JPH0517498Y2 - - Google Patents
Info
- Publication number
- JPH0517498Y2 JPH0517498Y2 JP1985053127U JP5312785U JPH0517498Y2 JP H0517498 Y2 JPH0517498 Y2 JP H0517498Y2 JP 1985053127 U JP1985053127 U JP 1985053127U JP 5312785 U JP5312785 U JP 5312785U JP H0517498 Y2 JPH0517498 Y2 JP H0517498Y2
- Authority
- JP
- Japan
- Prior art keywords
- gear
- intermediate shaft
- clutch mechanism
- rotational speed
- field coil
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000007246 mechanism Effects 0.000 claims description 28
- 230000005540 biological transmission Effects 0.000 claims description 19
- 230000001360 synchronised effect Effects 0.000 description 13
- 230000007423 decrease Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- 230000000994 depressogenic effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000009429 electrical wiring Methods 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
Landscapes
- Control Of Transmission Device (AREA)
Description
【考案の詳細な説明】
［産業上の利用分野］
本考案は自動車用歯車変速機に関するものであ
る。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a gear transmission for an automobile.
［従来の技術］
従来の歯車変速機において、クラツチ機構の遮
断、変速レバーの操作、クラツチ機構の接続とい
う一連の変速動作を、アクセルペダルの操作信号
などを入力とするマイクロコンピユータの出力に
より制御される油圧アクチユエータにより行う自
動歯車変速機はすでに実用化されている。この自
動歯車変速機では、機関のクランク軸の回転数、
推進軸の回転数などが検出されるが、特に減速す
る場合に、車両の惰性によりクラツチ機構が遮断
された後も、変速機の中間軸の回転数が低下せ
ず、これが円滑な同期作用すなわち変速操作を妨
げている。[Prior Art] In a conventional gear transmission, a series of gear shifting operations such as disconnecting the clutch mechanism, operating the gear shift lever, and connecting the clutch mechanism are controlled by the output of a microcomputer that receives input signals such as accelerator pedal operation signals. Automatic gear transmissions using hydraulic actuators have already been put into practical use. In this automatic gear transmission, the rotation speed of the engine crankshaft,
The rotational speed of the propulsion shaft is detected, and even when the clutch mechanism is cut off due to the inertia of the vehicle, especially when decelerating, the rotational speed of the intermediate shaft of the transmission does not decrease, which ensures smooth synchronization. It is interfering with gear shifting operation.
実開昭51−83577号公報に開示される歯車変速
機では、中間軸に油圧ポンプ型の慣性ブレーキを
備え、油圧ポンプの吐出口に常開型の電磁絞り弁
と常閉型の電磁開閉弁とを並列に接続し、クラツ
チペダルを踏むと電磁絞り弁が絞られるようにす
る一方、変速レバーに配設したスイツチを閉じる
と電磁開閉弁が開くように構成される。すなわ
ち、クラツチを遮断すると、電磁絞り弁が絞ら
れ、慣性ブレーキに負荷が作用し、中間軸の回転
が減じられるが、この時変速レバーのスイツチを
押すと、電磁開閉弁が開かれるので、慣性ブレー
キは作用しない。 The gear transmission disclosed in Japanese Utility Model Application Publication No. 51-83577 has a hydraulic pump-type inertia brake on the intermediate shaft, and a normally open electromagnetic throttle valve and a normally closed electromagnetic on-off valve at the discharge port of the hydraulic pump. are connected in parallel so that when the clutch pedal is depressed, the electromagnetic throttle valve is throttled, and when the switch located on the gear shift lever is closed, the electromagnetic opening/closing valve is opened. In other words, when the clutch is shut off, the electromagnetic throttle valve is throttled, a load is applied to the inertia brake, and the rotation of the intermediate shaft is reduced. At this time, when the shift lever switch is pressed, the electromagnetic on-off valve is opened, so the inertia Brakes do not work.
［考案が解決しようとする問題点］
上述の歯車変速機では、部品点数が多く、油圧
配管および電気配線が複雑であり、コストが高く
なる。[Problems to be Solved by the Invention] The gear transmission described above has a large number of parts, complicated hydraulic piping and electrical wiring, and is expensive.
本考案の目的は上述の問題に鑑み、構成がより
簡単で、作動が確実な、自動車用歯車変速機を提
供することにある。 SUMMARY OF THE INVENTION In view of the above-mentioned problems, an object of the present invention is to provide a gear transmission for an automobile that is simpler in structure and more reliable in operation.
［問題を解決するための手段］
上記目的を達成するために、本考案の構成は中
間軸に設けた永久磁石からなる回転子と歯車箱側
に固定した界磁コイルとから発電機を構成し、ク
ラツチ機構の遮断時前記界磁コイルの両端を接続
するようにしたものである。[Means for solving the problem] In order to achieve the above object, the configuration of the present invention is to configure a generator from a rotor made of permanent magnets provided on an intermediate shaft and a field coil fixed to the gear box side. , both ends of the field coil are connected when the clutch mechanism is disconnected.
［作用］
クラツチ機構が遮断されると、これに連動して
発電機の界磁コイルの両端が接続され、発電機に
負荷が作用して中間軸の回転数が低下する。した
がつて、中間軸の歯車と噛み合う変速歯車の回転
数と出力軸の回転数との差が縮小し、迅速かつ円
滑な変速動作を助ける。[Operation] When the clutch mechanism is disconnected, both ends of the field coil of the generator are connected, a load is applied to the generator, and the rotational speed of the intermediate shaft is reduced. Therefore, the difference between the rotational speed of the transmission gear that meshes with the gear on the intermediate shaft and the rotational speed of the output shaft is reduced, which facilitates quick and smooth transmission operation.
［考案の実施例］
第１図に示すように、車両用変速機３４は機関
２のクランク軸２ａに対してクラツチ機構３を介
して入力軸４が回転結合されるようになつてい
る。入力軸４の歯車箱の内部へ臨む端部に入力歯
車５が備えられている。入力軸４と同軸に出力軸
１６が歯車箱に支持され、これに変速歯車６〜９
がそれぞれ遊回転可能に支持される。一方、変速
歯車６〜９にそれぞれ噛み合う歯車１９〜２２が
出力軸１６と平行な中間軸１７に固定支持され
る。歯車１８が中間軸１７に固定支持され、かつ
前述した入力歯車５と常時噛み合わされる。[Embodiment of the invention] As shown in FIG. 1, the vehicle transmission 34 is configured such that an input shaft 4 is rotationally coupled to a crankshaft 2a of the engine 2 via a clutch mechanism 3. An input gear 5 is provided at the end of the input shaft 4 facing inside the gear box. An output shaft 16 is supported by a gear box coaxially with the input shaft 4, and transmission gears 6 to 9 are connected to the gear box.
are supported for free rotation. On the other hand, gears 19 to 22 that mesh with the transmission gears 6 to 9, respectively, are fixedly supported on an intermediate shaft 17 parallel to the output shaft 16. A gear 18 is fixedly supported by the intermediate shaft 17 and is always meshed with the input gear 5 described above.
出力軸１６に公知の同期クラツチ機構１４，１
５が備えられ、変速レバーにより例えば同期クラ
ツチ機構１４を左方へ移動すると、変速歯車６が
出力軸１６に回転結合されるので、機関２のクラ
ンク軸２ａの回転がクラツチ機構３、入力軸４、
入力歯車５、中間軸１７の歯車１８、歯車１９、
変速歯車６を経て出力軸１６へ伝達され、さらに
出力軸１６に自在継手１０により連結された推進
軸１１を経て差動機１２へ伝達され、左右の車輪
１３が駆動される。このような構成は公知のもの
であり、クラツチ機構３と同期クラツチ機構１
４，１５がそれぞれ図示してない流体圧アクチユ
エータにより作動され、流体圧アクチユエータが
マイクロコンピユータにより制御されるのも公知
である。 A known synchronous clutch mechanism 14,1 is mounted on the output shaft 16.
5 is provided, and when the synchronous clutch mechanism 14 is moved to the left by the speed change lever, the speed change gear 6 is rotationally coupled to the output shaft 16, so that the rotation of the crankshaft 2a of the engine 2 is transferred to the clutch mechanism 3 and the input shaft 4. ,
Input gear 5, gear 18 of intermediate shaft 17, gear 19,
It is transmitted to the output shaft 16 via the speed change gear 6, and further transmitted to the differential 12 via the propulsion shaft 11 connected to the output shaft 16 by a universal joint 10, so that the left and right wheels 13 are driven. Such a configuration is well known and includes a clutch mechanism 3 and a synchronous clutch mechanism 1.
It is also known that 4 and 15 are each actuated by a hydraulic actuator (not shown), and that the hydraulic actuator is controlled by a microcomputer.
本考案によれば、変速動作時、出力軸１６と中
間軸１７との回転差、厳密には変速歯車６〜９の
１つと出力軸１６との回転差を少なくして同期ク
ラツチ機構１４，１５の円滑な作動を助けるため
に、中間軸１７の端部に発電機２５が結合され
る。発電機２５は中間軸１７の端部に結合した永
久磁石からなる回転子２３とこれを取り囲む界磁
コイル２４とから構成される。界磁コイル２４の
端子がリレーコイル２６の接片２６ａにより短絡
されるかまたは抵抗器に接続されるようになつて
いる。 According to the present invention, during a speed change operation, the rotation difference between the output shaft 16 and the intermediate shaft 17, more precisely, the rotation difference between one of the speed change gears 6 to 9 and the output shaft 16, is reduced to reduce the rotation difference between the synchronous clutch mechanisms 14 and 15. A generator 25 is coupled to the end of the intermediate shaft 17 to facilitate smooth operation. The generator 25 is composed of a rotor 23 made of a permanent magnet coupled to the end of the intermediate shaft 17, and a field coil 24 surrounding the rotor 23. The terminals of the field coil 24 are short-circuited by a contact piece 26a of a relay coil 26 or connected to a resistor.
接片２６ａはリレーコイル２６が励磁されると
回路を閉じるように構成される。このため、リレ
ーコイル２６はトランジスタ２８とともに車載の
電源バツテリに直列に接続される。クラツチ機構
３が遮断されると、所定時間だけ端子３０から抵
抗２９を経てトランジスタ２８のベースへ電圧が
加えられ、接片２６ａが閉じるように構成され
る。端子３０に加えるパルス信号のデユーテイ比
を変えることにより、トランジスタ２８を断続的
に動作せ、リレースイツチ２７を作動させるよう
にすれば、中間軸１７の回転数の変化をより適正
に制御することができる。 The contact piece 26a is configured to close the circuit when the relay coil 26 is energized. Therefore, the relay coil 26 and the transistor 28 are connected in series to an on-vehicle power battery. When the clutch mechanism 3 is disconnected, a voltage is applied from the terminal 30 to the base of the transistor 28 through the resistor 29 for a predetermined period of time, so that the contact piece 26a is closed. By changing the duty ratio of the pulse signal applied to the terminal 30, the transistor 28 is operated intermittently and the relay switch 27 is operated, whereby changes in the rotational speed of the intermediate shaft 17 can be controlled more appropriately. can.
しかし、接片２６ａはクラツチ３の遮断動作に
連動して、機械的に閉じられるように構成するこ
とができ、このようにすれば、電源を必要としな
い。 However, the contact piece 26a can be configured to be mechanically closed in conjunction with the disconnection operation of the clutch 3, and in this case, no power source is required.
次に、本考案による自動車用歯車変速機の作動
について説明する。変速動作時、クラツチ機構３
が遮断されると、車両の惰性により車輪１３の回
転力を受けて出力軸１６がこれまでとほぼ同じ回
転数を維持する。また、中間軸１７も同期クラツ
チ機構１４，１５が遮断されている場合には、そ
の慣性により回転が維持されるが、例えば２速段
から３速段へ増速するような場合、出力軸１６の
回転数に比べて中間軸１７により回転される２速
段の変速歯車７の回転数の方が高いので、直ちに
同期クラツチ機構１４を作動させると無理がかか
る。したがつて、中間軸１７に制動力を働かせて
変速歯車７の回転数を出力軸１６の回転数とほぼ
等しくすることが望ましい。 Next, the operation of the automotive gear transmission according to the present invention will be explained. During gear shifting operation, clutch mechanism 3
When the output shaft 16 is cut off, the output shaft 16 receives the rotational force of the wheels 13 due to the inertia of the vehicle and maintains approximately the same rotation speed as before. Further, when the synchronous clutch mechanisms 14 and 15 are disconnected, the intermediate shaft 17 also maintains its rotation due to its inertia. Since the rotational speed of the second gear gear 7 rotated by the intermediate shaft 17 is higher than the rotational speed of the synchronous clutch mechanism 14, it would be difficult to operate the synchronous clutch mechanism 14 immediately. Therefore, it is desirable to apply a braking force to the intermediate shaft 17 to make the rotational speed of the transmission gear 7 substantially equal to the rotational speed of the output shaft 16.
このような動作はクラツチ機構３を遮断した
時、この信号に基づいて端子３０からベース電圧
がトランジスタ２８へ加えられると、トランジス
タ２８が導通し、リレーコイル２６が励磁され、
接片２６ａが閉じ、界磁コイル２４が短絡され
る。したがつて、発電機２５において界磁コイル
２４と永久磁石からなる回転子２３との磁気誘導
作用により界磁コイル２４に電流が流れる。この
消費電力に比例した制動力が中間軸１７に加えら
れる。 This operation is such that when the clutch mechanism 3 is cut off, base voltage is applied from the terminal 30 to the transistor 28 based on this signal, the transistor 28 becomes conductive, and the relay coil 26 is energized.
The contact piece 26a is closed and the field coil 24 is short-circuited. Therefore, in the generator 25, a current flows through the field coil 24 due to the magnetic induction effect between the field coil 24 and the rotor 23 made of a permanent magnet. A braking force proportional to this power consumption is applied to the intermediate shaft 17.
接片２６ａが閉じて発電機２５が作動すると、
中間軸１７の回転数が第２図に線３２で示すよう
に緩かに低下し、変速歯車６と出力軸１６との回
転数がほぼ一致した時に、端子３０への信号を遮
断し、トランジスタ２８を非導通としてリレース
イツチ２７を開くようにすれば、円滑な同期クラ
ツチ機構１４の動作が達せられる。 When the contact piece 26a closes and the generator 25 operates,
When the rotational speed of the intermediate shaft 17 gradually decreases as shown by the line 32 in FIG. By opening the relay switch 27 with 28 in a non-conducting state, smooth operation of the synchronous clutch mechanism 14 can be achieved.
中間軸１７の回転数は摩擦ブレーキでは第２図
に線３１で示すように、制動作用と同時に急速に
低下するから、出力軸１６と変速歯車との同期回
転を得ることが非常に困難であり、また変速動作
中の中間軸１７の回転数を制御するには不適当で
ある。 In the case of a friction brake, the rotational speed of the intermediate shaft 17 rapidly decreases at the same time as the braking action is performed, as shown by line 31 in FIG. , and is inappropriate for controlling the rotational speed of the intermediate shaft 17 during a speed change operation.
なお、第２図に線３３で示すように、中間軸１
７に制動を加えない場合には、回転数の低下は非
常に緩慢であり、同期クラツチ機構１４，１５を
迅速に作動させると無理が生じ、同期クラツチ機
構１４，１５の損耗が著しい。 In addition, as shown by the line 33 in FIG. 2, the intermediate shaft 1
7, the rotational speed decreases very slowly, and if the synchronous clutch mechanisms 14 and 15 are operated quickly, it becomes difficult and the synchronous clutch mechanisms 14 and 15 are subject to significant wear and tear.
［考案の効果］
本考案は上述のように、中間軸に設けた永久磁
石からなる回転子と歯車箱側に固定した界磁コイ
ルとから発電機を構成し、クラツチ機構の遮断時
前記界磁コイルの両端を接続するようにしたか
ら、通常は中間軸が何らの制動作用も受けない
が、クラツチ機構の遮断時発電機に負荷が作用す
るため、中間軸の回転数が迅速かつ緩かに低下
し、変速歯車と出力軸との回転数の差が少なくな
り、それだけ同期クラツチ機構が短時間に作動可
能となり、迅速かつ円滑な変速動作が達せられ
る。[Effects of the invention] As described above, the present invention comprises a generator consisting of a rotor made of permanent magnets provided on an intermediate shaft and a field coil fixed to the gear box side, and when the clutch mechanism is cut off, the field coil is Since both ends of the coil are connected, the intermediate shaft normally does not receive any braking action, but when the clutch mechanism is shut off, a load is applied to the generator, so the rotation speed of the intermediate shaft changes quickly and gradually. As a result, the difference in rotational speed between the speed change gear and the output shaft is reduced, and the synchronous clutch mechanism can be activated in a short time, achieving quick and smooth speed change operation.
本考案は中間軸に制動力を与えるために発電機
を取り付けたものであるから、部品点数が少な
く、格別な配管や配線を必要としない点で、組付
けが容易であり、コストが節減され、また作動が
確実で、電源を格別必要としない。 Since this invention has a generator attached to the intermediate shaft to provide braking force, it is easy to assemble and reduces costs because it has fewer parts and does not require special piping or wiring. Moreover, it operates reliably and does not require any special power supply.
マイクロコンピユータを備えた自動歯車変速機
では、リレースイツチの動作時期と動作時間を制
御すると、同期クラツチ機構を無理なく動作させ
ることができるので、同期クラツチ機構の耐久性
が向上される。 In an automatic gear transmission equipped with a microcomputer, controlling the operating timing and operating time of the relay switch allows the synchronous clutch mechanism to operate without difficulty, thereby improving the durability of the synchronous clutch mechanism.
第１図は本考案に係る自動車用歯車変速機の概
略構成を示す側面図、第２図は同歯車変速機の作
動特性を従来例と比較して示す線図である。
２……機関、３……クラツチ機構、１６……出
力軸、１７……中間軸、２３……永久磁石からな
る回転子、２４……界磁コイル、２７……リレー
スイツチ。
FIG. 1 is a side view showing a schematic configuration of a gear transmission for an automobile according to the present invention, and FIG. 2 is a diagram showing operating characteristics of the same gear transmission in comparison with a conventional example. 2... Engine, 3... Clutch mechanism, 16... Output shaft, 17... Intermediate shaft, 23... Rotor consisting of permanent magnets, 24... Field coil, 27... Relay switch.
Claims (1)
箱側に固定した界磁コイルとから発電機を構成
し、クラツチ機構の遮断時前記界磁コイルの両端
を接続するようにしたこを特徴とする自動車用歯
車変速機。 A generator is constructed from a rotor made of a permanent magnet provided on an intermediate shaft and a field coil fixed to the gear box side, and both ends of the field coil are connected when the clutch mechanism is cut off. Automotive gear transmission.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1985053127U JPH0517498Y2 (en) | 1985-04-10 | 1985-04-10 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1985053127U JPH0517498Y2 (en) | 1985-04-10 | 1985-04-10 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61168350U JPS61168350U (en) | 1986-10-18 |
| JPH0517498Y2 true JPH0517498Y2 (en) | 1993-05-11 |
Family
ID=30573696
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1985053127U Expired - Lifetime JPH0517498Y2 (en) | 1985-04-10 | 1985-04-10 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0517498Y2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4499084B2 (en) * | 2000-03-10 | 2010-07-07 | 日立オートモティブシステムズ株式会社 | Automatic transmission for automobile and automobile using the same |
| EP1262684A4 (en) | 2000-03-10 | 2009-11-04 | Hitachi Ltd | Automatic transmission, dynamo-electric machine, and car |
| DE102006025277A1 (en) | 2006-05-31 | 2007-12-06 | Daimlerchrysler Ag | Motor vehicle transmission device |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5153163A (en) * | 1974-11-05 | 1976-05-11 | Fuji Photo Film Co Ltd |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5183577U (en) * | 1974-12-26 | 1976-07-05 |
-
1985
- 1985-04-10 JP JP1985053127U patent/JPH0517498Y2/ja not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5153163A (en) * | 1974-11-05 | 1976-05-11 | Fuji Photo Film Co Ltd |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61168350U (en) | 1986-10-18 |
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