JP2010096236A - Drive power transmitting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive power transmitting device capable of effectively reducing gear noise while suppressing generation of noise irrespective of the magnitude of a thrust load caused by rotation fluctuation. <P>SOLUTION: In the drive power transmitting device, a damping means 122 for damping a thrust force to an opposite engine E side working on a sun gear 52 by rotation fluctuation from an engine E and front wheels W is arranged between the sun gear 52, on which the thrust force to an opposite engine E side works as the sun gear 52 meshes with pinion gears 54, and a ball bearing 121 arranged on the opposite engine E side of this sun gear 52. The damping means 122 includes an annular elastic rubber member 123 for damping a thrust load to the opposite engine E side of the sun gear 52 by elastic deformation and a synthetic resin-made damping base material 124 for receiving the thrust load to the opposite engine E side of the sun gear 52 in stead for the elastic rubber member 123 by contacting with an opposite engine E side surface of the sun gear 52 in an elastic deformation allowable range of this elastic rubber member 123. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving force transmission device in which helical gears that mesh with each other to transmit a driving force are provided on a pair of rotating shafts.

  In general, in this type of driving force transmission device, one of the helical gears that mesh with each other is arranged on one side in the axial direction of one of the helical gears so that one of the helical gears is axially engaged with the rotation shaft by meshing with the other helical gear. A clearance is provided to allow movement to one side.

  However, if one side member such as a casing or a bearing that is immovable in the axial direction is provided on one axial side of one helical gear, the rotational fluctuation from the drive source meshes with the other helical gear. When input to the helical gear, this rotational fluctuation causes a thrust load on one side of the axial direction to act on one of the helical gears, and one of the helical gears collides with one side member to generate a rattling sound (rattle sound).

Therefore, conventionally, a disc spring is provided between one helical gear and one side member, and the axial axial one side thrust load acting on one helical gear due to rotational fluctuation from the drive source is attenuated by the deformation of the disc spring. In order to reduce the rattling noise, there is known (for example, see Patent Document 1).
JP-A-9-152017

  By the way, as a disc spring provided between one helical gear and one side member, there is a high possibility that a metal spring is applied to attenuate the thrust load. Therefore, in the above-mentioned conventional one, when a thrust load to one axial direction acts on one helical gear due to rotational fluctuation of the drive source, one helical gear collides with the disc spring regardless of the magnitude of rotational fluctuation. Therefore, an unusual noise such as a metal sound different from the rattling sound is generated, which is not an effective reduction measure of the rattling sound.

  Therefore, an elastic rubber member is provided between one helical gear and one side member, and the axial axial one side thrust load acting on one helical gear due to rotational fluctuation from the drive source is attenuated by elastic deformation of the elastic rubber member. Thus, it is conceivable to effectively reduce the rattling noise.

  However, in the case where the elastic rubber member as described above is provided, if the rotational fluctuation from the drive source is small, the axial axial one side thrust load acting on one helical gear is attenuated by elastic deformation of the elastic rubber member. Although it is possible to effectively reduce the rattling noise without generating sound, if the rotational fluctuation from the drive source is large, the elastic rubber member is elasticized by the thrust load to one axial direction acting on one helical gear. The thrust load is crushed beyond an allowable range (a deformation range that can be easily restored), and the thrust load cannot be attenuated by elastic deformation of the elastic rubber member.

  The present invention has been made in view of such points, and the object of the present invention is to effectively reduce the rattling noise while suppressing the occurrence of abnormal noise regardless of the magnitude of the thrust load due to rotational fluctuation. An object of the present invention is to provide a driving force transmission device that can be used.

  In order to achieve the above object, in the present invention, as a driving force transmission device, helical gears that mesh with each other and transmit driving force are provided on a pair of rotating shafts, respectively, one of the helical gears, and the axial direction of the one helical gear The one helical gear is allowed to move to one side in the axial direction with respect to the rotating shaft by the meshing of the helical gears that mesh with each other between the one side member that is immovable in the axial direction on one side. And a damping means for attenuating a thrust load to one axial direction acting on the one helical gear by a rotational fluctuation from a driving source. Then, the damping means abuts against the one helical gear within an elastic deformation allowable range of the elastic rubber member, an elastic rubber member that attenuates the thrust load toward one axial direction of the one helical gear by elastic deformation, Instead of the elastic rubber member, a damping base material for receiving a thrust load on one axial direction side of the one helical gear is provided.

  Due to this specific matter, when the rotational fluctuation from the drive source is small, a small thrust load to one axial direction acting on one helical gear is attenuated by the elastic deformation of the elastic rubber member, and no abnormal noise is generated. The rattling sound is effectively reduced. On the other hand, when the rotational fluctuation from the driving source is large, a large thrust load acting on one helical gear on one side in the axial direction is attenuated by elastic deformation of the elastic rubber member, and the elastic deformation of the elastic rubber member is allowed. By making contact with the damping base material in place of the elastic rubber member and receiving a large thrust load on one axial direction side of one helical gear, the rattling noise is effectively reduced without generating abnormal noise Is done. As a result, it is possible to effectively reduce the rattling noise while suppressing the generation of abnormal noise regardless of the magnitude of the thrust load due to rotational fluctuation.

  In addition, a large thrust load on one axial side of one helical gear when the rotational fluctuation from the drive source is large is received by bringing the helical gear into contact with the damping base material within the elastic deformation allowable range of the elastic rubber member. Thus, the elastic rubber member is reliably prevented from being crushed beyond the allowable elastic range, and the durability of the damping means can be improved.

  Further, when an allowance means for allowing relative rotation of the one helical gear with respect to the one side member is provided between the one side member provided so as not to rotate and the damping means, Even if one of the helical gears abuts against one of the non-rotatable members via the damping means due to a rotational load acting on one of the helical gears due to rotational fluctuations, there is a gap between the one side member and the damping means. The permissible means allows relative rotation of one helical gear with respect to one side member. This makes it possible to efficiently transmit the driving force to one of the helical gears without adversely affecting the rotation of one of the helical gears when contacting the non-rotatable one side member via the damping means. .

  In short, an elastic rubber member that attenuates a thrust load to one axial direction of one helical gear by elastic deformation between one helical gear and one side member of helical gears that mesh with each other, and this elastic rubber member By providing a damping base material that abuts one helical gear within the allowable elastic deformation range and receives the thrust load in one axial direction of one helical gear, an elastic rubber member that can reduce the small thrust load due to rotational fluctuations from the drive source While effectively reducing the rattling noise without attenuating and generating abnormal noise due to the elastic deformation of the shaft, the large thrust load due to the rotational fluctuation from the drive source is attenuated within the elastic deformation allowable range of the elastic rubber member and then attenuated. Receiving contact with the base material, effectively reducing the rattling noise while suppressing the occurrence of abnormal noise regardless of the thrust load due to rotational fluctuation It is possible to, it is possible to achieve the durability of the damping means.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a skeleton diagram showing a transaxle of a hybrid vehicle of FF (front engine front drive; engine front front wheel drive) type having a driving force transmission device according to an embodiment of the present invention.

  As shown in FIG. 1, the transaxle 1 is constituted by a gear train having a three-axis structure (three axes including an input shaft 2, a counter shaft 72, and a front drive shaft 96 described later). An engine E (drive source) is disposed on the side of the transaxle 1 (on the right side in FIG. 1), and the transaxle 1 is configured to receive a driving force from the engine E. As the engine E, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, a methanol engine, a hydrogen engine, or the like can be used. In the present embodiment, a case where a gasoline engine is used as the engine E will be described. The engine E outputs power from the crankshaft C by converting the reciprocating motion of the piston accompanying the combustion of the fuel / air mixture in the combustion chamber into the rotational motion of the crankshaft C. It has a known configuration including an intake device, an exhaust device, a fuel injection device, an ignition device, a cooling device, and the like. The crankshaft C is disposed horizontally in the vehicle width direction, and a flywheel E1 is attached to the end of the crankshaft C.

  A hollow transaxle case 11 is attached to the outer wall of the engine E. The transaxle case 11 includes an engine side housing 111, an extension housing 112, and an end cover 113. The engine side housing 111, the extension housing 112, and the end cover 113 are formed by molding a metal material such as aluminum.

  One open end 111a of the engine side housing 111 is fixed to the outer wall of the engine E by means such as bolting.

  The extension housing 112 is disposed between the engine side housing 111 and the end cover 113. That is, the extension housing 112 is attached to the engine-side housing 111 and the end cover 113 is attached to the extension housing 112, whereby the transaxle case 11 is configured.

  Inside the transaxle case 11, an input shaft 2, a first motor / generator 3, a power split mechanism 4, a transmission mechanism 5, and a second motor / generator 6 are provided.

  The input shaft 2 is disposed concentrically with the crankshaft C. A clutch hub 21 is spline fitted to the end of the input shaft 2 on the crankshaft C side. Between the flywheel E1 and the input shaft 2, there is provided a clutch 22 for controlling the power transmission state between them, and a damper that suppresses and absorbs torque fluctuations between the two. A mechanism 23 is provided.

  The first motor / generator 3 is arranged on the outer peripheral side of the input shaft 2, and the second motor / generator 6 is arranged at a position farther from the engine E than the first motor / generator 3 (left side in FIG. 1). Has been. That is, the first motor / generator 3 is disposed between the engine E and the second motor / generator 6.

  The first motor / generator 3 and the second motor / generator 6 have a function as a motor driven by supplying electric power (power running function) and a function as a generator that converts mechanical energy into electric energy (regeneration function). And combine. As the first motor generator 3 and the second motor generator 6, for example, an AC synchronous motor generator can be used. As a power supply device that supplies power to the first motor / generator 3 and the second motor / generator 6, a power storage device such as a battery or a capacitor, a known fuel cell, or the like can be used.

  The arrangement position and configuration of the first motor / generator 3 will be specifically described below. A partition wall 114 is formed on the inner surface of the engine-side housing 111 and extends toward the input shaft 2 after being extended toward the engine E side. Further, a case cover 115 is fixed to the partition wall 114. The case cover 115 has a shape that extends in a direction away from the engine E and then extends toward the input shaft 2 side. The first motor / generator 3 is accommodated in a space G2 surrounded by the partition wall 114 and the case cover 115.

  The first motor / generator 3 has a stator 31 fixed to the transaxle case 11 and a rotatable rotor 32. The stator 31 includes an iron core 33 fixed to the partition wall 114 and a coil 34 wound around the iron core 33.

  The stator 31 and the rotor 32 are configured by laminating a plurality of electromagnetic steel plates having a predetermined thickness in the thickness direction. The plurality of electromagnetic steel plates are stacked in the axial direction of the input shaft 2.

  On the other hand, a hollow shaft 25 is disposed on the outer peripheral side of the input shaft 2. And the input shaft 2 and the hollow shaft 25 are comprised so that relative rotation is possible. The rotor 32 is connected to the outer peripheral side of the hollow shaft 25.

  The power split mechanism 4 is provided between the first motor / generator 3 and the second motor / generator 6. The power split mechanism 4 has a so-called single pinion type planetary gear mechanism 41. That is, the planetary gear mechanism 41 includes a sun gear 42, a ring gear 43 disposed concentrically with the sun gear 42, and a plurality of (four in this embodiment) pinion gears 44, 44, which mesh with the sun gear 42 and the ring gear 43. And a carrier 45 that supports the pinion gears 44, 44,... So as to be rotatable and revolved around the rotation center of the sun gear 42. And the sun gear 42 and the hollow shaft 25 are connected, and the carrier 45 and the input shaft 2 are connected. The ring gear 43 is formed on the inner peripheral side of an annular member (cylindrical member) 7 disposed concentrically with the input shaft 2, and a counter drive gear 71 is formed on the outer peripheral side of the annular member 7. Yes.

  On the other hand, a hollow shaft 26 is rotatably provided at the rotation center portion at the position where the transmission mechanism 5 and the second motor / generator 6 are disposed, and the second motor A generator 6 is arranged. The arrangement position and the configuration of the second motor / generator 6 will be specifically described below. A partition wall 116 extending toward the input shaft 2 is formed on the inner surface of the extension housing 112. The second motor / generator 6 is accommodated in a space G3 surrounded by the extension housing 112, the partition wall 116, and the end cover 113.

  The second motor / generator 6 includes a stator 61 fixed to the transaxle case 11 and a rotatable rotor 62. The stator 61 includes an iron core 63 and a coil 64 wound around the iron core 63.

  The stator 61 and the rotor 62 are configured by laminating a plurality of electromagnetic steel plates having a predetermined thickness in the thickness direction. The plurality of electromagnetic steel plates are stacked in the axial direction of the input shaft 2. The rotor 62 is connected to the outer peripheral side of the hollow shaft 26.

  The transmission mechanism 5 is disposed between the power split mechanism 4 and the second motor / generator 6 in the axial direction of the input shaft 2 and has a so-called single pinion type planetary gear mechanism 51. That is, the planetary gear mechanism 51 includes a sun gear 52, a ring gear 53 that is concentrically arranged with the sun gear 52 and formed on the inner periphery of the annular member 7, and a plurality of gears that mesh with the sun gear 52 and the ring gear 53 (this embodiment). .., And a carrier 55 that supports these pinion gears 54, 54,... So that they can rotate and revolve around the center of rotation of the sun gear 52. The carrier 55 is fixed to the transaxle case 11 side.

  In this way, the first motor / generator 3, the power split mechanism 4, the speed change mechanism 5, and the second motor / generator 6 are arranged concentrically.

  On the other hand, a countershaft 72 parallel to the input shaft 2 is provided inside the transaxle case 11. A counter driven gear 73 and a final drive pinion gear 74 are formed on the counter shaft 72. The counter drive gear 71 and the counter driven gear 73 are engaged with each other.

  Further, a differential device 9 is accommodated in the transaxle case 11, and this differential device 9 is connected to a final ring gear 92 formed on the outer peripheral side of the differential case 91 and a pinion shaft 93 with respect to the differential case 91. A pair of connected pinion gears 94, 94, a pair of side gears 95, 95 meshed with the pinion gears 94, 94, and two front drive shafts 96, 96 as output shafts connected to the side gears 95, have. A front wheel W (only one is shown in the figure) is connected to each front drive shaft 96.

  Although not shown in particular, an electronic control device that controls the entire vehicle includes a processing unit (CPU or MPU), a storage device (RAM and ROM), and a microcomputer mainly including an input / output interface. For this electronic control unit, an ignition switch signal, an engine speed sensor signal, a brake switch signal, a vehicle speed sensor signal, an accelerator opening sensor signal, a shift position sensor signal, a first motor generator 3 And a resolver signal for detecting the rotational speed of the second motor / generator 6. On the other hand, from the electronic control unit, a signal for controlling the intake air amount and fuel injection amount of the engine E and the ignition timing, a signal for controlling the outputs of the first motor generator 3 and the second motor generator 6; A control signal for an actuator (not shown) that engages / releases the clutch 22 is output.

  In the hybrid vehicle configured as described above, the required torque to be transmitted to the front wheels W is calculated based on conditions such as the vehicle speed and the accelerator opening, and the engine E, the clutch 22, the first torque is calculated based on the calculation result. The motor generator 3 and the second motor generator 6 are controlled.

  When the torque output from the engine E is transmitted to the front wheels W, the clutch 22 is engaged. Then, the power (torque) of the crankshaft C is transmitted to the carrier 45 via the input shaft 2.

  The torque transmitted to the carrier 45 is transmitted to the front wheels W via the ring gear 43, the annular member 7, the counter drive gear 71, the counter driven gear 73, the counter shaft 72, the final drive pinion gear 74, and the differential device 9, and the driving force is transmitted. appear. Further, when the torque of the engine E is transmitted to the carrier 45, the first motor / generator 3 can function as a generator, and the generated power can be charged in a power storage device (not shown).

  Further, the second motor / generator 6 can be driven as an electric motor, and the power can be transmitted to the power split mechanism 4. When the power of the second motor / generator 6 is transmitted to the sun gear 52 of the speed change mechanism 5 via the hollow shaft 26, the carrier 55 acts as a reaction force element, and the rotational speed of the sun gear 52 is reduced. Power is transmitted in a direction in which the ring gear 53 is rotated in a direction opposite to the rotation direction of the 52. In this way, the power of the engine E and the power of the second motor / generator 6 are input to the power split mechanism 4 and combined, and the combined power is transmitted to the front wheels W.

  In the configuration of the present embodiment, by reducing the rotational speed of the second motor / generator 6, the torque can be amplified and transmitted to the power split mechanism 4. Therefore, in preparation for the case where the output of the second motor / generator 6 needs to be increased, the physique or rating of the second motor / generator 6 itself (specifically, the second direction in the radial direction of the hollow shaft 26). The size of the motor / generator 6 and the length of the second motor / generator 6 in the axial direction of the hollow shaft 26 do not need to be designed large in advance, and the second motor / generator 6 can be reduced in size and weight. It can be planned.

  As shown in FIG. 2, the sun gear 52 of the planetary gear mechanism 51 of the speed change mechanism 5 has a spline-fitting inner peripheral surface with respect to the end of the engine E side (right side in FIG. 2) on the outer peripheral surface of the hollow shaft 26. The hollow shaft 26 is provided so as to be rotatable and movable in the axial direction with the hollow shaft 26 as a rotation axis. The sun gear 52 is a helical gear (one helical gear), and the pinion gears 54, 54,... That mesh with the sun gear 52 are also helical gears. Each pinion gear 54 rotates about the carrier 55 as a rotation axis. Further, the movement of the sun gear 52 toward the engine E side is restricted by a snap ring 120 provided at the end of the hollow shaft 26 on the engine E side. In this case, the sun gear 52 is engaged with the pinion gears 54, 54,..., So that the thrust force in the direction away from the engine E of the sun gear 52, that is, the counter-engine E side (left side: one side in the axial direction in FIG. 2) acts. It has become.

  A direction in which the sun gear 52 separates from the engine E due to the engagement of the sun gear 52 and each pinion gear 54 between the sun gear 52 and the ball bearing 121 as one side member provided on the side opposite to the engine E of the sun gear 52. A clearance Y is provided for allowing movement to the position. The clearance Y is provided with a damping means 122 for attenuating the thrust load to the counter-engine E side acting on the sun gear 52 due to rotational fluctuations from the engine E and the front wheels W. As shown in FIGS. 3 and 4, the damping means 122 includes an annular elastic rubber member 123 that attenuates the thrust load of the sun gear 52 on the side opposite to the engine E by elastic deformation, and the elastic rubber member 123. In the elastic deformation allowable range (the state shown in FIG. 3), it abuts against the anti-engine E side surface (the left end surface in FIGS. 2 and 3) of the sun gear 52, and instead of the elastic rubber member 123, And a damping base material 124 made of synthetic resin for receiving the load. In this case, the ball bearing 121 rotatably supports the hollow shaft 26 with respect to the extension housing 112 of the transaxle case 11 at the position where the speed change mechanism 5 is disposed, and the inner race portion that contacts the sun gear 52 is in the same direction. It is rotating.

  Further, the damping base material 124 is disposed concentrically with the sun gear 52 together with the elastic rubber member 123 accommodated in the annular bottom portion 124a, and has a protrusion 124b that protrudes toward the engine side from the outer peripheral edge of the bottom portion 124a. Yes. The protrusion 124b of the damping base material 124 receives the thrust load of the sun gear 52 on the side opposite to the engine E by contact.

  Therefore, in the above embodiment, when the rotational fluctuations from the engine E and the front wheels W are small, the small thrust load on the anti-engine E side acting on the sun gear 52 is attenuated by the elastic deformation of the elastic rubber member 123 and becomes abnormal noise. The rattling noise can be effectively reduced without generating any noise. On the other hand, when the rotational fluctuation from the engine E and the front wheel W is large, a large thrust load acting on the anti-engine E side acting on the sun gear 52 is attenuated by elastic deformation of the elastic rubber member 123 and then the elastic rubber member 123. The elastic rubber member 123 is allowed to abut against the protrusion 124b of the damping base material 124 within the allowable elastic deformation range to receive a large thrust load on the side opposite to the engine E of the sun gear 52 without generating abnormal noise. The rattling sound is effectively reduced. Thereby, it is possible to effectively reduce the rattling noise while suppressing the generation of abnormal noise regardless of the magnitude of the thrust load due to the rotation fluctuation.

  In addition, when the rotational fluctuation from the engine E and the front wheel W is large, a large thrust load on the anti-engine E side of the sun gear 52 causes the sun gear 52 to be projected on the protrusion 124 a of the damping base material 124 within the elastic deformation allowable range of the elastic rubber member 123. By making contact and receiving, the elastic rubber member 123 is reliably prevented from being crushed beyond the allowable elastic range, and the durability of the damping means 122 can be improved.

  In addition, this invention is not limited to the said embodiment, The other various modifications are included. For example, in the above embodiment, the case where the damping means 122 is applied to the sun gear 52 that meshes with the pinion gears 54, 54,... Of the planetary gear mechanism 51 of the transmission mechanism 5 in the transaxle 1 of the hybrid vehicle has been described. The present invention is not limited to this, and any device may be used as long as it is one helical gear that moves to one side in the axial direction by meshing of the helical gears.

  In the above embodiment, the sun gear 52 is brought into contact with the inner race portion of the ball bearing 121 that rotates in the same direction. However, as shown in FIG. 5, the sun gear 52 is provided on each of the pair of rotating shafts 130a and 130b. When one of the helical gears 131a and 131b meshing with each other is moved by a thrust load to one side in the axial direction due to rotational fluctuations from a driving source such as an engine, the helical gear 131a serves as one side member via the damping means 122. When abutting against the non-rotatable casing 132, needle bearings 133 and 133 (2 in the figure) are provided between the damping means 122 and the casing 132 as allowing means for allowing relative rotation of one helical gear 131 a with respect to the casing 132. May be provided). In this case, even if one helical gear 131a acts on one helical gear 131a due to the rotational fluctuation of the drive source and one helical gear 131a contacts the non-rotatable casing 132 via the damping means 122, The needle bearings 133 and 133 between the casing 132 and the damping means 122 allow one helical gear 131a to rotate relative to the casing 132. As a result, it is possible to efficiently transmit the driving force to one helical gear 131a without adversely affecting the rotation of one helical gear 131a when contacting the non-rotatable casing 132 via the damping means 122. It becomes.

  Furthermore, in the above embodiment, the attenuation base material 124 made of synthetic resin is used, but the material of the attenuation base material is not limited to this, and may be made of metal.

It is a skeleton figure which shows the transaxle of the hybrid vehicle provided with the driving force transmission apparatus which concerns on embodiment of this invention. It is sectional drawing which shows the structure of the sun gear and pinion gear vicinity which mutually meshes of the planetary gear mechanism of a transmission mechanism. FIG. 3 is a view corresponding to FIG. 2 showing a state when a thrust load is applied to the sun gear. It is the front view which looked at the damping means from the axial direction engine side. It is sectional drawing which shows the structure of the helical gear vicinity which concerns on the modification of embodiment.

Explanation of symbols

26 Hollow shaft (rotating shaft)
52 Sun gear (one helical gear)
54 Pinion gear (the other helical gear)
55 Carrier (Rotating shaft)
121 Ball bearing (one side member)
122 Damping means 123 Elastic rubber member 124 Damping base materials 130a and 130b Rotating shaft 131a One helical gear 131b The other helical gear 132 Casing (one side member)
133 Needle bearing (allowing means)
E Engine (drive source)
Y clearance

Claims (2)

Helical gears that mesh with each other and transmit driving force are provided on the pair of rotating shafts,
Between one of the helical gears and the one side member provided so as not to move in the axial direction on one axial side of the one helical gear,
A clearance is provided to allow the one helical gear to move to one side in the axial direction with respect to the rotating shaft by meshing of the helical gears that mesh with each other.
Attenuating means is provided for attenuating a thrust load to one axial direction acting on the one helical gear by rotational fluctuation from the drive source,
The damping means is
An elastic rubber member for attenuating the thrust load to one axial direction of the one helical gear by elastic deformation;
A damping base material that contacts the one helical gear within an elastic deformation allowable range of the elastic rubber member and receives a thrust load on one axial side of the one helical gear instead of the elastic rubber member; A driving force transmission device as a feature. The driving force transmission device according to claim 1,
The one side member is provided so as not to rotate,
A driving force transmission device characterized in that an allowance means for allowing relative rotation of the one helical gear with respect to the one side member is provided between the one side member and the damping means.

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