WO2010038338A1 - 動力伝達装置 - Google Patents
動力伝達装置 Download PDFInfo
- Publication number
- WO2010038338A1 WO2010038338A1 PCT/JP2009/003208 JP2009003208W WO2010038338A1 WO 2010038338 A1 WO2010038338 A1 WO 2010038338A1 JP 2009003208 W JP2009003208 W JP 2009003208W WO 2010038338 A1 WO2010038338 A1 WO 2010038338A1
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- WO
- WIPO (PCT)
- Prior art keywords
- clutch means
- drive
- torque converter
- power transmission
- transmission system
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
- F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
- F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
- F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
- F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
- F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
- F16D2021/0661—Hydraulically actuated multiple lamellae clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H2045/002—Combinations of fluid gearings for conveying rotary motion with couplings or clutches comprising a clutch between prime mover and fluid gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H2045/005—Combinations of fluid gearings for conveying rotary motion with couplings or clutches comprising a clutch between fluid gearing and the mechanical gearing unit
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
- F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means
- F16H2045/0252—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means having a damper arranged on input side of the lock-up clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
Definitions
- the present invention relates to a power transmission device which is disposed in the middle of a power transmission system from a drive source of a vehicle to a wheel, and which can optionally transmit or cut off the driving force of the drive source to the wheel.
- Conventional power transmission devices for vehicles include a torque converter (a start system called a torque converter type) and a start clutch (a so-called start clutch type). (Starting system)) has been proposed.
- a torque converter a start system called a torque converter type
- a start clutch a so-called start clutch type
- (Starting system)) has been proposed.
- the start performance can be improved by the torque amplification function of the torque converter at the time of start.
- a start clutch type automatic transmission of the start system for example, during steady traveling, there is no slip such as a torque converter, so that power transmission efficiency can be improved.
- Patent Document 1 there has been proposed an automatic transmission of a torque converter type starting system to which a lockup clutch is added.
- a lockup clutch usually has a clutch piston connected to a turbine in a torque converter, and moves between a connected position where the clutch piston abuts on the inner circumferential wall of the torque converter cover and a separated nonconnected position. In the coupled position, the torque converter cover and the turbine are configured to be directly coupled via the clutch piston.
- the automatic transmission of the torque type start system has a technical advantage that the start performance can be improved by the torque amplification function of the torque converter at the time of start, but, for example, the slip of the torque converter during steady traveling Has a technical disadvantage that the power transmission efficiency is reduced.
- a starting clutch type automatic transmission has a technical merit that power transmission efficiency can be improved because there is no slip like a torque converter during steady traveling, for example.
- the starting performance is degraded because the torque amplification function is not provided.
- a relatively complicated lockup clutch such as a lockup clutch which can be moved between a coupled position and a noncoupled position and A large structure has to be formed in the fluid atmosphere in the torque converter, which increases the manufacturing cost and the maintenance cost.
- the present invention has been made in view of such circumstances, and suppresses the complication and enlargement of the device, and aims to improve the starting performance by the torque amplification function of the torque converter, and also provide power transmission during steady traveling.
- An object of the present invention is to provide a power transmission device capable of improving the efficiency.
- a power transmission device which is disposed in the middle of a power transmission system extending from a drive source of a vehicle to a wheel and which can optionally transmit or cut off the driving force of the drive source to the wheel.
- a torque converter having a torque amplification function, first clutch means operable while the vehicle is moving forward, and transmitting the driving force of the drive source to the wheel via a drive transmission system of the torque converter; Clutch means having second clutch means for transmitting the driving force of the drive source to the wheels without via the drive transmission system of the torque converter, and the first clutch means or the first clutch means according to the state of the vehicle at the time of forward
- the second clutch means is optionally operated to transmit the driving force of the drive source to the wheel via the drive transmission system of the torque converter, or Characterized in that the driving force of the driving source not through the click converter driveline and a selection means capable of transmitting to the wheel.
- the power transmission device in the power transmission device according to the first aspect, is rotatable by a driving force of the drive source through a drive transmission system of the torque converter, and is connected to the first clutch means.
- the invention according to claim 3 is characterized in that, in the power transmission device according to claim 2, the second drive shaft is connected to the drive source via a damper mechanism capable of damping torque fluctuation.
- the damper mechanism is disposed in the torque converter, and a turbine forming the torque converter and the damper mechanism are axially over. It is characterized by being disposed in a wrap.
- the invention according to claim 5 is the power transmission apparatus according to any one of claims 1 to 4, wherein the selection means includes both the first clutch means and the second clutch means according to the state of the vehicle.
- a driving force transmitted through the drive transmission system of the torque converter and a driving force transmitted without the drive transmission system of the torque converter are transmitted to the wheel at a predetermined ratio. I assume.
- the invention according to claim 6 is the power transmission apparatus according to any one of claims 1 to 5, wherein the first clutch means and the second clutch means are operated when the vehicle is in the stop state by the operation of the brake. It is characterized by being in a neutral state without being
- the invention according to claim 7 relates to the power transmission device according to any one of claims 1 to 6, wherein the clutch means comprises the first clutch means, the second clutch means, and the first means in the same housing. Having two hydraulic pistons corresponding to the clutch means and the second clutch means, and optionally operating the first clutch means or the second clutch means by controlling the hydraulic pressure for operating the hydraulic pistons It is characterized by
- the invention according to claim 8 relates to the power transmission device according to any one of claims 1 to 7, wherein the driving force of the drive source is transmitted to the wheel via a drive transmission system of the torque converter.
- a clutch means is provided, and the selection means operates the third clutch means exclusively when the vehicle is in reverse.
- the invention according to claim 9 is the power transmission apparatus according to any one of claims 1 to 8, wherein the second clutch of the clutch means is in the middle of a power transmission system from the drive source of the vehicle to the wheels.
- a continuously variable transmission is interposed between the means and the wheel.
- the first clutch means or the second clutch means is optionally operated according to the state of the vehicle at the time of forward movement including the time of start-up to drive via the drive transmission system of the torque converter. Since the selection means capable of transmitting the driving force of the source to the wheels or transmitting the driving force of the driving source to the wheels without passing through the drive transmission system of the torque converter is provided, the complication and enlargement of the power transmission device are suppressed. In addition, it is possible to improve the starting performance by the torque amplification function of the torque converter, and to improve the power transmission efficiency during steady traveling.
- the power is higher than that in which the first drive shaft and the second drive shaft are respectively extended.
- the entire transmission device can be further miniaturized.
- the damper mechanism is disposed in the torque converter, and the turbine constituting the torque converter and the damper mechanism are disposed so as to overlap in the axial direction, so that the torque converter can
- the axial dimension of can be shortened.
- the selecting means operates both the first clutch means and the second clutch means according to the state of the vehicle, and transmits the driving force transmitted through the drive transmission system of the torque converter, Since the driving force transmitted without passing through the drive transmission system of the torque converter is transmitted to the wheels at a predetermined ratio, it is possible to easily adjust the transmission power to the wheels.
- the clutch means has the first clutch means, the second clutch means, and two hydraulic pistons corresponding to the first clutch means and the second clutch means in the same housing, By controlling the hydraulic pressure to operate the hydraulic piston, the first clutch means or the second clutch means can be optionally operated, so that the entire power transmission apparatus can be further simplified and miniaturized. .
- the invention of claim 8 comprises the third clutch means for transmitting the driving force of the drive source to the wheels through the drive transmission system of the torque converter, and the selection means is exclusively the third clutch means at the time of reverse travel of the vehicle. Since it is possible to operate the drive transmission system only via the drive transmission system of the torque converter in reverse traveling at a low frequency, it is possible to suppress the power transmission device from being enlarged.
- the continuously variable transmission is interposed in the middle of the power transmission system from the drive source of the vehicle to the wheels and between the second clutch means of the clutch means and the wheels.
- the clutch for advancing the vehicle and the clutch for transmitting the driving force of the drive source to the wheels without using the drive transmission system of the torque converter can be shared by the second clutch means.
- the enlarged view which shows the state in which the 3rd clutch means in the same power transmission device operated An enlarged view showing a clutch means according to another embodiment of the present invention It is a clutch means in the same power transmission device, Comprising: The enlarged view which shows the state which only the 1st clutch means operated. It is a clutch means in the same power transmission device, Comprising: The enlarged view which shows the state which only the 2nd clutch means operated. It is a clutch means in the same power transmission device, Comprising: The enlarged view which shows the state which both the 1st clutch means and the 2nd clutch means operated.
- a schematic view showing a case where the transmission A in the power transmission device according to the present invention is a continuously variable transmission Longitudinal sectional view showing a torque converter and a damper mechanism therein in a power transmission apparatus according to still another embodiment of the present invention
- the power transmission device is for transmitting or blocking the driving force by the engine (drive source) of an automobile (vehicle) to a wheel (driving wheel), and as shown in FIGS. 1 and 2, A torque converter 1, a clutch means 3, a selection means 4, a first drive shaft 5, a second drive shaft 6, a damper mechanism 7 and a third clutch means 8 are mainly included.
- FIG. 1 is a longitudinal sectional view showing the main part of the power transmission device according to the present embodiment
- FIG. 2 is a schematic view schematically showing the power transmission device according to the present embodiment.
- the torque converter 1 and the transmission 2 are disposed in the middle of the power transmission system from the engine E as a drive source of the vehicle to the wheels (drive wheels D), among which
- a transmission A is disposed in the transmission 2.
- reference numeral 11 denotes an input shaft extended from the engine E
- reference numeral 9 denotes an output shaft 9 extended to the transmission A.
- the torque converter 1 has a torque amplification function of amplifying torque from the engine E and transmitting it to the transmission 2.
- the driving force of the engine E is transmitted to be rotatable about an axis and liquid (Hydraulic fluid) in a fluid-tight state, the pump P formed on the torquer cover 1a side and rotating with the torquer cover 1a, and facing the pump P at the torquer cover 13 side It mainly comprises a rotatably arranged turbine T.
- the input shaft 11 is connected to the torque converter cover 13 via the cover member 12. Then, when the input shaft 11 is rotated by the driving force of the engine E and the cover member 12, the torque converter covers 13 and 1a and the pump P are rotated, the rotational torque is amplified to the turbine T side via the liquid (hydraulic oil) Being transmitted while being Then, when the torque is amplified and the turbine T rotates, the first drive shaft 5 splined with the turbine T rotates, and the torque is transmitted to the transmission 2.
- the "drive transmission system of the torque converter” in the present invention refers to the drive transmission system formed by the torque converter cover 1a, the pump P and the turbine T described above.
- reference numeral 10 denotes a mission case.
- the torque converter cover 13 is connected to the connecting member 14 via a damper mechanism 7 formed of a coil spring, and the connecting member 14 is spline-fitted to the outer peripheral surface of the second drive shaft 6.
- the first drive shaft 5 is made rotatable by the driving force of the engine E through the drive transmission system of the torque converter 1 and is connected to the first clutch means 3 a
- the second drive shaft 6 is It is directly rotatable by the driving force of the engine E without passing through the drive transmission system of the torque converter 1, and is connected to the second clutch means 3b.
- the first drive shaft 5 is a cylindrical member
- the second drive shaft 6 is rotatably disposed therein, and the rotation axes of these are equal. It is done. That is, the first drive shaft 5 and the second drive shaft 6 are formed concentrically.
- first drive shaft 5 is rotatable on the outside of the second drive shaft 6, and the second drive shaft 6 is rotatable on the inside of the first drive shaft 5.
- the first drive shaft 5 and the second drive shaft 6 can be independently rotated by selective operation of the clutch means 3.
- the clutch means 3 is operable when the automobile (vehicle) advances, and transmits the driving force of the engine E (drive source) to the wheels (drive wheel D) via the drive transmission system of the torque converter 1.
- the clutch means 3a and the second clutch means 3b for transmitting the driving force of the engine E (drive source) to the wheels (drive wheels D) without passing through the drive transmission system of the torque converter 1 are provided.
- the first clutch means 3a and the second clutch means 3b are formed with a plurality of drive side clutch plates 3aa, 3ba and driven side clutch plates 3ba, 3bb which are slidable in the lateral direction in FIG.
- the drive-side clutch plate 3aa is formed on the interlocking member 15 connected and interlocked with the first drive shaft 5, and the driven-side clutch plate 3ab is formed on the housing 17.
- the drive side clutch plate 3aa and the driven side clutch plate 3ab are alternately stacked. Thereby, the adjacent drive side clutch plate 3aa and the driven side clutch plate 3ab can be brought into pressure contact or separation.
- a state in which the first clutch means 3a is actuated and the drive side clutch plate 3aa and the driven side clutch plate 3ab are in pressure contact with each other is shown in FIG.
- the drive side clutch plate 3ba is formed on the interlocking member 16 linked and interlocked with the second drive shaft 6, and the driven side clutch plate 3bb is formed on the housing 17.
- the drive side clutch plate 3ba and the driven side clutch plate 3bb are alternately stacked. Thereby, the drive side clutch plate 3ba and the driven side clutch plate 3bb can be brought into pressure contact or separation.
- 7 shows a state in which the second clutch means 3b is actuated and the drive side clutch plate 3ba and the driven side clutch plate 3bb are in pressure contact with each other.
- separation means not only physical separation but also a state in which the pressure contact is released, and while the drive force is transmitted in the pressure contact state, the transmission of the drive force is interrupted in the separated state. Be done.
- the clutch means 3 corresponds to the first clutch means 3a, the second clutch means 3b, and the first clutch means 3a and the second clutch means 3b in the same casing 17.
- the first clutch means 3a or the second clutch means 3b can be optionally operated by controlling the hydraulic pressure for operating the hydraulic pistons P1 and P2 as well as having two hydraulic pistons P1 and P2.
- the hydraulic piston P1 moves to the right in the figure against the biasing force of the return spring 3c, and the tip thereof is
- the first clutch means 3a is pressed to bring the drive side clutch plate 3aa and the driven side clutch plate 3ab into pressure contact with each other.
- the drive-side clutch plate 3ba and the driven-side clutch plate 3bb in the second clutch means 2b have an uneven shape formed on their respective peripheral edges, and the tip of the hydraulic piston P1 is inserted in the concave portion thereof. It is configured to be
- the hydraulic piston P2 is moved to the right in FIG. 3 against the biasing force of the return spring 3c by injecting hydraulic fluid into the hydraulic chamber S2 between the hydraulic piston P1 and the hydraulic piston P2, and the tip thereof is
- the second clutch means 3b is pressed to bring the drive side clutch plate 3ba and the driven side clutch plate 3bb into pressure contact with each other.
- the first clutch means 3a or the second clutch means 3b can be optionally operated by controlling the hydraulic pressure for operating the hydraulic pistons P1, P2.
- a housing 17 constituting the clutch means 3 is connected to an interlocking member 18 in which a gear G1 is formed, and the gear G1 meshes with a gear G2 formed on the output shaft 9.
- the driving force of the engine E transmitted by the first clutch means 3a or the second clutch means 3b reaches the interlocking member 18 through the housing 17 and is transmitted to the output shaft 9 .
- the selection means 4 injects hydraulic oil into the hydraulic chamber S1 or S2 at a predetermined pressure according to the state (vehicle speed, inclination angle of the vehicle body, etc.) of the vehicle (vehicle) at the time of forward movement (including start).
- the first clutch means 3a or the second clutch means 3b is optionally operated to drive the engine E (drive source) through the drive transmission system of the torque converter 1
- the force can be transmitted to the wheels (drive wheels D) or the drive force of the engine E (drive source) can be transmitted to the wheels (drive wheels D) without passing through the drive transmission system of the torque converter 1.
- the selection means 4 is formed, for example, in an ECU (not shown) for controlling the engine E.
- a table as shown in FIG. 5 (with the vertical axis representing the throttle opening and the horizontal axis representing The clutch means 3 is operated on the basis of the vehicle speed.
- both the first clutch means 3 a and the second clutch means 3 b are operated to transmit the driving force transmitted through the drive transmission system of the torque converter 1 and the torque converter 1. It is a mode in which the driving force transmitted without passing through the drive transmission system is transmitted to the wheel (driving wheel D) at a predetermined ratio.
- the ratio of the transmitted driving force can be arbitrarily set.
- both the first clutch means 3a and the second clutch means 3b are actuated to bring the drive side clutch plate 3aa and the driven side clutch plate 3ab, and the drive side clutch plate 3ba and the driven side clutch plate 3bb in pressure contact. Shown in 8.
- the first clutch means 3a or the second clutch means 3b can be selectively operated according to the table which can be compared with the state of the vehicle as described above, flat ground start, flat ground travel, downhill In traveling, the driving force of the engine E (driving source) is transmitted to the wheels (driving wheel D) without passing through the drive transmission system of the torque converter 1, and the driving of the torque converter 1 is performed during slope start, uphill travel
- the driving force of the engine E (drive source) can be transmitted to the wheels (drive wheels D) via the transmission system.
- the third clutch means 8 comprises a multi-plate clutch, and transmits the driving force of the engine E (drive source) to the wheels (drive wheels D) via the drive transmission system of the torque converter 1 when the vehicle reverses. belongs to. That is, when the shift lever provided on the vehicle is operated to set the R range (reverse), the idle gear is provided between the gear G3 formed on the interlocking member 15 and the gear G4 formed on the interlocking member 19 on the output shaft 9 side. (Not shown) intervenes in mesh, and the driving force of the engine E reaches the third clutch means 8.
- the third clutch means 8 has a housing 20 which can be interlocked with and interlocked with the output shaft 9, and the hydraulic piston P3 is provided in the housing 20. While being formed, the drive side clutch plate 8a and the driven side clutch plate 8b are alternately laminated. Thereby, the drive side clutch plate 8a and the driven side clutch plate 8b can be brought into pressure contact or separation by the operation of the hydraulic piston P3.
- FIG. 9 shows a state in which the third clutch means 8 is actuated and the drive side clutch plate 8a and the driven side clutch plate 8b are in pressure contact with each other.
- the selection means 4 is configured to operate the third clutch means 8 exclusively during reverse movement of the vehicle. That is, when the shift lever of the vehicle is operated to set the R range (reverse), as shown by the table in FIG. 5, (g) R mode is set, and the engine E (the drive transmission system of the torque converter 1 is The drive power of the drive source is transmitted to the wheels (drive wheels D).
- the first clutch means 3a or the second clutch means 3b is optionally operated according to the state of the vehicle to drive the engine E (drive source) through the drive transmission system of the torque converter 1. Since the selection means 4 can transmit the driving force to the wheels (driving wheel D) or can transmit the driving force of the engine E (driving source) to the wheels (driving wheel D) without passing through the drive transmission system of the torque converter. Thus, it is possible to suppress the complication and enlargement of the power transmission device and to improve the starting performance by the torque amplification function of the torque converter 1 and to improve the power transmission efficiency during steady traveling. A conventional lockup clutch can be eliminated.
- first drive shaft 5 and the second drive shaft 6 are formed concentrically, the first drive shaft 5 and the second drive shaft 6 are respectively extended (two are provided side by side In comparison to the above, the whole power transmission can be miniaturized. Furthermore, since the second drive shaft 6 is connected to the engine E (drive source) via the damper mechanism 7 capable of damping torque fluctuation, vibration of the engine E (drive source) transmitted to the second clutch means 3b Can be attenuated.
- the damper mechanism 7 may use the configuration of a conventional lock-up mechanism, the damper diameter can be increased, for example, or the arrangement position can be changed with respect to the conventional one.
- the damper mechanism is disposed in the torque converter 1, and is overlapped with the turbine T constituting the torque converter 1 in the axial direction (the left and right direction in FIG. 1). It can be 7 '.
- the axial dimension (the left and right direction in FIG. 1) of the torque converter 1 can be shortened by overlapping the turbine T and the damper mechanism 7 ′ in the axial direction.
- the selection means 4 operates both of the first clutch means 3a and the second clutch means 3b according to the state of the vehicle (for example, in the case of (e) in the table of FIG.
- Driving force transmitted through the drive transmission system of the torque converter 1 and driving force transmitted without the drive transmission system of the torque converter 1 are transmitted to the wheels (drive wheels D) at a predetermined ratio. Therefore, it is possible to easily adjust the transmission power to the wheels (drive wheels D). Further, it is preferable to change the ratio of the driving force in the case where the torque amplification function of the torque converter 1 is used in a large amount and in the case where the slip of the torque converter 1 is avoided to improve the power transmission efficiency.
- the third clutch means 8 transmits the driving force of the engine E (drive source) to the wheels (driving wheels D) via the drive transmission system of the torque converter 1, and the selecting means 4 is used when the vehicle reverses. Since the third clutch means 8 is operated exclusively, it is possible to suppress an increase in the size of the power transmission device by using only the drive transmission system via the drive transmission system of the torque converter 1 in reverse traveling at a low frequency. .
- the clutch means 3 has a first clutch means 3a, a second clutch means 3b, and two hydraulic pistons P1, P2 corresponding to the first clutch means 3a and the second clutch means 3b in the same housing 17.
- first clutch means 3a or the second clutch means 3b can be optionally operated by controlling the hydraulic pressure for operating the hydraulic pistons P1 and P2, the entire power transmission apparatus is further simplified. And can be miniaturized.
- the transmission A in this embodiment comprises a continuously variable transmission (so-called CVT).
- CVT continuously variable transmission
- a continuously variable transmission 24 is interposed between the second clutch means 3b of the clutch means 3 and the wheel (drive wheel D) in the middle of the power transmission system leading to the drive wheel D).
- the continuously variable transmission 24 has two pulleys Q1 and Q2 and a belt V suspended therebetween, and the hydraulic control circuit 23 operates the movable sheaves of the pulleys Q1 and Q2 so as to be independent of each other.
- the diameter of the belt V suspension portion is changed to perform desired gear change.
- the continuously variable transmission 24 has a CVTECU 22 electrically connected to a brake switch of a brake pedal and a position sensor of a shift lever in a vehicle, an engine ECU and the like (all not shown), and the CVTECU 22
- the hydraulic control circuit 23 is performed.
- the hydraulic pistons P1 to P3 described above can be operated arbitrarily.
- the second clutch means 3b of the clutch means 3 combines the clutch for moving the vehicle forward and the clutch for transmitting the driving force of the engine E to the drive wheels D without passing through the drive transmission system of the torque converter 1.
- symbol F in the same figure has shown the differential gear which a vehicle comprises.
- the first drive shaft 5 and the second drive shaft 6 are formed concentrically, but may be separately provided separately.
- the third clutch means 8 when the vehicle reverses, the third clutch means 8 is operated exclusively, and the drive power of the engine E (drive source) is transmitted to the wheels (drive wheels D) via the drive transmission system of the torque converter 1.
- fourth clutch means capable of transmitting the driving force of the engine E (drive source) to the wheels (driving wheels D) without via the drive transmission system of the torque converter 1 is provided.
- the third clutch means 8 and the fourth clutch means may optionally be selected according to the state.
- the second clutch means 3b when the hydraulic piston P1 is operated, in addition to the first clutch means 3a, the second clutch means 3b is also operated to transmit the driving force.
- the stopper 21 may be provided on the side of the second clutch means 3b so that the second clutch means 3b and the first clutch means 3a can operate independently of each other.
- FIG. 11 shows a state in which only the first clutch means 3a is actuated in this case
- FIG. 12 shows a state in which only the second clutch means 3b is actuated
- FIG. 13 shows a state in which both clutch means are actuated.
- the drive source is the engine E
- the present invention is not limited to this, and the internal combustion engine may of course be a motor in an electric car or a hybrid vehicle, for example.
- the selection means 4 is formed in ECU, you may form in the microcomputer arrange
- the first clutch means or the second clutch means is optionally operated to transmit the driving force of the drive source to the wheels via the drive transmission system of the torque converter, or the drive of the torque converter
- the power transmission device may have different external shapes or shapes of components or may be added with other functions. Can also be applied.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Arrangement Of Transmissions (AREA)
Abstract
Description
トルコンタイプの発進方式の自動変速機では、発進時においてトルクコンバータが有するトルク増幅機能により発進性能の向上を図ることができるという技術的メリットがあるものの、例えば定常走行中においては、トルクコンバータのスリップにより動力伝達効率が低下してしまうという技術的デメリットがあった。
本実施形態に係る動力伝達装置は、自動車(車両)のエンジン(駆動源)による駆動力を車輪(駆動輪)に伝達又は遮断するためのものであり、図1及び図2に示すように、トルクコンバータ1と、クラッチ手段3と、選択手段4と、第1駆動シャフト5と、第2駆動シャフト6と、ダンパ機構7と、第3クラッチ手段8とを主に有している。尚、図1は、本実施形態に係る動力伝達装置の主要部を表す縦断面図であり、図2は、同実施形態に係る動力伝達装置を模式化した模式図を示すものである。
2 トランスミッション
3 クラッチ手段
3a 第1クラッチ手段
3b 第2クラッチ手段
4 選択手段
5 第1駆動シャフト
6 第2駆動シャフト
7、7’ ダンパ機構
8 第3クラッチ手段
9 出力軸
10 ミッションケース
11 入力軸
12 カバー部材
13 トルコンカバー
14 連結部材
15、16 連動部材
17 筐体
18、19 連動部材
20 筐体
21 ストッパ
22 CVTECU
23 油圧制御回路
24 無段変速機
E エンジン(駆動源)
A 変速機
D 駆動輪(車輪)
P1~P3 油圧ピストン
Claims (9)
- 車両の駆動源から車輪に至る動力伝達系の途中に配設され、当該駆動源の駆動力を車輪に対して任意選択的に伝達又は遮断可能な動力伝達装置において、
トルク増幅機能を有するトルクコンバータと、
車両の前進時に作動可能とされるとともに、前記トルクコンバータの駆動伝達系を介して前記駆動源の駆動力を前記車輪に伝達させる第1クラッチ手段、及び前記トルクコンバータの駆動伝達系を介さず前記駆動源の駆動力を前記車輪に伝達させる第2クラッチ手段を有するクラッチ手段と、
発進時を含む前進時における車両の状態に応じて前記第1クラッチ手段又は第2クラッチ手段を任意選択的に作動させて、前記トルクコンバータの駆動伝達系を介して前記駆動源の駆動力を前記車輪に伝達させ、又は前記トルクコンバータの駆動伝達系を介さず前記駆動源の駆動力を前記車輪に伝達させ得る選択手段と、
を備えたことを特徴とする動力伝達装置。 - 前記トルクコンバータの駆動伝達系を介して前記駆動源の駆動力で回転可能とされ、前記第1クラッチ手段と連結された第1駆動シャフトと、
前記トルクコンバータの駆動伝達系を介さず前記駆動源の駆動力で回転可能とされ、前記第2クラッチ手段と連結された第2駆動シャフトと、
を具備し、前記第1駆動シャフトと第2駆動シャフトとは同心円状に形成されたことを特徴とする請求項1記載の動力伝達装置。 - 前記第2駆動シャフトは、トルク変動を減衰し得るダンパ機構を介して前記駆動源と連結されたことを特徴とする請求項2記載の動力伝達装置。
- 前記ダンパ機構は、前記トルクコンバータ内に配設されるとともに、当該トルクコンバータを構成するタービンとダンパ機構とが軸方向でオーバーラップして配設されたことを特徴とする請求項3記載の動力伝達装置。
- 前記選択手段は、車両の状態に応じて前記第1クラッチ手段及び第2クラッチ手段の両方を作動させ、前記トルクコンバータの駆動伝達系を介して伝達される駆動力と、前記トルクコンバータの駆動伝達系を介さず伝達される駆動力とが所定の比率で前記車輪に伝達されることを特徴とする請求項1~4の何れか1つに記載の動力伝達装置。
- ブレーキの操作により車両が停止状態であるとき、前記第1クラッチ手段及び第2クラッチ手段が作動せず、ニュートラル状態とされることを特徴とする請求項1~5の何れか1つに記載の動力伝達装置。
- 前記クラッチ手段は、同一筐体内に前記第1クラッチ手段、第2クラッチ手段、及び当該第1クラッチ手段及び第2クラッチ手段に対応する2つの油圧ピストンを有するとともに、当該油圧ピストンを作動させる油圧を制御することにより、当該第1クラッチ手段又は第2クラッチ手段を任意選択的に作動可能とされたことを特徴とする請求項1~6の何れか1つに記載の動力伝達装置。
- 前記トルクコンバータの駆動伝達系を介して前記駆動源の駆動力を前記車輪に伝達させる第3クラッチ手段を具備し、前記選択手段は、車両の後進時において専ら第3クラッチ手段を作動させることを特徴とする請求項1~7の何れか1つに記載の動力伝達装置。
- 前記車両の駆動源から車輪に至る動力伝達系の途中であって前記クラッチ手段の第2クラッチ手段と前記車輪との間には、無段変速機が介装されたことを特徴とする請求項1~8の何れか1つに記載の動力伝達装置。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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CN200980138348.4A CN102171492B (zh) | 2008-09-30 | 2009-07-09 | 动力传递设备 |
DE112009002276.6T DE112009002276B4 (de) | 2008-09-30 | 2009-07-09 | Kraftübertragungsvorrichtung |
US13/076,219 US8245826B2 (en) | 2008-09-30 | 2011-03-30 | Power transmitting apparatus |
Applications Claiming Priority (2)
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JP2008253076A JP5145185B2 (ja) | 2008-09-30 | 2008-09-30 | 動力伝達装置 |
JP2008-253076 | 2008-09-30 |
Related Child Applications (1)
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US13/076,219 Continuation US8245826B2 (en) | 2008-09-30 | 2011-03-30 | Power transmitting apparatus |
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WO2010038338A1 true WO2010038338A1 (ja) | 2010-04-08 |
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PCT/JP2009/003208 WO2010038338A1 (ja) | 2008-09-30 | 2009-07-09 | 動力伝達装置 |
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US (1) | US8245826B2 (ja) |
JP (1) | JP5145185B2 (ja) |
CN (1) | CN102171492B (ja) |
DE (1) | DE112009002276B4 (ja) |
WO (1) | WO2010038338A1 (ja) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
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GB2463911B (en) * | 2008-09-30 | 2012-06-06 | Jcb Transmissions | Vehicle transmission |
US9242649B2 (en) * | 2012-06-20 | 2016-01-26 | Toyota Jidosha Kabushiki Kaisha | Vehicle control system |
JP6209345B2 (ja) * | 2012-08-14 | 2017-10-04 | 株式会社エフ・シー・シー | 動力伝達装置 |
US9194482B2 (en) * | 2012-10-02 | 2015-11-24 | Ford Global Technologies, Llc | System for supplying fluid to transmission control elements |
JP6111077B2 (ja) | 2013-01-17 | 2017-04-05 | 株式会社エフ・シー・シー | 動力伝達装置 |
WO2014148138A1 (ja) | 2013-03-19 | 2014-09-25 | 株式会社エフ・シ-・シ- | 動力伝達装置 |
US10260608B2 (en) * | 2014-04-17 | 2019-04-16 | Schaeffler Technologies AG & Co. KG | Hub assembly for a torque converter and related method |
DE102019119036A1 (de) * | 2019-07-13 | 2021-01-14 | Schaeffler Technologies AG & Co. KG | Fluidisches Betätigungssystem |
JP2021116842A (ja) * | 2020-01-24 | 2021-08-10 | トヨタ自動車株式会社 | 車両用動力伝達機構 |
JP2022078808A (ja) * | 2020-11-13 | 2022-05-25 | マツダ株式会社 | 自動変速機及び自動変速機の遠心バランス調整方法 |
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CN102171492B (zh) | 2014-01-22 |
JP5145185B2 (ja) | 2013-02-13 |
DE112009002276T5 (de) | 2011-09-29 |
CN102171492A (zh) | 2011-08-31 |
US8245826B2 (en) | 2012-08-21 |
JP2010084828A (ja) | 2010-04-15 |
US20110233019A1 (en) | 2011-09-29 |
DE112009002276B4 (de) | 2018-09-13 |
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