JP6574659B2 - Vehicle transmission - Google Patents

Description

  The present invention relates to a transmission for a vehicle.

  Conventionally, for example, in Patent Document 1 below, there is a technology for improving the responsiveness of a direct coupling clutch by using an electromagnetic two-way clutch in a parallel hybrid vehicle, reducing the length in the axial direction, and increasing the flexibility of layout. It is disclosed.

JP 2001-287553 A

  Due to recent demands for improving the fuel economy of vehicles in recent years, it is conceivable that the driver releases the accelerator pedal, stops fuel injection into the engine cylinder before stopping during deceleration, and stops idling while driving . However, in an automatic transmission having a general torque converter and a mechanical oil pump, the torque converter housing is rotated using the engine rotational force, and the mechanical oil pump mechanically connected to the housing is rotated. Thus, the hydraulic pressure necessary for the shift control is secured. For this reason, if the engine is stopped while the vehicle is traveling at a reduced speed, the mechanical oil pump connected to the engine cannot generate hydraulic pressure, and the transmission is in spite of the vehicle still running. There is a problem that the hydraulic pressure cannot be supplied to the gears and the shift control becomes impossible.

  For example, when the transmission is a chain or belt type continuously variable transmission, if the supply of hydraulic pressure is interrupted by stopping the mechanical oil pump, the gear ratio cannot be controlled while the vehicle is running. Otherwise, the chain or belt may slip due to a decrease in the clamping force of the pulley, which may adversely affect durability.

  As described above, when the driver releases the accelerator pedal and the vehicle is decelerating, fuel injection can be improved by stopping fuel injection into the engine cylinder and stopping the engine. Thus, when the drive of the oil pump is stopped, it becomes impossible to supply oil to each part of the transmission, and the hydraulic control of the transmission becomes difficult. Further, when oil cannot be supplied to each part of the transmission, there are problems that the belt, chain, pulley, etc. of the transmission slip, which adversely affects durability and deteriorates drivability.

  Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide a novel and reliable oil supply device that can reliably supply oil even when engine combustion is stopped. It is an object of the present invention to provide an improved vehicle transmission.

In order to solve the above-described problem, according to an aspect of the present invention, a rotational drive member that is rotationally driven by an engine, and the rotational drive member that is mounted on the rotational drive member and driven by a drive force of a starter is driven. A ring gear, and a clutch mechanism that is disposed between the ring gear and the rotary drive member and controls transmission of force between the ring gear and the rotary drive member according to a driving state of a vehicle , The clutch mechanism transmits the driving force of the rotary drive member to the ring gear before the engine is stopped while the vehicle is decelerating and the engine is stopped while the vehicle is decelerating. after the transmission of the vehicle transmit the rotational force of the ring gear to the rotary drive member.

  An oil pump driven by the rotational drive member may be provided, and the oil pump may supply oil to each part in the transmission.

  Further, the clutch mechanism may be configured to disconnect the transmission of force between the ring gear and the rotation driving member during normal driving of the vehicle.

  As described above, according to the present invention, it is possible to provide a vehicle transmission that can reliably supply oil even when combustion of the engine is stopped.

It is a mimetic diagram for explaining a schematic structure of a transmission of a vehicle concerning one embodiment of the present invention. It is a schematic diagram which shows the periphery of a housing and a ring gear. It is a schematic diagram which shows the structure of a clutch mechanism. It is a schematic diagram which shows the state which the engagement state of the housing and ring gear by a clutch mechanism switches. It is a schematic diagram which shows the state which the engagement state of the housing and ring gear by a clutch mechanism switches. It is a schematic diagram which shows the state which the engagement state of the housing and ring gear by a clutch mechanism switches. It is a schematic diagram which shows the state which the engagement state of the housing and ring gear by a clutch mechanism switches. It is a schematic diagram for demonstrating the timing which stops combustion of an engine at the time of deceleration driving | running | working of a vehicle.

Exemplary embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.
The description will be made in the following order.
1. 1. Configuration example of transmission Operation control of clutch mechanism

1. Configuration Example of Transmission First, a schematic configuration of a transmission 100 for a vehicle according to an embodiment of the present invention will be described with reference to FIG. In the present embodiment, a transmission 100 including a belt type continuously variable transmission (CVT) will be described as an example. As shown in FIG. 1, a transmission 100 for a vehicle includes a torque converter 10, a ring gear 20, a forward / reverse switching unit 30, an oil pump 40, a belt 42, a primary pulley 50, a secondary pulley 52, a belt 54, and a gear. 60, a gear 62, a gear 64, a gear 66, a control valve 70, an output shaft 80, and an output shaft 82.

  The driving force of the engine (internal combustion engine) 5 is transmitted to the housing 12 of the torque converter 10 that rotates integrally with the crankshaft 6. The torque converter 10 has a clutch function and a torque amplification function. When the driving force of the engine 5 is transmitted to the housing 12, the internal pump impeller rotates integrally with the housing 12, and the rotation of the pump impeller is transmitted to the turbine liner, from the output shaft 14 that rotates integrally with the turbine liner to the outside. Driving force is output.

  The output shaft 14 of the torque converter 10 is transmitted to the forward / reverse switching unit 30, and the output of the forward / reverse switching unit 30 is transmitted to the primary pulley 50. The driving force of the primary pulley 50 is transmitted to the secondary pulley 52 via the belt 54. The driving force of the secondary pulley 52 is transmitted to the gear 60. The driving force of the gear 60 is transmitted to the gear 62, and the output shaft 80 that transmits the driving force to the front wheels is driven together with the gear 62. The driving force of the output shaft 80 is transmitted to the gear 66 through the gear 64, and the output shaft 82 that transmits the driving force to the rear wheels is driven integrally with the gear 66.

  The transmission mechanism of the belt type continuously variable transmission includes a primary pulley 50, a secondary pulley 52, and a belt (or chain) 54 that transmits the driving force of the primary pulley 50 to the secondary pulley 52. When power is transmitted by the speed change mechanism, the movable conical plate of the primary pulley 50 and the movable conical plate of the secondary pulley 52 are moved in the axial direction to change the contact position radius with the belt 54, whereby the primary pulley 50 and the secondary pulley are changed. The transmission gear ratio between the two is changed. Control for changing the width of the V-shaped pulley formed by the primary pulley 50 and the secondary pulley 52 is performed by hydraulic control.

  The driving force of the housing 12 of the torque converter 10 is transmitted to the driving shaft 40 a of the oil pump 40 via the belt 42. Thus, the oil pump 40 is driven, and the hydraulic oil in the oil pan is sucked up by the driving of the oil pump 40 and is pumped to the control valve 70. The control valve 70 supplies the pumped oil to the forward / reverse switching unit 30, the primary pulley 50, the secondary pulley 52, and the like.

  In the present embodiment, while the driver releases the accelerator pedal and the vehicle is decelerating, fuel injection into the cylinder of the engine 5 is stopped before the vehicle stops, and idling is stopped during traveling. Thereby, after the engine 5 is stopped, fuel is not consumed before the vehicle stops, so that fuel efficiency can be improved.

  On the other hand, as described above, when the oil pump 40 is driven by the driving force of the engine 5, when the engine 5 is stopped, the oil pump 40 is stopped and hydraulic pressure cannot be supplied to the transmission mechanism. Can not be. When the vehicle decelerates, control is performed to change the gear ratio to the low side. However, if the hydraulic pressure cannot be supplied to the speed change mechanism, such a gear ratio cannot be changed. Further, when oil cannot be supplied to each part in the transmission 100 due to the stop of the oil pump 40, belts, chains, pulleys, etc. of the transmission mechanism slip, which adversely affects durability and drivability deteriorates.

  In order to drive the oil pump 40 even after the engine 5 being decelerated is stopped, it is desirable to make the idling time of the engine 5 after the combustion stop (after the idling stop) as long as possible. By making the idling time of the engine 5 longer, the oil pump 40 can be driven by the driving force of the engine 5 during the idling time, and hydraulic pressure can be secured. More specifically, since the torque converter 12 can be kept running by lengthening the idling time of the engine 5, the operation time of the oil pump 40 is extended, and the hydraulic pressure required for shifting is increased even when the engine 5 is stopped. The time that can be secured, that is, the idling stop time can be extended. Thereby, while improving a fuel consumption, the durability improvement of a transmission mechanism can be made to make compatible.

  More specifically, by making the idling time of the engine 5 after idling stop as long as possible, the housing 12 of the torque converter 10 can be continuously rotated, and the operation time of the oil pump 40 can be extended. Therefore, after the fuel injection is stopped, it is possible to extend the time during which the hydraulic pressure required for the shift can be secured, so that the combustion can be stopped at an earlier stage and the fuel consumption can be improved. In addition, since oil can be supplied to each part of the transmission 100 even after the fuel injection is stopped, the pulleys, belts, and the like do not slip, thereby improving durability and improving drivability. be able to.

  For this reason, in this embodiment, in order to increase the idling time of the engine 5 after the engine 5 is stopped, the mass of the ring gear 20 that is generally provided on the outer periphery of the torque converter and driven by the starter motor is reduced. Increasing the inertial mass by increasing it is used as a source of rotational inertia. By increasing the thickness of the ring gear 20 in the radial direction or by increasing the thickness of the ring gear 20 in the direction of the output shaft 14, the inertial mass of the ring gear 20 can be greatly increased. For example, it can increase about 2 to 5 times the mass.

  In order to increase the idling time of the engine 5, the inertial mass of other members that rotate with the crankshaft 6 may be increased. In general, the ring gear 12 is provided on the outermost periphery of the housing 12 in order to transmit the driving force of the starter motor. Therefore, by changing the design of the ring gear 12, the inertial mass can be increased most efficiently. .

  FIG. 2 is a schematic view showing the periphery of the housing 12 and the ring gear 20. As shown in FIG. 2, the ring gear 20 is attached to the outer periphery of the housing 12, and the ring gear 20 is attached to the housing 12 via a clutch mechanism (two-way clutch) 90.

  An actuator 110 for controlling the clutch mechanism 90 is mounted on the housing 12. Electric power is supplied to the actuator 110, and the actuator 110 is controlled based on a control signal sent from the clutch control unit 202 of the control unit (TCU) 200. Specifically, the control device 200 controls the actuator 110 based on the vehicle speed V. Further, the control device 200 controls the actuator 110 according to the state of an ignition switch (IG / SW) provided in the vehicle.

  FIG. 3 is a schematic diagram showing the configuration of the clutch mechanism 90, and shows a state in which the clutch mechanism 90, the housing 12, and the ring gear 20 are viewed from the opposite side of the engine 5 along the direction of the output shaft. As shown in FIG. 3, the clutch mechanism 90 includes a roller 92 and a holder 94 that defines the circumferential position of the roller 92 around the output shaft 14. The roller 92 is disposed between the inner peripheral surface of the ring gear 20 and the outer peripheral surface of the housing 12.

  In the example shown in FIG. 3, eight rollers 92 are arranged along the circumferential direction around the output shaft 14. Eight flat surfaces 12 a are provided on the outer peripheral surface of the housing 12 corresponding to the positions of the eight rollers 92.

  An actuator 110 is attached to the housing 12. The actuator 110 is an electromagnetic actuator, and drives the lever 112 in the directions of arrows A1 and A2 by electromagnetic force. The tip of the lever 112 is engaged with the cage 94. For this reason, when the lever 112 is driven in the directions of the arrows A1 and A2, the retainer 94 rotates in the circumferential direction around the output shaft 14. Thereby, the engagement state of the housing 12 and the ring gear 20 can be controlled by switching the transmission direction of the rotational force.

2. Operation Control of Clutch Mechanism FIGS. 4 to 7 are schematic diagrams showing a state where the engagement state of the housing 12 and the ring gear 20 is switched by the clutch mechanism 90 according to the driving state of the vehicle. FIG. 4 shows a state where the vehicle is traveling at a reduced speed. In this state, the lever 112 of the actuator 110 is driven in the direction of arrow A1 in FIGS. 3 and 4, and the roller 92 contacts the flat surface 12 a of the outer peripheral surface of the housing 12 and the inner peripheral surface of the ring gear 20.

  When the vehicle is traveling at a reduced speed, the engine 5 rotates in the state shown in FIG. 4, and the housing 12 of the torque converter 10 rotates in the direction of arrow A <b> 3 in FIG. 4 together with the rotation of the engine 5. Here, since the lever 112 of the actuator 110 is driven in the direction of the arrow A1, when the plane 12a of the housing 12 rotates in the direction of the arrow A3, the roller 92 is sandwiched between the plane 12a and the inner peripheral surface of the ring gear 20. The roller 92 rotates in the direction of arrow A3 about the output shaft 14 together with the flat surface 12a, and the inner peripheral surface of the ring gear 20 rotates in the direction of arrow A3 about the output shaft 14 together with the roller 92.

  Therefore, in the state shown in FIG. 4, the housing 12 and the ring gear 20 are locked in the direction in which the housing 12 of the torque converter 10 rotates the ring gear 20. As a result, the rotation of the housing 12 of the torque converter 10 can be transmitted to the ring gear 20 and the rotational inertia force of the ring gear 20 can be stored.

  Next, when the deceleration state of the vehicle shown in FIG. 4 continues and the vehicle is predicted to stop, combustion in the cylinder of the engine 5 is stopped. For example, when the vehicle speed V is equal to or lower than a predetermined value (for example, 10 km / s), the vehicle is predicted to stop, so the combustion is stopped. In this case, as shown in FIG. 5, the lever 112 of the actuator 110 is driven in the direction of arrow A <b> 2 in FIGS. 3 and 5, and the roller 92 contacts the flat surface 12 a of the outer peripheral surface of the housing 12 and the inner peripheral surface of the ring gear 20. To do.

  In the state shown in FIG. 5, since the lever 112 of the actuator 110 is driven in the arrow A2 direction, when the ring gear 20 rotates in the arrow A4 direction, the roller 92 is sandwiched between the inner peripheral surface of the ring gear 20 and the flat surface 12a. The roller 92 rotates in the arrow A4 direction around the output shaft 14 together with the inner peripheral surface of the ring gear 20, and the flat surface 12a of the housing 10 rotates in the arrow A4 direction around the output shaft 14 together with the roller 92.

  Therefore, in the state shown in FIG. 5, the ring gear 20 having a large rotational inertia force locks the clutch mechanism 90 in the direction in which the housing 12 of the torque converter 10 is rotated. At the same time, in order to rotate the crankshaft 6 of the engine 5 and the housing 12 of the torque converter 10 independently, the clutch and the like in the transmission are disengaged to bring the crankshaft 6 and the housing 12 into the neutral state. For example, the forward / reverse switching unit 30 may be neutral and the engagement between the output shaft 14 and the primary pulley 50 may be disconnected. In the state shown in FIG. 5, the combustion in the cylinder of the engine 5 is stopped, and therefore the engine 5 rotates with inertia by overcoming the friction of the engine 5 by the inertial mass of the ring gear 20, the housing 12 and the engine 5 itself. That is, the inertial mass of the ring gear 20 and the housing 12 increases to the inertial mass of the crankshaft 6 of the engine 5, so that the idling time of the engine 5 can be extended. By providing the ring gear 20 with a large inertial mass, the engine 5, the housing 12, and the ring gear 20 can be rotated with inertia for a longer time even after combustion in the cylinder is stopped. Note that by opening or closing the intake valve and the exhaust valve after the combustion is stopped, the pumping loss of the engine 5 can be minimized, and the engine 5 can be rotated for a longer time.

  As a result, the driving force of the housing 12 is transmitted to the drive shaft 40 a of the oil pump 40 via the belt 42. Therefore, it becomes possible to supply oil to each part of the transmission 100 by driving the oil pump 40, and the time for the oil pump 40 to generate hydraulic pressure can be extended.

  On the other hand, since the ring gear 20 has a large rotational inertia force, if the housing 12 and the ring gear 20 rotate together during normal traveling, the output of the engine 5 may be reduced, and fuel consumption may be deteriorated. Therefore, in the present embodiment, during normal traveling, the clutch mechanism 90 releases the engagement between the housing 12 and the ring gear 20 so that the ring gear 20 can freely rotate with respect to the housing 12.

  FIG. 6 is a schematic diagram illustrating a state during normal travel (such as during vehicle acceleration and constant speed travel). If the ring gear 20 having a large rotational inertial mass is provided in the transmission 100, the driving load of the engine during normal travel is increased, resulting in deterioration of fuel consumption. Therefore, in the normal running state, as shown in FIG. 6, the lever 112 of the actuator 110 is driven to an intermediate position between the state shown in FIG. 4 and the state shown in FIG. In this state, the roller 92 does not contact both the flat surface 12a of the outer peripheral surface of the housing 12 and the inner peripheral surface of the ring gear 20, and the clutch mechanism 90 is in a free state. Therefore, even if the housing 12 rotates with the rotation of the engine 5, the rotation of the housing 12 is not transmitted to the ring gear 20, and the ring gear 20 is stopped. Therefore, the rotational inertia mass of the power unit driven by the engine 5 Can be reduced. Thereby, since the ring gear 20 does not rotate by the output of the engine 5 during normal traveling, the output of the engine 5 can be improved and the fuel efficiency can be improved.

  FIG. 7 is a schematic diagram showing a state when the engine is started. When the engine is started, the lever 112 of the actuator 110 is driven in the direction of the arrow A2 as in FIG. Therefore, when the ring gear 20 rotates in the direction of the arrow A5, the roller 92 is sandwiched between the inner peripheral surface of the ring gear 20 and the flat surface 12a, and the roller 92 moves along the inner peripheral surface of the ring gear 20 with the output shaft 14 as a center. While rotating in the A5 direction, the flat surface 12a of the housing 10 rotates in the arrow A5 direction around the output shaft 14 together with the roller 92.

  Therefore, in the state shown in FIG. 7, when the ring gear 20 is rotated in the direction of arrow A5 by the starter motor when the engine is started, the clutch mechanism 90 is locked in the direction in which the ring gear 20 rotates the housing 12 of the torque converter 10 in the direction of arrow A5. Is done. Thereby, the crankshaft 6 of the engine 5 rotates together with the housing 12, and the engine 5 can be started.

  When the engine is started, when the ignition switch is operated to the ON position, the lever 112 of the actuator 110 is driven in the direction of arrow A2 in FIG. 3, and the roller 92 is set to the position shown in FIG. Thereafter, when the ignition switch is operated to the start (START) position, the starter motor rotates and the ring gear 20 is driven.

  FIG. 8 is a schematic diagram for explaining the timing for stopping the combustion of the engine 5 when the vehicle is decelerating. When the ring gear 20 and the clutch mechanism 90 according to the present embodiment are not used, if the engine 5 rotates by inertia only for the time T0 after stopping the combustion, the oil is surely obtained until the vehicle stops (vehicle speed V = 0). In order to supply to the combustion chamber, it is necessary to stop the combustion at time t0.

  On the other hand, when the ring gear 20 and the clutch mechanism 90 according to the present embodiment are used, since the ring gear 20 has a large rotational inertia force, the engine 5 is rotated by inertia only for a time T1 longer than the time T0 after the combustion is stopped. Can be made. Therefore, the combustion can be stopped at the time t1 earlier than the time t0 in order to reliably supply the oil until the vehicle stops. Therefore, according to this embodiment, the timing for stopping the combustion of the engine 5 can be made earlier, and the idling stop when the vehicle is stopped can be performed at an earlier stage. As a result, fuel consumption can be suppressed, and fuel consumption can be greatly improved.

  As described above, according to the present embodiment, the torque converter 10 and the housing are mounted by mounting the ring gear 20 with increased rotational inertia force on the housing 12 of the torque converter 10 and controlling the clutch mechanism 90 according to the operating state. The engagement state with 12 is switched. Thereby, at the time of deceleration of the vehicle, the housing 12 can store the rotational force of the ring gear 20 by rotating the ring gear 20 before the combustion of the engine 5 is stopped. After the combustion is stopped, a large rotational inertia force is obtained. The ring gear 20 that is included can rotate the crankshaft 6 of the engine 5 together with the housing 12 with inertia. Therefore, after the combustion is stopped, the engine 5 can be rotated by inertia for a longer time, and the oil pump 40 can be driven by the rotation of the engine 5. As a result, the hydraulic pressure can be supplied to each part of the transmission 100, the gear ratio can be changed even after the combustion is stopped, and the durability of each part can be improved by supplying the oil.

  The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention pertains can come up with various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.

5 Engine 10 Torque converter 12 Housing 20 Ring gear 40 Oil pump 90 Clutch mechanism

Claims (3)

A rotational drive member that is rotationally driven by the engine;
A ring gear that is mounted on the rotational drive member and that transmits the driving force of the starter to drive the rotational drive member;
A clutch mechanism that is disposed between the ring gear and the rotation drive member and controls transmission of force between the ring gear and the rotation drive member in accordance with a driving state of a vehicle;
Equipped with a,
The clutch mechanism transmits the driving force of the rotary drive member to the ring gear before the engine is stopped while the vehicle is decelerating and stops the combustion of the engine while the vehicle is decelerating. after it is characterized that you transmit the rotational force of the ring gear to the rotary drive member, the transmission of the vehicle.   2. The vehicle transmission according to claim 1, further comprising an oil pump driven by the rotation driving member, wherein the oil pump supplies oil to each part in the transmission. 3. The vehicle transmission according to claim 1, wherein the clutch mechanism disconnects transmission of force between the ring gear and the rotation drive member during normal traveling of the vehicle.

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