JPH0716919Y2 - Vehicle power transmission device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to an input shaft of a continuously variable transmission that applies a rotational force of at least one of an engine and a flywheel through either a forward clutch or a reverse clutch. The present invention relates to a power transmission device for a vehicle, and in particular, by prohibiting the operation of the reverse clutch during forward movement of the vehicle and prohibiting the operation of the forward clutch during reverse movement of the vehicle, damage accidents of these clutches and the like are prevented. It was done like this.

[Prior Art] As this kind of conventional technology, there is known one described in Japanese Patent Application Laid-Open No. 60-166530 previously proposed by the present applicant.

In this conventional technique, a transmission shaft through which the rotational force of an engine or a flywheel is transmitted can be connected to an input shaft of a continuously variable transmission via a forward clutch or a reverse clutch and is provided integrally with the input shaft. The driven pulley and the driven pulley integrally provided with the output shaft of the continuously variable transmission are connected via a V-belt. Then, the diameters of the two pulleys are appropriately changed so that a suitable rotational force is transmitted to the output shaft, and the driving force transmitted from the output shaft to the drive wheels via the reduction gear mechanism, the differential limiting device and the axle shaft is transmitted. It was properly controlled.

[Problems to be solved by the invention]

However, in the above-mentioned conventional technique, it is possible to connect the transmission shaft and the input shaft of the continuously variable transmission through the reverse clutch even when the vehicle is moving forward, and conversely, when the vehicle is moving backward. Even if there was, it was possible to connect the transmission shaft and its input shaft via the forward clutch.

Therefore, when the transmission shaft receives a rotational force from a flywheel that cannot rapidly stop its rotation, a reverse (or forward) clutch is applied when the vehicle moves forward (or reverse) due to a driver's erroneous operation or the like. If the transmission shaft and the input shaft of the continuously variable transmission are connected via the clutch, a large rotational force in the opposite direction will be transmitted to the clutch plate of the clutch that has acted improperly, and an excessive frictional force will be generated. However, there is an unsolved problem that the power transmission device including the clutch may be damaged if the frictional force exceeds the limit.

The present invention has been made in view of such unsolved problems of the conventional technique, and prohibits the operation of the reverse clutch during the forward movement of the vehicle and the operation of the forward clutch during the reverse movement of the vehicle. Therefore, the object is to provide a highly reliable and safe power transmission device.

[Means for Solving the Problems]

In order to achieve the above object, the power transmission device of the present invention comprises:
A transmission shaft that transmits at least one of the rotation force of the engine and the rotation force of the flywheel, and the rotation force of the transmission shaft that is interposed between the transmission shaft and the input shaft of the continuously variable transmission A forward clutch that transmits as a rotational force in the forward direction to the input shaft, and the input shaft as a rotational force in the vehicle reverse direction that is parallel to the forward clutch and that is the rotational force of the transmission shaft that is opposite to the vehicle forward direction. A reverse clutch, a first Pitot tube facing the direction in which pressure is generated only when the input shaft is rotating in the forward direction of the vehicle, and the tip faces the oil sump; and the input shaft is in the reverse direction of the vehicle. A second Pitot tube facing the direction in which pressure is generated only when rotating to the front, and the tip thereof faces the oil sump;
And a second control valve for forcibly setting the reverse clutch to the drain pressure when pressure is generated in the pressure chamber and the second pitot pipe is connected to the pressure chamber. And a second control valve for connecting the forward clutch forcibly to the drain pressure when the pressure is generated in the pressure chamber.

[Action]

When the transmission shaft and the input shaft of the continuously variable transmission are connected to each other via the forward clutch, the rotational force of the engine and the flywheel causes the input shaft to rotate as the rotational force in the vehicle forward direction, so that the vehicle moves forward. On the other hand, when the transmission shaft and the input shaft are connected via the reverse clutch, the rotational force of the engine and the flywheel causes the input shaft to rotate as the rotational force in the vehicle reverse direction, so that the vehicle moves backward.

Here, when the input shaft is rotating in the forward direction of the vehicle, pressure is generated in the first Pitot tube whose tip faces the oil sump, so that the pressure is transmitted to the pressure chamber of the first control valve. The first control valve operates to supply the drain pressure to the reverse clutch. Therefore, for example, if the driver accidentally shifts the shift range to the rear (reverse) range,
Do not engage the reverse clutch.

On the other hand, when the input shaft is rotating in the reverse direction of the vehicle,
Since pressure is generated in the second Pitot tube whose tip faces the oil sump, the pressure is transmitted to the pressure chamber of the second control valve, and the second control valve operates to cause the forward clutch to drain. Pressure is supplied. Therefore, for example, if the driver accidentally shifts the shift range to the drive (forward) range,
Do not engage the forward clutch.

When the input shaft is rotating in the forward direction of the vehicle, no pressure is generated in the second Pitot tube, and conversely, when the input shaft is rotating in the reverse direction of the vehicle, no pressure is generated in the first Pitot tube. Therefore, the forward clutch cannot be disengaged during forward travel and the reverse clutch cannot be disengaged during reverse travel. Further, when the vehicle is stopped, no pressure is generated in both the first Pitot tube and the second Pitot tube, so that both the forward clutch and the reverse clutch can be engaged, and accordingly, the vehicle cannot be stopped. .

〔Example〕

 An embodiment of the present invention will be described below with reference to the drawings.

1 to 5 show an embodiment of the present invention.

First, the configuration will be described. In FIG. 1, there is a drive plate 1 fixed to an output shaft of an engine (not shown), and on the right side of FIG. 1 of this drive plate 1, a drive plate 1 is rotatably supported by a housing 2 and has a clutch plate 5 inside. The circular casing 4 containing the is fixed.

A transmission shaft 6 having one end inserted in the casing 4 is spline-coupled to the center of the clutch plate 5, and the radially outer side of the clutch plate 5 is biased by a plurality of coil springs 7 to form a casing. 4 is pressed against the inner surface on the right side in FIG. A ring-shaped clutch piston 8 is made to face the surface of the clutch plate 5 opposite to the side where the coil spring 7 is biased,
The connection between the casing 4 and the clutch plate 5 can be released by the operation of the clutch piston 8.

The clutch piston 8 is inserted in a clutch cylinder 9 provided on the transmission shaft 6 and is operated by hydraulic pressure supplied from an oil pump B described later, whereby the connection between the clutch plate 5 and the casing 4 is released. To be done. The clutch cylinder 9, the clutch piston 8, the clutch plate 5, and the casing 4 constitute an engine clutch A that transmits the power of the engine to the transmission shaft 6.

The transmission shaft 6 penetrates through a hole of the hollow input shaft 10, and the drive gear 11 of the oil pump B and the drive gear 12 of the speed increasing gear device C are provided on the protruding portion on the right side of FIG. Is fixed. The both drive gears 11 and 12 mesh with the driven gears 13 and 14, respectively.

The drive gear 12 of the speed increasing gear device C is, as shown in an enlarged view in FIG. 2, a disc-shaped hub plate 12a having a central portion fixed to the transmission shaft 6, and fixed to the outside of the hub plate 12a. And a gear ring 12b having teeth formed on the outer circumference thereof. A groove continuous in the circumferential direction is formed on the outside of the hub plate 12a by bending the hub plate 12a inward, and this groove serves as an oil reservoir 15.

The oil sump 15 faces the tip of a Pitot tube 16 whose base end is fixed to the housing 2, and the Pitot tube 16 is
Is connected to a pressure detector (not shown) via the liquid path 17,
These constitute a rotation speed detection device D that detects the rotation speed of the flywheel 20 described later. In this rotation speed detection device D, the oil stored in the oil sump 15 is driven by the drive gear.
By utilizing the pressure generated according to the number of revolutions of 11, the number of revolutions of the flywheel is detected by observing the liquid pressure applied to the pitot tube 16.

The driven gear 14 meshed with the drive gear 12 is fixed to a hollow shaft 18 rotatably supported by the housing 2,
A clutch plate 19 is fixed to one end of the hollow shaft 18. The hollow shaft 18 has a hole through which a rotary shaft 21 to which a flywheel 20 is fixedly penetrates.
The clutch plate 19 is installed opposite to the inside of the pressure receiving portion 20a having an inner flange shape provided on the 20. The clutch plate 19 and the flywheel 20 are housed in a flywheel chamber 22 defined in the housing 2. Inside the flywheel chamber 22, the pressure plate 20a is sandwiched between the flywheel chamber 22 and the clutch plate 19. , The solenoid 23 is arranged. An electromagnetic flywheel clutch E for connecting and disconnecting the flywheel 20 and the transmission shaft 6 by the solenoid 23, the pressure receiving portion 20a and the clutch plate 19.
Is configured.

That is, when the solenoid 23 is excited, the magnetic force attracts the clutch plate 19, and the clutch plate 19 is pressed against the pressure receiving portion 20a. As a result, the flywheel 20 and the hollow shaft 18 are connected. On the other hand, when the solenoid 23 is demagnetized, the pressure receiving portion 20a moves from the clutch plate 1
9 is released, whereby the flywheel clutch E is released.

The flywheel device W is configured by the flywheel 20 and the flywheel clutch E.

Further, the flywheel chamber 22 communicates with the intake manifold of the engine through a passage 24 in which a one-way valve (not shown) is inserted, and introduces a negative pressure on the engine side to maintain a negative pressure state at all times. As a result, the inside of the flywheel chamber 22 is in a sub-vacuum state, and the air resistance during rotation of the flywheel 20 can be reduced.

The rotary shaft 21 integrated with the flywheel 20 is rotatably supported by the housing 2, and a bevel gear 25 is fixed to the side opposite to the flywheel side. This bevel gear 25
Auxiliary machinery 27 such as a power generator and a compressor for an air conditioner provided on the vehicle through a bevel gear 26 meshing with the auxiliary machinery 27.
These auxiliary machinery 27 can be driven by the rotational force of the flywheel 20.

A carrier 30 is fixed to the transmission shaft 6,
An outer pinion gear 31 and an inner pinion gear 32 meshing with each other are rotatably supported on the carrier 30 and a clutch plate 33 is fixed. A ring gear 34 meshes with the outer pinion gear 31, and a sun gear 35 provided on the input shaft 10 meshes with the inner pinion gear 32. The ring gear 34 is integrally provided with a flange-shaped clutch ring 36 that projects outward.
The carrier 30 and the outer and inner pinion gears 3
The transmission shaft 6 and the input shaft 10 are connected via a planetary gear unit G composed of 1, 32, a ring gear 34, and a sun gear 35.

A ring-shaped piston 37 is exposed to the outside of one side surface of the clutch ring 36, and the piston 37 is loosely fitted in a cylinder 38 defined in the housing 2. It is pinched and fixed by the housing 2 and the piston 37. These pistons 37,
The clutch ring 36 and the housing 2 constitute a reverse clutch R.

A ring-shaped piston 40 faces the outside of one side surface of the clutch plate 33, and the piston 40 is loosely fitted in a cylinder 42 defined by a flange 41 fixed to the input shaft 10. The operation causes the clutch plate 33 to be pinched and fixed between the flange 41 and the piston 40. The piston 40, the clutch plate 23, and the flange 41 form a forward clutch F.

A groove, which opens toward the center of the flange 41 and is continuous in the circumferential direction, is formed on the inner side of the flange 41 in the radial direction of the cylinder 42, and this groove serves as an oil sump 43 in the present invention. The base of the oil sump 43 is the flange 41.
The L-shaped tips of the Pitot tubes 44 and 45 fixed to the PTO tube 44 face each other, pressure is generated only when the flange 41 rotates in the X direction on the Pitot tube 44, and the flange 41 is attached to the Pitot tube 45. The openings are oriented in the respective rotation advancing directions so that pressure is generated only when rotating in the Y direction.
When the transmission shaft 6 and the input shaft 10 are connected by the forward clutch F, the flange 41 rotates in the X direction, and when the transmission shaft 6 and the input shaft 10 are connected by the reverse clutch R. The flange 41 rotates in the Y direction, and the X direction is the vehicle forward direction and the Y direction is the vehicle reverse direction.

Further, as shown in FIG. 4, the pitot pipes 44, 45 are connected via hydraulic pipes 44a so that the pitot pipes 44, 45 can supply hydraulic pressure to the control ports 46a, 47a of the control valves 46, 47, respectively. The input ports 46b and 47b of the control valves 46 and 47 are individually connected to the output ports of the switching valve 48 that switches the supply destination of the hydraulic pressure supplied from the hydraulic pump B, for example, according to the shift range of the vehicle via the hydraulic pipes 48a and 48b. It is connected to the. The output port 46c of the control valve 46 is connected to the piston 37 of the reverse clutch R via the hydraulic pipe 37a, and the control valve 47
Of the output port 47c is connected to the piston 40 of the forward clutch F via the hydraulic pipe 40a.

Inside the control valves 46 and 47 are sleeves 46e, 46f, 47e and 47f having oil passages 46g and 47g which are constantly urged to the left in FIG. 4 by springs 46d and 47d and which are continuous in the circumferential direction. In addition, on the left side of FIG. 4, pressure chambers 46h and 47h are defined by the sleeves 46e, 46f, 47e and 47f and the valve boxes 46i and 47i. Each of 46j, 46k, 47j, and 47k is a drain port communicating with the drain side of a hydraulic tank (not shown).

Here, the control valve 46, the pitot pipe 44 and the hydraulic pipe 44a constitute the first control means H, and the control valve 47, the pitot pipe 45 and the hydraulic pipe 45a constitute the second control means I.

On the other hand, the input shaft 10 is provided with a drive pulley 49 as shown in FIG. The drive pulley 49 includes a fixed pulley piece 50 fixed to the input shaft 10 and a movable pulley piece 51 externally fitted to the input shaft 10 so as to be rotatable and axially movable. Tapered surfaces are provided on the surfaces facing each other, and the V-shaped groove is formed by both the tapered surfaces. The movable pulley piece 51 is restricted from moving in a direction away from the fixed pulley piece 50 by a flange-shaped stopper 52, and the stopper 52 is fixed to the input shaft 10 and has an outer periphery on the end surface of the movable pulley piece 51. The hole is provided so as to be slidable in the provided hole, and thereby prevents the movable pulley piece 51 from collapsing or deforming during power transmission.

The drive pulley 49 is an endless metal V belt 53.
It is connected to the driven pulley 54 via. Driven pulley
54 is a fixed pulley piece 56 fixed to the output shaft 55 and the output shaft 55.
55 is composed of a movable pulley piece 57 externally fitted so as to be rotatable and axially movable. Tapered surfaces are provided on the surfaces of the pulleys 56, 57 facing each other, and the V-shaped groove is formed by the tapered surfaces. . The movable pulley piece 57 is restricted from moving in a direction away from the fixed pulley piece 56 by a flange-shaped stopper 58, and the stopper 58 is fixed to the output shaft 10 and has an outer periphery on the end surface of the movable pulley piece 56. The hole is provided so as to be slidable in the provided hole, so that the movable pulley piece 57 is prevented from falling or deforming during power transmission.

The drive pulley 49, the driven pulley 54 and the V belt 53 constitute a V belt type continuously variable transmission T.

Further, the output shaft 55 has a drive gear 59 of the reduction gear device J.
Is fixed and the driven gear 60 of the reduction gear device J meshing with the drive gear 59 is connected to the ring gear of the differential gear device K.
61 meshed. Reference numeral 62 is an axle shaft connected to the differential gear device K.
The output shaft 55 and the input shaft 10 are rotatably supported by the housing 2 via bearings.

Note that FIG. 5 is a graph showing the relationship between the rotational speed of the flange 41 and the pressure Pf generated in the pitot tube 44 and the pressure Pr generated in the pitot tube 45. When the vehicle is rotating in the forward direction (X direction in FIG. 3), FIG. 4B shows the case where the flange 41 is rotating in the backward direction of the vehicle (Y direction in FIG. 3).

Here, in this embodiment, the pitot tube 44 corresponds to the first pitot tube of the present invention, the pitot tube 45 corresponds to the second pitot tube of the present invention, and the control valve 46 corresponds to the first pitot tube of the present invention. Compatible with control valves,
The control valve 47 corresponds to the second control valve of the present invention.

Next, the operation of the above embodiment will be described.

The driving force from the engine is transmitted to the casing 4 of the engine clutch A via the drive plate 1, and is transmitted from the clutch plate 5 to the transmission shaft 6 when the engine clutch A is connected.

The driving force transmitted to the transmission shaft 6 is applied to the oil pump B.
To secure the hydraulic pressure of the engine clutch A, the forward and reverse clutches F, R, etc., and rotationally drive the hollow shaft 18 and the clutch plate 19 of the flywheel device through the operation of the speed increasing gear device C. . In this case, when the flywheel clutch E is turned on to connect the clutch plate 19 and the flywheel 20, the driving force of the transmission shaft 6 is stored in the flywheel 20 as rotational energy.

Further, the driving force transmitted to the rotary shaft 21 integrated with the flywheel 20 drives the auxiliary machinery 27 connected to the rotary shaft 21 via a pair of bevel gears 25 and 26.

The driving force transmitted from the engine or the flywheel device W having rotational energy to the transmission shaft 6 is the carrier.
30 to the outer and inner pinion gears of the planetary gear unit G
It is transmitted to the ring gear 34 and the sun gear 35 via 31,32.

Here, when the shift range is set to the drive range, the switching valve 48 operates to supply the oil pressure of the oil pump B to the input port 47b of the control valve 47 via the hydraulic pipe 48b. Is the piston 40 of the forward clutch F through the oil passage 47g, the output port 47c and the hydraulic pipe 40a.
Press. Then, the clutch plate 33 is fixed,
The clutch plate 33 and the flange 41 are integrated in the rotational direction, and the transmission shaft 6 and the input shaft 10 are directly connected. As a result, the driving force of the transmission shaft 6 is transmitted to the input shaft 10 via the carrier 30, the clutch plate 33 and the flange 41, whereby the input shaft 10 is rotated in the vehicle forward direction.

In this case, since the flange 41 is rotating in the X direction in FIG. 3, the pressure Pf of the pitot pipe 44 increases, so that the control valve 46 communicating with the pitot pipe 44 via the hydraulic pipe 44a. The pressure in the pressure chamber 46h also rises. Then, the pressure causes the sleeve 46f to move to the right in FIG. 4 against the biasing force of the spring 46d, and the input port 46b and the output port 4
6c communicates with the drain port 46j via the oil passage 46g.

On the other hand, since the pressure Pr in the pitot pipe 45 is zero, the pressure in the pressure chamber 47h of the control valve 47 does not rise, so the sleeve 47f does not move and the drain port 47j and the oil passage 47g do not communicate with each other.

In such a situation, even if the driver mistakenly shifts the shift range to the rear range while the input shaft 10 is rotating in the forward direction of the vehicle, the control interposed between the switching valve 48 and the piston 37. By the action of the valve 46, the hydraulic pressure supplied from the oil pump B via the hydraulic pipe 48a is returned to the oil tank (not shown) via the oil passage 46g and the drain port 46j, so that the hydraulic pressure does not reach the piston 37. The reverse clutch R is never engaged.

Conversely, when the transmission shaft 6 and the input shaft 10 are connected by the reverse clutch R and a rotational force in the backward direction of the vehicle is applied to the input shaft 6, the pressure Pr of the pitot tube 45 rises. The pressure in the pressure chamber 47h, which communicates with the hydraulic cylinder 45 and the hydraulic pipe 45a, also rises, and the sleeve 47f of the control valve 47 moves to the right in FIG. 4 while resisting the biasing force of the spring 47d. Input port 47b and output port 47c via path 47g
Communicates with drain port 47j. Therefore, the switching valve 48 is switched here so that the oil pressure from the oil pump B is controlled by the control valve.
Even if it is supplied to the input port 47b of 47, this hydraulic pressure is forcibly returned to an oil tank (not shown) and does not reach the piston 40, so the forward clutch F is not engaged.

As described above, in the above embodiment, the piston 37 is forcibly set to the drain pressure when moving forward, and the piston 40 is forcibly set to the drain pressure when moving backward. Therefore, the reverse clutch R cannot be engaged when the input shaft 10 is rotating in the vehicle forward direction, and the forward clutch F cannot be engaged when the input shaft 10 is rotating in the vehicle reverse direction. Therefore, even if the shift range is changed from drive to rear (or rear to drive) while the vehicle is traveling due to an erroneous operation by the driver, the reverse clutch R (or the forward clutch F) is never engaged. Absent.

Therefore, even when the transmission shaft 6 receives a rotational force from the flywheel 20 that cannot suddenly stop its rotation, engagement of the clutch in the reverse rotation direction is prohibited by the above action, so An excessive rotational force in the reverse rotation direction does not occur in the reverse clutch F or the reverse clutch R. As a result, even if an incorrect shift operation is performed while the vehicle is running, large vibration does not occur in the vehicle body, and seizure or damage of each clutch is prevented, so a highly reliable and safe power transmission device. Can be

Moreover, in the present embodiment, the two pitot tubes 44 and 45 whose ends face the oil sump 43 so as to face the reverse rotation directions are used, and the pressures of the pitot tubes 44 and 45 are adjusted to the piston 37, Pressure chamber 46h of control valve 46,47 connected to 40,
By directly supplying it to 47h, the rotation direction of the input shaft 10 is detected and the engagement of the reverse clutch R or the forward clutch F is prohibited accordingly, so a simple structure is sufficient and the cost is reduced. It is advantageous and has the advantage that the hydraulic circuit is simple and highly reliable.

Then, when the input shaft 10 is rotating in the forward direction of the vehicle, no pressure is generated in the pitot pipe 45, and conversely, when the input shaft 10 is rotating in the reverse direction of the vehicle, no pressure is generated in the pitot pipe 44. The forward clutch F will not be disengaged during forward travel, and the reverse clutch R will not be disengaged during reverse travel. Further, when the vehicle is stopped, no pressure is generated in both the Pitot tubes 44 and 45, so that both the forward clutch F and the reverse clutch R can be engaged, and therefore, the vehicle cannot be stopped.

[Effect of device]

As described above, in the power transmission device for a vehicle of the present invention, two pitot tubes whose tips face each other in the same oil sump so as to face opposite directions in the rotation direction, and the pressure of these pitot tubes are introduced into the pressure chamber. Since the control valves control the pressures of the reverse clutch and the forward clutch by these control valves, the engagement of the reverse clutch is prohibited when the input shaft is rotating in the forward direction of the vehicle. Therefore, it is possible to inhibit the forward clutch from being engaged when the input shaft is rotating in the backward direction of the vehicle. As a result, even if the shift range is changed from drive to rear (or rear to drive) while the vehicle is traveling due to an erroneous operation by the driver, large vibration does not occur in the vehicle body, and the seizure of the forward or reverse clutch is prevented. And damage are prevented. Moreover, the structure is relatively simple, which is advantageous in terms of cost, and the structure is simple, so that the reliability is high.

[Brief description of drawings]

FIG. 1 is a sectional view showing the construction of an embodiment of the present invention, and FIG.
1 is an enlarged view of FIG. 1, FIG. 3 is a partially cutaway front view of the flange, FIG. 4 is a hydraulic circuit diagram, and FIG. 5 is a graph showing the relationship between the Pitot pressure and the rotational speed of the flange. Figure (a) shows the case where the flange is rotating in the forward direction of the vehicle.
Shows the case where the flange is rotating in the backward direction of the vehicle. 6 ... Transmission shaft, 10 ... Input shaft, 20 ... Flywheel,
44, 45 ... Pitot tube, 46, 47 ... Control valve, B ... Oil pump, F ... Forward clutch, H ... First control means, I ... Second control means, R ... Reverse clutch, T
... continuously variable transmission.

Claims (1)

[Scope of utility model registration request] 1. A transmission shaft for transmitting at least one of the rotational force of an engine and the rotational force of a flywheel, and a transmission shaft interposed between the transmission shaft and an input shaft of a continuously variable transmission. A forward clutch that transmits the rotational force of the vehicle to the input shaft as a rotational force in the vehicle forward direction, and a rotational force in the vehicle reverse direction that is parallel to the forward clutch and that rotates the transmission shaft in a direction opposite to the vehicle forward direction. A reverse clutch that transmits as force to the input shaft, a first Pitot tube that faces a direction in which pressure is generated only when the input shaft rotates in the forward direction of the vehicle, and the tip faces the oil sump, and the input A second Pitot tube facing the direction in which pressure is generated only when the shaft is rotating in the backward direction of the vehicle and having its tip facing the oil reservoir, and the first Pitot tube are connected to a pressure chamber, and the pressure chamber is connected to the pressure chamber. There is pressure on In this case, the first control valve for forcibly setting the reverse clutch to the drain pressure and the forward clutch when the second Pitot tube is connected to the pressure chamber and pressure is generated in the pressure chamber And a second control valve for forcibly setting the drain pressure.