JP2014122674A - Detection device for transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a detection device for a transmission which detects a situation of a lubrication oil in a transmission case using a pressure sensor, detects the situation of the lubrication oil at low costs, and achieves high versatility.SOLUTION: A detection device 28 for a transmission detects a situation of a lubrication oil in a transmission case 5 by using a pressure sensor 29. The detection device 28 for the transmission includes the pressure sensor 29 that is at least partially housed in the transmission case 5 so as to detect a flow or scattering state of the lubrication oil in the transmission case 5, which is caused by power transmission, through pressure detection.

Description

  The present invention relates to a transmission detection device that detects a state of lubricating oil in a transmission case with a pressure sensor.

  If the amount of lubricating oil in the transmission case is insufficient, there is a high possibility that problems will occur in the gear itself or gear transmission due to increased wear, etc., so the amount of lubricating oil stored in the transmission case It is necessary to keep the situation properly. For this reason, various means for detecting the state of the lubricating oil are known, and as an example, Patent Document 1 that detects the state of the amount of lubricating oil stored in the transmission case by a pressure sensor is disclosed in Patent Document 1. A transmission detection device as shown in the drawing is known, and according to such a transmission detection device, the amount of oil can be reduced even when the lubricating oil in the transmission case is stirred by a rotating gear or the like. Since detection is possible, the amount of oil can be easily detected even during power transmission.

Japanese Patent Laid-Open No. 10-267113

  However, the lubricating oil in the transmission case is pressurized by the pressurizing pump, discharged from the discharge port to the outside, filtered by the oil filter, cooled by the oil cooler, and then discharged from the return port. Returned into the transmission case, discharged again from the discharge port, and repeats this circulation. The pressure sensor is installed between the oil filter and the oil cooler in the circulation path. .

  For this reason, the transmission detection apparatus of the above-mentioned document requires a separate circulation path for the lubricating oil and a pressure pump that is a power source for circulating the lubricating oil through the circulation path, which increases the number of parts and increases the cost. In other respects, since the transmission is limited to the type in which the lubricating oil is circulated, the versatility is low.

  The present invention provides a transmission detection device for detecting the state of lubricating oil in a transmission case by a pressure sensor, and a highly versatile transmission detecting device capable of detecting the state of the lubricating oil at low cost. The task is to do.

  The transmission detection device of the present invention is a transmission detection device that detects the state of the lubricating oil in the transmission case with a pressure sensor, and the flow or scattering state of the lubricating oil in the transmission case caused by power transmission And a pressure sensor at least partially housed in the transmission case so as to be detected by pressure.

  By adopting the above configuration, in order to detect the flow or scattering state of the lubricating oil in the transmission case caused by power transmission based on pressure detection by the pressure sensor in the transmission case, a separate lubricating oil circulation path, It is not necessary to provide a power source to circulate the lubricating oil in the circulation path, and the cost can be kept low, and the transmission can be applied to any transmission as long as the lubricating oil flows by power transmission. In general, since the lubricating oil in the transmission case flows or scatters during power transmission by the transmission, it is highly versatile.

  A gear pair consisting of a pair of mutually meshing gears which are built in a transmission case and constitute a part of the transmission, and the pressure sensor is arranged at a position where the lubricating oil flows or scatters by the gear pair It is good.

  The pressure sensor may be arranged on the meshing portion side of a pair of gears constituting the gear pair.

  The pressure sensor may be arranged on the side where the gear pair sends out the lubricating oil.

  The gear pair may be constituted by a pair of gears for shifting gears in which power is transmitted from one gear to the other when the transmission is switched to any gear.

  One gear of the gear pair may be a final gear provided on the transmission downstream side of the transmission, and the other gear may be a ring gear of a differential gear meshing with the final gear.

  A plurality of gear pairs may be provided, and a pressure sensor may be provided for each of the plurality of gear pairs.

  The pressure sensor has a cylindrical member that is open at least at one end so as to introduce the lubricating oil, and a thickness direction facing the introduction direction of the lubricating oil so as to receive the lubricating oil introduced into the cylindrical member. It is good also as what has a plate-shaped detection part fixed in the cylindrical member, and the strain gauge affixed on the at least one surface side of the detection part.

  In order to detect the flow or splashing state of the lubricating oil in the transmission case caused by power transmission based on the pressure detection by the pressure sensor in the transmission case, separately circulate the lubricating oil circulation path or lubricating oil through the circulation path. It is not necessary to provide a power source to be used, the cost can be kept low, and the transmission can be applied to any transmission as long as the lubricating oil flows by power transmission. Since the lubricating oil in the transmission case flows or scatters at the time of power transmission by, the versatility is also high.

It is a transmission system diagram of a drive device to which the present invention is applied. It is a conceptual diagram which shows the structure of the detection apparatus to which this invention is applied. It is a fragmentary sectional view which shows the principal part structure of the pressure sensor shown in FIG. It is a detection circuit diagram of a strain gauge.

  FIG. 1 is a transmission system diagram of a drive device to which the present invention is applied. A drive device 1 shown in FIG. 1 includes an engine (internal combustion engine) 2 and a transmission (transmission) 4 that changes the power of the engine 2 to drive wheels 3 for transmission. The drive device 1 can be applied to both two-wheel vehicles and four-wheel vehicles, and in the illustrated example, is applied to an FF type four-wheel vehicle.

  The transmission 4 is housed in a transmission case (transmission case) 5, and the transmission 4 is transmitted through the main clutch 7 so that the power of the crankshaft 6 that is an engine output shaft from which the power of the engine 2 is output can be intermittently transmitted. And a main shaft 8 that is an input shaft having the same axis as the crankshaft 6, a counter shaft 9 that is an output shaft arranged in parallel with the main shaft 8, and the counter shaft 9 and the main shaft 8. In addition, a travel transmission mechanism 11 that shifts and transmits the power of the main shaft 8 to the counter shaft 9 is provided.

  The counter shaft 9 is provided with a final gear 12 that is located on the transmission downstream side of the transmission 4 and rotates synchronously (specifically, integrally with the counter shaft 9). The power transmitted to the ring gear 13a is transmitted to the left and right drive wheels 3, 3 (specifically, the front wheels) via the differential device 13.

  In addition, the main clutch 7 is intermittently engaged / disengaged by the depression / depressing operation of the clutch pedal of the driver in the driver's seat in the vehicle. When the main clutch 7 is connected, power is transmitted from the crankshaft 6 to the main shaft 8. On the other hand, when the main clutch 7 is disconnected, power transmission from the crankshaft 6 to the main shaft 8 is interrupted.

  The traveling speed change mechanism 11 is relative to the main shaft 8 via a first input gear 14A and a second input gear 14B provided so as to rotate synchronously (specifically, integrally rotate) with the main shaft 8, and a bearing (not shown). The third input gear 14C and the fourth input gear 14D supported so as to be rotatable (specifically, freely rotatable) and the main shaft 8 can be relatively rotated (specifically, freely rotatable) via a bearing or the like (not shown). The fifth output gear 14E and the reverse input gear 16 supported by the first output gear 17A and the first output gear 17A and the first output gear 17A supported by the counter shaft 9 through a bearing (not shown) and the like so as to be relatively rotatable (specifically, freely rotatable). The second output gear 17B, the third output gear 17C and the fourth output gear 17D provided to rotate synchronously with the counter shaft 9 (specifically, integrally rotating), and the counter shaft 9 with specific rotation (specifically, Integrated rotation) And a fifth output gear 17E and reverse output gear 18 provided so that.

  The first to fifth input gears 14 </ b> A, 14 </ b> B, 14 </ b> C, 14 </ b> D, 14 </ b> E are arranged in this order toward one side (right direction in FIG. 1, hereinafter “high-speed side”) of the axial direction (shift direction) of the main shaft 8. And the input gears 14A, 14B, 14C, 14D, and 14E located on the high speed side have a large diameter and a large number of teeth. The reverse input gear 16 is disposed on the higher speed side than the fifth input gear 14E, and the diameter thereof is smaller than that of the first input gear 14A. Incidentally, the direction opposite to the high speed side of the main shaft 8 is the “low speed side”.

  The first to fifth output gears 17A, 17B, 17C, 17D, and 17E are arranged in this order toward the high speed side in the shift direction, and the output gears 17A, 17B, 17C, 17D, and 17E are positioned on the high speed side. The diameter is smaller and the number of teeth is smaller. The reverse output gear 18 is disposed on the higher speed side than the fifth output gear 17E, and the diameter thereof is set to be approximately the same as that of the adjacent fifth output gear 17E.

  The first input gear 14A and the first output gear 17A coincide with each other in the shift direction position and always mesh with each other, and the second input gear 14B and the second output gear 17B coincide with each other in the shift direction position. The third input gear 14C and the third output gear 17C are always meshed with each other in the shift direction position.

  Further, the fourth input gear 14D and the fourth output gear 17D coincide with each other in the shift direction position and always mesh with each other, and the fifth input gear 14E and the fifth output gear 17E coincide with each other in the shift direction position. The reversing input gear 16 and the reversing output gear 18 are always meshed with each other, and the power of the input reversing gear 16 is controlled by the reversing gear 19 which is in mesh with each other in the shift direction and is always meshed with both the two reversing gears 16, 18. Is transmitted to the output reverse gear 18.

  Further, the traveling transmission mechanism 11 includes a low-speed sleeve 20 that is a synchronous mesh clutch disposed on the counter shaft 9 so as to be positioned between the first output gear 17A and the second output gear 17B, A medium speed side sleeve 21 which is a synchronous mesh clutch disposed on the main shaft 8 so as to be positioned between the 3 input gear 14C and the 4th input gear 14D; a fifth input gear 14E; and a reverse input gear 16; A high-speed / reverse-side sleeve 22 which is a synchronous mesh clutch disposed on the main shaft 8 so as to be positioned between the two is provided.

  The low speed side sleeve 20 is configured to be slidable in the axial direction of the counter shaft 9 that is the shift direction and to rotate synchronously (specifically, integrally with the counter shaft 9).

  When the low speed side sleeve 20 is slid to the low speed side in the shift direction, the first output gear 17A and the low speed side sleeve 20 mesh with each other while being synchronized by the synchronizing means 20a provided between them. In the engaged state, the first output gear 17 </ b> A and the counter shaft 9 are in a state (first state) in which the first output gear 17 </ b> A and the low-speed sleeve 19 rotate synchronously (specifically, rotate integrally).

  On the other hand, when the low speed side sleeve 20 is slid to the high speed side in the shift direction, the second output gear 17B and the low speed side sleeve 20 mesh with each other while being synchronized by the synchronizing means 20b provided between them. In the fully engaged state, the second output gear 17B and the counter shaft 9 are in a synchronous rotation (specifically, an integral rotation) together with the low speed side sleeve 20 (second state).

  The medium speed side sleeve 21 is configured to be slidable in the axial direction of the main shaft 8 that is the shift direction and to rotate synchronously (specifically, integrally) with the main shaft 8.

  When the intermediate speed side sleeve 21 is slid to the low speed side in the shift direction, the third input gear 14C and the intermediate speed side sleeve 21 mesh with each other while being synchronized by the synchronization means 21a provided between them. In the fully engaged state, the third input gear 14C and the main shaft 8 are in a state of rotating synchronously (specifically, integrally rotating) together with the medium speed side sleeve 21 (a third state).

  On the other hand, when the medium speed side sleeve 21 is slid to the high speed side in the shift direction, the fourth input gear 14D and the medium speed side sleeve 21 mesh with each other while being synchronized by the synchronizing means 21b provided between them. In the fully engaged state, the fourth input gear 14D and the main shaft 8 are in a synchronous rotation (specifically, an integral rotation) together with the medium speed side sleeve 21 (fourth state).

  The high-speed / reverse-side sleeve 22 is configured to be slidable in the axial direction of the main shaft 8 as the shift direction and to rotate synchronously (specifically, rotate integrally) with the main shaft 8.

  When the high-speed / reverse-side sleeve 22 is slid to the low-speed side in the shift direction, the fifth input gear 14E and the high-speed / reverse-side sleeve 22 mesh with each other while being synchronized by the synchronization means 22a provided between them. In the fully engaged state, the fifth input gear 14E and the main shaft 8 are in a state of rotating synchronously (specifically, integrally rotating) together with the high-speed / reverse-side sleeve 22 (specifically, the fifth state).

  On the other hand, when the high speed / reverse side sleeve 22 is slid to the high speed side in the shift direction, the reverse input gear 16 and the high speed / reverse side sleeve 22 are synchronized with each other by the synchronizing means 22b provided between them. In the meshed and fully meshed state, the reverse rotation input gear 16 and the main shaft 8 are in a synchronized rotation (specifically, an integral rotation) with the high speed / reverse rotation side sleeve 22 (reverse drive state).

  Incidentally, the number of teeth of the first to fifth input gears 14A, 14B, 14C, 14D, 14E and the first to fifth output gears 17A, 17B, 17C, 17D, 17E, and the relationship between the diameters, The rotational speed of the power transmitted from the main shaft 8 to the counter shaft 9 is set to high speed in the order of the first state → second state → third state → fourth state → fifth state.

  As a result, the transmission 4 is configured to be able to switch a total of five travel shifts on the forward travel side, and forward travel power for forward travel is transmitted to the drive wheels 3 by the travel shift switching. On the other hand, the reverse rotation power for reverse travel, which is rotated at a low speed, is transmitted to the drive wheels 3 by the reverse travel state.

  In other words, in the transmission 4, all the three sleeves 20, 21, and 22 are located in the neutral position and the counter shaft 9 (drive wheel 3) is in a neutral state in which power is not transmitted, or the three sleeves 20, 21 are in the neutral state. , 22 is operated to the high speed side or the low speed side to transmit power, and the remaining two are in a power transmission state located in the neutral position.

  By the way, when the transmission 4 is switched, the main clutch 7 is disconnected before the shift is switched so that the power is not transmitted to the main shaft 8 and the main clutch 7 is connected again after the shift is switched. Is manually performed by the driver.

  The three sleeves 20, 21, 22 are provided with shift members 23, 24, 26 for sliding the sleeves 19, 21, 22 in the shift direction. The shift members 23, 24, and 26 are slid by a swinging operation of a shift lever installed on the driver's seat side in the vehicle, and the vehicle shift / shift is switched by the slide operation.

  Although it is the drive device 1 comprised as mentioned above, the lubricating oil 27 (refer FIG. 2) is stored in the mission case 5 in order to prevent abrasion of the part which gears mesh and to assist smooth operation | movement. In the lubricating oil 27, at least a part of a part or all of the gears constituting the transmission 4 is immersed. In other words, the liquid level 27a (see FIG. 2) of the lubricating oil 27 in the mission case 5 is set to a height at which a part or all of the gears constituting the transmission 4 are immersed.

  If the amount of the lubricating oil is insufficient, the gears constituting the transmission 4 wear, malfunction, damage due to scorching, etc., and the transmission 4 is in a state of lubricating oil (mainly oil A detection device 28 (see FIG. 2) for detecting the amount) based on the pressure value is provided.

  Next, the configuration of the detection device 28 will be described with reference to FIGS. 1 to 3.

  FIG. 2 is a conceptual diagram showing a configuration of a detection device to which the present invention is applied, and FIG. 3 is a partial cross-sectional view showing a main configuration of the pressure sensor shown in FIG. The detection device 28 is arranged on the side of the mission case 5 in a state in which at least a part is accommodated in the mission case 5 so as to detect the flow or scattering of the lubricating oil in the mission case 5 caused by power transmission by the transmission 1 by pressure detection. And a gear pair 31 comprising a pair of gears 31a and 31b that constitute part of the transmission 4 and mesh with each other.

  The gear pair 31 is a pair of gears 31a and 31b meshing with each other, and any gear can be used as long as it can transmit gears from one to the other. In the case of the transmission 1 described above, for example, a plurality of input gears 14A, 14B, 14C, 14D, and 14E, and output gears 17A and 17B that mesh with the input gears 14A, 14B, 14C, 14D, and 14E, respectively. Each combination of 17C, 17D, and 17E can be selected as a gear pair 31, a combination of the final gear 12 and the ring rear 13a of the differential device 13, a combination of the reverse input gear 16 and the reverse gear 19, A combination of the reverse output gear 18 and the reverse gear 19 can be selected as a gear pair. A plurality of gear pairs 31 are selected, and a pressure sensor 29 is provided for each gear pair 31.

  The pressure sensor 29 is a pair of gears 31a constituting the gear pair 31 for the purpose of detecting the pressure of the lubricating oil delivered by the gear pair 31 when power is transmitted from one of the gear pairs 31 to the other. , 31b is disposed on the lubricating oil delivery side in the vicinity of the meshing portion. Incidentally, when the lubricating oil flows, the pressure sensor 29 may be arranged on the lubricating oil suction side in the vicinity of the meshing portion of the pair of gears 31a and 31b.

  Specifically, the pressure sensor 29 includes a cylindrical member 32, a detection plate 33, and a strain gauge 34 attached to the detection plate 33.

  The tip of the cylindrical member 32 is brought close to the meshing portion of the gear pair 31, and the axial direction of the cylindrical member 32 is the direction in which the lubricating oil is discharged by the gear pair 31 (the tangential direction of the meshing portion of the gear pair 31). The cylindrical member 32 is inserted into the transmission case 5 and fixed so as to be set in the direction indicated by the arrow in FIG. Exposed from the mission case 5 to the outside. For this reason, it is also possible to utilize the space in the cylindrical member 32 as an effective space for wiring or the like. However, it is necessary to perform sealing so that the lubricating oil in the mission case 5 does not leak out from the cylindrical member 32.

  The detection plate 33 is a metal plate (specifically, an iron plate) disposed on the inner peripheral surface of the distal end portion of the cylindrical member 32 and bent in an angle shape, and a cylinder having an inner peripheral diameter set to about 10 mm. The plate thickness of the detection plate 33 is set to about 0.2 mm with respect to the shaped member 32, and a slight elastic deformation is allowed. Of the two angled pieces of the detection plate 33, one of the pieces is a plate-like detection portion 33a whose thickness direction is directed in the axial direction of the cylindrical member 32, and the other piece is a detection piece. This is a mounting portion 33b that is integrally extended from the inner peripheral side end of the cylindrical member 32 of the portion 33a to the axially inner side of the cylindrical member 32. The attachment portion 33 b is fixed to the inner peripheral side of the cylindrical member 32.

  The strain gauges 34 are sheet-like elements respectively attached to the front and back surfaces of the detection unit 33a, and the strain gauges 34 are elements whose resistance values change due to their own strain. The pressure detecting means by the strain gauge 34 is conventionally known, and the principle will be described below with reference to FIG.

  FIG. 4 is a detection circuit diagram of the strain gauge. The detection circuit 36 constitutes a Wheatstone bridge circuit, and four resistors R1, R2, R3, and R4 are connected in a ring shape in series, and a power supply voltage E is applied between two non-adjacent resistors. In other words, the resistors R1 and R2 connected in series and the resistors R3 and R4 connected in series are connected in parallel, and the power supply voltage E is applied to the parallel circuit.

  The voltage between the contact between the resistor R1 and the resistor R2 and the contact between the resistor R3 and the resistor R4 is taken out as an output voltage V, and this output voltage V is sent to the microcomputer 37 functioning as a control unit. The data is input to the built-in A / D converter 37a and acquired by the microcomputer 37 as a digital value. From the digital value corresponding to the output voltage V, the distortion of the detection unit 33a is calculated, and the pressure applied to the detection unit 33a is further obtained in real time based on the calculated distortion.

  Incidentally, the following relational expression is established among the resistor R1, the resistor R2, the resistor R3, the resistor R4, the power supply voltage E, and the output voltage V.

  Here, the resistance values of the resistors R3 and R4 are set to R, and the resistors R1 and R2 are the resistances of the two strain gauges 34 and 34, respectively. The resistance value of the resistor R2) is also set to R. When the detecting portion 33a is bent and deformed to the back side of the cylindrical member 32 by the pressure of the lubricating oil, one of the two strain gauges 34, 34 is extended by a predetermined amount, and the other is compressed by the same amount. When the deformation amount of the resistance value of one strain gauge 34 is + ΔR, the deformation amount of the resistance value of the other strain gauge 34 is −ΔR. When these are applied to the above equation, the following relational expression is established.

  Here, if the strain amount is ε and the strain gauge factor, which is a coefficient indicating the ease of strain, is Ks, the following equation is established.

  From these equations, the following equations can be obtained.

  Based on this equation, it is possible to calculate the strain amount of the detection unit 33a and obtain the pressure to the detection unit 33a based on the strain amount. Such a detection method is called a two-active gauge method (bending strain measurement method), but other means such as a one-active gauge method may be used.

  The operation of the detection device 28 will be described. Lubricating oil that scatters or flows in the transmission case 5 by the gear pair 31 during transmission of the power of the engine 2 by the transmission 4 from the distal end side of the cylindrical member 32. The pressure is applied to the detector 33a.

  This pressure is detected via the strain gauges 34, 34 by the method described above. The detected pressure decreases when the oil amount is less than the appropriate amount, and when the oil amount is appropriate, becomes a predetermined value or more. In addition, this pressure drop occurs in a wide range (0 to 6000 rpm in this example) from the low speed range to the high speed range of the engine speed.

  For this reason, it is possible to determine the state of the amount of lubricating oil and the lubrication state of the tooth surfaces of the gear pair 31 by detecting the pressure over the entire engine speed. In addition, it is possible to grasp the situation more accurately by graphing the change with time of the detected pressure. Incidentally, the pressure value used for situation determination may be a maximum value within a predetermined time or an average value.

  The detection device 28 configured as described above includes the detection unit 33a and the detection unit 33a in the cylindrical member 32 so that only the pressure of the lubricating oil delivered by the power transmission from one to the other by the gear pair 31 is detected as much as possible. Since the strain gauges 34, 34 are provided, it is possible to appropriately determine the amount of lubricating oil and the lubricating condition.

  In addition, since a plurality of gear pairs 32 are provided and a pressure sensor 29 is provided for each gear pair 32, it is possible to make a more accurate situation determination. 29, when it is determined that the condition of the lubricating oil is normal, when an abnormality is detected in the pressure value by the other pressure sensor 29, a malfunction of the gear pair 31 to be detected is assumed. . In this way, not only the state of the lubricating oil but also the transmission state can be detected in some cases.

  In the above-described example, the application to the transmission 4 having the five travel speeds has been described. However, this may be applied to the transmission 4 having the six or more travel speeds, and in this case, A pressure sensor 29 is provided for each gear pair 31 for changing gear speeds constituting each gear stage.

5 Mission case (transmission case)
12 final gear 13 differential gear 13a ring gear 28 detector 29 pressure sensor 31 gear pair 31a, 31b gear 32 cylindrical member 33a detector 34 strain gauge

Claims (8)

A transmission detection device that detects a state of lubricating oil in a transmission case by a pressure sensor,
A detection for a transmission comprising a pressure sensor at least partially housed in the transmission case so as to detect the flow or splashing state of lubricating oil in the transmission case caused by power transmission by pressure. apparatus. A gear pair comprising a pair of meshing gears that are built in a transmission case and constitute a part of the transmission,
The transmission detection device according to claim 1, wherein the pressure sensor is disposed at a position where the lubricating oil flows or scatters by the gear pair. The transmission detection device according to claim 2, wherein the pressure sensor is disposed on a meshing portion side of a pair of gears that constitute the gear pair. The transmission detection device according to any one of claims 2 and 3, wherein the pressure sensor is arranged on a side where the gear pair sends out lubricating oil. The speed change according to any one of claims 2 to 4, wherein the gear pair is configured by a pair of gears for speed change switching in which power is transmitted from one side to the other side when the transmission is changed to any gear stage. Machine detector. 5. One gear of the gear pair is a final gear provided on the transmission downstream side of the transmission, and the other gear is a differential ring gear that meshes with the final gear. Detecting device for transmission. Provide multiple gear pairs,
The transmission detection device according to claim 2, wherein a pressure sensor is provided for each of the plurality of gear pairs. The pressure sensor is
A cylindrical member having at least one end opened so as to introduce lubricating oil;
A plate-like detection unit fixed in the cylindrical member in a state where the thickness direction faces the introduction direction of the lubricating oil so as to receive the lubricating oil introduced into the cylindrical member;
The transmission detection device according to any one of claims 1 to 7, further comprising a strain gauge attached to at least one surface side of the detection unit.

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