JP5820860B2 - Multi-disc transmission - Google Patents

Description

  The present invention relates to a multi-disc transmission.

  In Patent Document 1, a primary disk provided on the input shaft and a secondary disk provided on the output shaft are partially overlapped to provide a disk overlap area, and both disks are sandwiched between a pair of pressing rollers in this area. A multi-disc transmission that transmits the rotation of an input shaft to an output shaft by bringing them into contact is disclosed.

  In a multi-disc transmission, a shift is realized by changing a position where a pair of pressing rollers sandwich both discs. That is, if the position between the two disks is close to the input shaft, the gear ratio changes to the low side (large gear ratio side), and if close to the output shaft, the gear ratio changes to the high side (low gear ratio side). .

  The force with which the pair of pressing rollers sandwich both disks is changed according to the gear ratio, and increases as the gear ratio approaches the Low side.

JP 2010-53995 A

  The speed change ratio (target speed change ratio) at which the optimum fuel consumption can be obtained varies finely according to the engine speed and the like that constantly vary. In addition, the actual transmission gear ratio always fluctuates due to a slight slip between the disks that varies depending on the force with which the pair of pressing rollers sandwich the disks and the traction coefficient between the disks.

  For this reason, in order to obtain optimum fuel efficiency, the actuator that changes the position where the pair of pressing rollers sandwich both disks according to the target gear ratio that varies finely, and the force by which the pair of pressing rollers sandwich both disks are changed. If the actuator to be operated is finely operated, the power consumption of the actuator is increased, and on the contrary, the fuel consumption is lowered and the durability of the actuator is lowered. Further, since the sensitivity of the engine and the transmission is not so high, even if the actuator is operated as such, the targeted fuel consumption reduction effect cannot be obtained.

  The present invention has been made in view of such a technical problem, and an object of the present invention is to prevent an increase in power consumption and a decrease in durability due to the actuator continuously operating finely.

According to an aspect of the present invention, there is provided a multi-disc transmission, an input shaft to which rotation from a power source is input, an output shaft disposed in parallel to the input shaft, and the input shaft. A primary disk, a secondary disk provided on the output shaft and partially overlapping the primary disk, a pair of pressing rollers disposed on both sides of the primary disk and the secondary disk, and the pair of pressing rollers Shifting actuator between the input shaft and the output shaft, a pressing force adjusting actuator that adjusts the pressing force that presses the pair of pressing rollers against the primary disk and the secondary disk, and depending on the gear ratio, A controller for changing the operating position of the speed change actuator and the pressing force adjustment actuator , Wherein the shift actuator and at least one of the actuators of the pressing force adjusting actuator is an actuator which can hold the operation position of the switching point when switching from the energized state to the non-energized state, the controller, There is provided a multi-disc transmission characterized in that energization of the at least one actuator is stopped in a specific operation state in which a gear ratio and an input torque vary .

  According to the above aspect, energization to at least one of the speed change actuator and the pressing force adjustment actuator is stopped in a specific operation state. As a result, the at least one actuator does not operate finely in accordance with the target gear ratio that changes finely, and therefore it is possible to prevent an increase in power consumption and a decrease in durability of the at least one actuator.

1 is an overall schematic diagram of a multi-disc transmission. It is the figure which showed the relationship between a primary disk, a secondary disk, and a pressing roller. It is the flowchart which showed the content of the electricity supply stop control.

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

  FIG. 1 is an overall schematic diagram of a multi-disc transmission (hereinafter referred to as “transmission”) 1 according to an embodiment of the present invention.

  The transmission 1 is a transmission that is provided between an engine 10 serving as a power source and a differential gear (not shown), shifts rotation input from the engine 10, and outputs the output gear 20 to the differential gear. As described below, the transmission 1 includes a transmission case 30, a clutch 40, an input shaft 50, an output shaft 60, a primary disk 70, a secondary disk 80, a pair of pressing rollers 90, and a pressing force. A mechanism 100, a direct coupling mechanism 110, a composite cam mechanism 120, a step motor 130, and a controller 200 are provided.

  The input shaft 50 is provided coaxially with the engine 10, and the output shaft 60 is provided parallel to the input shaft 50. Each of the input shaft 50 and the output shaft 60 is rotatably supported by the transmission case 30.

  The clutch 40 is a diaphragm type dry clutch. In a state where the release lever 41 is not pushed to the engine 10 side, the clutch disc 43 is pushed against the flywheel 44 by the diaphragm spring 42 and the clutch 40 is fastened. On the other hand, when the release lever 41 is pushed to the engine 10 side, the release bearing 45 is pushed to the engine 10 side, the diaphragm spring 42 is pushed and shrunk, the clutch disc 43 is separated from the flywheel 44, and the clutch 40 is released. .

  The primary disk 70 is composed of a plurality of circular disks and is fixed to the input shaft 50. Similarly, the secondary disk 80 is composed of a plurality of circular disks and is fixed to the output shaft 60. The primary disk 70 and the secondary disk 80 are arranged alternately so that an area in which the disks 70 and 80 partially overlap (hereinafter referred to as “disk overlap area”) is formed (see FIG. 2). ).

  The pressing roller 90 is rotatably held by the holding portion 92 via a bearing 91 and is disposed on both sides with the primary disk 70 and the secondary disk 80 interposed therebetween.

  The pressing roller 90 can be moved in a direction perpendicular to the disk surface by a pressing mechanism 100 described later. When a pressing force is applied to the primary disk 70 and the secondary disk 80 from the pressing roller 90 by the pressing mechanism 100, the primary disk 70 and the secondary disk 80 are elastically deformed and contacted, and the rotation of the input shaft 50 causes the primary disk 70 and the secondary disk 80 to rotate. It is transmitted to the output shaft 60 via 80.

  Further, as shown in FIG. 2, the pressing roller 90 can be moved along a shaft connecting line O connecting the input shaft 50 and the output shaft 60 by the composite cam mechanism 120 described later, whereby the primary disk 70 is moved. By changing the contact position between the secondary disk 80 and the secondary disk 80, the gear ratio of the transmission 1 can be changed to stepless or stepped. Specifically, when the contact position between the primary disk 70 and the secondary disk 80 is changed to the input shaft 50 side, the transmission ratio of the transmission 1 is changed to the Low side (large transmission ratio side), and conversely, the output shaft 60 side When the gear ratio is changed to, the gear ratio of the transmission 1 is changed to the High side (the gear ratio small side).

  The pressing mechanism 100 includes a rotation shaft 101 fixed to the transmission case 30, a pair of clamp arms 102 and 103 that are swingably connected to the rotation shaft 101, and a pair of clamp arms 102 and 103. And a pressing force adjusting mechanism 104 provided on the end side.

  The pressing force adjusting mechanism 104 is attached to the arc-shaped rail 105 fixed to one clamp arm 102 and the other clamp arm 103 so as to be rotatable, and a roller 106 provided at an end is engaged with the arc-shaped rail 105. It is comprised with the rotation engaging part 107 to join. A force in the direction of the rotation center is constantly applied to the roller 106 by a spring 108, and the rotation engagement portion 107 can be rotated by a step motor 109.

  When the rotation engagement portion 107 is rotated counterclockwise from the state shown in the drawing, the component perpendicular to the disk surface of the urging force of the spring 108 increases, and the force with which the pair of clamp arms 102 and 103 press the pressing roller 90 is increased. And the pressing force acting on the primary disk 70 and the secondary disk 80 from the pressing roller 90 increases. In order to reduce the pressing force or prevent the pressing force from acting, the rotating engagement portion 107 may be rotated clockwise.

  The direct coupling mechanism 110 is a mechanism that transmits the rotation of the input shaft 50 to the output shaft 60 through a gear train, and includes a low gear train 111 and a high gear train 112 as forward gear trains, and a reverse gear train 113 as a reverse gear train. With.

  The low gear train 111 has more teeth than the input side low gear 111i and the input side low gear 111i provided so as to be freely rotatable on the input shaft 50, meshes with the input side low gear 111i, and is fixed to the output shaft 60. It is comprised with the output side low gear 111o. A spline 111s is formed at the end of the input side low gear 111i.

  The high gear train 112 has a smaller number of teeth than the input high gear 112i and the input high gear 112i provided on the input shaft 50 so as to be free-wheeling, meshes with the input high gear 112i, and is fixed to the output shaft 60. It is comprised with the output side High gear 112o. A spline 112s is formed at the end of the input side high gear 112i.

  A hub 114 and a sleeve 115 are disposed between the input-side low gear 111i and the input-side high gear 112i. The hub 114 is fixed to the input shaft 50, and splines 114s are formed on the outer peripheral surface. The sleeve 115 has splines 115s formed on the inner peripheral surface.

  In the illustrated state, the spline 115s of the sleeve 115 is fitted only to the spline 114s of the hub 114, and is not fitted to the spline 111s of the input side low gear 111i and the spline 112s of the input side high gear 112i. In this state, the rotation of the input shaft 50 is not directly transmitted to the output shaft 60 through either the low gear train 111 or the high gear train 112.

  When the sleeve 115 is slid to the input-side low gear 111i side from the non-directly connected state and the spline 115s of the sleeve 115 is fitted to both the spline 111s of the input-side low gear 111i and the spline 114s of the hub 114, the input-side low gear 111i. Is engaged with the input shaft 50 so as not to rotate relative to the input shaft 50, and the rotation of the input shaft 50 is transmitted to the output shaft 60 via the Low gear train 111.

  Conversely, when the sleeve 115 is slid from the non-directly connected state to the input side high gear 112i side and the spline 115s of the sleeve 115 is fitted to both the spline 112s of the input side high gear 112i and the spline 114s of the hub 114, the input side The high gear 112i is engaged with the input shaft 50 so as not to rotate relative to the input shaft 50, and the rotation of the input shaft 50 is transmitted to the output shaft 60 via the high gear train 112.

  The gear ratio realized in the Low direct connection state is equal to the lowest Low gear ratio realized when the pressing roller 90 is disposed closest to the primary disk 70, and the gear ratio realized in the High direct connection state is the highest in the pressing roller 90. It is equal to the highest High gear ratio realized when it is arranged on the secondary disk 80 side. Further, since the rotation direction of the output shaft 60 in the Low direct connection state and the High direct connection state is the same as the case where the rotation is transmitted to the output shaft 60 via the primary disk 70 and the secondary disk 80, the rotation direction is reversed. No idle gear is required.

  The sleeve 115 is slid by converting the rotation of the step motor 130 into a linear motion by the composite cam mechanism 120 and transmitting the linear motion to the sleeve 115. This will be described later.

  The reverse gear train 113 includes a counter shaft 113c provided in parallel to the input shaft 50 and the output shaft 60, a reverse idle gear 113a provided on the counter shaft 113c so as to be free to rotate and slidable in the axial direction, and to the input shaft 50. An input-side reverse gear 113i that is fixed and an output-side reverse gear 113o that is fixed to the output shaft 60 are provided.

  The reverse idle gear 113a is mechanically or electrically interlocked with the operation of the select lever (or select switch) by the driver, and is between a position where it does not mesh with the input side reverse gear 113i and the output side reverse gear 113o and a position where it meshes. Slide

  When the reverse idle gear 113a is engaged with the input-side reverse gear 113i and the output-side reverse gear 113o, the reverse gear train 113 reverses the rotation of the input shaft 50 and transmits it to the output shaft 60.

The composite cam mechanism 120 is a single actuator (step motor 130) and has the following three functions:
A function of engaging / disengaging the clutch 40 A function of switching between a friction transmission state in which the rotation of the engine 10 is transmitted through the primary disk 70 and the secondary disk 80 and a direct connection state in which the rotation is transmitted through the direct connection mechanism 110 This is a cam mechanism that realizes a function of changing the gear ratio of the transmission 1 by displacing 90 along the shaft coupling line O.

  The composite cam mechanism 120 includes a feed screw 121, a slide nut 122, a first cam 123, a first rod 124, a second cam 125, and a second rod 126.

  The feed screw 121 is connected to the rotation shaft of the step motor 130 and is driven to rotate by the step motor 130.

  The slide nut 122 is screwed to the feed screw 121 and is displaced in the feed direction of the feed screw 121 when the step motor 130 is driven to rotate.

  The first cam 123 is a cam that is provided on the engine 10 side of the slide nut 122 and has a cam surface on the engine 10 side, and a roller 124r provided at the end of the first rod 124 is in contact with the cam surface. . The first rod 124 is passed through a through hole formed in the transmission case 30, and an end located on the opposite side of the roller 124 r is in contact with the release lever 41 of the clutch 40.

  When the step motor 130 is driven to rotate and the first cam 123 is displaced together with the slide nut 122 and the first rod 124 is pushed toward the engine 10 by the cam crest of the first cam 123, the release lever 41 is pushed toward the engine 10 side. Then, the clutch 40 is released. On the contrary, when the cam crest of the first cam 123 is lowered, the first rod 124 is returned to the transmission 1 side, and the release lever 41 is returned to the transmission side by the force of the diaphragm spring 42, the clutch 40 is engaged. To do.

  The second cam 125 is provided on the direct coupling mechanism 110 side of the slide nut 122. The second cam 125 is a positive cam that has a cam groove extending in the feed direction of the feed screw 121 while meandering, and a roller 126r provided at the end of the second rod 126 engages with the cam groove. The end of the second rod 126 located on the opposite side of the roller 126r is connected to the sleeve 115 of the direct coupling mechanism 110.

  When the step motor 130 is driven to rotate and the second cam 125 is displaced together with the slide nut 122, the rotation of the step motor 130 is converted into a linear motion of the second rod 126, which is transmitted to the sleeve 115 of the direct coupling mechanism 110. 115 slides. Thereby, the direct connection mechanism 110 can be switched between a low direct connection state, a non-direct connection state, and a high direct connection state.

  The second rod 126 has notches formed in the second rod 126 corresponding to each state so that the direct coupling mechanism 110 can stably hold the low direct connection state, the non-direct connection state, and the high direct connection state. A positioning mechanism 127 composed of a ball plunger is provided.

  Further, a latch mechanism 93 is provided in the holding portion 92 of the pressing roller 90, and when the slide nut 122 is displaced to a position where it comes into contact with the holding portion 92 of the pressing roller 90, the slide mechanism 122 and the holding portion 92 are moved by the latch mechanism 93. Are concatenated. Accordingly, when the step motor 130 is driven to rotate, the pressing roller 90 is displaced along the axis connecting line O, and the step motor 130 can function as a speed change actuator.

  The step motor 109 has a non-excitation operation type electromagnetic brake which is in an inactive state in an energized state but is in an inactive state in an unenergized state and applies a braking force to the rotating shaft, and is switched from the energized state to the non-energized state The operation position (rotation angle) at the time of switching can be maintained. Further, a slide nut 122 is screwed to the feed screw 121 connected to the rotation shaft of the step motor 130, and the feed screw 121 cannot be rotated even if a force is applied to the slide nut 122 due to its configuration. Therefore, like the step motor 109, when the energized state is switched to the non-energized state, the operation position (rotation angle) at the time of switching can be maintained.

  The controller 200 includes a CPU, RAM, ROM, input / output interface, and the like. The controller 200 includes a brake switch 201 that detects ON / OFF of the brake pedal, an inhibitor switch 202 that detects the position of the select lever, an accelerator opening sensor 203 that detects an accelerator opening that is an operation amount of the accelerator pedal, and a vehicle speed. From a vehicle speed sensor 204 to detect, a rotation speed sensor 205 to detect the rotation speed of the input shaft 50, a throttle opening sensor 206 to detect the throttle opening of the engine 10, an oil temperature sensor 207 to detect the oil temperature of the transmission 1, etc. Signal is input.

  In the friction transmission state in which the rotation of the engine 10 is transmitted through the primary disk 70 and the secondary disk 80, the controller 200 requires the required torque of the transmission 1 based on the transmission ratio of the transmission 1 and the input torque to the transmission 1. The capacity is obtained, and the operation position (rotation angle) of the step motor 109 is changed so that the pressing force by the pressing roller 90 becomes a value that realizes the required torque capacity. The input torque to the transmission 1 can be estimated based on the torque of the engine 1 estimated from the rotational speed of the engine 1 and the throttle opening, the torque input from the drive wheel side during deceleration, and the like. Further, the controller 200 sets a target gear ratio according to the driving state based on the input signal, and changes the operating position (rotation angle) of the step motor 130 so that the target gear ratio is realized. The target gear ratio is set with reference to a predetermined shift map based on the vehicle speed and the accelerator opening, for example.

  Furthermore, the controller 200 performs energization stop control described below to stop energization of the step motors 109 and 130 in a specific operation state in which the change in the gear ratio and the input torque is small, so that the target gear ratio changes finely. In conjunction with this, the step motors 109 and 130 are prevented from operating finely, and increase in power consumption and durability of the step motors 109 and 130 are prevented.

  FIG. 3 is a flowchart showing the content of the energization stop control executed by the controller 200, and is repeatedly executed by the controller 200.

According to this, in S11 to S18, the controller 200 determines whether the energization stop condition is satisfied. Specifically, the energization stop condition is as follows:
-Switches 201-202, sensors 203-207 and step motors 109, 130 are normal (S11)
・ Oil temperature is room temperature (S12)
-Select lever position is D range (S13)
-The gear ratio of the transmission 1 is smaller than 1.0 (S14).
・ Brake switch 201 is OFF (S15)
・ Throttle opening <predetermined value (S16)
-Amount of change in vehicle speed per unit time <predetermined value (S17)
-Amount of change in accelerator opening per unit time <predetermined value (S18)
Is determined to be satisfied if all are satisfied.

  The condition that the switches 201 to 202, the sensors 203 to 207, and the step motors 109 and 130 are normal is that the conditions after S12 are not actually satisfied, or the step motor 109, In spite of the fact that 130 cannot hold the operating position when the energization is stopped, the energization to the step motors 109 and 130 is stopped, the primary disk 70 and the secondary disk 80 slip, and the difference between the target gear ratio and the actual gear ratio is not. This is to prevent the occurrence.

  The condition that the oil temperature is in the normal temperature range is that the traction coefficient between the disks is not stable unless the oil temperature is in the normal temperature range, and the energization to the step motor 109 is stopped to fix the pressing force. This is because the torque capacity is insufficient and the primary disk 70 and the secondary disk 80 may slide.

  The condition that the position of the select lever is in the D range is that the stop of energization of the step motors 109 and 130 is limited to when the transmission 1 is in the forward movement state and the friction transmission state. This is to prevent energization of 109 and 130 from being stopped.

  The condition that the transmission gear ratio of the transmission 1 is smaller than 1.0 is that the change in the required torque capacity is small in the overdrive state where the transmission gear ratio is smaller than 1.0.

  The condition that the brake switch 201 is OFF is that when the brake pedal is depressed, the input torque from the drive wheel side increases, the required torque capacity increases, and the rate of change is large. This is to prevent the energization of the step motors 109 and 130 from being stopped in the situation.

  The condition that the throttle opening is smaller than the predetermined value is that if the throttle opening is smaller than the predetermined value, the engine 10 is considered to be in an idle state or the vehicle is in a fixed value traveling state. This is because in the state, the fluctuation of the torque input from the engine 10 to the transmission 1 is small and the change in the required torque capacity of the transmission 1 is also small.

  The condition that the amount of change in the vehicle speed per unit time is smaller than the predetermined value is that if the amount of change in the vehicle speed per unit time is smaller than the predetermined value, the running road surface is considered to be a flat road. This is because the possibility of acceleration (depressing the accelerator pedal) and deceleration (depressing the brake pedal) is low on a flat road, and the change in required torque capacity is small.

  The condition that the amount of change in the accelerator opening per unit time is smaller than the predetermined value is that the change in the torque of the engine 10 is small if the amount of change in the accelerator opening per unit time is smaller than the predetermined value, and the speed change This is because the change in the required torque capacity of the machine 1 is also reduced.

  When it is determined that all the above conditions are satisfied, it is determined that the energization stop condition is satisfied, and the process proceeds from S18 to S19.

  In S19, the controller 200 stops energization of the step motor 130 and holds the operation position of the step motor 130 at the current operation position. Thereby, the gear ratio of the transmission 1 is maintained at the gear ratio at that time.

  In S20, the controller 200 operates the step motor 109 to an operating position where the pressing force by the pressing roller 90 is a value obtained by multiplying the pressing force that realizes the required torque capacity at that time by a safety factor (> 1), Increase the pressing force.

  In S21, the controller 200 stops energization to the step motor 109 and holds the operation position of the step motor 109 at the operation position at that time. Thereby, the operation position of the step motor 109 is held.

  On the other hand, if it is determined that the energization stop condition is not satisfied, the process proceeds from any of S11 to S18 to S22.

  In S22, the controller 200 continues or resumes energization of the step motors 109 and 130.

  Therefore, according to the energization stop control, the energization to the step motors 109 and 130 is stopped in a specific operation state in which the change in the gear ratio and the input torque is small. In a state in which the energization to the step motors 109 and 130 is stopped, the step motors 109 and 130 do not operate finely in accordance with the minute change in the target gear ratio, so that the power consumption of the step motors 109 and 130 increases. It is possible to prevent a decrease in durability. Since this is a specific operating state in which there is little change in the gear ratio and the input torque, it is possible to suppress a sense of incongruity and a decrease in power performance due to the fact that the gear ratio does not change. There is no slipping (effect corresponding to claim 1).

  In addition, before stopping the energization of the step motor 109, the step motor 109 is operated to increase the pressing force by the pressing roller 90. As a result, when the accelerator pedal is suddenly depressed and energization is resumed, it is possible to prevent the primary disk 70 and the secondary disk 80 from slipping due to a delay in the increase of the pressing force due to a response delay of the step motor 109. (Effect corresponding to claim 2).

  The embodiment of the present invention has been described above, but the above embodiment is merely a part of an application example of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. is not.

  For example, in the above-described embodiment, the energization to both the step motors 109 and 130 is stopped when the energization stop condition is satisfied. However, only one of them may be stopped. In this case, it is preferable to stop the step motor 109 instead of the step motor 130. This is because the driver may detect whether or not the gear ratio is fixed from the change in vehicle behavior, while the driver does not know whether or not the pressing force is fixed, and the power supply is stopped. This is because there is little discomfort given to the driver (effect corresponding to claim 3).

  Further, the configuration that enables the operation position to be held even when the step motors 109 and 130 are not energized is not limited to the configuration of the above embodiment, and the rotation shaft cannot be rotated by engaging the claw with the gear attached to the rotation shaft. It may be a mechanism or the like. Further, the mechanism for holding the operation position may be provided separately from the step motors 109 and 130.

  Further, before stopping the energization of the step motor 109, the pressing force by the pressing roller 90 is increased to a value obtained by multiplying the pressing force required for the gear ratio and input torque at that time by the safety factor. You may make it increase even to pressing force.

1 Multi-disc transmission 10 Engine (power source)
50 Input shaft 60 Output shaft 70 Primary disk 80 Secondary disk 90 Pressing roller 109 Step motor (pressing force adjusting actuator)
130 Step motor (transmission actuator)
200 controller

Claims (3)

A multi-disc transmission,
An input shaft to which rotation from a power source is input;
An output shaft disposed parallel to the input shaft;
A primary disk provided on the input shaft;
A secondary disk provided on the output shaft and partially overlapping the primary disk;
A pair of pressing rollers disposed on both sides of the primary disk and the secondary disk;
A speed change actuator that moves the pair of pressing rollers between the input shaft and the output shaft;
A pressing force adjusting actuator for adjusting a pressing force for pressing the pair of pressing rollers against the primary disk and the secondary disk;
A controller that changes operating positions of the speed change actuator and the pressing force adjustment actuator according to a speed change ratio;
With
At least one of the speed change actuator and the pressing force adjustment actuator is an actuator capable of holding the operation position at the time of switching when switching from the energized state to the non-energized state,
The controller stops energization of the at least one actuator in a specific operation state in which the transmission gear ratio and the input torque vary ;
A multi-disc transmission characterized by that. The multi-disc transmission according to claim 1,
The at least one actuator is the pressing force adjusting actuator;
The controller increases the pressing force by the pressing force adjusting actuator before stopping the energization when stopping the energization to the pressing force adjusting actuator in the specific operation state.
A multi-disc transmission characterized by that. The multi-disc transmission according to claim 1 or 2,
The at least one actuator is the pressing force adjusting actuator, and the controller does not stop energization of the speed change actuator;
A multi-disc transmission characterized by that.

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