WO2015098938A1 - 自動変速機 - Google Patents
自動変速機 Download PDFInfo
- Publication number
- WO2015098938A1 WO2015098938A1 PCT/JP2014/084103 JP2014084103W WO2015098938A1 WO 2015098938 A1 WO2015098938 A1 WO 2015098938A1 JP 2014084103 W JP2014084103 W JP 2014084103W WO 2015098938 A1 WO2015098938 A1 WO 2015098938A1
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- WO
- WIPO (PCT)
- Prior art keywords
- shaft
- manual valve
- detent
- range
- parking
- 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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
- F16H63/3416—Parking lock mechanisms or brakes in the transmission
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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
- F16H61/0021—Generation or control of line pressure
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0262—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 characterised by the signals used the signals being hydraulic
- F16H61/0265—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 characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
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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
- F16H61/66—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 specially adapted for continuously variable gearings
- F16H61/662—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 specially adapted for continuously variable gearings with endless flexible members
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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
- F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
- F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
- F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
- F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
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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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H37/022—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion
Definitions
- This technology relates to an automatic transmission mounted on a vehicle such as an automobile, and more particularly to an automatic transmission that switches between a parking mechanism and a range of a hydraulic control device by operating a shift operation unit.
- an automatic transmission has a parking mechanism that sets a vehicle in a parking state, a manual valve that sets a range of a hydraulic control device, and the like, and a driver operates a shift lever to change P (parking), R A desired range such as (reverse), N (neutral), and D (drive) can be set.
- an automatic shift mechanism has been adopted in which an assist lever is connected to the lower end of a manual shaft that is rotated by operating a shift lever, and the axial position of the manual valve is changed via the valve drive shaft by rotating the assist lever.
- a machine has been proposed (see Patent Document 1).
- the automatic transmission can lock the parking gear by rotating the parking rod in conjunction with the manual shaft.
- the parking rod is linearly extended in the direction of the manual valve, and a control shaft for rotating the parking rod can be disposed in the vicinity of the manual valve.
- a control shaft for rotating the parking rod can be disposed in the vicinity of the manual valve.
- connection structure of a control shaft and a manual valve is not described in the thing of the said patent document 2, if a control shaft and a manual valve are not provided remotely by the restrictions on the arrangement
- an object of the present invention is to provide an automatic transmission capable of improving the degree of freedom of arrangement of a parking mechanism, a control shaft, and a manual valve while achieving compactness in the height direction.
- the automatic transmission (1) includes a case (6) that houses a transmission mechanism (2), A hydraulic control device (80) disposed on the front side in a vehicle-mounted state with respect to the case (6); A first shaft (AX1) disposed on the rear side in a vehicle-mounted state with respect to the hydraulic control device (80) and provided with a primary pulley (11) of a belt-type continuously variable transmission (10); A second shaft (AX2) disposed behind the first shaft (AX1) and provided with a secondary pulley (13) and a parking gear (71) of the belt-type continuously variable transmission (10); A control shaft (60) that rotates based on the operation of the shift operation unit; A manual valve (82, 110) disposed on the front side in a vehicle-mounted state with respect to the transmission mechanism (2), setting a range of the hydraulic control device (80) based on an axial position; A parking mechanism (70) having a parking rod (75) for switching between a meshable state and a release state in which the locking claw (72b) can mesh with the parking gear
- a swing mechanism (90, 120) having two extending portions (90b, 122), In the front-rear direction, the control shaft (60) and the parking rod (75) are disposed between the first axis (AX1) and the second axis (AX2), and the first extending portion (90a, 121) is connected to the other end (61b, 103) of the detent lever (61, 100), the second extending portion (90b, 122) is connected to the manual valve (82, 110), and the control shaft According to the rotation angle of (60), the axial position of the manual valve (82, 110) is changed, It is characterized by that.
- the automatic transmission can be made compact in the height direction. it can.
- the automatic transmission has a compact configuration in the height direction as described above, even if the control shaft and the manual valve are remotely arranged, the control shaft and the manual valve are oscillated. The connection between the control shaft rotation angle and the manual valve axial stroke can be maintained properly, and the degree of freedom in arranging the control rod, manual valve, and parking rod connected to the detent lever is improved. can do.
- the perspective view of the automatic transmission which concerns on this Embodiment. It is a figure which shows the operation position of a manual valve, Comprising: (a) The operation position of the manual valve in P range, (b) The operation position of the manual valve in R range, (c) The manual valve in N range (D) is the operating position of the manual valve in the D range, and (e) is the operating position of the manual valve in the L range.
- the perspective view of the automatic transmission which concerns on other embodiment.
- the automatic transmission 1 is constituted by four shafts parallel to each other from the first shaft AX1 to the fourth shaft AX4, and is disposed on the first shaft AX1 that is coaxial with the output shaft (crankshaft) of the internal combustion engine.
- the input shaft 3 of the automatic transmission 1 connected to the output shaft, the torque converter 4 with a lock-up clutch, the input shaft 7 of the transmission mechanism 2, the planetary gear DP as the forward / reverse switching mechanism, the clutch C, the brake B, the belt A primary pulley 11 of the continuously variable transmission 10 is disposed.
- the secondary pulley 13 of the belt type continuously variable transmission 10 is disposed on the second shaft AX2, and the counter shaft portion 40 is disposed on the third shaft AX3.
- a differential device 50 and left and right drive shafts 52l and 52r are disposed on the fourth axis AX4.
- the input shaft 3 is connected to the pump impeller 4a of the torque converter 4.
- the torque converter 4 is roughly arranged between a pump impeller 4a, a turbine runner 4b disposed opposite to the pump impeller 4a and connected to the input shaft 7 of the speed change mechanism 2, and a transmission case (case). 6, a stator 4 c connected to a not-shown one-way clutch supported by 6, a lock-up clutch 5 that is engaged with the input shaft 3 and the input shaft 7 by engagement, and an internal combustion engine (not shown). And a damper D that absorbs the pulsation, and is configured to be oil-tight by being filled with oil.
- the input shaft 7 is connected to the sun gear S of the planetary gear DP.
- the planetary gear DP is constituted by a so-called double pinion planetary gear having a sun gear S, a ring gear R, a pinion P1 meshing with the sun gear S, and a carrier CR that rotatably supports the pinion P2 meshing with the ring gear R.
- the ring gear R is configured to be able to lock the rotation with respect to the transmission case 6 by the brake B.
- a clutch C is interposed between the carrier CR and the ring gear R.
- the belt type continuously variable transmission 10 is wound around a primary pulley 11, a secondary pulley 13, and the primary pulley 11 and the secondary pulley 13 that are connected to the carrier CR and rotate integrally with the pulley shaft 8.
- the primary pulley 11 has conical wall surfaces facing each other, a fixed sheave 11 a fixed so as not to move in the axial direction with respect to the pulley shaft 8, and an axial movement with respect to the pulley shaft 8.
- the movable sheave 11b is supported, and the belt 15 is sandwiched by a groove portion having a V-shaped cross section formed by the fixed sheave 11a and the movable sheave 11b.
- the secondary pulley 13 has conical wall surfaces that are opposed to each other, a fixed sheave 13 a that is fixed so as not to move in the axial direction with respect to the central shaft 16, and an axis with respect to the central shaft 16.
- the movable sheave 13b is supported so as to be movable in the direction, and the belt 15 is sandwiched by a groove portion having a V-shaped cross section formed by the fixed sheave 13a and the movable sheave 13b.
- the fixed sheave 11 a of the primary pulley 11 and the fixed sheave 13 a of the secondary pulley 13 are arranged so as to be opposite to the belt 15 in the axial direction.
- a hydraulic servo 12 is disposed on the back side of the movable sheave 11b of the primary pulley 11, and a hydraulic servo 14 is disposed on the back side of the movable sheave 13b of the secondary pulley 13.
- the hydraulic servos 12 and 14 are configured to generate a belt clamping pressure corresponding to the load torque by supplying an operating hydraulic pressure, and to generate a clamping pressure for changing or fixing the gear ratio. Yes.
- a counter gear 33 is fixed to the end of the central shaft 16 opposite to the secondary pulley 13, and the counter gear 33 is engaged with a drive gear 41 of the counter shaft portion 40.
- the counter shaft portion 40 includes a counter shaft 42, a drive gear 41 fixedly connected to the counter shaft 42, and a driven gear 43 fixedly connected to the counter shaft 42.
- the driven gear 43 is meshed with the diff ring gear 51 of the differential device 50.
- the differential device 50 is configured to transmit the rotation of the differential ring gear 51 to the left and right drive shafts 52l and 52r while absorbing the differential rotation, and the left and right drive shafts 52l and 52r are not shown. It is connected to the left and right wheels. Since the diff ring gear 51 is engaged with the driven gear 43 and the drive gear 41 is engaged with the counter gear 33, the central shaft 16, the counter shaft 42 of the counter shaft portion 40, and the differential device 50 include the left and right drive shafts 52l, It is drivingly connected to the wheel via 52r, that is, it is always linked to the wheel.
- the operation of the automatic transmission 1 will be described.
- the continuously variable transmission mode is set, the brake B is released, and the clutch C is engaged.
- the forward rotation from the internal combustion engine input to the input shaft 7 via the torque converter 4 or the lockup clutch 5 is transmitted to the primary pulley 11 as the forward rotation, and is transmitted from the primary pulley 11 via the belt 15.
- the secondary pulley 13 While being continuously variable-speeded to the secondary pulley 13, it is transmitted as continuously variable-speed rotation, and is transmitted from the central shaft 16 to the counter gear 33.
- the rotation of the counter gear 33 is transmitted to the drive gear 41 of the countershaft portion 40, and the continuously variable transmission transmitted to the drive gear 41 of the countershaft portion 40 is decelerated by the driven gear 43 and the diffring gear 51 of the differential device 50.
- the forward rotation of the variable gear ratio as the continuously variable transmission mode is output to the wheels via the left and right drive shafts 52l and 52r.
- the reverse gear mode is set, and the brake B is first locked and the clutch C is released. Is done. Then, the forward rotation from the internal combustion engine inputted to the input shaft 7 via the torque converter 4 or the lock-up clutch 5 is outputted as the reverse rotation from the carrier CR in the planetary gear DP. Is transmitted from the primary pulley 11 to the secondary pulley 13 via the belt 15 as a continuously variable speed rotation and transmitted from the central shaft 16 to the counter gear 33.
- the rotation of the counter gear 33 is transmitted to the drive gear 41 of the countershaft portion 40, and the continuously variable transmission transmitted to the drive gear 41 of the countershaft portion 40 is decelerated by the driven gear 43 and the diffring gear 51 of the differential device 50.
- the reverse rotation of the variable gear ratio as the continuously variable transmission mode is output to the wheels via the left and right drive shafts 52l and 52r.
- the speed change mechanism 2 is housed in a mission case 6 and is disposed between the first shaft AX1 and the second shaft AX2 so as not to be placed in a driver's seat or the like.
- a control shaft 60 that rotates based on an operation of the illustrated shift lever (shift operation unit) and a parking mechanism 70 are provided.
- the control shaft 60 is supported by the mission case 6 and extends in the vertical direction.
- a flat plate-shaped detent lever 61 arranged horizontally is fixed to an intermediate portion of the control shaft 60.
- a detent groove 63 that engages the detent mechanism 62 is formed on the outer periphery of the detent lever 61, and the detent groove 63 is composed of a plurality of recessed grooves corresponding to the shift range of the shift lever.
- the detent mechanism 62 includes a detent arm 64 and a detent roller 65 attached to the tip of the detent arm 64.
- the detent roller 65 is configured by the coil spring (not shown).
- the lever 61 is biased toward the detent groove 63 side.
- the detent roller 65 is sequentially engaged with the groove of the detent groove 63 so that the control shaft 60 is rotated by a predetermined angle. It has become.
- a P (parking) range, an R (reverse) range, an N (neutral) range, a D (drive) range, and an L (low) range are provided corresponding to each recessed groove of the detent groove 63. Yes.
- the parking mechanism 70 has a parking gear 71 fixed to the central shaft 16, a parking pole 72, a cam 73 and a retaining member 74 on the distal end side, and a proximal end side connected to one end 61 a of the detent lever 61. And a parking rod 75 to be configured.
- the parking pole 72 is arranged so as to be able to swing in the vertical direction in the figure around a swinging fulcrum 72a provided on the base end side. A locking claw 72b that can be engaged with the groove is projected.
- the parking pole 72 is urged in a direction away from the parking gear 71 by a spring (not shown) and is in a released state. For example, the parking pole 72 does not contact the parking gear 71 during traveling in a non-parking state. It is configured as follows.
- the parking rod 75 is curved so as not to interfere with the secondary pulley 13 of the second axis AX2, and the cam 73 provided on the distal end side of the parking rod 75 is slidable and detached from the parking rod 75.
- the stopper member 74 prevents the stopper member 74 from coming off and is biased toward the stopper member 74 by a coil spring (not shown).
- a valve body 80 (hydraulic control device) is attached to the front side surface 6 a of the transmission case 6.
- the valve body 80 When the automatic transmission 1 is mounted on a vehicle, the valve body 80 is located on the front side of the transmission case 6. Be placed. Therefore, the valve body 80, the first axis AX1, and the second axis AX2 are arranged in this order from the front to the rear in the vehicle mounted state. Further, the control shaft 60 and the parking rod 75 are disposed between the first axis AX1 and the second axis AX2 in the front-rear direction. For this reason, the automatic transmission 1 can be configured compactly in the height direction.
- a range pressure setting portion 81 for setting the range of the valve body 80 is formed on the inner wall side of the front side surface 6a of the mission case 6 (see FIG. 4).
- the range pressure setting portion 81 includes a hole 83 in which a manual valve 82 made of a spool is slidably supported, an R range pressure port 810, a line pressure port 811, a D range pressure port 812, and a D range pressure.
- a drain port EX1 and a drain port EX2 are formed, and the range of the valve body 80 is set by the position of the manual valve 82 in the axial direction.
- the manual valve 82 is disposed at the end of the first axis AX1 opposite to the second axis AX2 and on the side where the valve body 80 is disposed.
- the manual valve 82 has a first land 84, a second land 85, and a spool shaft 86, and the first land 84 is slidable in the hole 83. It has a cylindrical shape and is disposed at the tip of the spool shaft 86.
- the second land 85 has a substantially cylindrical shape that is slidable in the hole 83, and is disposed in the middle portion of the spool shaft 86 at a predetermined distance from the first land 84.
- the base end portion of the spool shaft 86 and the other end 61b of the detent lever 61 are connected by a swing lever 90 (swing mechanism), which will be described later, according to the rotation angle of the control shaft 60 and the detent lever 61.
- a swing lever 90 swing mechanism
- the swing lever 90 is swingable with a fulcrum shaft 91 as a fulcrum, and the fulcrum shaft 91 is rotatably supported by a fulcrum shaft member 92 that can be attached to and detached from the transmission case 6.
- the swing lever 90 includes a first extending portion 90a extending from the fulcrum shaft 91 to one side and a second extending portion 90b extending from the fulcrum shaft 91 to the other side. is doing.
- a pin 93 projects upward from the tip of the first extending portion 90a, and the pin 93 engages with a long hole 66 formed in the other end 61b of the detent lever 61. .
- the detent lever 61 and the first extending portion 90a of the swing lever 90 are slidably connected so that, for example, one link can be omitted as compared with a case where they are connected by a three-bar link. Cost reduction and space saving can be achieved.
- a pin 95 projects downward from the distal end of the second extending portion 90b, and the two pins 95 are rotatably supported by the base end of the spool shaft 86 of the manual valve 82. Are sandwiched between the flanges 87 and 87.
- the axial position of the manual valve 82 is changed by the swing of the second extending portion 90b with the fulcrum shaft 91 as the swing center.
- the shape and curvature of the long hole 66 formed in the detent lever 61 are set so that the range width of the detent groove 63 and the range of the manual valve 82 correspond to each other, and a shift operation can be performed with high accuracy. .
- the cam 73 is connected to the parking pawl 72. Are moved to a position where they overlap with each other, and abut against the retaining member 74 to be positioned and fixed.
- the transmission mechanism 2 is in a continuously variable transmission mode in which the speed ratio of the belt-type continuously variable transmission 10 is low, and the brake B is in a released state and the clutch C is in an engaged state.
- the driver rotates the control shaft 60 by operating the shift lever.
- the control shaft 60 corresponds to the P range, R range, N range, D range, and L range. In this way, it rotates by a predetermined angle.
- the first extending portion 90a and the second extending portion are rotated when the detent lever 61 interlocked with the control shaft 60 rotates.
- the manual valve 82 strokes in the axial direction so as to appropriately set the range of the valve body 80 through the swing lever 90 that swings around the fulcrum shaft 91 disposed between the mounting portions 90b.
- the range of the valve body 80 can be set appropriately, so that the parking rod 75, the control shaft 60 and the manual valve 82 connected to the detent lever 61 can be set.
- the degree of freedom of arrangement can be improved. Since the manual valve 82 does not require a large driving torque, high rigidity is not required as a mechanism for connecting the control shaft 60 and the manual valve 82, and the control shaft 60 and the manual valve 82 are arranged separately. be able to.
- the fulcrum shaft member 92 having the fulcrum shaft 91 can be attached to the transmission case 6, after the other parts such as the detent lever 61 and the manual valve 82 are assembled, the swing lever 90 is then attached to the transmission case 6. Assembling can be performed, and assembling property can be improved.
- the mounting of the fulcrum shaft member 92 to the transmission case 6 can be adjusted by, for example, a long hole and a bolt, and the relationship between the rotation angle of the control shaft 60 and the axial position of the manual valve 82 is determined by the fulcrum shaft. You may make it finely adjust with the attachment position of the member 92.
- the manual valve 82 and the fulcrum shaft member 92 that supports the swing lever 90 are configured to be supported by the same mission case 6, for example, the swing lever 90 is supported by the mission case 6,
- the manual valve 82 is not affected by the mounting accuracy of the valve body 80 to the transmission case 6 as compared with the case where the manual valve 82 is supported by the valve body 80 separate from the transmission case 6. Can be operated.
- the pin 93 is provided in the first extending portion 90a and the long hole 66 that engages with the pin 93 is provided in the detent lever 61.
- the pin 93 is provided on the detent lever 61 side, You may comprise so that the long hole 66 engaged with the pin 93 may be provided in the 1st extension part 90a side.
- the length of the swing lever 90 can be freely set according to the distance between the control shaft 60 and the manual valve 82.
- the first extending portion 90a and the second extending portion 90b are approximately 1: 1 in length, but the movable range of the pin 93 of the first extending portion 90a and the shaft of the manual valve 82 are the same.
- the movable range in the direction is not 1: 1, it can be adjusted by the ratio of the lengths of the first extending portion 90a and the second extending portion 90b.
- the manual valve 82 may be supported inside the valve body 80, and in that case, the fulcrum shaft member 92 may be attachable to the valve body 80.
- the flat detent lever 100 arranged horizontally is fixed to the middle part of the control shaft 60.
- a detent groove 101 that engages the detent mechanism 62 is formed on the outer periphery of the detent lever 100, and the detent groove 101 includes a plurality of recessed grooves corresponding to the shift range of the shift lever.
- the manual valve 110 has a first land 111, a second land 112, and a spool shaft 113.
- the first land 111 is in the middle of the spool shaft 113
- the second land 112 is a spool shaft. It is arranged at the tip of 113.
- the first land 111 and the second land 112 have a substantially cylindrical shape and are slidable in a hole 83 formed in the range pressure setting portion 81.
- the range pressure setting unit 81 of this embodiment has an R range pressure port 810, a line pressure port 811, a D range pressure port 812, a D range pressure drain port EX1, and a drain port EX2, as in the previous embodiment. However, the arrangement of these ports is opposite to the axial direction of the manual valve 110 from the previous embodiment.
- the fulcrum shaft member 92 rotatably supports a crank member 120 (swing mechanism) with the fulcrum shaft 91 as a fulcrum.
- the crank member 120 is formed in a substantially L shape, and an angle between the first extending portion 121 extending from the fulcrum shaft 91 to one side and the other side from the fulcrum shaft 91, that is, the first extending portion 121.
- the distal end portion 122 a of the second extending portion 122 is connected to the proximal end portion of the manual valve 110.
- the distal end portion 121 a of the first extending portion 121 and the end portion 103 (the other end) in the vicinity of the groove corresponding to the L range of the detent lever 100 are connected via a connecting rod 123.
- the connecting rod 123 is formed in a round bar shape that bends at an intermediate portion, but may have any shape.
- the axial movement amount of the manual valve 110 includes the rotation radius of the end portion 103 of the detent lever 100 and the distance from the fulcrum shaft 91 to the respective distal end portions 121a and 122a of the first extending portion 121 and the second extending portion 122.
- the range width of the detent groove 101 and the range of the manual valve 110 are set to correspond to each other.
- the driver rotates the control shaft 60 by operating the shift lever.
- the control shaft 60 corresponds to the P range, R range, N range, D range, and L range. In this way, it rotates by a predetermined angle.
- control shaft 60 and the manual valve 110 are arranged slightly remote from each other, the rotation of the control shaft 60 based on the driver's shift operation is performed via the detent lever 100, the connecting rod 123, and the crank member 120. Communicated properly. Thereby, the freedom degree of arrangement
- the detent lever 100 and the crank member 120 are securely connected by the connecting rod 123, the rotation of the detent lever 100 based on the rotation of the control shaft 60 is reliably transmitted to the manual valve 110, and the shift is accurately performed. The operation can be performed.
- a pin (93) is disposed on one of the detent lever (61) and the first extending portion (90a), and the detent lever (61) and the first A long hole (66) that engages with the pin (93) is disposed in either one of the extended portions (90a), and the detent lever (61) and the first extended portion (90a) are slidable. Connected.
- a detent lever and a 1st extension part are connected, for example by a 3 node link, one link can be omitted and cost reduction and space saving can be carried out.
- the range width of the detent groove (63) of the detent lever (61) corresponds to the axial position of the manual valve (82) in which the range is set. Further, the curvature of the long hole (66) is set. Thereby, the shift operation can be performed with high accuracy while improving the degree of freedom in designing the detent lever and the swing mechanism.
- the first extending portion (121) and the other end (103) of the detent lever (100) are connected via a connecting rod (123).
- the rotation of the detent lever based on the rotation of the control shaft can be reliably transmitted to the swing mechanism, and the shift operation can be performed with high accuracy.
- a fulcrum shaft member (92) having a shaft that is engaged with the swing mechanism (90, 120) and serves as the fulcrum (91) is provided, and the fulcrum shaft member (92) It is configured to be attachable to the case (6). Thereby, after assembling other components, the swing mechanism can be easily assembled to the case, and the assemblability can be improved.
- a range pressure setting section in the case (6) that switches and sets the range of the hydraulic control device (80) according to the axial position of the manual valves (82, 110).
- 81), and the manual valves (82, 110) are supported in holes (83) formed in the range pressure setting section (81).
- the swinging mechanism is supported by the case and the manual valve is supported by a hydraulic control device separate from the case.
- the manual valve can be operated with high accuracy.
- the automatic transmission 1 has been described as being of the FF type, but may be of the FR type.
- the automatic transmission 1 may be a multi-speed shifter or a hybrid device combined with a motor.
- This automatic transmission can be used for vehicles such as passenger cars, buses, trucks, etc., and is particularly suitable for an automatic transmission in which a control shaft and a manual valve are arranged apart from each other.
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- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Gear-Shifting Mechanisms (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
前記ケース(6)に対して車両搭載状態で前方側に配置される油圧制御装置(80)と、
前記油圧制御装置(80)に対して車両搭載状態で後方側に配置され、ベルト式無段変速装置(10)のプライマリプーリ(11)が設けられる第1軸(AX1)と、
前記第1軸(AX1)の後方に配置され、前記ベルト式無段変速装置(10)のセカンダリプーリ(13)及びパーキングギヤ(71)が設けられる第2軸(AX2)と、
シフト操作部の操作に基づいて回動するコントロールシャフト(60)と、
軸方向位置に基づき前記油圧制御装置(80)のレンジを設定し、前記変速機構(2)よりも車両搭載状態で前方側に配置されるマニュアルバルブ(82、110)と、
係止爪(72b)を前記パーキングギヤ(71)に噛合可能とする噛合可能状態と解除状態とを切換えるパーキングロッド(75)を有するパーキング機構(70)と、
前記コントロールシャフト(60)に固定されると共に、一端(61a、102)に前記パーキングロッド(75)が接続され、ディテント機構(62)を係合するディテント溝(63、101)を有するディテントレバー(61、100)と、
揺動中心となる支点(91)と、前記支点(91)から一方側に延設された第1延設部(90a、121)と、前記支点(91)から他方側に延設された第2延設部(90b、122)と、を有する揺動機構(90、120)と、を備え、
前後方向において、前記第1軸(AX1)と前記第2軸(AX2)との間に、前記コントロールシャフト(60)及び前記パーキングロッド(75)を配置し、前記第1延設部(90a、121)は前記ディテントレバー(61,100)の他端(61b、103)に接続され、前記第2延設部(90b、122)は前記マニュアルバルブ(82、110)に接続され、前記コントロールシャフト(60)の回動角度に応じて、前記マニュアルバルブ(82、110)の前記軸方向位置を変更してなる、
ことを特徴とする。
例えば図3又は図4を参照して、前記ディテントレバー(61)と前記第1延設部(90a)のいずれか一方にピン(93)を配置し、前記ディテントレバー(61)と前記第1延設部(90a)のいずれか他方に前記ピン(93)に係合する長孔(66)を配置し、前記ディテントレバー(61)と前記第1延設部(90a)とをスライド自在に接続してなる。これにより、例えば3節リンクによってディテントレバーと第1延設部とを接続する場合に比して、リンクを1つ省くことができ、コストダウン及び省スペース化することができる。
2 変速機構
6 ミッションケース(ケース)
6a 前側面
10 ベルト式無段変速装置
11 プライマリプーリ
13 セカンダリプーリ
60 コントロールシャフト
61、100 ディテントレバー
61a、102 一端
61b、103 端部(他端)
62 ディテント機構
63、101 ディテント溝
66 長孔
70 パーキング機構
71 パーキングギヤ
72b 係止爪
75 パーキングロッド
80 バルブボディ(油圧制御装置)
81 レンジ圧設定部
82、110 マニュアルバルブ
83 穴
90、120 揺動レバー、クランク部材(揺動機構)
90a、121 第1延設部
90b、122 第2延設部
91 軸、支点軸(支点)
92 支点軸部材
93 ピン
123 連結ロッド
AX1 第1軸
AX2 第2軸
Claims (6)
- 変速機構を収納するケースと、
前記ケースに対して車両搭載状態で前方側に配置される油圧制御装置と、
前記油圧制御装置に対して車両搭載状態で後方側に配置され、ベルト式無段変速装置のプライマリプーリが設けられる第1軸と、
前記第1軸の後方に配置され、前記ベルト式無段変速装置のセカンダリプーリ及びパーキングギヤが設けられる第2軸と、
シフト操作部の操作に基づいて回動するコントロールシャフトと、
軸方向位置に基づき前記油圧制御装置のレンジを設定し、前記変速機構よりも車両搭載状態で前方側に配置されるマニュアルバルブと、
係止爪を前記パーキングギヤに噛合可能とする噛合可能状態と解除状態とを切換えるパーキングロッドを有するパーキング機構と、
前記コントロールシャフトに固定されると共に、一端に前記パーキングロッドが接続され、ディテント機構を係合するディテント溝を有するディテントレバーと、
揺動中心となる支点と、前記支点から一方側に延設された第1延設部と、前記支点から他方側に延設された第2延設部と、を有する揺動機構と、を備え、
前後方向において、前記第1軸と前記第2軸との間に、前記コントロールシャフト及び前記パーキングロッドを配置し、
前記第1延設部は前記ディテントレバーの他端に接続され、前記第2延設部は前記マニュアルバルブに接続され、前記コントロールシャフトの回動角度に応じて、前記マニュアルバルブの前記軸方向位置を変更してなる、
ことを特徴とする自動変速機。 - 前記ディテントレバーと前記第1延設部のいずれか一方にピンを配置し、
前記ディテントレバーと前記第1延設部のいずれか他方に前記ピンに係合する長孔を配置し、
前記ディテントレバーと前記第1延設部とをスライド自在に接続してなる、
請求項1記載の自動変速機。 - 前記ディテントレバーの前記ディテント溝のレンジ幅と前記レンジが設定される前記マニュアルバルブの前記軸方向位置とが対応するように、前記長孔の曲率が設定されてなる、
請求項2記載の自動変速機。 - 前記第1延設部と前記ディテントレバーの他端は、連結ロッドを介して接続されてなる、
請求項1記載の自動変速機。 - 前記揺動機構に係合して前記支点となる軸を有する支点軸部材を備え、
該支点軸部材は、前記ケースに対して取付け可能に構成されてなる、
請求項1ないし4のいずれか1項記載の自動変速機。 - 前記ケースに、前記油圧制御装置のレンジを前記マニュアルバルブの軸方向位置により切換えて設定するレンジ圧設定部を形成し、
前記レンジ圧設定部に形成された穴に前記マニュアルバルブが支持されてなる、
請求項5記載の自動変速機。
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DE112014004608.6T DE112014004608T5 (de) | 2013-12-25 | 2014-12-24 | Automatisches Getriebe |
JP2015554943A JP6143888B2 (ja) | 2013-12-25 | 2014-12-24 | 自動変速機 |
US15/031,662 US10215279B2 (en) | 2013-12-25 | 2014-12-24 | Automatic transmission |
CN201480065060.XA CN105992896B (zh) | 2013-12-25 | 2014-12-24 | 自动变速器 |
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JP (1) | JP6143888B2 (ja) |
CN (1) | CN105992896B (ja) |
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JP2021134794A (ja) * | 2020-02-21 | 2021-09-13 | スズキ株式会社 | 車両用変速機 |
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JP6909098B2 (ja) * | 2017-08-21 | 2021-07-28 | 日本電産サンキョー株式会社 | ギヤードモータ |
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- 2014-12-24 US US15/031,662 patent/US10215279B2/en active Active
- 2014-12-24 WO PCT/JP2014/084103 patent/WO2015098938A1/ja active Application Filing
- 2014-12-24 DE DE112014004608.6T patent/DE112014004608T5/de not_active Withdrawn
- 2014-12-24 JP JP2015554943A patent/JP6143888B2/ja not_active Expired - Fee Related
- 2014-12-24 CN CN201480065060.XA patent/CN105992896B/zh active Active
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CN105992896B (zh) | 2018-12-21 |
JPWO2015098938A1 (ja) | 2017-03-23 |
US20160290504A1 (en) | 2016-10-06 |
DE112014004608T5 (de) | 2016-07-14 |
JP6143888B2 (ja) | 2017-06-07 |
CN105992896A (zh) | 2016-10-05 |
US10215279B2 (en) | 2019-02-26 |
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