JPS594179Y2 - power transmission device - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a power transmission device that is provided with a shock absorber that absorbs the rotational force of a rotating shaft on the drive side.

Conventionally, in automobiles in which the engine and transmission are connected by fluid couplings such as torque converters and hydrocouplings, the rotatable inertia of the fluid couplings is extremely large.
When changing the gears of a transmission, it is difficult to synchronize the gears of the transmission in a short time.

For this reason, there has been a problem in the past that it has not been possible to easily change gears.

An object of the present invention is to provide a power transmission device that can synchronize transmission gears in a short time by absorbing rotational force on the drive side.

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

In FIG. 1, 1 is a gear case, 2 is a lid attached to the side of gear case 1, and 3 is a rotating shaft (transmission input shaft) connected to the crankshaft of an engine (not shown) via a torque converter. .

The rotating shaft 3 is rotatably supported by the gear case 1 via a bearing 4.

A cylindrical sub-rotary shaft 5 fitted on the outer periphery of the rotary shaft 3 is rotatably supported via a needle bearing 6 on the outer peripheral surface of the rotary shaft 3 .

7 is a countershaft which is a driven shaft rotatably supported by the gear case 1.

The countershaft 7 is connected to the auxiliary rotary shaft 5 via transmission gears 8 and 9 or a series of constantly meshing transmission gears (not shown).
is constantly linked to.

A spline 10° 11 is connected to the inner end of the side cover 2 of the rotating shaft 3.

A - direction clutch 12 is disposed between the spline 10 and the end surface of the sub-rotary shaft 5 adjacent to the spline 10 in a direction for transmitting the rotation of the rotary shaft 3 to the sub-rotary shaft 5.

The one-way clutch 12 includes an inner race 13, an outer race 14, and rollers 15 interposed between them, and the inner race 13 is spline-fitted to the spline 10.

Teeth provided on the side of the outer race 14 and the sub rotating shaft 5
The teeth provided on the end face of the meshing portion 16 mesh with each other.

A buffer device 17 used to absorb the rotational force of the rotating shaft 3 is disposed between the rotating shaft 3 and the side cover 2.

This shock absorber 17 includes a fixed cylinder 19 as a servo drum having a circumferentially extending annular groove 18 on its outer peripheral surface, and a movable piston 20 slidably fitted into the cylinder 19.

An orifice 22 is formed in the center of the piston 20, passing through a small diameter shaft portion 21 that is integral with the piston 20 and opening on both sides of the piston 20.

This small diameter shaft portion 21 has a hole 23 opened in the end surface of the rotating shaft 3.
It is rotatably and slidably fitted to the

A stopper plate 25, which is individually fixed to the side cover 2 by bolts 24, is slidably fitted into the annular groove 18 of the cylinder 19 to restrict movement of the cylinder 19 in the axial direction.

The shock absorber 17 also includes a first compression coil spring 2 interposed between the piston 20 and the bottom of the cylinder 19.
6, and a second coil spring 2 disposed within the compression coil spring 26 and fixed to the bottom of the cylinder 9.
It has 7.

The coil spring 27 has a stronger spring force than the coil spring 26, and is formed shorter than the coil spring 26.

Note that the bottom of the cylinder 19 is open to the outside,
The inside and outside of the cylinder 19 and the hole 23 are filled with oil.

A clutch sleeve 28 for generating thrust that presses and displaces the piston 20 toward the compression coil spring 26 is spline-fitted to the spline 11 .

A flange 29 protruding from the outer periphery of the one-way clutch 12 side end of the clutch sleeve 28 has pawl teeth 30 formed in the portion facing the outer race 14 of the one-way clutch 12, as shown in FIG. .

The claw teeth 31 formed on the outer race 14 mesh with the claw teeth 30.

Both claw teeth 3G and 31 are formed in a direction that allows rotational force to be transmitted from the outer race 14 side to the flange 29 side.

As shown in FIG. 3, screw-shaped thrust generating teeth 32 are formed on the outer circumferential surface of the clutch sleeve 28. As shown in FIG.

The thrust generating teeth 32 mesh with screw-shaped thrust generating teeth 33 formed on the inner surface of the end portion of the cylinder 19 .

These thrust generating teeth 32 and 33 displace the clutch sleeve 28 toward the piston 20 by rotating the clutch sleeve 2B with respect to the cylinder 19 in the direction of rotation of the rotating shaft 3, thereby displacing the piston toward the compression coil spring 26. It is formed in the direction of

A third coil spring 3 is provided on the outer peripheral surface of the cylinder 19.
One end 34a of 4 is crimped by its own spring force.

In the middle of the other end of the coil spring 34, there is a bulge 34b extending away from the outer peripheral surface of the cylinder 19.
A locking portion 34C bent in the radial direction is integrally provided at the end of the bulge 34b.

A solenoid 35 is attached to the side cover 2 as a device for fixing and releasing the cylinder 19 and the side cover 2.

The anchor pin 36 of the solenoid 35 faces the outer peripheral surface of the cylinder 19 at a position where it projects into the rotation locus of the locking portion 34C when the solenoid 35 is energized.

In FIG. 4, the negative side of the battery 37 is grounded.

A fuse 3 is connected between the positive side of this battery 37 and the ground.
B, main switch 39, normally open contact 40 of relay 40
a and the solenoid 35 are connected in series.

Further, one end of a coil 40b of a relay 40 is connected between the main switch 39 and the normally open contact 40a.

Between the other end of this coil 40b and the ground, there is an accelerator switch 41 that opens when you step on an accelerator pedal linked to a throttle valve of an engine (not shown), and a lever that closes when you press a change lever (not shown) for operation. A switch 42 is connected in series.

Next, the operation of the power transmission device having such a configuration will be explained.

When the main switch 39 shown in FIG. 4 is closed to operate the engine, the rotational force of the engine is transmitted to the auxiliary rotating shaft 5 via the torque converter (not shown), the rotating shaft 3, the one-way clutch 12, and the meshing part 16. be done.

At this time, the accelerator switch 41 or the lever switch 42
If either one is open, the anchor pin 36 is not engaged with the locking portion 34C, and the shock absorber 17 is also integrated with the rotating shaft 3 via the clutch sleeve 28 and the thrust generating teeth 32, 33. It's rotating.

In this state, when you release your foot from the accelerator pedal (not shown) and press the change lever, the switch 41.
42 closes.

As a result, the coil 40b is energized and excited, the normally open contact 40a is closed, the solenoid 35 is energized, and the anchor pin 36 protrudes into the rotation locus of the locking portion 34C.
A locking portion 34C is locked to the anchor pin 36.

As a result, the coil spring 34 is wound up, the surgical site when the locking portion 34C engages with the anchor pin 36 is absorbed, and the rotation of the cylinder 19 is stopped.

As the rotation of the cylinder 19 stops, the clutch sleeve 2
8 is screwed in by the action of the thrust generating teeth 32 and 33.
0 side (the direction in which the pawl teeth 31 and 32 are separated), and the piston 20 is displaced toward the bottom of the cylinder 19 against the compression coil spring 26.

After the piston 20 contacts the coil spring 27,
The piston 20 resists the spring force of the coil spring 27.
is displaced toward the bottom of the cylinder.

Along with such displacement of the piston 20, the cylinder 19
The oil inside flows into the hole 23 through the orifice 22, and an oil resistance force is generated in the orifice 22 in a direction that prevents the piston 20 from moving toward the bottom of the cylinder 19.

Therefore, when the anchor pin 36 is locked to the locking portion 34c, the rotational force of the rotating shaft 3 is rapidly reduced or stopped by the action of the buffer device 17, and the rotational inertia of the torque converter causes the rotational force of the rotating shaft 5 to be stopped. The rotation is prevented from being rotated for a long time, and the transmission gears are synchronized in a short time.

When the shift gears are synchronized, the shift lever is operated to complete the shift operation.

When the accelerator pedal is suddenly released while driving, if the rotation of the auxiliary rotating shaft 5 is larger than the rotational force of the rotating shaft 3, the rotational force of the auxiliary rotating shaft 5 is applied to the meshing portion 16 and the outer race 14.
, pawl teeth 31, 32, flange 29, clutch sleeve 2
8. The engine brake is actuated because it is transmitted to the rotating shaft 3 via the spline 11.

At this time, the shock absorber 17 is operated as described above,
Transmission gears can be synchronized.

Further, when the rotational force of the rotating shaft 3 is extremely large due to the above-mentioned operation, the coil spring 34 rotates with respect to the cylinder 19, and the locking portion 34C and the anchor pin 3
6 damage is prevented.

On the other hand, even when the clutch sleeve 28 returns after the completion of the speed change operation as described above, the oil resistance force is generated in the orifice 22, so that the pawl teeth 31 and 32 gradually engage. If the time is set to the time when both claw teeth 31 and 32 are synchronized by pressing the accelerator pedal, unreasonable meshing can be avoided.

This engagement time is set by changing the spring force of the coil spring 16, the diameter of the orifice 22, etc.

In the embodiment described above, the rotational force is transmitted from the auxiliary rotating shaft 5 side to the clutch sleeve 28 side by the pawl teeth 31.32, but instead of the pawl teeth 31.32, a multi-disc clutch, a single-disc clutch, A conical clutch or the like may also be used.

Furthermore, a brake device other than the solenoid 35 may be used to stop the rotation of the cylinder 19.

Further, as shown in FIG. 5, a normally open contact 43a of a relay 43 is connected between the main switch 39 and a normally open contact 40a of a relay 40.

43a, one end of the coil 40b of the relay 40 is connected to the switch 41, and the other end of the coil 40b is connected to the switch 41.
There is a loop between this normally open contact 431 and the main switch 39.
Connect one end of coil 43b of 43, and
When the rotation of the vehicle or engine is below the set value, the voltage of V2 (V2 > Vt) (see Figure 6) is output to the other end of b, and when it is above this set value, the voltage of ■1 is output. The output side of the protection circuit 44 is connected, and this protection circuit 44
A detection device 45 for detecting engine rotation or vehicle speed rotation is connected to the input side of the switch, and one end of a confirmation lamp 46 is connected between the fuse 38 and the main switch 39, and a relay is connected to the other end of the confirmation lamp 46. 43 normally closed contacts 43
Connect one end of C to the normally closed contact 43 and connect the other end of C to the grounded normally open contact 40 of the switch 42 and 43 and the relay 40.
C, and when the engine rotation or vehicle speed is below a set value, the solenoid 35 may be prevented from operating and the confirmation lamp 46 may be turned on at the same time.

As explained above, the present invention is directed to a power transmission device in which a rotating shaft is coupled to an engine crankshaft via a fluid coupling such as a torque converter, and a driven shaft is coupled to this rotating shaft via a speed change gear mechanism. , the movable side of a shock absorber for absorbing rotational force is connected to the rotating shaft rotatably supported by the case, and the shock absorber is connected between the fixed side of the shock absorber and the case side supporting the rotating shaft. A fixing/releasing device is provided between the fixed side and the case, and the operation of the fixing/releasing device is controlled by an accelerator switch that opens when an accelerator pedal linked to the throttle valve of the engine is pressed, and a change gear mechanism. Since this is configured to be carried out in relation to the operation of both switches of the lever switch which is closed by the operation of the lever, the gears can be synchronized in a short time and the gear shifting operation can be carried out quickly and easily.

It should be noted that the power transmission device of the present invention can have the same effect even if it is incorporated into a transmission of an automobile, machine, etc. that uses a fluid coupling other than a torque converter.

[Brief Description of the Drawings] Fig. 1 is a sectional view of a power transmission device showing one embodiment of the present invention, Fig. 2 is a partial side view of the pawl teeth 31 and 32 of Fig. 1, and Fig.
The figure is a side view of the cylinder 2B in Figure 1, Figure 4 is an electric circuit diagram used in the present invention, Figure 5 is another electric circuit diagram used in the present invention, and Figure 6 is a diagram of the protection circuit in Figure 5. It is an output characteristic diagram. 1... Gear case, 3... Rotating shaft, 1
7... Curved shock absorber, 19... Cylinder (fixed side), 20... Piston, 35... Solenoid (fixing/releasing device).

Claims (1)

[Scope of utility model registration request] In a power transmission device in which a rotating shaft is connected to the crankshaft of an engine via a fluid coupling, and a driven shaft is connected to the rotating shaft via a speed change gear mechanism, the rotating shaft is rotatably supported by a case. A movable side of a shock absorbing device for force absorption is connected, and a fixing/releasing device between the fixed side of the shock absorbing device and the case is interposed between the fixed side of the shock absorbing device and the case side supporting the rotating shaft. , the operation control of the fixing/releasing device,
The power is configured to be activated by relating to the operation of both an accelerator switch that opens when an accelerator pedal connected to a throttle valve of the engine is stepped on, and a lever switch that closes when a change lever of the transmission gear mechanism is operated. transmission device.