WO2015104805A1 - Dispositif de transmission de puissance de véhicule - Google Patents

Dispositif de transmission de puissance de véhicule Download PDF

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Publication number
WO2015104805A1
WO2015104805A1 PCT/JP2014/050127 JP2014050127W WO2015104805A1 WO 2015104805 A1 WO2015104805 A1 WO 2015104805A1 JP 2014050127 W JP2014050127 W JP 2014050127W WO 2015104805 A1 WO2015104805 A1 WO 2015104805A1
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WO
WIPO (PCT)
Prior art keywords
output
way clutch
output shaft
power transmission
driving force
Prior art date
Application number
PCT/JP2014/050127
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English (en)
Japanese (ja)
Inventor
和樹 市川
庸浩 小林
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2015556665A priority Critical patent/JP6125668B2/ja
Priority to CN201480065890.2A priority patent/CN105793623B/zh
Priority to PCT/JP2014/050127 priority patent/WO2015104805A1/fr
Publication of WO2015104805A1 publication Critical patent/WO2015104805A1/fr

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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
    • F16H29/00—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action
    • F16H29/02—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action between one of the shafts and an oscillating or reciprocating intermediate member, not rotating with either of the shafts
    • F16H29/04—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action between one of the shafts and an oscillating or reciprocating intermediate member, not rotating with either of the shafts in which the transmission ratio is changed by adjustment of a crank, an eccentric, a wobble-plate, or a cam, on one of the shafts
    • 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
    • F16H29/00—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action
    • F16H29/22—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action with automatic speed change

Definitions

  • the present invention relates to a vehicle power transmission device including a crank type continuously variable transmission mechanism.
  • a vehicle power transmission device comprising a plurality of crank-type transmission units that convert the rotation of an input shaft connected to an engine into a reciprocating motion of a connecting rod, and convert the reciprocating motion of the connecting rod into a rotational motion of an output shaft by a one-way clutch.
  • the output shaft is supported by the transmission case via a bearing, and the ends of the connecting rods of the plurality of transmission units are respectively connected via a one-way clutch. Because it is connected to the output shaft, even if one of these bearings or one-way clutch fails, the output shaft cannot be rotated, and the drive wheels connected to the output shaft are locked so that the vehicle cannot travel. There is a possibility.
  • a one-way clutch for retracting travel is arranged between the output shaft and the differential gear, and the input shaft and the downstream side (differential gear side) of the one-way clutch for retracting traveling are connected by auxiliary power transmission means, and the engine It is conceivable that the vehicle can be evacuated to a repair shop by transmitting the driving force E to the differential gear through the auxiliary power transmission means. At this time, since the one-way clutch for retreat travel slips, it is avoided that the driving force is reversely transmitted from the differential gear to the fixed output shaft, so that the retreat travel is not hindered.
  • the one-way clutch for retreat travel is in the engaged state in most of the normal travel of the vehicle to which the driving force is transmitted via the crank-type transmission unit, and if the engagement duration time becomes longer, the retreat travel one-way clutch becomes longer.
  • the durability of the one-way clutch may be reduced.
  • the present invention has been made in view of the above circumstances, and an object of the present invention is to prevent a decrease in durability due to continuous engagement of a one-way clutch for retreat travel in a vehicle power transmission device including a crank-type transmission unit. .
  • a plurality of transmission units that transmit rotation of an input shaft connected to a drive source to an output shaft are juxtaposed between the input shaft and the output shaft, and the transmission unit Each of which is provided on an input side fulcrum that is variable in eccentricity from the axis of the input shaft and rotates together with the input shaft, a one-way clutch connected to the output shaft, and an input member of the one-way clutch An output-side fulcrum; a connecting rod that is connected to both ends of the input-side fulcrum and the output-side fulcrum; and a speed-change actuator that changes the amount of eccentricity of the input-side fulcrum.
  • An output shaft main body connected to the unit, and an output shaft downstream portion downstream of the output shaft main body in the power transmission direction, the output shaft main body and the output shaft downstream portion And an output side one-way clutch that engages when the rotational speed of the output shaft main body is higher than the rotational speed of the downstream portion of the output shaft, wherein the output side one-way clutch is engaged.
  • Engagement duration time measuring means for measuring the engagement duration time after the combination, required driving force detection means for detecting the driver's required driving force, and engagement duration time counted by the engagement duration time measuring means Is equal to or longer than a predetermined time and when the driver's required driving force detected by the required driving force detecting means decreases, the rotational speed of the output shaft main body is set so that the output-side one-way clutch is disengaged.
  • a vehicle power transmission device having a first feature that includes an output-side one-way clutch forcible engagement releasing means for lowering.
  • the output-side one-way clutch forced disengagement means reduces the eccentric amount of the input-side fulcrum with the speed change actuator, or rotates the drive source.
  • a vehicular power transmission device is proposed that forcibly disengages the output one-way clutch by at least one of reducing the number.
  • the predetermined time includes a first predetermined time and a second predetermined time longer than the first predetermined time
  • the output one-way clutch The forced engagement release means forcibly disengages the output-side one-way clutch when the driver's required driving force becomes zero when the engagement continuation time is equal to or longer than the first predetermined time. If the combined duration is equal to or longer than the second predetermined time, the vehicle power transmission is characterized by forcibly disengaging the output-side one-way clutch when the driver's required driving force decreases.
  • the auxiliary power transmission that bypasses the speed change unit and can reversely transmit the driving force from the downstream portion of the output shaft to the input shaft.
  • the output-side one-way clutch forcibly disengaging means forcibly disengaging the output-side one-way clutch when the auxiliary power transmission means is reversely transmitting the driving force.
  • the first output shaft 12 of the embodiment corresponds to the output shaft of the present invention
  • the eccentric disk 18 of the embodiment corresponds to the input side fulcrum of the present invention
  • the pin 19c of the embodiment corresponds to the output of the present invention.
  • the first one-way clutch 21 of the embodiment corresponds to the one-way clutch of the present invention
  • the outer member 22 of the embodiment corresponds to the input member of the present invention
  • the engine E of the embodiment is the present one. This corresponds to the drive source of the invention.
  • the input side fulcrum when the input shaft is rotated by the drive source, the input side fulcrum rotates eccentrically, and when the connecting rod whose one end is connected to the input side fulcrum reciprocates, it is connected to the other end of the connecting rod.
  • the output side fulcrum reciprocates and the output shaft rotates intermittently via the one-way clutch, so that the rotation of the input shaft is shifted at a gear ratio corresponding to the eccentric amount of the input side fulcrum and transmitted to the output shaft.
  • the output shaft includes an output shaft main body connected to the speed change unit and an output shaft downstream portion downstream of the output shaft main body in the power transmission direction, and the output side one-way between the output shaft main body and the output shaft downstream portion. Because the clutch is placed, when the output shaft main body is stuck and cannot rotate, the output one-way clutch is automatically disengaged, and the output shaft downstream part is separated from the output shaft main body and stuck. It is possible to prevent the drive wheels from being locked by the output shaft main body, and to retreat the vehicle to the repair shop without any trouble.
  • the engagement continuation time measuring means measures the engagement continuation time after the output-side one-way clutch is engaged, and the requested driving force detecting means detects the driver's requested driving force, the output-side one-way clutch forced engagement is released.
  • the engagement continuation time is equal to or longer than the predetermined time and the driver's required driving force decreases, the output side one-way clutch is disengaged by decreasing the rotation speed of the output shaft main body, Since the side one-way clutch continues to be engaged for a long time, it is possible to prevent the concentric state of the outer member and the inner member from collapsing and lowering the durability.
  • the output-side one-way clutch forcible engagement releasing means reduces at least one of the eccentric amount of the input-side fulcrum by the speed change actuator or the rotational speed of the drive source. As a result, the output side one-way clutch is forcibly disengaged, so that the output side one-way clutch can be reliably disengaged.
  • the predetermined time includes a first predetermined time and a second predetermined time longer than the first predetermined time
  • the output-side one-way clutch forced engagement releasing means When the duration is equal to or longer than the first predetermined time, the output one-way clutch is forcibly disengaged when the driver's required driving force becomes zero, and the engagement duration is equal to or longer than the second predetermined time.
  • the output side one-way clutch is forcibly disengaged, so the frequency of forced disengagement of the output side one-way clutch is reduced to minimize the driver's discomfort. To the limit.
  • auxiliary power transmission means that can reversely transmit the driving force from the downstream portion of the output shaft to the input shaft, bypassing the speed change unit, and the output-side one-way clutch forced engagement releasing means is Since the output side one-way clutch is forcibly disengaged when the auxiliary power transmission means is reversely transmitting the driving force, when the output side one-way clutch is forcibly disengaged, the auxiliary power transmission means The driving force is reversely transmitted to the driving source side to operate the engine brake and regenerative braking, thereby eliminating the driver's uncomfortable feeling.
  • FIG. 1 is a skeleton diagram of a vehicle power transmission device.
  • FIG. 2 is a detailed view of part 2 of FIG.
  • First embodiment 3 is a cross-sectional view (OD state) taken along line 3-3 in FIG.
  • First embodiment 4 is a sectional view (GN state) taken along line 3-3 in FIG.
  • FIG. 5 is an explanatory diagram of the operation in the OD state.
  • FIG. 6 is a diagram for explaining the operation in the GN state.
  • FIG. 7 is a detailed view of part 7 of FIG.
  • FIG. 8 is an engagement table of the first and second meshing switching mechanisms.
  • FIG. 9 is a torque flow diagram in the parking range.
  • FIG. 9 is a torque flow diagram in the parking range.
  • FIG. 10 is a torque flow diagram in the reverse range.
  • FIG. 11 is a torque flow diagram in the neutral range.
  • FIG. 12 is a torque flow diagram (normal running state) in the drive range.
  • FIG. 13 is a torque flow diagram (engine brake state) in the drive range.
  • FIG. 14 is a torque flow diagram (idling stop state) in the drive range.
  • FIG. 15 is a torque flow diagram (fail state) in the drive range.
  • FIG. 16 is a detailed view of 16 part of FIG.
  • FIG. 17 is a block diagram of the forced engagement release device.
  • FIG. 18 is a flowchart for explaining the operation of the forced engagement release device.
  • FIG. 19 is a flowchart for explaining the operation of the forced engagement release device. (Second Embodiment).
  • the vehicle power transmission device for transmitting the driving force of the engine E to the drive wheels W, W via the left and right axles 10, 10 includes a continuously variable transmission T and a first power transmission switching mechanism.
  • S1, 2nd power transmission switching mechanism S2, and differential gear D are provided.
  • the first power transmission switching mechanism S1 can switch between a parking range, a reverse range, a neutral range, and a drive range.
  • the second power transmission switching mechanism S2 can switch between a normal running / engine braking state, an idling stop state, and a fail state.
  • the input shaft 11 includes an input shaft main body 11A and an input shaft upstream portion 11B on the upstream side in the driving force transmission direction (engine E side) than the input shaft main body 11A.
  • the part 11A is connected to the continuously variable transmission T, and the input shaft upstream part 11B is connected to the engine E.
  • a damper 51 is provided between the input shaft upstream portion 11B and the engine E, and an input side dog clutch 52 is provided between the input shaft main body portion 11A and the input shaft upstream portion 11B.
  • the input-side dog clutch 52 is normally maintained in an engaged state, but is disengaged when an input shaft main body portion 11A described later is fixed, and the input shaft main body portion 11A and the input shaft upstream portion 11B are disconnected.
  • the right end of the input shaft main body portion 11A is supported by a transmission case (not shown) via a ball bearing 53, and the input shaft upstream portion 11B is connected to the inner periphery of the right end of the input shaft main body portion 11A.
  • the outer periphery of the left end is fitted so as to be relatively rotatable.
  • the outer periphery of the input shaft main body 11A and the outer periphery of the input shaft upstream portion 11B are spline-fitted with the inner periphery of the input side dog clutch 52.
  • the output shaft 12 includes an output shaft main body portion 12A, and an output shaft downstream portion 12B downstream of the output shaft main body portion 12A in the driving force transmission direction (drive wheels W, W side).
  • the output shaft main body 12A is connected to the continuously variable transmission T, and the output shaft downstream portion 12B is connected to the second power transmission switching mechanism S2.
  • An output-side one-way clutch 55 is provided between the output shaft main body 12A and the output shaft downstream portion 12B. The output-side one-way clutch 55 is engaged when the rotation speed of the output shaft main body portion 12A exceeds the rotation speed of the output shaft downstream portion 12B, and the rotation speed of the output shaft main body portion 12A is the rotation speed of the output shaft downstream portion 12B. Disengage when below.
  • the continuously variable transmission T of the present embodiment is obtained by superimposing a plurality of (four in the embodiment) transmission units U having the same structure in the axial direction.
  • These transmission units U are provided with a common input shaft 11 and a common first output shaft 12 arranged in parallel, and the rotation of the input shaft 11 is decelerated or increased and transmitted to the first output shaft 12.
  • the input shaft 11 connected to the engine E and rotates passes through the hollow rotating shaft 14a of the speed change actuator 14 such as an electric motor so as to be relatively rotatable.
  • the rotor 14b of the speed change actuator 14 is fixed to the rotating shaft 14a, and the stator 14c is fixed to the casing.
  • the rotation shaft 14 a of the speed change actuator 14 can rotate at the same speed as the input shaft 11 and can rotate relative to the input shaft 11 at a different speed.
  • a first pinion 15 is fixed to the input shaft 11 passing through the rotation shaft 14 a of the speed change actuator 14, and a crank-shaped carrier 16 is connected to the rotation shaft 14 a of the speed change actuator 14 so as to straddle the first pinion 15.
  • the Two second pinions 17, 17 having the same diameter as the first pinion 15 are supported via pinion pins 16 a, 16 a at positions forming an equilateral triangle in cooperation with the first pinion 15, respectively.
  • the first pinion 15 and the second pinions 17, 17 mesh with a ring gear 18 a formed eccentrically inside a disc-shaped eccentric disk 18.
  • a ring portion 19 b provided at one end of the rod portion 19 a of the connecting rod 19 is fitted to the outer peripheral surface of the eccentric disk 18 via a ball bearing 20 so as to be relatively rotatable.
  • the first one-way clutch 21 provided on the outer periphery of the first output shaft 12 is disposed inside the outer member 22 and a ring-shaped outer member 22 pivotally supported on the rod portion 19a of the connecting rod 19 via a pin 19c.
  • the four transmission units U Share the crank-shaped carrier 16, but the phases of the eccentric discs 18 supported by the carrier 16 via the second pinions 17 and 17 are respectively.
  • the transmission unit U is different by 90 °.
  • the eccentric disk 18 of the leftmost transmission unit U is displaced upward in the figure with respect to the input shaft 11, and the eccentric disk 18 of the third transmission unit U from the left is illustrated with respect to the input shaft 11.
  • the eccentric disks 18 and 18 of the second and fourth transmission units U and U from the left are positioned in the middle in the vertical direction.
  • the continuously variable transmission T includes auxiliary power transmission means 29 capable of transmitting a driving force through a path different from the six transmission units U. That is, the outer periphery of the first sprocket 26 provided in the input shaft upstream portion 11B upstream of the input shaft 12 (engine E side) and the output shaft downstream portion 12B downstream of the first output shaft 13 (differential gear D side).
  • a second sprocket 27 provided on the transmission shaft 13 that is fitted in a relatively rotatable manner is connected by an endless chain 28, and the first sprocket 26, the second sprocket 27, and the endless chain 28 are auxiliary power transmission means 29.
  • the first power transmission switching mechanism S ⁇ b> 1 is relatively rotatable on the outer periphery of the axle 10 in addition to the cylindrical first output shaft 12 that is fitted on the outer periphery of the axle 10 so as to be relatively rotatable.
  • a cylindrical second output shaft 31 to be fitted and a cylindrical third output shaft 32 fitted to the second output shaft 31 so as to be relatively rotatable on the outer periphery thereof are provided.
  • a fourth outer peripheral spline 12a is formed at the right end of the output shaft downstream portion 12B of the first output shaft 12
  • a fifth outer peripheral spline 31a is formed at the left end of the second output shaft 31
  • a sixth outer spline 31a is formed at the left end of the third output shaft 32.
  • An outer peripheral spline 32a is formed.
  • the fourth outer peripheral spline 12a, the fifth outer peripheral spline 31a and the sixth outer peripheral spline 32a constituting the first meshing switching mechanism 33 formed of a dog clutch are aligned in the axial direction, and the fifth outer peripheral spline 31a and the sixth outer peripheral spline 32a
  • the outer diameters are equal to each other and smaller than the outer diameter of the fourth outer peripheral spline 12a.
  • the sleeve 34 of the first meshing switching mechanism 33 includes a second inner peripheral spline 34a having a large outer diameter and a third inner peripheral spline 34b having a small outer diameter.
  • the second inner peripheral spline 34a is a fourth outer peripheral spline 34a.
  • the third inner peripheral spline 34b is always engaged with the sixth outer peripheral spline 32a, and the third inner peripheral spline 34b is engaged with the fifth outer peripheral spline 31a only during the left movement shown in FIG. That is, when the sleeve 34 moves to the right from the left movement state shown in FIG. 7 with the fork 34c, the engagement between the third inner peripheral spline 34b and the fifth outer peripheral spline 31a is released.
  • the planetary gear mechanism 35 includes a sun gear 36 as a first element, a carrier 37 as a third element, a ring gear 38 as a second element, and a plurality of pinions 39 supported by the carrier 37 so as to be relatively rotatable.
  • the pinions 39 ... Mesh with the sun gear 36 and the ring gear 38.
  • the sun gear 36 is connected to the right end of the third output shaft 32, and the ring gear 38 is connected to the right end of the second output shaft 31.
  • the first inner peripheral spline 41a formed on the sleeve 41 of the second engagement switching mechanism 40 made of a dog clutch meshes with the outer peripheral spline 37a formed on the outer peripheral portion of the carrier 37 and the outer peripheral spline 42a formed on the casing 42. Accordingly, when the sleeve 41 is moved leftward by the fork 41b to the position shown in FIG. 7, the carrier 37 is separated from the casing 42, and when the sleeve 41 is moved rightward from the position shown in FIG. 7 by the fork 41b, the carrier 37 is coupled to the casing 42. Is done.
  • the second power transmission switching mechanism S2 is provided between the transmission shaft 13 and the output shaft downstream portion 12B, and the first outer peripheral spline 13a provided on the transmission shaft 13 and the second outer spline 13B provided on the output shaft downstream portion 12B.
  • the sleeve 43 has a leftward movement position for connecting the first outer peripheral spline 13a and the second outer peripheral spline 12b, a center position for connecting the first outer peripheral spline 13a, the second outer peripheral spline 12b and the third outer peripheral spline 12c, and a second outer peripheral position.
  • a right movement position where the spline 12b and the third outer peripheral spline 12c are coupled can be taken.
  • the second one-way clutch 45 disposed between the output shaft downstream portion 12B and the second outer peripheral spline 12b is engaged when the rotational speed of the output shaft downstream portion 12B exceeds the rotational speed of the transmission shaft 13.
  • the differential case 47 that forms the outline of the differential gear D is connected to the right end of the second output shaft 31.
  • the differential gear D includes a pair of pinions 49 and 49 rotatably supported on a pinion shaft 48 fixed to the differential case 47, and side gears 50 fixed to end portions of the axles 10 and 10 and meshing with the pinions 49 and 49. 50.
  • the durability of the output-side one-way clutch 55 may be reduced if the engagement duration time is increased. That is, when the connecting rods 19 and the first one-way clutch 21 of the plurality of transmission units U arranged between the input shaft 11 and the output shaft 12 continuously transmit the driving force in a predetermined order, the first When the one-way clutch 21... Is engaged, the transmitted driving force is increased. When the first one-way clutch 21... Is disengaged, the transmitted driving force is decreased.
  • the electronic control unit U of the forced disengagement device for ensuring the durability of the output-side one-way clutch 55 includes an engagement duration measuring means M1 connected to the timer Sa, and an accelerator pedal opening.
  • a required driving force detection means M2 connected to the degree sensor Sb, and an output one-way clutch forced engagement releasing means M3 connected to the engagement duration measuring means M1 and the required driving force detection means M2.
  • the engagement continuation time measuring means M1 measures the engagement continuation time after the output-side one-way clutch 55 is engaged based on the output of the timer Sa.
  • the requested driving force detection means M2 detects the driver's intention to decelerate or weaken the acceleration based on the accelerator pedal opening output by the accelerator pedal opening sensor Sb.
  • the output-side one-way clutch forcibly disengaging means M3 is continuously variable to forcibly disengage the output-side one-way clutch 55 based on the outputs of the engaging continuation time measuring means M1 and the required driving force detecting means M2. The operation of the transmission actuator 14 of the transmission T is controlled.
  • 3 and 5 show a state in which the center O of the carrier 16 is on the opposite side of the first output shaft 12 with respect to the first pinion 15 (that is, the input shaft 11). At this time, the eccentric disk with respect to the input shaft 11 is shown.
  • the eccentric amount of 18 is maximized, and the ratio of the continuously variable transmission T is in an OD (overdrive) state.
  • 4 and 6 show a state in which the center O of the carrier 16 is on the same side as the first output shaft 12 with respect to the first pinion 15 (that is, the input shaft 11). At this time, the eccentric disk with respect to the input shaft 11 is shown.
  • the eccentric amount of 18 becomes zero, and the ratio of the continuously variable transmission T becomes an infinite GN (geared neutral) state.
  • the first output shaft 12 rotates counterclockwise (see arrow C) only when the outer member 22 rotates counterclockwise (see arrow B).
  • the first output shaft 12 rotates intermittently.
  • FIG. 6 shows the operation when the continuously variable transmission T is operated in the GN state.
  • the eccentric amount of the eccentric disk 18 with respect to the input shaft 11 becomes zero.
  • the input shaft 11 is rotated by the engine E and the rotating shaft 14a of the speed change actuator 14 is rotated at the same speed as the input shaft 11, the input shaft 11, the rotating shaft 14a, the carrier 16, the first pinion 15, 2
  • the input pin 11 is rotated eccentrically in the counterclockwise direction (see arrow A).
  • the eccentric amount of the eccentric disk 18 is zero, the stroke of the reciprocating motion of the connecting rod 19 is also zero, and the first output shaft 12 does not rotate.
  • the phases of the eccentric disks 18 of the four transmission units U arranged in parallel are shifted from each other by 90 °, so that the four transmission units U alternately transmit the driving force.
  • any one of the four first one-way clutches 21 is always in an engaged state, so that the first output shaft 12 can be continuously rotated.
  • the sleeve 34 of the first mesh switching mechanism 33 is moved to the left, and the output shaft downstream portion 12B of the first output shaft 12, the second output shaft 31, and the third output shaft 32 are integrated.
  • the sleeve 41 of the second meshing switching mechanism 40 is moved to the right to couple the carrier 37 of the planetary gear mechanism 35 to the casing 42, a parking range is established.
  • the second output shaft 31 integral with the differential case 47 is coupled to the ring gear 38 of the planetary gear mechanism 35, and the second output shaft 31 is connected via the first mesh switching mechanism 33 and the third output shaft 32.
  • the sun gear 36 of the planetary gear mechanism 35 and the carrier 37 of the planetary gear mechanism 35 is coupled to the casing 42 via the second meshing switching mechanism 40.
  • the planetary gear mechanism 35 is locked, and the drive wheels W, W connected to the planetary gear mechanism 35 via the differential gear D are restrained so as not to rotate.
  • the sleeve 34 of the first meshing switching mechanism 33 is moved to the right, the output shaft downstream portion 12B and the third output shaft 32 are coupled to disconnect the second output shaft 31, and the second When the sleeve 41 of the mesh switching mechanism 40 is moved to the right to couple the carrier 37 of the planetary gear mechanism 35 to the casing 42, the reverse range is established.
  • the driving force output from the continuously variable transmission T to the output shaft downstream portion 12B of the first output shaft 12 is the first mesh switching mechanism 33 ⁇ the third output shaft 32 ⁇ the sun gear 36 ⁇ the carrier 37 ⁇ the ring gear 38.
  • the vehicle is transmitted to the differential case 47 along the route and simultaneously decelerated in the planetary gear mechanism 35 to be reversely rotated, so that the vehicle can travel backward.
  • the sleeve 34 of the first meshing switching mechanism 33 is moved to the right, the output shaft downstream portion 12B and the third output shaft 32 are coupled to disconnect the second output shaft 31, and the second When the sleeve 41 of the mesh switching mechanism 40 is moved to the left to disconnect the carrier 37 of the planetary gear mechanism 35 from the casing 42, the neutral range is established.
  • the sleeve 34 of the first meshing switching mechanism 33 is moved to the left, and the output shaft downstream portion 12B, the second output shaft 31, and the third output shaft 32 are coupled together, and the second When the sleeve 41 of the mesh switching mechanism 40 is moved to the left to disconnect the carrier 37 of the planetary gear mechanism 35 from the casing 42, the drive range is established.
  • the ring gear 38 of the planetary gear mechanism 35 and the sun gear 36 are coupled by the first meshing switching mechanism 33, so that the planetary gear mechanism 35 can rotate integrally.
  • the driving force output from the continuously variable transmission T to the output shaft downstream portion 12B is in the path of the first mesh switching mechanism 33 ⁇ the second output shaft 31, or the first mesh switching mechanism 33 ⁇ the third output shaft 32. It is transmitted to the differential case 47 through the route of the sun gear 36, the carrier 37, and the ring gear 38, so that the vehicle can travel forward.
  • the first output shaft 12 of the continuously variable transmission T can rotate only in the forward traveling direction because the driving force is transmitted through the first one-way clutch 21.
  • the first power transmission switching mechanism S1 having the forward / reverse switching function is arranged on the downstream side of the first output shaft 12, a reverse traveling electric motor is provided to make the vehicle travel backward without being hybridized. be able to.
  • the power transmission device itself can be further reduced in size and weight.
  • the sleeve 41 of the second power transmission switching mechanism S2 is used in a normal state where the first power transmission switching mechanism S1 is in any of the parking range, reverse range, neutral range and drive range described above. Moves to the left to connect the first outer peripheral spline 13a of the transmission shaft 13 and the second outer peripheral spline 12b of the output shaft downstream portion 12B. Therefore, during traveling in the drive range or reverse range, the driving force of the engine E is not only transmitted from the input shaft 11 to the output shaft downstream portion 12B via the transmission unit U, but also from the input shaft 11 to the first sprocket.
  • the auxiliary power transmission means 29 comprising the endless chain 28 and the second sprocket 27 is transmitted to the transmission shaft 13 and transmitted from the first outer peripheral spline 13a of the transmission shaft 13 to the second outer peripheral spline 12b of the output shaft downstream portion 12B. Is done.
  • the gear ratio of the transmission unit U is set larger than the gear ratio of the auxiliary power transmission means 29, the rotational speed of the transmission shaft 13 (that is, the rotational speed of the second outer peripheral spline 12b) is the output shaft downstream portion 12B.
  • the second one-way clutch 45 is disengaged and power transmission via the auxiliary power transmission means 29 is not performed, and the vehicle travels forward by power transmission via the transmission unit U. Drive backwards.
  • the first one-way clutch 21 of the transmission unit U is disengaged due to a decrease in the engine speed, and the drive wheels
  • the driving force from W and W is transmitted to the output shaft downstream portion 12B via the differential gear D and the first power transmission switching mechanism S1.
  • the rotation speed of the output shaft downstream portion 12B is larger than the rotation speed of the transmission shaft 13 connected to the input shaft 11 via the auxiliary power transmission mechanism 29 (that is, the rotation speed of the second outer peripheral spline 12b).
  • the two-way clutch 45 is engaged, the driving force of the output shaft downstream portion 12B is reversely transmitted to the engine E through the auxiliary power transmission means 29 and the input shaft 11, and the engine brake can be operated.
  • the first outer peripheral spline 13a of the transmission shaft 13 with the sleeve 41 of the second power transmission switching mechanism S2 at the center position is provided.
  • the second outer peripheral spline 12b and the third outer peripheral spline 12c of the output shaft downstream portion 12B are coupled.
  • the driving force of the engine E is transferred from the input shaft 11 to the auxiliary power transmission means 29, the transmission shaft 13, and the output shaft downstream. It can be transmitted to the drive wheels W, W via the part 12B, the first power transmission switching mechanism S1 and the differential gear D, and the vehicle can travel forward or backward to the repair shop.
  • the input shaft main body 11A cannot be rotated due to breakage of the ball bearing 53 (see FIG. 16) for supporting the input shaft main body 11A and the ball bearing 20 (see FIG. 3) for supporting the ring 19b of the connecting rod 19. Failure to stick may occur. When such a failure occurs, if the engine E and the input shaft main body 11A are connected so as not to be disconnected, the engine E is stalled and cannot be operated, so that the vehicle cannot travel. .
  • the input shaft upstream portion 11B is disconnected from the input shaft main body portion 11A by releasing the engagement of the input side dog clutch 52 when the input shaft main body portion 11A is fixed.
  • the auxiliary power transmission means 29 transmits the driving force of the engine E from the input shaft upstream portion 11B to the output shaft downstream portion 12B without passing through the continuously variable transmission T, thereby retracting the vehicle. It can be run.
  • the engine E and the drive wheels W and W are directly connected during the retreat travel, it is possible to operate the engine brake.
  • the engine E directly connected to the drive wheels W and W is stalled.
  • the sleeve 41 of the second power transmission switching mechanism S2 is moved to the left, and the first outer peripheral spline 13a of the transmission shaft 13 and the second outer peripheral portion of the output shaft downstream portion 12B.
  • the spline 12b is connected, the driving force of the engine E input to the transmission shaft 13 is not transmitted to the output shaft downstream portion 12B because the second one-way clutch 45 slips, and the engine E is stalled even when the vehicle is stopped.
  • the idling operation can be performed without causing it.
  • a failure may occur in which the output shaft main body 12A is fixed in a non-rotatable manner. is there.
  • the rotation of the drive wheels W, W is transmitted back to the output shaft main body 12A, so that the vehicle cannot run or the auxiliary power transmission device 29 tries to retreat. Since the driving force is reversely transmitted to the fixed output shaft main body 12A, there is a problem that the vehicle cannot run.
  • the output shaft main body portion 12A when the output shaft main body portion 12A is fixed, if the input side dog clutch 52 is disengaged to disconnect the input shaft upstream portion 11B from the input shaft main body portion 11A, the output shaft downstream portion.
  • the output-side one-way clutch 55 is automatically disengaged by the driving force reversely transmitted from the 12B side and the output shaft downstream portion 12B is disconnected from the output shaft main body portion 12A, so that the failure state mode described in FIG.
  • the driving power of the engine E is transmitted from the input shaft upstream portion 11B to the output shaft downstream portion 12B via the auxiliary power transmission means 29 without passing through the continuously variable transmission T, and the driving force is transmitted to the fixed output shaft main body portion 12A.
  • the vehicle can be retreated without having to do so.
  • the engine brake and the drive wheels W and W can be directly connected during the retreat travel, so that the engine brake can be operated. Further, if the sleeve 41 of the second power transmission switching mechanism S2 is moved to the left when the vehicle stops during the retreat travel, the driving force of the engine E input to the transmission shaft 13 causes the second one-way clutch 45 to slip. Since it is not transmitted to the output shaft downstream portion 12B, the idling operation can be performed without stalling the engine E even when the vehicle is stopped.
  • the vehicle can move forward and backward without requiring an electric motor that increases the axial dimension of the vehicle power transmission device, and the vehicle can move backward while traveling forward. It is possible to enable engine braking during traveling, and it is also possible to perform idling stop while the vehicle is decelerating and traveling when the transmission unit U. Further, the vehicle power transmission device can easily increase the axial dimension on the input shaft 11 side to which the engine E is connected, but the axial dimension on the input shaft 11 side can be increased by providing the transmission shaft 13 on the first output shaft 12 side. The increase in size can be suppressed, and the axial dimension of the vehicle power transmission device can be minimized as a whole.
  • the input-side dog clutch 52 is disposed between the input shaft main body portion 11A and the input shaft upstream portion 11B, and the output-side one-way clutch 55 is disposed between the output shaft main body portion 12A and the output shaft downstream portion 12B. Even if 11A or the output shaft main body 12A is stuck, the vehicle can be retreated.
  • the output shaft main body portion 12A when the output shaft main body portion 12A is fixed and the vehicle is retracted, the rotation speed of the fixed output shaft main body portion 12A is zero, whereas the output shaft downstream portion 12B is transmitted from the auxiliary power transmission means 29.
  • the output side one-way clutch 55 is automatically disengaged and the driving force is transmitted to the output shaft main body 12A. Can be prevented. Since the driving force is transmitted from the output shaft main body portion 12A to the output shaft downstream portion 12B in the normal state, the output side one-way clutch 55 is automatically engaged and does not interfere with the running of the vehicle.
  • the engagement continuation time of the output one-way clutch 55 is detected by the engagement continuation time counting means M1, and the engagement continuation time is compared with a predetermined time T set in advance.
  • the engagement continuation time is equal to or longer than the predetermined time T, and the accelerator pedal opening detected by the required driving force detection means M2 in step S2 decreases, and the driver has the intention to decelerate or weaken the acceleration.
  • the output-side one-way clutch forced engagement releasing means M3 drives the transmission actuator 14 of the continuously variable transmission T in step S3 to reduce the eccentric amount of the eccentric disk 18.
  • the transmission ratio of the continuously variable transmission T is increased, the rotational speed of the output shaft main body 12A is decreased to be lower than the rotational speed of the output shaft downstream section 12B, and the output side one-way clutch 55 is disengaged in step S4.
  • the durability of the output-side one-way clutch 55 is prevented from being deteriorated.
  • the output-side one-way clutch 55 When the output-side one-way clutch 55 is disengaged, the outer member and the inner member immediately return to the concentric state. Therefore, it is sufficient that the time for releasing the engagement of the output-side one-way clutch 55 is short. After the engagement is released and the outer member and the inner member return to the concentric state, the shift actuator 14 can be driven to return the eccentric amount of the eccentric disk 18 to the original state.
  • the output-side one-way clutch 55 is disengaged, the transmission of the driving force is temporarily interrupted and the acceleration decreases, but when the driver decreases the accelerator pedal opening with the intention of decelerating or weakening the acceleration. By performing the above operation, it is possible to minimize the uncomfortable feeling given to the driver.
  • the clutch 55 is disengaged. Therefore, instead of reducing the eccentric amount of the eccentric disk 18, the output-side one-way clutch 55 may be disengaged by reducing the engine speed, or the eccentric amount of the eccentric disk 18 can be reduced and the engine speed can be reduced. The output side one-way clutch 55 may be disengaged by using the lowering together.
  • the disengagement of the output-side one-way clutch 55 due to the decrease in the engine speed is low in response, whereas the disengagement of the output-side one-way clutch 55 due to the decrease in the eccentric amount of the eccentric disk 18 is highly responsive.
  • the forced engagement release of the output-side one-way clutch can be performed more reliably.
  • a first predetermined time T1 and a second predetermined time T2 longer than that are used.
  • step S11 the engagement of the output side one-way clutch 55 is performed by the engagement duration measuring means M1.
  • the duration time is detected, and the engagement duration time is compared with a preset first predetermined time T1.
  • the engagement duration is compared with the second duration in step S12, the engagement duration is equal to or longer than the second duration, and step S13.
  • the output-side one-way clutch forced engagement releasing means M3 is determined in step S15.
  • the output side one-way clutch 55 is forcibly disengaged in step S16. Even if the engagement duration time is less than the second duration time in step S12, if the accelerator pedal opening is zero in step S14, the process proceeds to step S15 and step S16, and the output side one-way clutch 55 is set. Forcibly disengage.
  • the number of transmission units U ... is not limited to four in the embodiment.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Dispositif de transmission de puissance de véhicule pourvu d'une unité de transmission de type à bielle (U) équipé en outre d'un embrayage unidirectionnel côté sortie (55) qui est positionné entre une section corps principal (12A) d'arbre de sortie et une section aval (12B) d'arbre de sortie, et qui rend possible un mouvement de retrait quand la section corps principal (12A) d'arbre de sortie fait défaut en se collant. Quand un moyen de programmation d'intervalle d'entrée en prise continue (M1) programme l'intervalle d'entrée en prise continue depuis que l'embrayage unidirectionnel côté sortie (55) est entré en prise, et quand un moyen de détection de puissance d'entraînement demandée (M2) détecte la puissance d'entraînement demandée par un dispositif d'entraînement, un moyen de relâchement (M3) d'entrée en prise forcée de l'embrayage unidirectionnel côté sortie relâche de force l'entrée en prise de l'embrayage unidirectionnel côté sortie (55) grâce à la réduction de l'excentricité du disque excentrique (18) d'une transmission à variation continue (T) et à la réduction du nombre de tours de la section corps principal (12A) d'arbre de sortie, dans le cas où l'intervalle d'entrée en prise continue a atteint ou dépassé un intervalle prescrit et où la puissance d'entraînement demandée par le dispositif d'entraînement a diminué ; il est donc possible d'empêcher une baisse de la durabilité provoquée par l'entrée en prise continue de l'embrayage unidirectionnel (55) côté sortie pendant une longue période.
PCT/JP2014/050127 2014-01-08 2014-01-08 Dispositif de transmission de puissance de véhicule WO2015104805A1 (fr)

Priority Applications (3)

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JP2015556665A JP6125668B2 (ja) 2014-01-08 2014-01-08 車両用動力伝達装置
CN201480065890.2A CN105793623B (zh) 2014-01-08 2014-01-08 车辆用动力传递装置
PCT/JP2014/050127 WO2015104805A1 (fr) 2014-01-08 2014-01-08 Dispositif de transmission de puissance de véhicule

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PCT/JP2014/050127 WO2015104805A1 (fr) 2014-01-08 2014-01-08 Dispositif de transmission de puissance de véhicule

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JP2017137928A (ja) * 2016-02-03 2017-08-10 Ntn株式会社 電動ブレーキ装置

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CN108681303B (zh) * 2018-05-22 2020-08-28 东北大学 基于自驱动智能车库控制系统及设计方法

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JP2012255473A (ja) * 2011-06-08 2012-12-27 Honda Motor Co Ltd 車両用動力伝達装置
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JP2017137928A (ja) * 2016-02-03 2017-08-10 Ntn株式会社 電動ブレーキ装置

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CN105793623B (zh) 2017-07-14
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CN105793623A (zh) 2016-07-20

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