JP5039647B2 - Power transmission device - Google Patents

Description

This invention is related to a power transmission device for a vehicle.

  A power transmission device 301 as shown in FIG. 7 is described in “New vehicle manual NISSAN March K11 type car page 181: Nissan Motor Co., Ltd. issued in January, 1992”.

  The power transmission device 301 is a transmission for a front wheel drive vehicle (FWD vehicle: FF vehicle), and includes an electromagnetic start clutch 303, a forward / reverse switching mechanism 305, a continuously variable transmission 307, a gear transmission mechanism 309, and a front differential 311. (A differential device that distributes the driving force of the engine to the left and right front wheels).

  When the starting clutch 303 is connected after the engine is started, the driving force of the engine is transmitted from the forward / reverse switching mechanism 305 to the continuously variable transmission 307 to be shifted, and is transmitted to the front differential 311 via the gear transmission mechanism 309. Allocated to the front wheels.

  For reasons such as in-vehicle performance and fuel efficiency, vehicles have a basic requirement to make a power transmission device (transmission) including a starting clutch, a transmission mechanism, and a differential device as compact and lightweight as possible. Moreover, this requirement is particularly high in the FF vehicle in which these are concentrated and mounted on the front portion of the vehicle.

  However, as described above, in the conventional power transmission device 301 in which the start clutch 303 is disposed between the engine and the continuously variable transmission 307, even if they are to be compactly configured, a space for the start clutch is ensured. Therefore, it is difficult to establish.

  Further, the arrangement in which the starting clutch 303 is placed between the engine and the continuously variable transmission 307 is subject to large restrictions not only on the layout inside the power transmission device 301 but also on the layout of the power transmission device 301 itself arranged around the engine. This limits the degree of freedom of layout.

  Moreover, since a large driving torque is applied to the starting clutch 303 due to the arrangement between the engine and the continuously variable transmission 307, both the clutch mechanism and the actuator for operating the clutch mechanism must have a large capacity. The power transmission device 301 becomes larger and the weight increases.

  Further, since the starting clutch 303 is independent of other components such as the continuously variable transmission 307, the gear transmission mechanism 309, the front differential 311 and the like, a casing, a bearing and the like dedicated to the starting clutch 303 are necessary, and the power is increased accordingly. It is difficult to reduce the weight and size of the transmission device 301.

  In addition, when the continuously variable transmission 307 is disposed at the rear stage of the starting clutch 303 as viewed from the engine, the continuously variable transmission 307 is operated even when the engine is rotating during the stop when the connection of the starting clutch 303 is released. Since the rotation of the motor also stops, the gear cannot be shifted in advance for the next start, and the acceleration response may be insufficient at the start.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a power transmission device including a start clutch that has a compact transmission and increases the degree of freedom in layout.

The power transmission device according to claim 1 is a transmission mechanism that shifts the driving force of the engine by being connected to the engine in the vehicle left-right direction, and the shifted driving force that is housed in the transmission case that houses the transmission mechanism. In a power transmission device including a differential mechanism that distributes to a wheel side and a starting clutch that intermittently interrupts output-side driving force distributed by the differential mechanism, the starting clutch accommodates the differential mechanism and drives the driving force. Arranged outside the casing for transmission to the differential mechanism, the starting clutch is disposed in the longitudinal direction of the vehicle with respect to the engine , and is fixed to the transmission case on the outer periphery of one axle with respect to the differential mechanism. Disposed in the casing, the transmission mechanism is disposed on the outer peripheral side of the other axle with respect to the differential mechanism ,
A bearing for supporting the casing of the differential mechanism on the transmission is disposed between the starting clutch and the casing of the differential mechanism .

  The starting clutch may be disposed between the differential mechanism and one of the wheels.

  When this starting clutch is connected, the driving force of the engine is distributed from the differential mechanism to each wheel side. Further, when the connection of the starting clutch is released, differential rotation of the differential mechanism becomes free, driving force transmission is stopped, and the wheel is substantially disconnected.

  Therefore, if the start clutch is disengaged, the engine can be started, and if the start clutch is connected, the vehicle can start.

  Further, since the starting clutch of the present invention is arranged between the differential mechanism and the wheel, the starting clutch 303 differs from the conventional example in which the starting clutch 303 is arranged between the engine and the continuously variable transmission 307, depending on the arrangement space. Free from layout constraints.

  In this way, not only the degree of freedom of layout inside the power transmission device is improved, but also an empty space, for example, an arrangement space around the engine can be used effectively, and the power transmission device itself has a large degree of freedom in layout. improves.

  Moreover, since the torque applied to the starting clutch is halved by arranging it on the output side of the differential mechanism, both the clutch mechanism and the actuator for operating the clutch mechanism can be reduced in size, and the power transmission device is also compact. And lighter.

  As described above, since the degree of freedom is high in selecting the arrangement location, it is possible to effectively use the empty space of the vehicle. In particular, in the FF vehicle, it can be effectively arranged in the space in the front of the engine. .

According to a second aspect of the present invention, in the power transmission device according to the first aspect, the transmission mechanism includes a drive-side transmission pulley, a driven transmission pulley, and a belt connecting the transmission pulleys. It is a continuously variable transmission provided with, and can obtain the operation and effect equivalent to the configuration of claim 1.

  In addition, in this configuration, the starter clutch is arranged at the rear stage of the continuously variable transmission (transmission mechanism), and unlike the conventional example, the continuously variable transmission while the engine is rotating is different from the conventional example. Is spinning even when stopped.

  Therefore, the continuously variable transmission can be shifted in advance in preparation for starting, and sufficient acceleration response can be obtained at the time of starting.

  Furthermore, the use of a continuously variable transmission as the speed change mechanism eliminates the need for an auxiliary clutch for speed change, unlike a mechanical speed change mechanism that changes gear meshing to change gears. It becomes simple and can be made lighter and more compact.

Since the power transmission device according to claim 1 is disposed between the differential mechanism and the wheel (after the speed change mechanism), it is released from layout restrictions due to the arrangement space, and the layout inside the power transmission device, The degree of freedom of layout of the power transmission device itself is greatly improved, and the use efficiency of the vacant space of the vehicle is improved.

  Moreover, the torque to be handled is reduced by half by arranging it on the output side of the differential mechanism, both the clutch mechanism and the actuator for operating the clutch mechanism are reduced in size, and the power transmission device is also reduced in size and weight. In addition, since the degree of freedom of the arrangement location is high, the empty space of the vehicle can be used more effectively.

  The invention according to claim 2 can obtain the same effect as that of the structure of claim 1, and can continuously shift the continuously variable transmission in preparation for starting even when the vehicle is stopped. Acceleration response can be obtained.

  Further, since no auxiliary clutch for shifting is required, the structure of the power transmission device becomes simpler, lighter and more compact.

  The starting clutch 1 (reference example of the present invention) will be described with reference to FIGS.

  FIG. 1 shows a transmission 3 (power transmission device) using a starting clutch 1, FIG. 2 shows a starting clutch 1 and a front differential 21, and FIG. 3 shows a power system of an FF vehicle using the transmission 3. The left and right directions in each figure are the left and right directions of the vehicle. Further, members and the like that are not given reference numerals are not shown.

  As shown in FIG. 3, the power system includes an engine 5, a transmission 3, front axles 7 and 9, left and right front wheels 11 and 13, and the like.

  As shown in FIG. 1, the transmission 3 includes a forward / reverse switching mechanism 14, a belt-type continuously variable transmission 15 (CVT), an oil pump 17, a gear transmission mechanism 19, a front differential 21 and a starting clutch 1. Yes.

  The forward / reverse switching mechanism 14 switches the rotational direction of the driving force of the engine 5 according to the traveling direction of the vehicle and transmits it to the input shaft 23 of the belt type continuously variable transmission 15.

  The belt-type continuously variable transmission 15 includes a drive-side transmission pulley 25, a driven-side transmission pulley 27, a steel belt 29 connecting these, a hydraulic actuator 31, a spring 33, and the like.

  The transmission pulleys 25 and 27 are respectively composed of fixed pulleys 37 and 39 integral with the input shaft 23 and the output shaft 35, movable pulleys 41 and 43 movably disposed on the shafts 23 and 35, and the like. As described above, when the movable pulleys 41 and 43 are moved and the distance between the movable pulleys 41 and 43 is changed, the belt pitch diameter of each of the transmission pulleys 25 and 27 is changed, and the gear ratio is adjusted steplessly.

  The spring 33 urges the movable pulley 43 of the driven transmission pulley 27 toward the fixed pulley 39.

  The oil pump 17 is driven by the rotation of the shaft 23 and sends hydraulic pressure to the hydraulic actuator 31. The hydraulic actuator 31 moves the movable pulley 41 of the drive side transmission pulley 25 to the fixed pulley 37 side.

  When the pressing force of the movable pulley 41 by the hydraulic actuator 31 is increased, in the driving side transmission pulley 25, the movable pulley 41 moves to the fixed pulley 37 side and the belt pitch diameter increases, and in the driven side transmission pulley 27, the belt 29 The spring 33 bends due to the tension, and the distance between the movable pulley 43 and the fixed pulley 39 is widened to reduce the belt pitch diameter.

  When the pressing force of the movable pulley 41 is weakened, the belt pitch diameter is increased at the driven side transmission pulley 27 and decreased at the driving side transmission pulley 25 due to the urging force of the spring 33.

  The gear ratio increases as the belt pitch diameter of the drive-side transmission pulley 25 increases, and decreases as the belt pitch diameter decreases.

  The gear transmission mechanism 19 includes two sets of reduction gear sets 45 and 47.

  The reduction gear set 45 includes a small-diameter gear 49 and a large-diameter gear 51 that mesh with each other. The small-diameter gear 49 is fixed to the output shaft 35 of the belt-type continuously variable transmission 15, and the large-diameter gear 51 is an intermediate shaft. 53 is fixed.

  The reduction gear set 47 is composed of a small-diameter gear 55 and a large-diameter final gear 57 that are meshed with each other. The small-diameter gear 55 is fixed to the intermediate shaft 53, and the final gear 57 is connected to the front differential 21 as described below. It is fixed to the differential case 59.

  The driving force of the engine 5 is transmitted from the forward / reverse switching mechanism 14 to the continuously variable transmission 15 to be shifted, decelerated by the two reduction gear sets 45 and 47 of the gear transmission mechanism 19, and transmitted to the front differential 21.

  As shown in FIG. 2, the front differential 21 includes a differential case 59 (a casing of a differential mechanism) and a bevel gear type differential mechanism 61.

  The front differential 21 uses a differential device without a differential limiting function.

  The differential case 59 is supported on the transmission case 67 via bearings 63 and 65, and the final gear 57 is fixed to the differential case 59 with a bolt 69.

  The differential mechanism 61 includes a pinion shaft 71 fixed at both ends to a differential case 59, a pinion gear 73 supported on the pinion shaft 71, and side gears 75 and 77 engaged with the pinion gear 73 from the left and right.

  The left side gear 75 is connected to the left front axle 7 via the starting clutch 1, and the right side gear 77 is directly connected to the right front axle 9.

  The starting clutch 1 includes a multi-plate clutch 79, a hydraulic actuator 81, a pressing member 83, and the like.

  The multi-plate clutch 79 is disposed between the inner periphery of the clutch housing 85 formed in the differential case 59 and the outer periphery of the clutch hub 87, and the clutch hub 87 is connected to the front axle 7.

  The hydraulic actuator 81 includes a cylinder 91 formed in the partition wall 89 of the transmission case 67 and a ring-shaped piston 97 that is reciprocally engaged with the cylinder 91 via O-rings 93 and 95. The cylinder 91 is supplied with hydraulic pressure from an engine-driven oil pump.

  The pressing member 83 penetrates into the differential case 59 and faces the multi-plate clutch 79, and a thrust bearing 99 that absorbs the relative rotation is disposed between the rotating side pressing member 83 and the stationary side piston 97. Has been. Further, between the clutch housing 85 and the differential case 59, there is disposed a thrust bearing 101 that receives a pressing force when the multi-plate clutch 79 is pressed and prevents the clutch housing 85 and the differential case 59 from sliding. .

  As described above, the starting clutch 1 is united with the front differential 21 by being disposed inside the differential case 59.

  When hydraulic pressure is sent to the cylinder 91 of the hydraulic actuator 81, the multi-plate clutch 79 is pressed through the piston 97, the thrust bearing 99, and the pressing member 83, and the start clutch 1 is connected. Conversely, when the supply of hydraulic pressure is stopped, the connection of the starting clutch 1 is released.

  That is, when the starting clutch 1 is connected, the left side gear 75 and the left front wheel 11 are connected, and when the starting clutch 1 is released, they are disconnected.

  In addition, when the connection of the starting clutch 1 is released, the differential mechanism 61 can freely rotate, the differential case 59 rotates idle due to the rotation of the pinion gear 73, and the driving force is not transmitted to the right front wheel 13.

  That is, if the connection of the starting clutch 1 is released, the transmission 3 is disconnected from the front wheels 11 and 13 so that the engine 5 can be started. When the starting clutch 1 is connected, the vehicle starts.

  The driving force of the engine 5 that rotates the differential case 59 via the final gear 57 is transmitted from the pinion shaft 71 to the pinion gear 73, and is distributed to the side gears 75 and 77 with 1/2 driving torque.

  Since the start clutch 1 is connected while the vehicle is running, the rotation of the side gear 75 is transmitted from the start clutch 1 to the left front wheel 11 via the axle 7, and the rotation of the side gear 77 is transmitted to the right via the axle 9. It is transmitted to the front wheel 13.

  Further, if a difference in driving resistance occurs between the front wheels 11 and 13 when starting, accelerating, driving on a rough road, turning, etc., the driving force of the engine 5 differs from the left and right front wheels 11 and 13 by the rotation of the pinion gear 73. Distributed dynamically.

  Thus, the starting clutch 1 is configured.

  As described above, the start clutch 1 is disposed between the front differential 21 (differential mechanism 61) of the transmission 3 and the front wheels 11 (the rear stage of the continuously variable transmission 15), and the start clutch 303 is not connected to the engine. Unlike the conventional example arranged between the step transmissions 307, the layout is freed from restrictions on the layout due to the arrangement space of the start clutch 1 itself.

  Therefore, the degree of freedom of layout is improved inside the transmission 3, and the arrangement space around the engine 5 can be used effectively, and the degree of freedom of layout of the transmission 3 is also greatly improved.

  Since the starting clutch 1 is arranged on the output side of the differential mechanism 61, the driving torque applied to the starting clutch 1 is halved. Therefore, both the multi-plate clutch 79 and the hydraulic actuator 81 for operating the multi-plate clutch 79 are made compact. can do.

  Therefore, the starting clutch 1 and the transmission 3 are lighter and more compact.

  Further, as described above, the starting clutch 1 and the front differential 21 are unitized by housing the starting clutch 1 in the differential case 59 of the front differential 21, and by this unitization, the differential case 59 and the bearings 63, 65 are united. Etc. are shared with the front differential 21, and both are lighter and more compact.

  Therefore, these assembling properties are improved, and the space occupied by the starting clutch is reduced, so that the transmission 3 is further compacted.

  Further, since the starting clutch 1 is arranged at the rear stage of the continuously variable transmission 15, the continuously variable transmission 15 rotates while the engine 5 is rotating, unlike the conventional example.

  Therefore, it is possible to shift in advance in preparation for starting, and sufficient acceleration response can be obtained at the time of starting.

  Further, since the continuously variable transmission 15 is used as the speed change mechanism, a speed change auxiliary clutch, which is necessary for a mechanical speed change mechanism that changes gear meshing and shifts, is unnecessary. Becomes simpler, and it is lighter and more compact.

  Thus, the continuously variable transmission 15 is extremely suitable for the present invention in which the starting clutch is disposed at the rear stage of the speed change mechanism.

  Next, the starting clutch 201 (embodiment of the present invention) will be described with reference to FIGS.

  Hereinafter, the same reference numerals are given to the members having the same functions as the starting clutch 1 of the reference example, and the duplicate description of the same functional members is omitted.

  4 shows a transmission 203 (power transmission device) using the start clutch 201, FIG. 5 shows a start clutch 201 and the front differential 21, and FIG. 6 shows a transmission 203 (power transmission device) using the start clutch 201 and this. The power system of the FF vehicle using The left and right directions in each figure are the left and right directions of the vehicle. Further, members and the like that are not given reference numerals are not shown.

  As shown in FIG. 6, the power system includes an engine 5, a transmission 203, front axles 7 and 9, left and right front wheels 11 and 13, and the like.

  The transmission 203 includes a forward / reverse switching mechanism 14, a belt-type continuously variable transmission 15, an oil pump 17, a gear transmission mechanism 19, a front differential 21, a starting clutch 201, and the like.

  As shown in FIG. 5, the front differential 21 includes a differential case 205 (a casing of a differential mechanism) and a bevel gear type differential mechanism 61.

  The differential case 205 is supported on the transmission case 67 via bearings 207 and 209, and the final gear 57 of the gear transmission mechanism 19 is fixed to the differential case 205.

  The left side gear 75 of the differential mechanism 61 is directly connected to the left front axle 7, and the right side gear 77 is connected to the right front axle 9 via the start clutch 201.

  The starting clutch 201 includes a multi-plate clutch 79, a hydraulic actuator 81, a pressing member 83, and the like, and is housed in a casing 211 fixed to the transmission case 67.

  The multi-plate clutch 79 is disposed between the inner periphery of the clutch housing 213 and the outer periphery of the clutch hub 215. The shaft portion 217 of the clutch housing 213 is connected to the right side gear 77, and the shaft portion 219 of the clutch hub 215 is connected to the right front axle 9.

  The shaft portion 219 of the clutch hub 215 is supported on the casing 211 by a bearing 221, and an oil seal 223 is disposed between the shaft portion 219 and the casing 211 to prevent oil leakage to the outside. .

  The hydraulic actuator 81 includes a cylinder 91 formed in the casing 211 and a piston 97 that is reciprocally engaged with the cylinder 91 via O-rings 93 and 95. The cylinder 91 includes engine-driven oil. Hydraulic pressure is sent from the pump.

  The pressing member 83 is opposed to the multi-plate clutch 79, and a thrust bearing 99 is disposed between the pressing member 83 and the stationary piston 97.

  When hydraulic pressure is sent to the cylinder 91 of the hydraulic actuator 81, the multi-plate clutch 79 is pressed and the start clutch 201 is connected, and when the hydraulic pressure supply is stopped, the start clutch 201 is disconnected.

  When the starting clutch 201 is connected, the right side gear 77 and the right front wheel 13 are connected. Conversely, when the starting clutch 201 is released, they are disconnected.

  In other words, when the connection of the starting clutch 201 is released, the differential mechanism 61 can freely rotate, the differential case 205 is idled by the rotation of the pinion gear 73, and the driving force is not transmitted to the left front wheel 11.

  That is, if the start clutch 201 is disconnected, the transmission 203 is disconnected from the front wheels 11 and 13 and the engine 5 can be started. When the start clutch 201 is connected, the vehicle starts.

  While the vehicle is running, the starting clutch 201 is connected, the rotation of the side gear 75 is transmitted to the left front wheel 11 via the axle 7, and the rotation of the side gear 77 is transmitted from the starting clutch 201 via the axle 9 to the right front wheel 13. And the driving force of the engine 5 is differentially distributed to the left and right front wheels 11 and 13 according to the difference in driving resistance between the front wheels 11 and 13.

  Thus, the starting clutch 201 is configured.

  As described above, the starting clutch 201 is arranged between the front differential 21 of the transmission 203 and the front wheels 13 (the rear stage of the continuously variable transmission 15), so that the layout according to its own arrangement space differs from the conventional example. It is freed from the above restrictions, and an effect equivalent to that of the starting clutch 1 of the above embodiment can be obtained.

  In addition to this, according to this configuration in which the starting clutch 201 is disposed outside the differential case 205 of the front differential 21, the starting clutch 201 is disposed at an arbitrary position between the front differential 21 and the front wheel 13 in accordance with an empty space of the vehicle. Can be arranged.

  In particular, in the case of an FF vehicle, it can be arranged in the space in front of the engine 5 and the space utilization efficiency is good.

  In the above reference examples and embodiments, the start clutch is applied to the power transmission device of the front wheel drive vehicle (FF vehicle). However, the start clutch of the present invention is a rear wheel drive vehicle (RR vehicle). The power transmission device may be disposed between a rear differential (a differential device that distributes the driving force of the engine to the left and right rear wheels) and the rear wheels.

  Further, it may be disposed between the wheel side and the center differential of the four-wheel drive vehicle (a differential device that distributes the driving force of the engine to the front wheels and the rear wheels).

  In the present invention, in the above reference examples and embodiments, the differential mechanism of the differential device (front differential) is an example using a bevel gear type without a differential limiting function. As long as the differential mechanism is not accompanied by a differential restriction, it is not limited to the bevel gear type, and for example, a planetary gear type differential mechanism may be used.

  Further, even a differential mechanism with a differential limiting function may be used as long as the differential limiting function can be canceled when necessary by an external operation.

  For example, a differential device with a differential limiting function that incorporates an electromagnetic clutch may be used.

  Further, the clutch mechanism constituting the starting clutch is not limited to the multi-plate clutch as long as a sufficient torque transmission capacity can be obtained.

  For example, a friction clutch such as a single plate clutch or a cone clutch, a powder clutch using magnetic powder, or a meshing clutch may be used.

  Further, the actuator for intermittently operating the clutch mechanism is not limited to an electromagnetic type, and may be a hydraulic type such as a hydraulic actuator.

  In the case of the electromagnetic type, an amplification mechanism that amplifies the pressing force using a cam may be used in combination.

  Further, the continuously variable transmission is not limited to a belt type, but may be of other types.

  Further, the transmission is not limited to a continuously variable transmission, and a conventional gear type may be used as long as an auxiliary clutch that interrupts input from the engine at the time of shifting is arranged as described above. In this case, as compared with the present embodiment using the continuously variable transmission, it is undeniable that the auxiliary clutch is arranged, which is disadvantageous in terms of space. However, by using the starting clutch of the present invention, the auxiliary clutch Can be much smaller than the conventional clutch mechanism, so that the space occupied by the electromagnetic clutch or the like can be reduced, the size can be reduced, and the layout flexibility can be improved.

It is an element block diagram which shows the transmission using the starting clutch of a reference example. It is sectional drawing which shows the reference example which provided the starting clutch in the differential case of a front differential. It is a skeleton mechanism figure which shows the motive power system of the vehicle using the starting clutch of a reference example. It is an element block diagram which shows the transmission using the starting clutch of embodiment. It is sectional drawing which shows embodiment which provided the starting clutch outside the differential case of the front differential. It is a skeleton mechanism figure which shows the motive power system of the vehicle using the starting clutch of embodiment. It is an element block diagram which shows the transmission using the starting clutch of a prior art example.

Explanation of symbols

1,201 Start clutch 3,203 Transmission (power transmission device)
5 Engine 11, 13 Front wheel (wheel)
15 Unauthorized transmission (transmission mechanism)
59,205 Differential case (differential casing)
61 Bevel gear type differential mechanism 79 Multi-plate clutch constituting start clutch 81 Hydraulic actuator constituting start clutch

Claims (2)

A transmission mechanism that shifts the driving force of the engine by being connected to the engine in the vehicle left-right direction, a differential mechanism that distributes the shifted driving force housed in a transmission case that houses the transmission mechanism to the wheels, and a difference In a power transmission device comprising a starting clutch that intermittently interrupts the driving force on the output side distributed by the dynamic mechanism,
The starting clutch accommodates the differential mechanism and is disposed outside the casing for transmitting the driving force to the differential mechanism;
The starting clutch is disposed in a vehicle front-rear direction with respect to the engine , and is disposed in a casing fixed to the transmission case on an outer periphery of one axle with respect to the differential mechanism,
The speed change mechanism is disposed on the outer peripheral side of the other axle with respect to the differential mechanism ,
Between the starting clutch and the casing of the differential mechanism, a bearing for supporting the casing of the differential mechanism on the transmission is disposed . The power transmission device according to claim 1,
The power transmission device , wherein the transmission mechanism is a continuously variable transmission including a drive-side transmission pulley, a driven-side transmission pulley, and a belt connecting the transmission pulleys .

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