JP2012202486A - Power transmission device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power transmission device with a hydrostatic structure for a vehicle which can stabilize a clutch capacity when the connection of a clutch is started and cope with a change in a clutch connection position.SOLUTION: A hydraulic pipe 103 is provided with a first accumulator 201 that operates when applied with a fluid pressure exceeding a fluid pressure for starting the connection of a shift clutch 44 which is engaged and disengaged by the fluid pressure in this hydraulic pipe 103, and a second accumulator 211 that operates when applied with a fluid pressure exceeding a fluid pressure by which the connection of the shift clutch 44 is completed.

Description

  The present invention relates to a vehicle power transmission device including a speed change clutch and an actuator that connects and disconnects the speed change clutch with a hydraulic pressure of a closed pipe line.

  Some motorcycles adopt a so-called hydraulic closed circuit structure in which control oil for a transmission clutch is accommodated in a closed space and a control hydraulic pressure is generated by stroking a piston by rotation of a clutch actuator (for example, patents). Reference 1).

JP 2007-24079 A

In such a hydraulic closed circuit configuration, the amount of oil pushed out by the clutch actuator does not change from a predetermined amount of oil. Therefore, in preparation for when the clutch engagement position changes due to wear of the clutch friction plate, the amount of oil pushed out by the clutch actuator is changed to the amount of oil that can be connected to the transmission clutch when the transmission clutch reaches a predetermined wear limit. It is possible to set.
However, when the clutch is not worn, the amount of oil is too much, and when the clutch is connected by full stroke of the piston by rotation of the actuator, the clutch capacity becomes enormous and the hydraulic closed circuit becomes high pressure There was a problem. Further, there has been a problem that the movement of the control oil becomes unstable at the start of clutch engagement, and the clutch capacity is not stable.
The present invention has been made in view of the above-described circumstances. With a hydraulic closed circuit structure, the clutch capacity at the start of clutch engagement is stabilized, and when the clutch connection position is changed, the hydraulic pressure is closed. It is an object of the present invention to provide a vehicular power transmission device that can prevent a circuit from becoming a high voltage and can maintain a constant clutch capacity at the time of completion of connection regardless of the worn state of the clutch.

In order to solve the above-described problem, the present invention provides a transmission clutch (44) that connects and disconnects between the input shaft (2) for driving the vehicle and the output shaft (43) by the hydraulic pressure of the connected closed pipe (103). ) And an actuator (121) for generating hydraulic pressure in the closed pipe (103) to operate the shift clutch (44), the shift clutch is connected to the closed pipe (103). A first accumulator (201) that operates when the hydraulic pressure at which the connection of (44) starts is exceeded, and a second accumulator (211) that operates when the hydraulic pressure near the hydraulic pressure at which the connection of the shift clutch is completed is exceeded. Is provided.
According to this configuration, the first accumulator (201) that operates when the connection of the speed change clutch (44) connected to and disconnected from the closed pipe (103) by the hydraulic pressure of the closed pipe (103) exceeds the hydraulic pressure is started. Since the second accumulator (211) that operates when the hydraulic pressure in the vicinity of the hydraulic pressure at which the connection of the shift clutch is completed is provided, the state at the start of clutch engagement is stabilized by the pulsation absorbing effect of the first accumulator. In addition, due to the volume buffer effect of the second accumulator, the clutch capacity at the completion of the connection can be made constant regardless of the worn state of the clutch.
Accordingly, the hydraulic closed circuit structure can stabilize the clutch capacity at the start of clutch engagement, and can make the clutch capacity constant at the completion of connection regardless of the worn state of the clutch.

  In the above configuration, the first accumulator (201) is configured as a pulsation absorbing accumulator that suppresses pulsation when the hydraulic pressure at which the connection of the transmission clutch (44) is started is exceeded, and the second accumulator (211) is The volume buffer accumulator may be configured to store excess liquid when the hydraulic pressure in the vicinity of the hydraulic pressure at which the transmission clutch (44) is connected is exceeded. According to this configuration, each accumulator can be efficiently used to stabilize the clutch capacity at the start of clutch connection, and the clutch capacity at the completion of connection can be made constant regardless of the clutch wear state.

In the above configuration, the amount of oil pushed out by the actuator (121) is such that the amount of oil that can be connected to the transmission clutch (44) when the transmission clutch (44) reaches a predetermined wear limit. It may be. According to this configuration, even when the transmission clutch is worn, the transmission clutch can be reliably connected.
In this case, the second accumulator (211) is configured so that the amount of oil that can be connected to the transmission clutch (44) when the transmission clutch (44) reaches a predetermined wear limit and the transmission clutch (44). You may make it have the capacity | capacitance which can accommodate the oil quantity corresponded to the difference with the oil quantity required for the connection of the said transmission clutch (44) in the initial state which is not worn. According to this configuration, the transmission clutch can be reliably connected regardless of the presence or absence of wear.
In the above configuration, the first accumulator (201) and the second accumulator (211) may be connected in parallel to the closed pipe (103).

In the above configuration, the first accumulator (201) and the second accumulator (211) are a single case (252) having an internal space communicating with the closed pipe (103). The piston (253) and a biasing member (254) for biasing the piston (253) are arranged in a single accumulator unit (251), and the biasing member (254) is the accumulator unit (251). ) As the first accumulator (201), the first urging member (254A) fully contracted below the hydraulic pressure near the hydraulic pressure at which the connection of the transmission clutch (44) is completed, A second urging member (254B) that operates the accumulator unit (251) as the second accumulator (211). Unishi may be.
According to this configuration, since the first accumulator and the second accumulator can be configured by a single accumulator unit, the number of parts can be reduced and the space required for arranging the accumulator can be saved.

In the above configuration, the first accumulator (201) and the second accumulator (211) are arranged in a first cylinder case (252) having an internal space communicating with the closed pipe (103). A first set (255A) comprising a piston (253A) and a first biasing member (254A) for biasing the piston (253A), a second piston (253B), and a first biasing force for the piston (253B) The second set (255B) composed of two urging members (254B) is constituted by a single accumulator unit (251) arranged in series, and the first urging member (254A) is formed by the accumulator unit (251). ) As the first accumulator (201), and the second urging member (254B) is the accumulator. Regulator unit (251) may be located in the biasing member to operate as the second accumulator (211).
According to this configuration, since the first accumulator and the second accumulator can be configured by a single accumulator unit, the number of parts can be reduced and space can be saved.

  In this case, if the hydraulic pressure near the hydraulic pressure at which the connection of the speed change clutch (44) is completed between the first piston (253A) and the second piston (253B) exceeds the first piston (253A). ) And the second piston (253B) may be disposed as a stopper (256). According to this configuration, the first urging member can be operated as a volume buffer accumulator without being contracted until it is fully contracted.

In the present invention, the first accumulator that operates when the connection of the transmission clutch that is connected to and disconnected from the closed pipe by the hydraulic pressure of the closed pipe is started, and the hydraulic pressure near the hydraulic pressure that completes the connection of the transmission clutch. Since the second accumulator that operates when the pressure exceeds the upper limit, the pulsation absorption effect of the first accumulator can stabilize the state at the start of clutch connection, and the volume buffer effect of the second accumulator can cause wear of the clutch. Regardless of the state, the clutch capacity when the piston is fully stroked can be made constant. Therefore, with the hydraulic closed circuit structure, it is possible to stabilize the clutch capacity at the start of clutch engagement and to respond to changes in the clutch engagement position.
The first accumulator is configured as a pulsation absorbing accumulator that suppresses pulsation when the hydraulic pressure at which the transmission clutch is started to be engaged, and the second accumulator is a hydraulic pressure near the hydraulic pressure at which the connection of the transmission clutch is completed. If the volume buffer accumulator is configured to store excess liquid in excess of, the clutch capacity can be stabilized by suppressing pulsation and the clutch connection position can be appropriately changed due to wear.

In addition, if the amount of oil pushed out by the actuator is set to the amount of oil that can be connected to the shift clutch when the shift clutch reaches a predetermined wear limit, the shift clutch can be reliably engaged even when the shift clutch is worn. Can be connected.
Further, the second accumulator is configured such that the difference between the amount of oil that can be connected to the transmission clutch when the transmission clutch reaches a predetermined wear limit and the amount of oil that is required to connect the transmission clutch in an initial state where the transmission clutch is not worn. With a volume that can accommodate the amount of oil corresponding to the above, the transmission clutch can be reliably connected regardless of wear.
Further, the first accumulator and the second accumulator may be connected in parallel to the closed conduit.

  The first accumulator and the second accumulator are a single accumulator in which a single piston and a biasing member that biases the piston are arranged in a single case having an internal space communicating with a closed pipe. The urging member is a urging member that operates as an accumulator unit as a first accumulator, and the urging member is a first urging member that contracts below a hydraulic pressure near the hydraulic pressure at which the connection of the transmission clutch is completed, If the accumulator unit has the second urging member that operates as the second accumulator, the first accumulator and the second accumulator can be constituted by a single accumulator unit, the number of parts can be reduced, and the arrangement of the accumulators Can save space.

The first accumulator and the second accumulator are a first set of a first piston and a first urging member that urges the piston in a single cylinder case having an internal space communicating with the closed pipe. And a second accumulator unit in which a second piston and a second set consisting of a second urging member for urging the piston are arranged in series, and the first urging member includes the first accumulator unit as the first accumulator unit. The urging member that operates as an accumulator, and the second urging member is a urging member that operates the accumulator unit as a second accumulator, so that the first accumulator and the second accumulator are combined into a single accumulator unit. The number of parts can be reduced and the space can be saved.
In this case, a stopper is provided between the first piston and the second piston to integrally operate the first piston and the second piston when the hydraulic pressure near the hydraulic pressure at which the connection of the transmission clutch is completed is exceeded. By doing so, the first urging member can be operated as a volume buffer accumulator without being contracted until it is fully contracted.

It is sectional drawing of the power unit with which the vehicle power transmission device which concerns on 1st Embodiment of this invention is applied. It is a figure which shows a transmission clutch with a periphery structure. It is a figure which shows typically the relationship between the clutch capacity | capacitance of the speed change clutch at the time of clutch connection start, and the rotation amount (piston stroke amount) of a clutch actuator. It is a figure which shows typically the relationship between the clutch capacity | capacitance of the speed change clutch at the time of clutch connection, and the rotation amount (piston stroke amount) of a clutch actuator. It is a figure which shows the accumulator of 2nd Embodiment. It is a figure which shows the accumulator of 3rd Embodiment.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
<First Embodiment>
FIG. 1 is a cross-sectional view of a power unit P to which the vehicle power transmission device according to the first embodiment of the present invention is applied.
The power unit P is a power unit mounted on a motorcycle and includes an engine (internal combustion engine) E and a transmission M integrally.
The engine E includes a crankcase 3 that rotatably supports the crankshaft 2 and a cylinder portion 4 that is coupled to the crankcase 3.
Each cylinder of the cylinder head 4f is formed with a plug insertion hole 15 on a cylinder axis C1 that is the central axis of the cylinder bore 3f. The plug insertion hole 15 has an ignition plug 16 (ignition of the right cylinder). A plug (not shown) is disposed with its tip facing the combustion chamber 20. A piston 6 coupled to the crankshaft 2 via a connecting rod 7f is slidably disposed in the cylinder bore 3f.

The crankshaft 2 is rotatably supported in the crankcase 3 by metal bearings 2A provided at both end portions and an intermediate portion in the axial direction.
A camshaft drive sprocket 17 that outputs rotation of the crankshaft 2 is provided on the right end side of the crankshaft 2 in the drawing. On the camshaft drive sprocket 17 side of the engine E, a cam chain chamber 35 extending vertically within the cylinder portion 4 is provided, and a driven sprocket 36 that rotates integrally with the camshaft 25 is fixed to one end of the camshaft 25. And is located in the cam chain chamber 35. A cam chain 37 is wound around the driven sprocket 36 and the camshaft drive sprocket 17, and the camshaft 25 is rotated through the cam chain 37 and the driven sprocket 36 at a rotational speed that is half the rotation of the crankshaft 2. . A generator 18 as a generator is provided on the left end side of the crankshaft 2 in the drawing.

The transmission M is an always-mesh manual transmission, and is configured as an automatic manual transmission (hereinafter referred to as AMT) type in which clutch operation and shift operation are performed by computer control. Next, each part of the transmission M will be described.
A main shaft 41, a counter shaft 42, and an output shaft 43 are provided in the crankcase 3 in parallel with the crankshaft 2. These shafts 41, 42, and 43 including the crankshaft 2 include a gear transmission mechanism that transmits the rotation of the crankshaft 2 in the order of the main shaft 41, the counter shaft 42, and the output shaft 43.
A crank side drive gear 2B for rotating the main shaft 41 is fixed to an end of the crankshaft 2 on the cam chain chamber 35 side. The crank side drive gear 2B is connected to a main shaft side driven gear (driven gear) 41A of the main shaft 41. I'm engaged. The main shaft 41 is supported via bearings 41C provided at both ends. The main shaft side driven gear 41A is provided on the main shaft 41 so as to be rotatable relative to the main shaft 41, and is connected to the speed change clutch 44, and the rotation of the main shaft side driven gear 41A via the speed change clutch 44, That is, the rotation of the crankshaft 2 is transmitted to the main shaft 41.

The shift clutch 44 is a mechanism that is provided between the crankshaft 2 that is a driving rotating member and the main shaft 41 that is a driven rotating member, and that allows power transmission therebetween to be connected and disconnected (also referred to as intermittent). is there. The main shaft driven gear 41A is provided with an oil pump drive gear 41B for driving an oil pump (not shown).
Between the main shaft 41 and the counter shaft 42, a transmission gear group is disposed so as to constitute a constantly meshing transmission M. Both end portions of the counter shaft 42 are supported by bearings 42C.

The main shaft 41 is provided with driving gears m1 to m6 for six speeds, the counter shaft 42 is provided with driven gears n1 to n6 for six speeds, and the driving gears m1 to m6 and the driven gears n1 to n6 are The corresponding gears mesh with each other to form a gear pair (gear combination) corresponding to each gear. Each speed gear pair has a reduction gear ratio (high speed gear) in order from the 1st speed to the 6th speed.
The first speed gear pair m1, n1 having the largest speed ratio is disposed on one end side of the main shaft 41 on which the main shaft driven gear 41A is supported, and the second speed gear pair m2, n2 is disposed on the other end side of the main shaft 41. Has been. Between the first speed gear pair m1, n1 and the second speed gear pair m2, n2, the fifth speed gear pair m5, n5, the fourth speed gear pair m4, n4, the third speed gear pair m3, n3, And 6th speed gear pairs m6 and n6 are arranged.

The counter shaft 42 has an intermediate drive gear 42A that transmits the rotation of the counter shaft 42 to the output shaft 43, and the driven gear 43A of the output shaft 43 meshes with the intermediate drive gear 42A. The output shaft 43 is supported by bearings 43 </ b> C provided at both ends of the counter shaft 42. Further, a cam type torque damper 51 is disposed on the output shaft 43 adjacent to the driven gear 43A. The cam-type torque damper 51 is for reducing a torque fluctuation when it is applied, and includes a cylindrical member 52 that is spline-coupled to the output shaft 43 so as to be movable in the axial direction. A convex cam 52A that meshes with a concave cam 43B formed on the driven gear 43A is formed on the end surface of the cylindrical member 52 on the driven gear 43A side.
A spring receiving member 53 is fixed substantially at the center of the output shaft 43, a coil spring 54 is provided between the cylindrical member 52 and the spring receiving member 53, and the cylindrical member 52 is urged toward the driven gear 43A. Yes. The cam type torque damper 51 includes a cylindrical member 52, a spring receiving member 53, and a coil spring 54. A driving bevel gear 48 is integrally provided at the left end portion of the output shaft 43, and the driving bevel gear 48 meshes with a driven bevel gear 49A integrally provided at a front end of a drive shaft 49 extending in the front-rear direction of the vehicle body. Thereby, the rotation of the output shaft 43 is transmitted to the drive shaft 49.

The 3rd speed drive gear m3 and the 4th speed drive gear m4 on the main shaft 41 are integrally splined to the main shaft 41 and formed as a shifter gear that moves the main shaft 41 in the axial direction. The 3rd speed drive gear m3 and the 4th speed drive gear m4 function as a shifter and move in the axial direction, and the engaging convex portions provided on the left and right of the 3rd speed drive gear m3 and the 4th speed drive gear m4 are adjacent to the 5th speed. It is configured to be fitted in an engagement recess provided in the drive gear m5 or the sixth speed drive gear m6 and selectively engage with the fifth speed drive gear m5 or the sixth speed drive gear m6.
The fifth-speed driven gear n5 and the sixth-speed driven gear n6 on the counter shaft 42 are formed as shifter gears that are splined to the counter shaft 42 and move the counter shaft 42 in the axial direction. Move to. Each of the 5-speed driven gear n5 and the 6-speed driven gear n6 is provided with an engaging convex portion on the left and right, and each engaging convex portion is provided on the adjacent 4-speed driven gear n4 and 3-speed driven gear n3. It is configured to be respectively engageable with the engaging recess and selectively engage with the fourth speed driven gear n4 and the third speed driven gear n3.

  The three-speed drive gear m3 and the fourth-speed drive gear m4 on the main shaft 41 serving as a shifter, and the fifth-speed driven gear n5 and the sixth-speed driven gear n6 on the counter shaft 42 are the gear shift switching shown in the lowermost part of FIG. The gear 47 is moved by the mechanism 47 and engaged with the planned gear (the third speed driving gear m3 or the fourth speed driving gear m4, the fourth speed driven gear n4 or the third speed driven gear n3), thereby establishing the gear stage. The structure of the transmission 46 can be the same as that of a conventional always-mesh manual transmission.

The shift switching mechanism 47 includes a shift drum 47A parallel to the shafts 41 to 43. Fork shafts 47B and 47C are arranged in parallel with the shift drum 47A before and after the shift drum 47A. A shift fork 47B1 that engages with the shifter of the main shaft 41 is supported on the fork shaft 47B, and a shift fork 47C1 that engages with the shifter of the counter shaft 42 is supported on the fork shaft 47C.
The above-described transmission gear pair is changed by moving the shift forks 47B1 and 47C1 of the transmission switching mechanism 47, and the rotational power of the main shaft 41 is transmitted to the counter shaft 42 via the changed transmission gear pair. The
The shift drum 47A is connected to the shift spindle 47E via a ratchet mechanism 47D that controls the rotation amount of the shift drum 47A. A shift actuator 61 is connected to the left end of the shift spindle 47E in the figure, and the shift actuator 61 has a shift motor 62, and the shift spindle 47E is connected to the shift motor 62 via a gear train 63.

  Since the transmission M is always meshed, the shift clutch (hydraulic clutch) 44 that operates with hydraulic pressure (hydraulic pressure) is disconnected when the shift operation by the shift switching mechanism 47 is performed. The transmission clutch 44 is provided between the vehicle drive crankshaft (input shaft) 2 and the main shaft 41. The transmission clutch 44 is disengaged to bring the main shaft 41 into a free state. A speed change operation is performed, and then the speed change clutch 44 is connected to transmit the rotational power of the crankshaft 2 to the main shaft 41.

FIG. 2 is a diagram showing the shift clutch 44 together with the peripheral configuration.
As shown in FIG. 2, the transmission clutch 44 has a clutch outer 70, and the clutch outer 70 is fixed to a main shaft side driven gear (driven gear) 41 </ b> A.
A clutch inner 71 is disposed inside the clutch outer 70, and the clutch inner 71 is fixed to the main shaft 41.
A large number of friction plates 72 are arranged between the clutch outer 70 and the clutch inner 71, a pressure plate 73 that presses the friction plates 72 is provided, and a return spring 74 is interposed between the pressure plate 73 and the clutch inner 71. It is inserted.

A plate 76 is inserted into the pressure plate 73 via a pressure spring 75. A bearing 77 is fitted to the inner periphery of the plate 76, and a connecting plate 80 is fitted to the inner periphery of the bearing 77, so that the connecting plate 80 and the plate 76 are supported in a relatively rotatable manner.
When the connecting plate 80 is pushed against the spring force of the pressure spring 75 and the return spring 74 by the operation of the clutch control mechanism 101 described later, the clutch inner 71 is pressed to the left in the figure, and the clutch outer 70 and The friction plate 72 abuts between the clutch inners 71, the transmission clutch 44 is fastened (connected), and the crankshaft 2 and the main shaft 41 are connected.
When the operation of the clutch control mechanism 101 is released, the pressure plate 73 is pushed back by the spring force of the return spring 74, the clutch inner 71 moves to the right in the figure, and between the clutch outer 70 and the clutch inner 71. Thus, the friction plates 72, 72, 72... Are separated, the transmission clutch 44 is released (disconnected), and the crankshaft 2 and the main shaft 41 are separated.

The clutch control mechanism 101 includes a piston mechanism 102 that presses down the connecting plate 80, and a hydraulic pressure generator 104 that is connected to the piston mechanism 102 via a hydraulic pipe (closed pipe) 103 that is filled with control oil (also referred to as hydraulic oil). The shift clutch 44 is connected and disconnected by hydraulic pressure.
The piston mechanism 102 includes a hydraulic piston 111 and a cylinder portion 112 that slidably supports the hydraulic piston 111, and a rod 111 </ b> A provided integrally with the hydraulic piston 111 pushes the connecting plate 80.

The hydraulic pressure generator 104 has a clutch actuator 121, and a drive gear 124 is connected to an output shaft 122 of the clutch actuator 121 via a reduction gear train 123. The drive gear 124 is formed with an eccentric crank receiver 124A. The crank receiver 124A is fitted with a crank 125, and the crank 125 and the drive gear 124 are integrated. The crank 125 and the drive gear 124 have an eccentric shaft 127 that is eccentric from the rotation shaft 126 by a distance L1, and a bearing 128 is fitted on the outer periphery of the eccentric shaft 127. A piston 130 abuts on the outer periphery of the bearing 128 in the crank chamber 129. The piston 130 extends in the cylinder 131 and is urged toward the bearing 128 by a spring 132.
When the clutch actuator 121 is actuated, the drive gear 124 and the crank 125 are integrally rotated around the rotating shaft 126 via the reduction gear train 123, and the hydraulic pressure in the hydraulic pipe 103 is increased.

The hydraulic pressure generator 104 has a hydraulic path 144 from the reserve tank 141 to the push-out chamber 143 of the piston 130, and one end of the hydraulic pipe 103 is connected to a pipe connecting portion 145 of the hydraulic path 144. The hydraulic pipe 103 is constituted by a hydraulic hose or the like, and the other end of the hydraulic pipe 103 is connected to a pipe connecting portion 146 of the piston mechanism 102.
The hydraulic path from the hydraulic path 144 of the hydraulic pressure generator 104 to the piston mechanism 102 through the hydraulic pipe 103 is a closed hydraulic path, that is, a closed pipe path, and a certain hydraulic pressure in the hydraulic path is It is generated by the operation of the piston 130 of the hydraulic pressure generator 104.
The hydraulic pressure generator 104 is provided with a rotation angle sensor 151 that detects the rotation angle of the drive gear 124 and a hydraulic pressure sensor 152 that detects the hydraulic pressure, and these detection results indicate vehicle control (not shown) that controls the motorcycle. Output to the device.

The clutch actuator 121 is an actuator that is rotationally driven by an electric motor, and is driven and controlled by a vehicle control device. In this configuration, when the clutch actuator 121 is driven in a normal rotation, the piston 130 rotates until it abuts against a stopper (not shown), and the oil pressure pushed up by the piston 130 increases the oil pressure to a certain pressure. To do.
When the hydraulic pressure rises, a constant pressure of control oil is supplied to the piston mechanism 102 via the hydraulic pipe 103, the rod 111A of the piston mechanism 102 moves to the left in the figure, and the pushing amount of the connecting plate 80 increases, and the pressure is increased. The plate 73 moves to the left in the figure. Then, the clutch inner 71 is pressed to the left in the drawing, the friction plate 72 comes into contact between the clutch outer 70 and the clutch inner 71, and the transmission clutch 44 is fastened.
On the other hand, when the clutch actuator 121 is driven to rotate in the reverse direction from the position where it abuts against the stopper, the hydraulic pressure of the hydraulic pipe 103 decreases, so that the pressure plate 73 is pushed back by the spring force of the return spring 74, and the clutch The inner 71 moves to the right in the drawing, whereby the friction plate 72 is separated and the transmission clutch 44 is released.

A first accumulator 201 and a second accumulator 211 are connected in parallel to the hydraulic pipe 103 of the present embodiment.
The first accumulator 201 includes a case 202 forming a pressure accumulating chamber 202 </ b> A communicating with the hydraulic pipe 103, a piston 203 accommodated in the pressure accumulating chamber 202 </ b> A in the case 202, and the piston 203 against the hydraulic pressure of the hydraulic pipe 103. A first urging member 204 for urging.
The first accumulator 201 adjusts the hydraulic pressure (hereinafter referred to as connection start hydraulic pressure) P1 at which the transmission clutch 44 starts to be connected by selecting the first urging member 204 and adjusting the shape of the pressure accumulating chamber 202A and the piston 203. When exceeding, it operates as a pulsation absorbing accumulator that absorbs the pulsation of the control oil by moving the piston.

In the hydraulic pressure generating device 104 of this configuration, since the amount of oil pushed out to the piston 130 is a constant amount, when the clutch connection position changes due to wear of the friction plate 72 of the transmission clutch 44, the connection start hydraulic pressure P1 changes. As the amount of wear increases, the return spring 74 needs to be contracted more, so that the connection start hydraulic pressure P1 increases accordingly.
The first accumulator 201 of this configuration is configured to start operation when the lowest connection start hydraulic pressure P1, that is, the connection start hydraulic pressure P1 in the initial state in which the shift clutch 44 is not worn, is exceeded. The pulsation can be reliably absorbed at the start of connection of the transmission clutch 44 without depending on the presence or absence of wear.

FIG. 3 is a diagram schematically showing the relationship between the clutch capacity of the shift clutch 44 and the rotation amount of the clutch actuator 121 (stroke amount of the piston 130) at the start of clutch engagement. FIG. 4 is a diagram schematically showing the relationship between the clutch capacity and the rotation amount (piston stroke amount) when the clutch is engaged. FIG. 3 is an enlarged view of the region indicated by the arrow ST in FIG. It corresponds to the figure.
In FIG. 3, symbol f1 indicates a characteristic curve of the present configuration having the first accumulator 201, and symbol f2 indicates a characteristic curve of a comparative example having no accumulator. Further, in FIG. 3, reference numeral S1 indicates a stroke amount of the piston 130 (hereinafter referred to as a piston stroke amount) at the time when the connection start hydraulic pressure P1 is reached.
In the comparative example, since the hydraulic pressure of the hydraulic pressure generator 104 acts on the piston mechanism 102 (see FIG. 2) as it is, as shown by the characteristic curve f2, the clutch capacity rises stably (piston stroke amount S2 (S2>). Until S1)), the movement of the control oil is unstable and pulsation occurs, and the clutch capacity becomes unstable.
On the other hand, in this configuration, as indicated by the characteristic curve f1, the first accumulator 201 is operated from the piston stroke amount S1 at the start of connection (corresponding to the piston stroke amount at the connection start hydraulic pressure P1). Oil pulsation can be suppressed, and the clutch capacity can be raised smoothly. In the figure, symbol S3 is a piston stroke amount when the hydraulic pressure rises stably in this configuration.

As shown in FIG. 2, the second accumulator 211 includes a case 212 that forms a pressure accumulation chamber 212 </ b> A communicating with the hydraulic pipe 103, and a piston that is housed in the pressure accumulation chamber 212 </ b> A in the case 212, as with the first accumulator 201. 213 and a second biasing member 214 that biases the piston 213 against the hydraulic pressure of the hydraulic pipe 103. In FIG. 2, reference numeral 221 indicates a sealing material, and reference numeral 222 indicates a fastening bolt.
The hydraulic pressure generator 104 of this configuration has a hydraulic closed circuit structure in which the amount of oil pushed out to the piston 130 does not change from a predetermined amount of oil. The amount of oil pushed out to the piston 130 is set to an amount of oil that can be connected to the transmission clutch 44 when the transmission clutch 44 reaches a predetermined wear limit, and the transmission clutch 44 reaches a predetermined wear limit. Even in this case, the shift clutch 44 can be connected. In this case, the amount of oil is excessive when the shift clutch 44 is not worn.
The second accumulator 211 of this configuration adjusts the selection of the second urging member 214, the shape of the pressure accumulating chamber 212A and the piston 213, and the like to complete the connection of the transmission clutch 44 (hereinafter referred to as the connection completion hydraulic pressure). When the set oil pressure P3 preset in the vicinity of P2 is exceeded, it operates as a volume buffer accumulator that stores excess control oil in the pressure accumulating chamber 212A by piston movement. The set oil pressure P3 is slightly lower than the connection completion oil pressure P2, and is higher than the connection start oil pressure P1.
Moreover, in this structure, although the 1st biasing member 204 and the 2nd biasing member 214 are formed with the coil spring, you may apply not only this but another biasing member.

In FIG. 4, the solid line indicated by reference numeral f1A indicates the characteristic curve of this configuration when the transmission clutch 44 is not worn, and the alternate long and short dash line indicated by reference numeral f1B indicates when the transmission clutch 44 is worn to the wear limit. The characteristic curve of this structure is shown. A two-dot chain line indicated by reference sign f2A indicates a characteristic curve of a comparative example having no accumulator in an initial state in which the speed change clutch 44 is not worn. In FIG. 4, “MAX” is the maximum value of the piston stroke amount.
As shown in the characteristic curve f1A, in this configuration, when the piston stroke amount exceeds the piston stroke amount S4 corresponding to the set hydraulic pressure P3, the second accumulator 211 is operated. Therefore, due to the volume buffer effect of the second accumulator 211, Excess control oil in the hydraulic pipe 103 flows into and accumulates in the pressure accumulating chamber 212A, and an increase in hydraulic pressure is suppressed.
For this reason, it is possible to avoid the situation where the clutch capacity becomes too high due to the excess control oil when the transmission clutch 44 is not worn, and the clutch can be connected, which affects the hydraulic pressure generator 104 and the transmission clutch 44. There is no.
On the other hand, in the configuration without the second accumulator 211, as shown by the characteristic curve f2A, the hydraulic pressure increases due to the excess control oil, so that the clutch capacity becomes too high, which affects the hydraulic pressure generator 104 and the transmission clutch 44. Will be given.

When the transmission clutch 44 is worn to the wear limit, there is no surplus control oil. Therefore, as shown in the characteristic curve f1B, in this configuration, the hydraulic pressure increases in proportion to the piston stroke amount, and the clutch capacity also increases the piston stroke amount. Is increased in proportion to the clutch, and the clutch is engaged.
In FIG. 4, there is a difference T between the rising points of the characteristic curve f1A and the characteristic curve f1B because, in the characteristic curve f1B, the increase in hydraulic pressure is delayed by the amount of wear of the transmission clutch 44.
In this configuration, the volume of the second accumulator 211 is set such that when the wear of the speed change clutch 44 reaches a predetermined wear limit, a constant oil amount (referred to as an oil amount at the time of wear) A1 that can be connected to the speed change clutch 44 is changed. The oil volume (A1-A2) corresponding to the difference from the oil amount (referred to as non-wear-time oil amount) A2 required for connection of the speed change clutch 44 in the initial state where the clutch 44 is not worn is formed in a volume capable of accommodating. .
In this way, in this configuration, as shown in FIG. 4, the piston 130 is fully stroked both in the initial state where the shift clutch 44 is not worn and in the case where the shift clutch 44 is worn to the wear limit. The clutch capacity at this time is configured to be substantially constant.

Next, the operation will be described.
When the clutch actuator 121 is not in operation, the pressure plate 73 of the speed change clutch 44 is pushed back by the spring force of the return spring 74, and the clutch inner 71 is held in a state of moving rightward in FIG. The friction plates 72, 72, 72, etc. are separated from each other, and the transmission clutch 44 is disconnected.
When the clutch actuator 121 is actuated from this disconnected state, the piston 130 rotates until it abuts against a stopper (not shown), and the hydraulic pressure increases due to a certain amount of oil pushed out to the piston 130. The rod 111A moves to the left in FIG.

In this case, the first accumulator 201 and the second accumulator 211 do not operate until the hydraulic pressure in the hydraulic pipe 103 exceeds the connection start hydraulic pressure P1 of the speed change clutch 44, that is, until it exceeds the piston stroke amount S1 shown in FIG.
Strictly speaking, it is conceivable that the pistons 203 and 213 of the first accumulator 201 and the second accumulator 211 slightly move if there is a change in hydraulic pressure, but the movement of the pistons 203 and 213 here has a substantial effect. In this case, it can be regarded as not working.
Until the connection start hydraulic pressure P1 is exceeded, the first accumulator 201 and the second accumulator 211 do not operate, so the hydraulic pressure can be quickly raised to the connection start hydraulic pressure P1.

When the hydraulic pressure of the hydraulic pipe 103 exceeds the connection start hydraulic pressure P1, the first accumulator 201 starts to operate. Therefore, the pulsation of the control oil is suppressed by the pulsation absorption effect of the first accumulator 201, and the clutch of the transmission clutch 44 Capacity rises smoothly. Further, in this case, since the second accumulator 211 is not operated, the clutch capacity rises more quickly than when the second accumulator 211 is operated.
As a result, the connection start timing of the transmission clutch 44 can be quickly and almost the same timing each time, and the connection characteristics of the transmission clutch 44 can be stabilized.

Subsequently, when the hydraulic pressure of the hydraulic pipe 103 exceeds the set hydraulic pressure P3 in the vicinity of the connection completion hydraulic pressure P2, that is, exceeds the piston stroke amount S4 shown in FIG. 4, the second accumulator 211 starts to operate. Due to the volume buffer effect, excess control oil pushed out after completion of the engagement of the shift clutch 44 is absorbed. For this reason, the clutch capacity when the piston 130 is fully stroked can be made constant regardless of the wear state of the transmission clutch 44, and the hydraulic closed circuit becomes high pressure by avoiding excessive clutch capacity. Can be prevented.
Here, the excess control oil decreases because the control amount (stroke amount) until the clutch is connected increases as the speed change clutch 44 wears. That is, when the transmission clutch 44 is worn, the control amount until the clutch is connected can be increased by the control oil that was excessive in the initial state where the transmission clutch 44 is not worn. Can be connected.
Therefore, it is possible to reliably complete the connection of the transmission clutch 44 without depending on the wear of the transmission clutch 44 and without affecting each part, and in this way, it is possible to cope with the change in the clutch connection position. In this case, the hydraulic closed circuit is prevented from becoming a high pressure, and the clutch capacity when the piston 130 is fully stroked, that is, the clutch capacity at the completion of the connection is made constant regardless of the wear state of the transmission clutch 44. it can.

  The first accumulator 201 suppresses pulsation not only when the hydraulic pressure is increased but also when the hydraulic pressure is decreased, and the volume buffer is used when the second accumulator 211 exceeds the set hydraulic pressure P3. Since the effect is exhibited, the same effect as when the hydraulic pressure is increased can be obtained.

  As described above, according to the present embodiment, the connection start hydraulic pressure P1, which is the hydraulic pressure at which the connection of the transmission clutch 44 is started, is applied to the hydraulic pipe (closed conduit) 103 that is filled with the control oil of the transmission clutch 44. Since the first accumulator 201 that operates when exceeding and the second accumulator 211 that operates when exceeding the set hydraulic pressure P3 in the vicinity of the connection completion hydraulic pressure P2, which is the hydraulic pressure at which the connection of the speed change clutch 44 is completed, are arranged. Thus, the pulsation absorbing effect of the first accumulator 201 can stabilize the state at the start of clutch engagement, and the volume buffer effect of the second accumulator 211 allows the piston 130 to be fully stroked regardless of the wear state of the transmission clutch 44. It is possible to make the clutch capacity constant. Therefore, the hydraulic closed circuit structure can stabilize the clutch capacity at the start of clutch engagement, and can make the clutch capacity constant at the completion of connection regardless of the wear state of the shift clutch 44.

Moreover, the first accumulator 201 is configured as a pulsation absorbing accumulator that suppresses pulsation when the connection start hydraulic pressure P1 is exceeded, and the second accumulator 211 stores excess liquid when it exceeds the set hydraulic pressure P3 near the connection completion hydraulic pressure P2. Since the accumulator for volume buffer is configured, the accumulators 201 and 211 are used efficiently to stabilize the clutch capacity at the start of clutch engagement, and the clutch capacity at the completion of connection regardless of the wear state of the shift clutch 44. Can be made constant.
Further, the amount of oil pushed out by the clutch actuator 121 is set to the wear-time oil amount A1, which is the amount of oil that can be connected to the shift clutch 44 when the shift clutch 44 reaches a predetermined wear limit. Even when worn, the shift clutch 44 can be reliably connected.

Further, the second accumulator 211 can accommodate an oil amount corresponding to the difference between the wear oil amount A1 and the non-wear oil A2 required for connection of the shift clutch 44 in an initial state where the shift clutch 44 is not worn. Since it has a volume, the shift clutch 44 can be reliably connected regardless of the presence or absence of wear.
Moreover, in this structure, since the 1st accumulator 201 and the 2nd accumulator 211 are connected in parallel with the hydraulic pipe | tube 103 which comprises a closed pipe line, arrangement | positioning of each accumulator 201, 211 and separate attachment / detachment work are easy.

Second Embodiment
FIG. 5 shows a second embodiment. In the second embodiment, the first accumulator 201 and the second accumulator 211 are urged to urge the single piston 253 and the piston 253 in a single case 252 having an internal space communicating with the hydraulic pipe 103. It is composed of a single accumulator unit 251 in which a member 254 is arranged.
In the accumulator unit 251, the biasing member 254 exceeds the connection completion hydraulic pressure P2 and the first biasing member 254A set to a spring constant that operates the accumulator unit 251 as a pulsation absorbing accumulator when the connection starting hydraulic pressure P1 is exceeded. And a second urging member 254B set to a spring constant for operating the accumulator unit 251 as a volume buffer accumulator. The first urging member 254A and the second urging member 254B are not limited to being integrated, and may be formed of separate parts and arranged in series.

The first urging member 254A is a spring that can be fully contracted below the set hydraulic pressure P3 in the vicinity of the connection completion hydraulic pressure P2. For this reason, when the set hydraulic pressure P3 is exceeded, the first urging member 254A does not function as the urging member, and can be operated as an accumulator having only the second urging member 254B.
With this configuration, in this embodiment, when the hydraulic pressure of the hydraulic pipe 103 exceeds the connection start hydraulic pressure P1 of the transmission clutch 44, the accumulator unit 251 operates as a pulsation absorbing accumulator by the first urging member 254A, and the clutch connection starts. Stabilize the state of time.
When the set hydraulic pressure P3 in the vicinity of the connection completion hydraulic pressure P2 is exceeded, the accumulator unit 251 operates as a volume buffer accumulator by the second urging member 254B. Thereby, with the hydraulic closed circuit structure, it is possible to obtain the same effects as in the first embodiment, such as being able to stabilize the clutch capacity at the start of clutch engagement and cope with changes in the clutch engagement position. .

Further, in this configuration, since it is configured by a single accumulator unit 251, the number of parts can be reduced as compared with the first embodiment, and the space required for arranging the accumulator can be saved.
Further, by changing the first urging member 254A and the second urging member 254B, the functions as the first accumulator 201 and the second accumulator 211 can be individually changed, and the connection start hydraulic pressure P1 and the connection completion are completed for each vehicle type. Even if the hydraulic pressure P2 is different, it is easy to cope with these hydraulic pressures P1 and P2.

<Third Embodiment>
FIG. 6 shows a third embodiment. In the third embodiment, the first accumulator 201 and the second accumulator 211 are arranged in a single case 252 having an internal space communicating with the hydraulic pipe 103, and the first piston 253A and the first accumulator 253A that urges the piston 253A are energized. A single accumulator in which a first set 255A composed of one biasing member 254A and a second set 255B composed of a second piston 253B and a second biasing member 254B biasing the piston 253B are arranged in series. The unit 251 is configured.
In this accumulator unit 251, the first urging member 254A is formed to have a spring constant or the like that causes the accumulator unit 251 to act as a pulsation absorbing accumulator when the connection start hydraulic pressure P1 is exceeded, and the second urging member 254B When the set hydraulic pressure P3 in the vicinity of P2 is exceeded, the spring constant is set to operate the accumulator unit 251 as a volume buffer accumulator.

A stopper 256 is disposed between the first piston 253A and the second piston 253B. The stopper 256 is clamped between the first piston 253A and the second piston 253B when the first biasing member 254A contracts beyond the set hydraulic pressure P3 in the vicinity of the connection completion hydraulic pressure P2, and the first piston 253A and the second piston 253B Are operated together.
FIG. 6 shows the case where the stopper 256 is fixed to the first piston 253A. However, the stopper 256 may be fixed to the second piston 253B. In short, the first piston 253A and the second piston are important. It may be between 253B.

In the present embodiment, when the hydraulic pressure of the hydraulic pipe 103 exceeds the connection start hydraulic pressure P1 of the transmission clutch 44, the accumulator unit 251 operates as a pulsation absorbing accumulator by the first piston 253A and the first urging member 254A, and the clutch Stabilize the connection start state.
When the set hydraulic pressure P3 near the connection completion hydraulic pressure P2 is exceeded, the accumulator unit 251 operates as a volume buffer accumulator by the first and second pistons 253A, 253B and the second urging member 254B. As a result, with a hydraulic closed circuit structure, it is possible to stabilize the clutch capacity at the start of clutch engagement and respond to changes in the clutch engagement position, reduce the number of parts, and the space required for accumulator placement The effect similar to 2nd Embodiment, such as saving space, can be acquired.

Further, since the first piston 253A and the second piston 253B are provided with a stopper 256 that integrally operates the first piston 253A and the second piston 253B when the connection start hydraulic pressure P1 is exceeded, the first biasing member is provided. The accumulator unit 251 can be operated as a volume buffer accumulator without contracting the 254A until it is fully contracted. Further, by forming the stopper 256 with a flexible material, power transmission between the first piston 253A and the second piston 253B can be relaxed.
Moreover, in this structure, the function as the 1st accumulator 201 and the 2nd accumulator 211 can be changed separately by changing the 1st set 255A and the 2nd set 255B, respectively, and connection start hydraulic pressure P1 and connection completion for every vehicle type Even if the hydraulic pressure P2 is different, it is easy to cope with these hydraulic pressures P1 and P2.

The above-described embodiment is merely an aspect of the present invention, and can be arbitrarily modified and applied without departing from the gist of the present invention.
For example, in the above-described embodiment, the first accumulator 201 and the second accumulator 211 are not limited to the above-described configurations, and widely known accumulators can be widely applied.
In the above embodiment, the case where the present invention is applied to a vehicle power transmission device for a motorcycle has been described. However, the present invention is not limited to this, and the saddle riding type includes an actuator that connects and disconnects the transmission clutch by the hydraulic pressure of the closed line. The present invention can be widely applied to power transmission devices such as vehicles. The saddle-ride type vehicle includes all vehicles that ride on the vehicle body, and includes not only motorcycles (including bicycles with motors) but also three-wheeled vehicles and four-wheeled vehicles classified as ATVs (rough terrain vehicles). It is a vehicle including.

2 Crankshaft (input shaft)
41 Main shaft 42 Counter shaft 43 Output shaft 44 Shift clutch 101 Clutch control mechanism 103 Hydraulic pipe (closed pipe)
121 clutch actuator 201 first accumulator 211 second accumulator 251 accumulator unit 252 case 253A first piston 253B second piston 254A first biasing member 254B second biasing member 255A first set 255B second set 256 stopper P power unit E engine M transmission

Claims (8)

A transmission clutch (44) that connects and disconnects between the input shaft (2) for driving the vehicle and the output shaft (43) by the hydraulic pressure of the connected closed pipe (103), and hydraulic pressure to the closed pipe (103) A vehicle power transmission device comprising an actuator (121) for operating the transmission clutch (44) by generating
The first accumulator (201) that operates when the hydraulic pressure at which the connection of the transmission clutch (44) is started to exceed the hydraulic pressure at which the connection of the transmission clutch (44) is exceeded, and the hydraulic pressure near the hydraulic pressure at which the connection of the transmission clutch (44) is completed. A vehicular power transmission device comprising a second accumulator (211) that operates when the hydraulic pressure is exceeded.   The first accumulator (201) is configured as a pulsation absorbing accumulator that suppresses pulsation when the hydraulic pressure at which the connection of the transmission clutch (44) is started is exceeded, and the second accumulator (211) is configured as the transmission clutch. The vehicle power transmission device according to claim 1, wherein the vehicle power transmission device is configured as an accumulator for a volume buffer that stores excess liquid when a hydraulic pressure near a hydraulic pressure at which the connection of (44) is completed is exceeded.   The oil amount pushed out by the actuator (121) is an oil amount that can be connected to the transmission clutch (44) when the transmission clutch (44) reaches a predetermined wear limit. The vehicle power transmission device according to 1 or 2.   The second accumulator (211) has no oil amount that can be connected to the transmission clutch (44) when the transmission clutch (44) reaches a predetermined wear limit, and there is no wear of the transmission clutch (44). 4. The vehicle power transmission device according to claim 3, wherein the vehicle has a volume capable of accommodating an oil amount corresponding to a difference from an oil amount required for connection of the speed change clutch in an initial state. 5.   The vehicle power according to any one of claims 1 to 4, wherein the first accumulator (201) and the second accumulator (211) are connected in parallel to the closed pipe (103). Transmission device. The first accumulator (201) and the second accumulator (211) include a single piston (253) and a single piston (253) in a single case (252) having an internal space communicating with the closed pipe (103). A single accumulator unit (251) having a biasing member (254) for biasing the piston (253),
The urging member (254) is an urging member that operates the accumulator unit (251) as the first accumulator (201), and has a hydraulic pressure in the vicinity of a hydraulic pressure at which the connection of the transmission clutch (44) is completed. The first urging member (254A) that contracts in the following, and a second urging member (254B) that operates the accumulator unit (251) as the second accumulator (211). The vehicle power transmission device according to any one of claims 1 to 4. The first accumulator (201) and the second accumulator (211) include a first piston (253A) and a first piston (253A) in a single cylinder case (252) having an internal space communicating with the closed pipe (103). A first set (255A) comprising a first biasing member (254A) for biasing the piston (253A), a second biasing member (254B) for biasing the second piston (253B) and the piston (253B). ) And a second set (255B) consisting of a single accumulator unit (251) arranged in series,
The first urging member (254A) is an urging member that operates the accumulator unit (251) as the first accumulator (201), and the second urging member (254B) is the accumulator unit (251). 5 is a biasing member that operates as the second accumulator (211), the vehicle power transmission device according to any one of claims 1 to 4.   Between the first piston (253A) and the second piston (253B), if the hydraulic pressure near the hydraulic pressure at which the connection of the speed change clutch (44) is exceeded, the first piston (253A) and the first piston (253A) The vehicle power transmission device according to claim 7, wherein a stopper (256) for operating the two pistons (253B) integrally is disposed.

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