WO2016046962A1 - Convertisseur de couple - Google Patents

Convertisseur de couple Download PDF

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Publication number
WO2016046962A1
WO2016046962A1 PCT/JP2014/075664 JP2014075664W WO2016046962A1 WO 2016046962 A1 WO2016046962 A1 WO 2016046962A1 JP 2014075664 W JP2014075664 W JP 2014075664W WO 2016046962 A1 WO2016046962 A1 WO 2016046962A1
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WO
WIPO (PCT)
Prior art keywords
rotating body
rotational force
torque converter
clutch
outer ring
Prior art date
Application number
PCT/JP2014/075664
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English (en)
Japanese (ja)
Inventor
忠彦 加藤
Original Assignee
株式会社ユニバンス
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Publication date
Application filed by 株式会社ユニバンス filed Critical 株式会社ユニバンス
Priority to PCT/JP2014/075664 priority Critical patent/WO2016046962A1/fr
Publication of WO2016046962A1 publication Critical patent/WO2016046962A1/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
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
    • F16H47/08—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the type with members having orbital motion

Definitions

  • the present invention relates to a torque converter, and more particularly to a torque converter that can suppress a shock during lock-up.
  • Patent Document 1 a torque converter that can amplify torque and transmit the output of an engine to a transmission, and can directly connect the engine and the transmission with a lock-up clutch.
  • Transmission efficiency can be improved by directly connecting the engine and the transmission without using fluid during lockup.
  • Patent Document 1 has a problem that when the engine and the transmission are directly connected at the time of lock-up, a shock accompanying a torque variation of the engine and a shift shock of the transmission cannot be absorbed.
  • the present invention has been made to solve the above-described problems, and an object thereof is to provide a torque converter capable of suppressing a shock at the time of lock-up.
  • the rotational force when the rotational force is input from the rotating body to the pump, the rotational force is transmitted from the pump to the turbine via the fluid, and the input shaft of the transmission Rotational force is output.
  • the input shaft is coupled to the first element
  • the turbine is coupled to the second element
  • the rotating body is coupled to the third element so as to be shut off.
  • the clutch device cuts off the transmission of the rotational force between the rotating body and the third element, while transmitting the rotational force between the two elements of the planetary gear device, the rotational force of the rotating body is third. It is transmitted to the pump without being transmitted to the element.
  • the rotational force of the pump is transmitted to the turbine via the fluid, and is output from the first element to the input shaft by the linkage of the three elements of the planetary gear unit. Thereby, torque amplification at the time of start can be performed.
  • the clutch device transmits the rotational force between the rotating body and the third element, while the transmission of the rotational force between the two elements of the planetary gear device is cut off, the third element and The rotational force is transmitted to the pump.
  • the rotational force transmitted from the rotating body to the third element is transmitted to the first element by the planetary gear device.
  • the rotational force transmitted from the rotating body to the pump rotates the turbine via the fluid and is transmitted to the second element. Since the rotational force is transmitted to the second element via the fluid, the rotational speed of the second element is reduced by the amount of fluid slip.
  • the clutch device blocks the transmission of rotational force between the two elements of the planetary gear unit and the second element is coupled to the turbine in the fluid, the third element and the first element are the second element. Can rotate independently of the element.
  • the third element and the first element can perform lock-up to output the rotational force of the rotating body to the input shaft without passing through the fluid, and the transmission efficiency can be improved.
  • the transmission efficiency is slightly reduced by the amount of passing through the planetary gear device, compared with the lockup in which the rotating body and the input shaft are directly connected, the reduction can be minimized.
  • the rotating body and the input shaft are coupled via the planetary gear device at the time of lock-up, torque fluctuations can be absorbed by the planetary gear device, and the shock can be suppressed.
  • the first element is a sun gear or a carrier. Therefore, compared with the case where the ring gear is set as the first element, the mass and inertia (rotational secondary moment) of the first element can be reduced, and the inertia of the input shaft and the first element during lock-up can be reduced. it can. As a result, in addition to the effect of the first aspect, since the fluctuation of the rotational energy when the rotational speed of the input shaft is changed by the shift can be reduced, there is an effect of suppressing shock and noise.
  • the clutch device is connected and disconnected between the two elements of the planetary gear device by the first one-way clutch.
  • the first one-way clutch is engaged when the planetary gear device is rotated by driving the rotating body in a state where the rotating body and the third element are interrupted, and rotates between the rotating body and the third element.
  • the engagement is disengaged when the force is transmitted.
  • the rotational force is transmitted between the rotating body and the third element by the clutch device at the time of lock-up, the rotational force is transmitted from the rotating body to the third element and the pump. Since the first one-way clutch is set to be disengaged when the rotational force is transmitted between the rotating body and the third element, the first one-way clutch rotates from the rotating body to the input shaft. Automatically shut off power transmission. As a result, the rotational force transmitted from the rotating body to the third element is transmitted to the first element by the planetary gear device without passing through the first one-way clutch. Thereby, the 3rd element and the 1st element can perform lockup which outputs the rotational force of a rotating body to an input axis, without going through fluid, and can improve transmission efficiency.
  • the first one-way clutch can automatically connect and disconnect between the two elements of the planetary gear device, the mechanism of the clutch device and the control at the time of lock-up can be performed in addition to the effect of the first or second aspect. There is an effect that can be simplified.
  • the clutch device transmits or interrupts the rotational force between the rotating body and the third element by the hydraulic clutch, and switches the transmission or interruption of the rotational force by the hydraulic clutch to the hydraulic pressure. This is done by the driving device.
  • the clutch device transmits or interrupts the rotational force between the rotating body and the third element by the mechanical engagement mechanism, and transmits the rotational force by the engagement mechanism or Switching off is performed by a shift actuator.
  • the engaging mechanism is the second one-way clutch that transmits the rotational force from the rotating body to the third element
  • the rotating force can be transmitted from the rotating body to the third element at the time of lockup.
  • the transmission of the rotational force from the third element to the rotating body is blocked by the second one-way clutch. Since the second one-way clutch can release torque transmission from the transmission side during inertial running and prevent transmission of rotational force to the rotating body, in addition to the effect of claim 5, the load on the rotating body affects driving This has the effect of preventing this and enabling inertial running with low friction.
  • the engaging mechanism is a two-way clutch
  • the rotational force can be transmitted from the rotating body to the third element at the time of lockup.
  • the shift actuator can switch between the state in which the rotational force is transmitted from the third element to the rotating body and the state in which it is blocked.
  • the influence of the load on the rotating body engine braking or the like
  • transmission of the rotational force from the third element to the rotating body is cut off, it is possible to prevent the load on the rotating body side from affecting the traveling and to enable a low-friction inertial traveling. That is, in addition to the effect of the fifth aspect, there is an effect that the two states can be switched as required.
  • the second one-way clutch or the two-way clutch is configured such that the inner ring can rotate about the central axis, and the outer ring disposed radially outside the inner ring And can be relatively rotated and moved in the axial direction.
  • a plurality of rollers interposed between the inner peripheral surface of the outer ring and the outer peripheral surface of the inner ring engage with the outer peripheral surface and the inner peripheral surface to transmit the rotational force.
  • the plurality of rollers are held by the cage while being spaced apart from each other in the circumferential direction while being inclined at a predetermined angle from the plane including the central axis. Therefore, when the inner ring and the outer ring rotate relative to each other, the roller revolves around the central axis while rotating by being guided by the inner peripheral surface and the outer peripheral surface.
  • the pump, the turbine, and the planetary gear device are built in the case, and the fluid is sealed in the case so as to be separated from the transmission, so that it is also mounted on a vehicle or the like that does not have a fluid pressure source.
  • the accumulator stores a part of the fluid sealed in the case, the accumulator has an effect of allowing volume fluctuation due to thermal expansion and contraction of the fluid due to temperature change.
  • the torsion damper is interposed between the driving member coupled to the crankshaft of the engine and the rotating body.
  • the inertial mass on the transmission side (driven side) partitioned by the torsion damper is compared with the inertial mass on the engine side (drive side) and is relatively relative to the pump, turbine, planetary gear unit, and the like.
  • the mass member having a predetermined mass is interposed between the torsion damper and the engine.
  • the effect of absorbing the engine torque fluctuation can be enhanced by the mass-spring-damper effect.
  • (A) is a skeleton diagram of the torque converter at the time of start in the first embodiment of the present invention, and (b) is a skeleton diagram of the torque converter after the start.
  • (A) is a schematic diagram which shows the direction which a 1st one-way clutch engages
  • (b) is a schematic diagram of the planetary gear apparatus at the time of start
  • (c) is a schematic diagram of the planetary gear apparatus at the time of lockup
  • D is a schematic diagram of the planetary gear device when coasting at the time of lock-up.
  • (A) is the skeleton figure of the torque converter at the time of start in 2nd Embodiment
  • (b) is the skeleton figure of the torque converter at the time of lockup.
  • FIG. 1A is a skeleton diagram of the torque converter 10 at the start in the first embodiment of the present invention
  • FIG. 1B is a skeleton diagram of the torque converter 10 after the start.
  • 2A is a schematic diagram showing the direction in which the first one-way clutch is engaged
  • FIG. 2B is a schematic diagram of the planetary gear device 50 at the start
  • FIG. 2C is a lock diagram.
  • FIG. 2D is a schematic diagram of the planetary gear device 50 at the time of inertia
  • FIG. 2D is a schematic diagram of the planetary gear device 50 at the time of coasting.
  • the torque converter 10 is a device used in a power transmission system of an automobile, and includes a pump 20, a turbine 30, a stator 40, a planetary gear device 50, and a clutch device 60.
  • the pump 20 and the turbine 30 are arranged coaxially with the stator 40 interposed therebetween, and are provided so as to be relatively rotatable.
  • a case 12 is formed by a rotating body 11 formed in a bowl shape and a pump shell 21 of a pump 20 coupled to the rotating body 11.
  • a turbine shell 31 of the turbine 30 is provided in the case 12 so as to face the pump shell 21.
  • the case 12 is a member that contains the pump 20, the turbine 30, the stator 40, and the planetary gear device 50, and that encloses fluid apart from a transmission (not shown).
  • Rotational force is input from the rotary shaft 3 (drive member) coupled to the crankshaft (not shown) of the engine 2 to the axial center of the rotating body 11 constituting a part of the case 12.
  • the input shaft 4 of the transmission is inserted into the center on the opposite side of the surface to which the rotary shaft 3 is coupled.
  • a torsion damper 5 is interposed between the rotating shaft 3 and the rotating body 11.
  • the torsion damper 5 is a member that elastically connects the rotating shaft 3 and the rotating body 11 in the rotation direction.
  • an accumulator 13 that stores a part of the sealed fluid is disposed on the axis of the rotary shaft 3 and the input shaft 4.
  • the accumulator 13 is fixed to the case 12.
  • the pump shell 21 is provided with a large number of pump blades 22 on the surface facing the turbine 30.
  • the turbine shell 31 is provided with a large number of turbine blades 32 on the surface facing the pump 20.
  • the stator 40 is supported by the input shaft 4 via a one-way clutch 41 that can rotate in one direction around the input shaft 4.
  • a cylindrical body 42 supported by the input shaft 4 is coupled to the inner diameter end of the turbine blade 32.
  • the cylindrical body 42 is disposed on the radially outer side of the input shaft 4 so as to be rotatable relative to the input shaft 4.
  • the planetary gear device 50 is a device for configuring a power transmission path between the rotating body 11 and the turbine 30 and the input shaft 4.
  • the planetary gear device 50 includes a sun gear 51, a carrier 53 that rotatably supports a plurality of pinion gears 52 that externally mesh with the sun gear 51, and a ring gear 54 that internally meshes with the pinion gear 52.
  • the carrier 53 is coupled to the input shaft 4 and the inner ring 62 (described later), and constitutes a first element.
  • the sun gear 51 is coupled to the cylindrical body 42 and constitutes a second element.
  • the ring gear 54 is connected to an outer ring 61 (described later) and constitutes a third element.
  • the clutch device 60 is a device for transmitting or interrupting a rotational force between two elements of the planetary gear device 50 and between one element of the planetary gear device 50 and the rotating body 11.
  • the clutch device 60 according to the present embodiment includes a cylindrical outer ring 61 coupled to the ring gear 54, a disk-shaped inner ring 62 coupled to the carrier 53 and disposed radially inside the outer ring 61, and an inner ring 62. Are provided between the outer peripheral surface of the outer ring 61 and the inner peripheral surface of the outer ring 61.
  • the clutch device 60 is coupled to the first spline 64 formed on the outer peripheral surface of the outer ring 61 and the inner surface (wall surface in the axial direction) of the rotating body 11 and is formed coaxially with the first spline 64.
  • the engagement element 63 is a member that forms a first one-way clutch that engages between the inner peripheral surface of the outer ring 61 and the outer peripheral surface of the inner ring 62 and transmits torque in one direction, and a sprag, a roller, or the like is used. .
  • the engagement element 63 is a relative rotation of the outer ring 61 and the inner ring 62, and the outer ring 61 moves in one direction with respect to the inner ring 62 (the direction in which the vehicle is driven forward by driving the rotating body 11, the direction of the arrow L in FIG. 2A). ) Is engaged between the outer ring 61 and the inner ring 62 to transmit the rotational force from the outer ring 61 to the inner ring 62.
  • the relative rotation of the outer ring 61 and the inner ring 62 causes the inner ring 62 to move in one direction with respect to the outer ring 61 (the direction in which the vehicle is driven forward by driving the input shaft 4 as in inertial running, the direction of the opposite arrow L ),
  • the engagement element 63 is disengaged to block transmission of the rotational force between the outer ring 61 and the inner ring 62.
  • the sleeve 66 moves in the axial direction along the first spline 64 and the second spline 65 by driving a shift actuator (not shown, but the same as in the third embodiment).
  • a shift actuator not shown, but the same as in the third embodiment.
  • the outer ring 61 rotates separately from the rotating body 11.
  • the sleeve 66 engages with the first spline 64 and the second spline 65, the outer ring 61 rotates integrally with the rotating body 11.
  • FIG. 1A when the vehicle starts, the sleeve 66 is positioned toward the second spline 65 and the engagement between the sleeve 66 and the first spline 64 is released. As a result, the clutch device 60 blocks transmission of rotational force between the rotating body 11 and the ring gear 54. The rotational force of the rotary shaft 3 is not transmitted to the ring gear 54 but is transmitted to the rotating body 11, and the pump shell 21 and the pump blade 22 (pump 20) rotate. When the fluid is rotated by the pump blade 22, the turbine blade 32 and the turbine shell 31 (pump 30) are rotated through the fluid.
  • the engagement element 63 is a relative rotation between the outer ring 61 and the inner ring 62, and the outer ring 61 and the inner ring are rotated when the outer ring 61 rotates in one direction with respect to the inner ring 62 (the forward direction of the vehicle, the direction of arrow L in FIG. 62 is engaged. Therefore, when the ring gear 54 and the outer ring 61 rotate in the direction of arrow C (the direction of arrow L), the engagement element 63 engages with the outer ring 61 and the inner ring 62.
  • the outer ring 61, the ring gear 54, the inner ring 62, and the carrier 53 rotate together in the same arrow A direction as the sun gear 51, and the rotational force of the turbine 30 is transmitted from the carrier 53 and the inner ring 62 to the input shaft 4.
  • the torque of the rotational force transmitted to the input shaft 4 is amplified by the action of the pump 20, the turbine 30 and the stator 40.
  • the clutch device 60 transmits the rotational force between the rotating body 11 and the ring gear 54.
  • rotational force is transmitted from the rotating body 11 (drive side) to the ring gear 54 and the pump 20.
  • the outer ring 61 is rotated by the rotational force transmitted from the rotating body 11 to the ring gear 54.
  • the rotational force transmitted from the rotating body 11 to the pump 20 rotates the turbine 30 through the fluid and is transmitted to the sun gear 51 (in the direction of arrow D in FIG. 2 (c)).
  • the pinion gear 52 rotates by the reaction force E of the sun gear 51 (see FIG. 2C), and the carrier 53 revolves in the direction of arrow F. Since the pump 20 transmits the rotational force to the turbine 30 via the fluid, the rotational speed of the sun gear 51 is smaller than that of the ring gear 54 and the outer ring 61 by the amount of slippage caused by the fluid. As a result, the ring gear 54 and the outer ring 61 rotate in the direction of arrow G due to relative rotation with the inner ring 62.
  • the engagement element 63 is automatically disengaged from the outer ring 61 and the inner ring 62. Therefore, the rotational force of the pump 20 is not input to the planetary gear device 50. Since the sun gear 51 is coupled to the turbine 30 in the fluid, the ring gear 54 and the carrier 53 can rotate independently of the sun gear 51. Accordingly, the rotational force of the rotating body 11 is transmitted to the input shaft 4 through the sun gear 51, the pinion gear 52, the carrier 53, and the inner ring 62.
  • the ring gear 54 and the carrier 53 can perform lock-up to output the rotational force of the rotating body 11 to the input shaft 4 without passing through a fluid, and the transmission efficiency can be improved.
  • the transmission efficiency is slightly lowered by the amount via the planetary gear device 50 as compared with the lockup in which the rotating body 11 and the input shaft 4 are directly connected
  • the planetary gear device 50 generally has a transmission efficiency of 96. Since it can be set to about 98%, the decrease can be minimized.
  • the rotating body 11 and the input shaft 4 are coupled via a planetary gear unit 50 having a sun gear 51 coupled to the turbine 30 in the fluid at the time of lock-up, torque fluctuations and the like are controlled by the planetary gear unit 50 (sun gear). 51 slip), and shock can be suppressed.
  • MT manual transmission
  • AMT semi-automatic transmission
  • DCT dual clutch transmission
  • AMT multi-stage automatic transmissions
  • CVT continuously variable transmissions
  • the torque converter 10 when the lock-up is performed, it is possible to suppress a shock due to torque fluctuation while minimizing a decrease in transmission efficiency.
  • an AT transmission device
  • chip-in shock due to engine torque fluctuation and blooming noise due to engine vibration are transmitted without being absorbed, and vibration and noise increase particularly in a low speed range. If the lock-up is not performed in the middle / low speed range in order to suppress them, the fuel consumption is deteriorated.
  • the shock that occurs at the time of lock-up can be suppressed, so that the speed range in which lock-up can be performed can be expanded to a medium-low speed range, and both comfort and improvement in transmission efficiency by lock-up can be achieved. As a result, fuel consumption can be improved.
  • a shift shock of the transmission may be transmitted during lockup.
  • the torque converter 10 since the turbine 30 to which the sun gear 51 is coupled is open in the fluid, the shift shock can be mitigated by the fluid slip. Therefore, comfort can be improved.
  • a planetary gear unit 50 is coupled to the input shaft 4 of the transmission. Since the planetary gear device 50 can reduce the mass as compared with the turbine 30 or the like, the inertia can be reduced as compared with the conventional torque converter in which the turbine 30 or the like is coupled to the input shaft 4. As a result, noise, vibration, and shock during shifting can be reduced. In particular, among the three elements of the planetary gear device 50, the carrier 53 having a smaller mass and inertia than the ring gear 54 is coupled to the input shaft 4, so that the effect of reducing the inertia can be further improved.
  • the torque converter 10 performs lockup by driving a shift actuator (not shown) by the clutch device 60 and moving the sleeve 66 in the axial direction.
  • the clutch device 60 is a mechanical engagement mechanism that performs its function mainly by mechanical operation. Can be unnecessary. Therefore, energy loss for maintaining the hydraulic pressure can be eliminated and the mechanism can be simplified.
  • the hydraulic pressure generator can be dispensed with, it is easy to attach the torque converter 10 to an MT-based transmission having no hydraulic pressure generator such as a hydraulic pump. Further, since the torque converter 10 has a structure in which a fluid is sealed in the case 12, the torque converter 10 can be attached to any type of transmission, and versatility can be improved. Furthermore, since the accumulator 13 stores a part of the fluid sealed in the case 12, the accumulator 13 can allow volume fluctuation due to thermal expansion and contraction of the fluid due to temperature change.
  • the two elements of the planetary gear device 50 are connected and disconnected by the engaging element 63 (one-way clutch). Since the engaging element 63 is engaged at the time of starting and automatically forms a power transmission path via the fluid, torque amplification is possible. At the time of lock-up, the engagement element 63 is disengaged and the power transmission path via the fluid is automatically cut off, so that transmission efficiency can be improved.
  • the one-way clutch as described above, it is possible to realize the formation and shut-off of the power transmission path via the fluid without special control.
  • the torque converter 10 is partitioned by the torsion damper 5 because the torsion damper 5 is interposed between the rotating shaft 3 coupled to the crankshaft (not shown) of the engine 2 and the rotating body 11.
  • the inertial mass on the transmission side (driven side) can be relatively increased by the amount of the pump 20, the turbine 30, the stator 40, the planetary gear unit 50, etc., compared with the inertial mass on the engine 2 side (drive side). . Therefore, since the torsion damper 5 can easily absorb vibrations and torque fluctuations of the engine 2 that are easily transmitted during lockup, the comfort can be improved.
  • FIG. 3A is a skeleton diagram of the torque converter 110 at the time of start in the second embodiment
  • FIG. 3B is a skeleton diagram of the torque converter 110 at the time of lock-up.
  • the engine 2 the torsion damper 5, the accumulator 13, and the like are not shown (the illustration is omitted in FIGS. 4 and 6).
  • the clutch device 160 of the torque converter 110 includes an annular ring portion 161 coupled to the carrier 53, a third spline 162 formed on the outer peripheral surface of the annular portion 161, A fourth spline 163 formed on the outer peripheral surface of the ring gear 54 and a fifth spline coupled to the inner surface (axial wall surface) of the rotating body 11 and coaxially formed with the third spline 162 and the fourth spline 163.
  • the sleeve 165 moves in the axial direction along the third spline 162, the fourth spline 163, and the fifth spline 164 by driving of a shift actuator (not shown, but the same as in the third embodiment).
  • the sleeve 165 has a first position (see FIG. 3A) that engages with the third spline 162 and the fourth spline 163, and a second position that engages with the fourth spline 163 and the fifth spline 164 (FIG. 3 ( b)).
  • the clutch device 160 blocks transmission of rotational force between the rotating body 11 and the ring gear 54.
  • the ring gear 54 and the carrier 53 rotate integrally in the same direction as the sun gear 51, and the rotational force of the turbine 30 is transmitted from the carrier 53 to the input shaft 4.
  • the torque of the rotational force transmitted to the input shaft 4 is amplified by the action of the pump 20, the turbine 30 and the stator 40.
  • the clutch device 160 transmits a rotational force between the rotating body 11 and the ring gear 54.
  • rotational force is transmitted from the rotating body 11 (drive side) to the ring gear 54 and the pump 20.
  • the rotational force of the rotating body 11 is transmitted to the input shaft 4 via the sun gear 51, the pinion gear 52, and the carrier 53 without passing through the fluid.
  • the shift actuator (not shown) is driven to move the sleeve 165 to the first position (see FIG. 3A).
  • torque transmission from the transmission side during inertial running can be released to prevent transmission of rotational force to the rotator 11, so that the inertia of the engine 2 can be prevented from affecting the running, and inertial running with low friction can be achieved.
  • the clutch device 160 can select a lockup mode (braking mode or low friction mode).
  • FIG. 4 is a skeleton diagram of the torque converter 210 in the third embodiment
  • FIG. 5 is an axial sectional view of the clutch device 260.
  • the clutch device 260 of the torque converter 210 includes an inner ring 264 coupled to the sun gear 51, an outer ring 265 disposed coaxially with the inner ring 264 on the radially outer side of the inner ring 264 and coupled to the rotating body 11.
  • a plurality of rollers 266 are mainly provided between the outer ring 265 and the inner ring 264.
  • the clutch device 260 further includes an outer cylinder 261 arranged coaxially with the cylindrical body 42 on the radially outer side of the cylindrical body 42, and between the inner peripheral surface of the outer cylinder 261 and the outer peripheral surface of the cylindrical body 42.
  • the engagement element 262 is a member that forms a first one-way clutch that engages between the outer peripheral surface of the cylindrical body 42 and the inner peripheral surface of the outer cylinder 261 and transmits torque in one direction. Is used.
  • the engagement element 262 is rotated relative to the outer cylinder 262 in one direction (the direction in which the rotating body 11 is driven to drive the automobile forward) with the relative rotation of the cylindrical body 42 and the outer cylinder 262.
  • the tubular body 42 and the outer cylinder 262 are engaged to transmit the rotational force from the tubular body 42 to the outer cylinder 261.
  • the relative rotation between the cylindrical body 42 and the outer cylinder 262 causes the outer cylinder 262 to drive in one direction with respect to the cylindrical body 42 (the input shaft 4 is driven to advance the vehicle as in inertial traveling).
  • the engagement element 262 is disengaged to block transmission of rotational force between the cylindrical body 42 and the outer cylinder 262.
  • the inner ring 264, the outer ring 265, and the roller 266 are disposed inside the rotating body 11.
  • the inner ring 264 is formed with an outer peripheral surface forming a single-leaf rotating hyperboloid around the input shaft 4, and the outer peripheral surface is reduced in diameter toward the rotating body 11.
  • the outer ring 265 is formed with an inner peripheral surface forming a single leaf rotation hyperboloid around the input shaft 4, and the inner peripheral surface is reduced in diameter toward the rotating body 11.
  • the outer ring 265 is restricted from rotating with respect to the rotating body 11 by a spline, and is allowed to move in the axial direction with respect to the rotating body 11.
  • the restriction plate 269 is an annular member for restricting the position of the outer ring 265 in the axial direction, and the axial end surface of the outer ring 265 is in contact with the circumferential direction.
  • the outer ring 165 is biased to one axial side (the left side in FIG. 5) by a disc spring 268 disposed between the regulating plate 269 and the rotating body 11 so that the axial end surface is in contact with the regulating plate 269. ing.
  • the restriction plate 269 has a shaft 270 penetrating in the thickness direction (left and right direction in FIG. 5), and the first end of the shaft 270 is fixed to the restriction plate 269.
  • the shaft 270 is inserted into a hole that penetrates the rotating body 11, and the second end of the shaft 270 is exposed to the outside of the rotating body 11.
  • An annular stopper 271 is fixed to the second end of the shaft 270 exposed to the outside of the rotating body 11.
  • the stopper 271 is disposed on the outer side in the radial direction of the rotating body 11 and engages with the shift actuator 272.
  • the restriction plate 269, the shaft 270, and the stopper 271 rotate integrally with the rotating body 11.
  • the stopper 271 moves in the axial direction (left-right direction in FIG. 5) by the operation of the shift actuator 272. As the stopper 271 moves, the shaft 270 and the restriction plate 269 move in the axial direction.
  • the roller 266 is a cylindrical member that forms a second one-way clutch that engages between the inner ring 264 and the outer ring 265 and transmits torque in one direction, and is disposed between the inner ring 264 and the outer ring 265.
  • Each of the holders 267 is held so as to be able to rotate.
  • the cage 267 arranges the roller 266 such that the rotation center of the roller 266 is inclined by a certain angle (for example, 15 °) from the surface including the rotation centers of the inner ring 264 and the outer ring 265.
  • the outer ring 265 When the shift actuator 272 is not operated, the outer ring 265 is pushed in the axial direction (left side in FIG. 5) by the disc spring 268, so that the inner ring 264 and the outer ring 265 are in contact with the outer peripheral surface of the roller 266.
  • the roller 266 is a relative rotation between the inner ring 264 and the outer ring 265, and when the outer ring 265 rotates in one direction with respect to the inner ring 264 (the direction in which the vehicle is driven forward by driving the rotating body 11), the inner ring 264 and the outer ring 265 are rotated. To transmit the rotational force.
  • the inner ring 264 and the outer ring 265 rotate relative to each other, the inner ring 264 rotates in one direction relative to the outer ring 265 (the direction in which the input shaft 4 is driven to advance the vehicle as in inertial running).
  • the roller 266 is disengaged from the inner ring 264 and the outer ring 265 so as to block transmission of the rotational force.
  • the shift actuator 272 When the shift actuator 272 is operated to move the stopper 271 in the axial direction (right side in FIG. 5), the outer ring 265 moves in the axial direction (right side in FIG. 5) as the shaft 270 and the restriction plate 269 move.
  • the roller 266 since the distance between the outer peripheral surface of the inner ring 264 and the inner peripheral surface of the outer ring 265 is increased, the roller 266 cannot engage with the inner ring 264 and the outer ring 265. Therefore, the roller 266 blocks transmission of rotational force between the inner ring 264 and the outer ring 265. Therefore, by operating the shift actuator 272, it is possible to switch between a state where the rotational force can be transmitted and a state where the rotational force cannot be transmitted.
  • the roller 266 rolls between the inner ring 264 and the outer ring 265 and bites between the inner ring 264 and the outer ring 265 by the traction and rotates integrally with the inner ring 264 and the outer ring 265. . Therefore, even when there is a slight difference between the number of rotations of the sun gear 51 to which the inner ring 264 is coupled and the number of rotations of the rotating body 11 to which the outer ring 265 is coupled, the shock at the time of engagement can be buffered. Therefore, the shock at the time of engagement (at the time of lockup) can be suppressed.
  • the shift actuator 272 When releasing the engagement of the roller 266, the shift actuator 272 is operated to move the stopper 271 in the axial direction (right side in FIG. 5). As a result, the distance between the outer peripheral surface of the inner ring 264 and the inner peripheral surface of the outer ring 265 increases, so that the engagement between the roller 266 and the inner ring 264 and the outer ring 265 is gently released. It is possible to easily switch between a state where the rotational force can be transmitted and a state where the rotational force cannot be transmitted.
  • the rotational force transmitted from the rotating body 11 to the pump 20 rotates the turbine 30 via the fluid and is transmitted to the cylindrical body 42. Since the rotational speed of the cylindrical body 42 is smaller than the rotational speed of the outer cylinder 261 by the amount of fluid slip, the engagement element 262 is automatically disengaged. Therefore, the rotational force of the rotating body 11 is transmitted to the input shaft 4 through the sun gear 51, the pinion gear 52, and the carrier 53.
  • FIG. 6 is a skeleton diagram of the torque converter 310 according to the fourth embodiment
  • FIG. 7 is an axial sectional view of the clutch device 360.
  • the clutch device 360 of the torque converter 310 includes an inner ring 363 coupled to the sun gear 51, a first outer ring disposed coaxially with the inner ring 363 on the radially outer side of the inner ring 363 and coupled to the rotating body 11. 364 and a second outer ring 365, and a plurality of first rollers 367 and a second roller 369 respectively disposed between the first outer ring 364 and the second outer ring 365 and the inner ring 363.
  • the clutch device 360 is further arranged coaxially with the cylindrical body 42 on the radially outer side of the cylindrical body 42 and coupled to the carrier 53, the inner peripheral surface of the outer cylinder 361, and the cylindrical body 42. And a plurality of engagement elements 362 disposed between the outer peripheral surfaces of the two.
  • the engaging element 362 is a member that forms a first one-way clutch that engages between the outer peripheral surface of the cylindrical body 42 and the inner peripheral surface of the outer cylinder 361 and transmits torque in one direction. Is used.
  • the engaging element 362 is rotated relative to the outer cylinder 362 in one direction (direction in which the rotating body 11 is driven to drive the automobile forward) by relative rotation between the cylindrical body 42 and the outer cylinder 362.
  • the cylindrical body 42 and the outer cylinder 362 are engaged to transmit the rotational force from the cylindrical body 42 to the outer cylinder 361.
  • the relative rotation between the cylindrical body 42 and the outer cylinder 362 causes the outer cylinder 362 to drive in one direction with respect to the cylindrical body 42 (the input shaft 4 is driven to advance the vehicle as in inertial traveling).
  • the engagement member 362 is disengaged, the transmission of the rotational force between the cylindrical body 42 and the outer cylinder 362 is interrupted.
  • the inner ring 363, the first outer ring 364, the second outer ring 365, the first roller 367 and the second roller 369 are disposed inside the rotating body 11.
  • two outer peripheral surfaces forming a single leaf rotation hyperboloid around the input shaft 4 are formed adjacent to each other in the axial direction, and the outer peripheral surfaces are reduced in diameter toward the outer side in the axial direction.
  • the first outer ring 364 and the second outer ring 365 are formed with inner peripheral surfaces that form a single-lobed hyperboloid around the input shaft 4, and the inner peripheral surfaces of the first outer ring 364 and the second outer ring 365 are axially outer sides, respectively. The diameter is reduced as it goes to.
  • the rotation of the first outer ring 364 and the second outer ring 365 with respect to the rotating body 11 is restricted by the spline, while movement in the axial direction with respect to the rotating body 11 is allowed.
  • the positions of the first outer ring 364 and the second outer ring 365 in the axial direction are restricted by a restriction plate 269 that is in contact with the axial end surface of the first outer ring 364.
  • the first roller 367 and the second roller 369 are cylindrical members that form a two-way clutch that engages between the inner ring 363 and the first outer ring 364 and the second outer ring 365 to transmit torque in two directions.
  • the first retainer 368 and the second retainer 370 which are respectively disposed between the inner ring 363 and the first outer ring 364 and the second outer ring 365, are rotatably held.
  • the first retainer 368 and the second retainer 370 are inclined at a certain angle (for example, 15 °) from the surfaces including the rotation centers of the inner ring 363, the first outer ring 364, and the second outer ring 365, and the first roller 367 and the second retainer 370
  • a roller 369 is disposed.
  • the direction of inclination (skew) is set so that the first roller 367 and the second roller 369 engage with each other in different rotational directions.
  • the first outer ring 364 and the second outer ring 365 are pushed in the axial direction (left side in FIG. 7) by the disc spring 371, so that the inner ring 363 and the second outer ring are formed on the outer peripheral surface of the second roller 369. 365 touches.
  • the second roller 369 rotates relative to the inner ring 363 and the second outer ring 365
  • the second outer ring 365 rotates in one direction (the direction in which the vehicle is driven forward by driving the rotating body 11) with respect to the inner ring 363.
  • the inner ring 363 and the second outer ring 365 are engaged to transmit the rotational force.
  • the relative rotation of the inner ring 363 and the second outer ring 365 causes the inner ring 363 to move in one direction with respect to the second outer ring 365 (the direction in which the vehicle is driven forward by driving the input shaft 4 as in inertial running).
  • the second roller 369 is rotated, the second roller 369 is disengaged from the inner ring 363 and the second outer ring 365 to block transmission of the rotational force.
  • the shift actuator 272 When the shift actuator 272 is operated to move the stopper 271 in the axial direction (right side in FIG. 7), the first outer ring 364 and the second outer ring 365 are moved in the axial direction (right side in FIG. 7) as the shaft 270 and the restriction plate 269 move. Move to. As a result, the inner ring 363 and the first outer ring 364 are in contact with the outer peripheral surface of the first roller 367. The first roller 367 is driven by the relative rotation of the inner ring 363 and the first outer ring 364 so that the inner ring 363 drives the input shaft 4 in one direction with respect to the first outer ring 364 (the input shaft 4 is driven forward as in inertial running).
  • the torque converter 310 can switch the direction in which the rotational force is transmitted by operating the shift actuator 272. Further, since the rotational force is transmitted using the first roller 367 and the second roller 369, the impact at the time of engagement can be buffered as in the third embodiment.
  • the shift actuator 272 (see FIG. 7) is operated to move the first outer ring 364 and the second outer ring 365 to the disc spring 371 side, and the second roller 369 is disengaged.
  • the clutch device 360 blocks transmission of rotational force between the rotating body 11 and the ring gear 54.
  • the rotating body 11 As a result, as in the third embodiment, when the rotational force is transmitted from the turbine 30 (see FIG. 6) to the cylindrical body 42, the engaging element 362 is engaged. Therefore, the ring gear 54 and the carrier 53 rotate integrally in the same direction as the sun gear 51, and the rotational force of the turbine 30 is transmitted from the cylindrical body 42 to the input shaft 4 via the outer cylinder 361. Thereby, the torque of the input shaft 4 can be amplified.
  • the rotational force transmitted from the rotating body 11 to the pump 20 rotates the turbine 30 via the fluid and is transmitted to the cylindrical body 42. Since the rotational speed of the cylindrical body 42 is reduced by the amount of fluid slip, the engagement element 362 is automatically disengaged. Therefore, the rotational force of the rotating body 11 is transmitted to the input shaft 4 through the sun gear 51, the pinion gear 52, the carrier 53, and the outer cylinder 361.
  • the shift actuator 272 (see FIG. 7) is actuated during inertia traveling to move the first outer ring 364 and the second outer ring 365 in the axial direction (left side in FIG. 7), and the inner ring 363 and the first outer ring 364 are moved to the first position.
  • the first roller 367 When the first roller 367 is brought into contact, the first roller 367 engages with the inner ring 363 and the first outer ring 364.
  • the input shaft 4 and the carrier 53 are driven, so that the rotational force is transmitted to the rotating body 11 via the first roller 367 and the first outer ring 364.
  • the inertia of the engine 2 see FIG.
  • the clutch device 360 includes the two-way clutch that connects and disconnects the rotating body 11 and the planetary gear device 50, the mode can be switched during coasting.
  • FIG. 8 is a skeleton diagram of the torque converter 410 in the fifth embodiment.
  • the clutch device 460 includes a hydraulic clutch 461 such as a multi-plate clutch that connects and disconnects the outer ring 61 and the rotating body 11, and a hydraulic drive device 462 such as a hydraulic cylinder that operates the hydraulic clutch 461.
  • the hydraulic drive device 462 is fixed to the rotating body 11 and is driven by a hydraulic pressure generator (not shown) such as a hydraulic pump and a hydraulic control device (not shown) such as a switching valve.
  • the hydraulic clutch 461 is engaged at the time of lockup, and the rotational force is transmitted between the rotating body 11 and the ring gear 54.
  • rotational force is transmitted from the rotating body 11 (drive side) to the ring gear 54 and the pump 20.
  • the rotational force of the rotating body 11 is transmitted to the input shaft 4 via the sun gear 51, the pinion gear 52, and the carrier 53 without passing through the fluid.
  • the hydraulic clutch 461 transmits or interrupts the rotational force between the rotating body 11 and the ring gear 54, and the hydraulic drive device 462 switches the transmission or interruption of the rotational force by the hydraulic clutch 461.
  • a hydraulic pressure generator (not shown) such as a hydraulic pump and a hydraulic control device (not shown) are installed. Can be used effectively.
  • the torsion damper 5 can absorb vibration and torque fluctuation of the engine 2 by relatively increasing the inertial mass on the transmission side (driven side) partitioned by the torsion damper 5. Easy to do. Further, since the mass member 411 is interposed between the torsion damper 5 and the engine 3, the effect of absorbing the torque fluctuation of the engine 2 can be enhanced by the mass-spring-damper effect of the mass member 411 and the torsion damper 5. Can improve comfort.
  • the carrier 53 is coupled to the input shaft 4 (transmission device) (first element), and the sun gear 52 is connected to the turbine. 30 (second element), and the case where the ring gear 54 is coupled to the rotating body 11 so as to be shut off (third element) has been described.
  • the carrier 53 is coupled to the input shaft 4 (transmission device) (first element)
  • the sun gear 52 is connected to the turbine. 30 (second element)
  • the case where the ring gear 54 is coupled to the rotating body 11 so as to be shut off (third element) has been described.
  • the element coupled to the input shaft 4 is preferably the sun gear 51 or the carrier 53. Since the sun gear 51 and the carrier 53 can reduce the mass and inertia compared to the ring gear 54, the inertia of the input shaft 4 at the time of lock-up can be reduced. As a result, it is possible to suppress shock and noise when torque fluctuation or the like occurs.
  • a clutch device 160 (meshing clutch) that engages with the third spline 162, the fourth spline 163, and the fifth spline 164 and a spline formed on the inner peripheral surface of the sleeve 165 is a torque converter.
  • the case where 110 is provided has been described.
  • the present invention is not necessarily limited to this, and other clutches can naturally be employed.
  • Other clutches include a tooth clutch that engages with a large number of chevron teeth on the opposite cylindrical end faces, a jaw clutch that engages with irregularities such as square shapes and radial shapes on the opposite cylindrical end faces, and the like. It is done.
  • the outer peripheral surfaces of the inner rings 264 and 363 and the inner peripheral surfaces of the outer ring 265, the first outer ring 364 and the second outer ring 365 are single-leaf rotating twins.
  • outer ring the outer peripheral surfaces of the inner rings 264 and 363 and the inner peripheral surfaces of the outer ring 265, the first outer ring 364 and the second outer ring 365
  • roller the outer peripheral surfaces of the inner rings 264 and 363 and the inner peripheral surfaces of the outer ring 265, the first outer ring 364 and the second outer ring 365
  • roller ring are single-leaf rotating twins.
  • the outer peripheral surface or inner peripheral surface of the inner ring or outer ring is formed of a single leaf rotating hyperboloid
  • the roller is conical
  • the outer peripheral surface or inner peripheral surface of the inner ring or outer ring is conical.
  • the outer peripheral surface and inner peripheral surface of the inner ring and outer ring are cylindrical
  • the roller is drum-shaped, drum-shaped, cylindrical, and the like.
  • a part or a plurality of parts of the configuration of the other embodiments are added to the embodiment or replaced with a part or a plurality of parts of the configuration of the embodiment. Accordingly, the embodiment may be modified and configured.
  • a part of the clutch device 60 described in the first embodiment (the outer ring 61, the inner ring 62, the engagement element 63) and one of the clutch devices 260 and 360 described in the third embodiment and the fourth embodiment.
  • Parts (engagement elements 262, 362, etc.), part of the clutch device 460 described in the fifth embodiment (outer ring 61, inner ring 62, engagement element 63), the third embodiment and the fourth embodiment.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne un convertisseur de couple (10) tel que les chocs au cours d'un verrouillage peuvent être supprimés. Un arbre d'entrée de dispositif de transmission (4) est couplé à un premier élément (53) d'un dispositif à engrenage planétaire (50), une turbine (30) est couplée à un second élément (51), et un corps rotatif (11) est couplé à un troisième élément (54) de manière déconnectable. Un dispositif d'embrayage (60) transfère ou interrompt la transmission de la force de rotation entre deux éléments du dispositif à engrenage planétaire (50) et entre le corps rotatif (11) et le troisième élément (54). L'amplification ou le verrouillage du couple peuvent se faire à l'aide du dispositif d'embrayage (60). Étant donné que le corps rotatif (11) et l'arbre d'entrée (4) sont couplés par l'intermédiaire du dispositif à engrenage planétaire (50) lors du verrouillage, la fluctuation du couple et analogue peuvent être absorbés par le dispositif à engrenage planétaire (50), et un choc peut être supprimé.
PCT/JP2014/075664 2014-09-26 2014-09-26 Convertisseur de couple WO2016046962A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2014/075664 WO2016046962A1 (fr) 2014-09-26 2014-09-26 Convertisseur de couple

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2014/075664 WO2016046962A1 (fr) 2014-09-26 2014-09-26 Convertisseur de couple

Publications (1)

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WO2016046962A1 true WO2016046962A1 (fr) 2016-03-31

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PCT/JP2014/075664 WO2016046962A1 (fr) 2014-09-26 2014-09-26 Convertisseur de couple

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111140633A (zh) * 2019-12-30 2020-05-12 张志鹏 一种sat自适应变速器

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60205065A (ja) * 1984-03-27 1985-10-16 Aisin Warner Ltd 発進装置
JPH08121568A (ja) * 1994-10-27 1996-05-14 Aisin Aw Co Ltd 自動変速機
JPH1163157A (ja) * 1997-08-12 1999-03-05 Fuji Heavy Ind Ltd 自動変速装置
JP2014177960A (ja) * 2013-03-13 2014-09-25 Fuji Heavy Ind Ltd ダンパ装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60205065A (ja) * 1984-03-27 1985-10-16 Aisin Warner Ltd 発進装置
JPH08121568A (ja) * 1994-10-27 1996-05-14 Aisin Aw Co Ltd 自動変速機
JPH1163157A (ja) * 1997-08-12 1999-03-05 Fuji Heavy Ind Ltd 自動変速装置
JP2014177960A (ja) * 2013-03-13 2014-09-25 Fuji Heavy Ind Ltd ダンパ装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111140633A (zh) * 2019-12-30 2020-05-12 张志鹏 一种sat自适应变速器

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