feed screw 2013, and the piston 2008 of the hydraulic master cylinder 2002 can be driven to drive the clutch piston 1004. As a result, the transmission torque of the clutch can be controlled by the torque generated by the electric motor (motor) 2000 as in the case of the ball screw shown in FIG.

FIG. 4 shows the assist mechanism 100 shown in FIG.
This is an example in which a motor and a planetary gear are used for a mechanism for supplying the pressing pressure of the clutch piston 1004 of No. 9 to each other. In FIG. 2, the torque of the motor 2000 is amplified by the gear 2005 and the gear 2006 to reduce the size of the motor 2000, but in FIG. 4, the planet gear 4001 is used to amplify the torque of the motor 2000.

In FIG. 4, 4006 is a motor 2000.
Is a rotor (rotor), and 4007 is a stator (stator). Further, 4002 is a ring gear, 4003 is a planetary gear, and 4004 is a sun gear.
A differential mechanism consisting of two gears is generally called a planetary gear. The stator 4007 and the ring gear 4002 are fixed to the casing portion 4008, and the rotor 4006.
Is connected to the sun gear 4004, the planetary gear 400
3 is connected to the ball screw 2011. At this time,
Since the ring gear 4002 is fixed to the casing portion 4008 (does not rotate), the rotation of the sun gear 4004 is transmitted to the planetary gear 4003 at a constant reduction ratio.
The rotation speed of the sun gear is Ns, and the rotation speed of the planetary gear is N.
The relational expression of the planetary gear is expressed by the equation (1), where p is the rotation speed of the ring gear and Nr is the rotation speed of the ring gear.

Np = {ρ / (1 + ρ)} × Ns + {1 / (1 + ρ)} × Nr (1) (where ρ = number of sun gear teeth / number of ring gear teeth) The ring gear 4002 is fixed. , Nr = 0, the relational expression between Ns and Np becomes the expression (2).

Np = {ρ / (1 + ρ)} × Ns (2) As can be seen from the equation (2), the rotation of the sun gear 4004 is decelerated and transmitted to the planetary gear 4003, so that the torque of the rotor 4006 is amplified. Can be transmitted. With such a structure, the mechanism that amplifies the torque of the motor 2000 can be made compact, and the degree of freedom in mounting the motor 2000 on a vehicle can be increased. In addition, the motor 20
00 and the ball screw 2011 can be made to have the same shaft center, so that the torsion and shaft vibration of the ball screw 2011 can be reduced, and a stable pressing pressure can be supplied.

The system shown in FIG.
And the required reduction ratio between the ball screw 2011 and
Any one of a sun gear, a planetary gear and a ring gear may be fixed to the casing part. For example, if the sun gear is fixed, the ring gear is connected to the motor, and the planetary gear is connected to the ball screw, the torque of the motor can be amplified and transmitted to the ball screw as can be seen from the equation (1).

FIG. 5 shows the assist mechanism 100 shown in FIG.
This is an example in which a linear motor is applied to the electric motor (motor) 2000 and the rotation-linear conversion mechanism (2001, 2004) in regard to the mechanism for supplying the pressing pressure to the clutch piston 1004 of No. 9.

In FIG. 5, the hydraulic master cylinder 200 is shown.
A mover 5003 of a linear motor 5002 is connected to a master cylinder drive shaft 5001 that drives a second piston 2008. Mover 50 of linear motor 5002
03 can move linearly as shown by the arrow in the figure.
The rotation-linear conversion mechanism shown in is not required, and the size and weight of the device can be reduced.

FIG. 6 shows the linear motor 50 shown in FIG.
02 is a first embodiment of No. 02.

In FIG. 6, two linearly-shaped armatures 6001 each having a U-shaped cross section and opened upward have two yokes having the same U-shaped cross section fixed in parallel inside. A coil 6002 is wound around the bottom of each of them in the longitudinal direction. The two yokes each have two magnetic poles extending upward. Magnetic pole plates are fixed to the upper surfaces of the two magnetic poles that extend above this, and projecting pole teeth 6005 extend toward the other magnetic pole plate at equal intervals. The facing pole teeth 6005 are staggered to form a claw pole type magnetic pole surface.

Further, a mover 5003 supported so as to be movable in the longitudinal direction of the armature 6001 is provided with two sets of permanent magnets 6004 which are parallel to each other and face the magnetic pole surface with an air gap. The magnets are magnetized so that the polarity is reversed at the same intervals as the protrusions on the pole plate. In such a configuration, when a two-phase sinusoidal wave current whose phase is shifted by 90 degrees is supplied to the coil 6002 wound around two yokes, the mover 5003 moves above the armature 6001 by the mechanism of the linear motor. It can move in the longitudinal direction.

FIG. 7 shows the linear motor 50 shown in FIG.
02 is a second embodiment.

In FIG. 7, reference numeral 7001 denotes a magnetic pole, and 7011
a is the upper magnetic pole tooth of the magnetic pole 7001, 7012b is the magnetic pole 70
01 lower pole tooth, 7002 magnetic pole, 7021b lower pole tooth of the magnetic pole 7002, 7022a upper pole tooth of the magnetic pole 7002, 7003 armature, 7004 armature winding,
7005 is an armature core, 5003 is a mover, 7007 is a permanent magnet, 7008 is the upper magnetic pole teeth 7011a of the magnetic pole 7001.
And lower magnetic pole teeth 7021b of the magnetic pole 7002 (the magnetic pole 7001
Lower magnetic pole teeth 7012b and upper magnetic pole teeth 7 of the magnetic pole 7002
022a), Ps is the pole pitch between the centers of adjacent magnetic pole teeth on the same magnetic pole surface. The armature 7003 has magnetic poles 7001, 70 on both sides of an armature core 7005 at the bottom thereof.
No. 02 is provided, and the armature winding 7004 is wound in the longitudinal direction on a linear elongated armature core 7005 having a U-shaped cross section and opened upward. This armature 7003 has two magnetic poles 7001 and 7002.

The magnetic pole 7001 has a magnetic pole 7 on its surface.
002 has a protruding upper magnetic pole tooth 7011a, a lower magnetic pole tooth 7012b, ..., And the magnetic pole 7002 has a protruding lower magnetic pole tooth 70 facing the magnetic pole 7001 on its upper surface.
21b, upper magnetic pole teeth 7022a, ... That is, the protrusion-shaped (2n-1) th (n =
1, 2, 3, ..., The magnet teeth are in the upper part and the (2n) th (n =
The magnetic pole teeth of 1, 2, 3, ...

Contrary to the magnetic pole 7001, the magnetic pole 70
The (2n-1) th magnetic pole tooth provided on 02 is the lower part, and the (2n) th (n-1,2,3, ...) Magnetic pole tooth is the upper part. It is stretched. If the entire upper magnetic pole teeth from the magnetic poles 7001 and 7002 are defined as the upper magnetic pole surface and the entire lower magnetic pole teeth are defined as the lower magnetic pole surface, the magnetic pole surfaces where the magnetic poles 7001 and 7002 face each other are staggered. It has a structure to be held in various places.

Here, the first upper magnetic pole tooth 7011a and the lower magnetic pole tooth 7012b are defined as the first facing portion, and the second lower magnetic pole tooth 7021b and the upper magnetic pole tooth 7022a are
It is defined as the second facing portion. With this definition, the (2n-1) th is the first facing portion, and the (2n) th is the second facing portion.

Further, a constant gap 7008 is provided between the upper magnetic pole teeth and the lower magnetic pole teeth of each facing portion, and the gap 700
When the movable element having magnetism is passed through 8, the movable element is sandwiched between the first facing portion and the movable element is sandwiched between the second opposing portion.

With this configuration, in the gap between the upper magnetic pole teeth and the lower magnetic pole teeth of each facing portion of the linear motor, the magnetic flux flows vertically between the upper and lower magnetic pole teeth alternately. A unit can be formed and the mover can move relative to one another through the gap.

A linear motor of such a system is called a tunnel type linear motor, and a mover 5003, an upper magnetic pole tooth 7011a and a lower magnetic pole tooth 7012b of a magnetic pole 7001 which is a stator, and a lower magnetic pole tooth 7021 of a magnetic pole 7002.
The attractive force between b and the upper magnetic pole tooth 7022a is canceled,
The load on the support mechanism can be reduced compared to the conventional linear motor. Further, since the device can be multi-polarized without increasing the size and the leakage magnetic flux can be reduced, the linear motor can be reduced in size and weight.

[0040]

As described above, according to the present invention, by driving the automatic transmission by the mechanism using the motor,
It is possible to provide a drive device for an automatic transmission that is lightweight, compact, inexpensive, and has good control performance.

[Brief description of drawings]

FIG. 1 is an example of an embodiment relating to an assist mechanism.

FIG. 2 is one of embodiments of a mechanism for supplying a pressing pressure to a clutch piston of an assist mechanism.

FIG. 3 shows an embodiment in which a rotation-linear conversion mechanism is realized by a feed screw.

FIG. 4 is an embodiment in which a motor and a planetary gear are used for a mechanism that supplies a pressing pressure to a clutch piston of an assist mechanism.

FIG. 5 is an embodiment in which a linear motor is applied to a mechanism for supplying a pressing pressure to a clutch piston of an assist mechanism.

FIG. 6 is a first embodiment of a linear motor.

FIG. 7 is a second embodiment of the linear motor.

FIG. 8 is a diagram showing an embodiment of a transmission driven by a drive device of the transmission.

[Explanation of symbols]

1000 ... Assist input shaft, 1001 ... Assist output gear, 1002 ... Clutch drive plate, 1003 ...
Clutch driven plate, 1004 ... Clutch piston, 1005 ... Return spring, 1006 ... Clutch drum, 1007 ... Lubrication mechanism, 1008 ... Lubricating oil port, 10
09 ... Assist mechanism, 1010 ... Casing, 1011
... Pump, 1012 ... Piston hydraulic oil port, 1013 ... Hydraulic oil supply port, 2000 ... Electric motor (motor), 2001 ...
Screw part, 2002 ... Hydraulic master cylinder, 2003 ... Reservoir tank, 2004 ... Rotating shaft, 2005, 2006
… Gear, 2007… Piping, 2008… Piston, 200
9 ... Spring, 2010 ... Ball, 2011 ... Ball screw.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Takashi Okada             7-1-1, Omika-cho, Hitachi-shi, Ibaraki Prefecture             Inside the Hitachi Research Laboratory, Hitachi Ltd. (72) Inventor Mitsuo Kayano             7-1-1, Omika-cho, Hitachi-shi, Ibaraki Prefecture             Inside the Hitachi Research Laboratory, Hitachi Ltd. (72) Inventor Hiroshi Sakamoto             7-1-1, Omika-cho, Hitachi-shi, Ibaraki Prefecture             Inside the Hitachi Research Laboratory, Hitachi Ltd. F-term (reference) 3J552 MA04 MA13 NA01 NB04 PA54                       PA64 PA67 RA04 SA07                 5H607 BB01 BB11 BB14 CC03 CC05                       DD19 EE31 EE36 EE52 FF06                 5H641 BB06 BB19 GG02 GG04 GG06                       GG12 HH03 HH05 HH07 HH09                       HH14

Claims (5)

[Claims] 1. A plurality of gear trains are provided between an input shaft and an output shaft of a transmission for transmitting torque generated by a prime mover to wheels.
At the time of gear shifting of a vehicle having a transmission in which at least one gear train of the gear train is provided with a friction clutch and the other gear train is provided with a meshing clutch, the torque of the prime mover is transmitted through the friction clutch during gear shifting. Is a drive device for the transmission, which is controlled by an automobile control device for a traveling automobile, wherein: an electric motor that generates a driving force for engaging and disengaging the friction clutch; Driving a transmission having a rotation-linear conversion mechanism for converting a rotary motion into a linear motion, and a hydraulic cylinder driven by the linear motion converted by the rotation-linear conversion mechanism for engaging and disengaging the friction clutch apparatus. 2. A plurality of gear trains are provided between an input shaft and an output shaft of a transmission that transmits torque generated by a prime mover to wheels.
At the time of gear shifting of a vehicle having a transmission in which at least one gear train of the gear train is provided with a friction clutch and the other gear train is provided with a meshing clutch, the torque of the prime mover is transmitted through the friction clutch during gear shifting. Is a drive device for the transmission, which is controlled by an automobile control device for a traveling automobile, wherein: an electric motor that generates a driving force for engaging and disengaging the friction clutch; A deceleration mechanism that decelerates rotation, a rotation-linear conversion mechanism that converts the rotational motion output from the deceleration mechanism into a linear motion, and a linear motion that is converted by the rotation-linear conversion mechanism. A drive device for a transmission having a hydraulic cylinder for engaging and disengaging. 3. A plurality of gear trains are provided between an input shaft and an output shaft of a transmission for transmitting torque generated by a prime mover to wheels.
At the time of gear shifting of a vehicle having a transmission in which at least one gear train of the gear train is provided with a friction clutch and the other gear train is provided with a meshing clutch, the torque of the prime mover is transmitted through the friction clutch during gear shifting. Is a drive device for the transmission controlled by an automobile control device for a traveling automobile, the linear motor generating drive force for engaging / disengaging the friction clutch, And a hydraulic cylinder driven by a linear motor for engaging and disengaging the friction clutch. 4. The drive device for a transmission according to claim 3, wherein the linear motor includes an armature and a mover having magnetism, and the armature has at least a first facing portion. A drive device for a transmission, comprising a magnetic pole of one polarity and a magnetic pole of a second polarity having a second facing portion, wherein the mover is sandwiched by the second facing portion. . 5. The drive device for the transmission according to claim 3, wherein the linear motor includes an armature and a mover having magnetism, and the linear motor includes an armature and a mover having magnetism. A drive device for a transmission, characterized in that the relative position in the direction perpendicular to the moving direction of the mover is maintained.