CN103649502B - Vehicle power transmission system - Google Patents
Vehicle power transmission system Download PDFInfo
- Publication number
- CN103649502B CN103649502B CN201180071937.2A CN201180071937A CN103649502B CN 103649502 B CN103649502 B CN 103649502B CN 201180071937 A CN201180071937 A CN 201180071937A CN 103649502 B CN103649502 B CN 103649502B
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- Prior art keywords
- gear
- aforementioned
- clutch
- speed change
- driving force
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
- F02D9/1035—Details of the valve housing
- F02D9/1055—Details of the valve housing having a fluid by-pass
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/002—Electric control of rotation speed controlling air supply
- F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
- F02D31/005—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle by-pass
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/08—Introducing corrections for particular operating conditions for idling
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Transmission Device (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Gear-Shifting Mechanisms (AREA)
Abstract
The invention provides a kind of vehicle power transmission system, it makes the gear shifting operation of speed change gear carry out rapidly, can alleviate the uncomfortable feeling bringing operator because torque drop loses when this gear shifting operation simultaneously.Vehicle power transmission system (100) possess utilize ECU(300) engine (110) of control action, clutch (210) and speed change gear (240).Engine (110) possesses shunt access (121), and this shunt access (121) is in following state: guide mixed gas to the sucking pipe (116) in cylinder (111), shunted by air throttle (117).Shunt access (121) is provided with unloaded regulating valve (122).Air throttle (117) is shunted, to adjust the air quantity be supplied in cylinder (111) by unloaded regulating valve (122).ECU(300) mat first opened unloaded regulating valve (122) before the gear shift action of speed change gear (240), and the deceleration torque in speed change gear (240) is lowered.
Description
Technical field
The present invention relates to the vehicle power transmission system being located at the self-propelled vehicle such as automotive bicycle or four-wheel go-anywhere vehicle for a kind of year.
Background technique
Traditionally, in the self-propelled vehicle such as automotive bicycle or four-wheel go-anywhere vehicle, be provided with power transmitting deice in order to the driving force produced by engine (prime mover) is delivered to driving wheel.Power transmitting deice is that it is mainly made up of clutch and speed change gear while link the rotating driveshaft (crankshaft) of engine and disconnect while the revolution changing this rotating driveshaft passes to the mechanical device of driving wheel simultaneously.Herein, so-called clutch connects the rotating driveshaft of engine and disconnects while the rotary driving force of this rotating driveshaft to be delivered to the mechanical device of speed change gear side.In addition, so-called speed change gear carrys out the revolution of the rotating driveshaft of transform engine with multiple gear (also known as gear stage) and is delivered to the mechanical device of driven wheel side.
In this power transmitting deice, all expect that the gear shifting operation of speed change gear can be carried out as early as possible.Therefore, a kind of power transmitting deice is just disclosed in example patent documentation 1 described as follows, this power transmitting deice is when the gear shifting operation of speed change gear, by the preload carrying out giving towards sense of rotation strength to the gear shift drum being positioned corresponding gear rotational position, and when clutch disconnects the transmission cut-out making driving force, gear shift drum is made to rotate with the switching carrying out gear immediately, that is, carry out the switching of gear.
Prior art document
Patent documentation
Patent documentation 1: Japanese Unexamined Patent Publication 2001-280493 publication
But, in the power transmitting deice that above-mentioned patent documentation 1 refers, after clutch disconnects, because carry out the gear shifting operation of speed change gear, that is the gear train forming gear will carry out shift step, so gear shifting operation will expend time in, meanwhile, the so-called torque drop that the driving force from engine can not be delivered to driving wheel loses chronic, and has the problem bringing uncomfortable feeling to operator.In addition, in the case, the shift step of gear train is made up of gear disengaging step and gear connecting step, and aforesaid gears departs from step and the driving force transmit mode of the gear train of gear before formation speed change removed; This gear connecting step is then that the gear train of gear after formation speed change is located at driving force transmit mode.
The present invention researched and developed to solve the problem, its object is to provide a kind of vehicle power transmission system, it enables the gear shifting operation of speed change gear carry out rapidly, alleviates the uncomfortable feeling bringing operator because so-called torque drop loses when this gear shifting operation simultaneously.
Summary of the invention
For reaching above-mentioned purpose, vehicle power transmission system of the present invention involved by claim 1, possess: engine, carry and be located at vehicle, the air suction way leading to firing chamber has air throttle, and except air throttle, separately have the unloaded gettering quantity regulating mechanism gettering quantity of firing chamber adjusted in the shunt access shunted by this air throttle; Speed change gear, between the main shaft of the driving force rotary actuation produced utilizing engine and the countershaft being connected to driving wheel of vehicle, be provided with the multiple gear trains forming gear ratio multiple gears different each other, use the rotational speed of engine speed change in addition, and driving force is delivered to driving wheel; Clutch, by make utilization transmission from the friction plate of the driving force rotary actuation of engine be connected to speed change gear and the clutch plate accepting driving force touches and is separated, and the driving force of engine be delivered to speed change gear and disconnect from speed change gear; And control device, for controlling the unloaded gettering quantity regulating mechanism of engine, it is characterized in that: control device, when the gear shifting operation of speed change gear, before the driving force between main shaft and countershaft starts to disconnect, makes the gettering quantity of unloaded gettering quantity regulating mechanism increase to firing chamber.
If according to the feature of the present invention involved by claim 1 formed in this way, when vehicle power transmission system is the gear shifting operation in speed change gear, driving force transmission between main shaft and countershaft utilizes the unloaded gettering quantity regulating mechanism of engine to make to increase the gettering quantity of firing chamber before starting to disconnect.Feature by this, due to when the gear shifting operation of speed change gear, because of the action of unloaded gettering quantity regulating mechanism, the deceleration torque (due to the torque that so-called engine brake produces) in speed change gear can reduce, and the change step forming the gear train of gear is easily carried out.That is, vehicle power transmission system involved in the present invention, when Huan high gear or the gear down iso-variable velocity action of speed change gear, no matter the driving force transmit mode of clutch, the gear train of the formation gear of speed change gear all can be made to start to carry out conversion action.Result, compared to clutch driving force transmission disconnect after, the inchoate traditional power transfer unit of gear shifting operation of speed change gear, promptly can complete the gear shifting operation of speed change gear, can alleviate because so-called torque drop loses the uncomfortable feeling brought to operator when this gear shifting operation simultaneously.
In addition, a kind of control gear of internal-combustion engine is disclosed in above-mentioned patent documentation 2, and in order to ensure the walking stability of vehicle, this control gear is when vehicle deceleration, that is, when the gear down of speed change gear, perform and a kind ofly make to increase the gettering quantity of engine combustion indoor synchronously to transfer the files control with the what is called increasing revolution.But, during in this above-mentioned patent documentation 2, described synchronously transferring the files controls, to the increase of the gettering quantity in firing chamber, the so-called DBW (electric wire transmission control, drive-by-wire) that the aperture of air throttle set on the air suction way led to firing chamber controls by computer.Therefore, the entirety of internal-combustion engine system of control gear comprising internal-combustion engine and control this internal-combustion engine be configured with complicated, maximize and re-quantization problem.Particularly, in the self-propelled vehicle that automotive bicycle or four-wheel go-anywhere vehicle etc. are more small-sized, because being strongly required summary that internal-combustion engine system forms, miniaturization and lightweight.So, there is the problem being difficult to adopt DBW.
On the other hand, if according to the feature of the present invention involved by claim 1, vehicle power transmission system be configured in order to control engine unloaded time revolution and utilize unloaded gettering quantity regulating mechanism to adjust the mode controlled of synchronously transferring the files to the air delivery volume in firing chamber.In this case, except four-wheel automatic vehicle, unloaded gettering quantity regulating mechanism also extensively can be used in the more small-sized self-propelled vehicle such as automotive bicycle or four-wheel go-anywhere vehicle.Therefore, in vehicle power transmission system involved in the present invention, when the gear shifting operation of speed change gear, control of can synchronously transferring the files, and can not make System's composition complicated, maximize and re-quantization.
Moreover if according to the another feature of the present invention involved by claim 2, be in aforementioned vehicle power-transmission system, speed change gear is before the driving force of clutch has disconnected, and the driving force first completed between main shaft and countershaft disconnects.
If according to the another feature of the present invention involved by claim 2 formed in this way, the speed change gear of vehicle power transmission system is before the driving force of clutch has disconnected, the driving force first completed between main shaft and countershaft disconnects.That is, vehicle power transmission system involved in the present invention, when the gear up of speed change gear or gear down iso-variable velocity action, no matter the driving force transmit mode of clutch, all can under the state making the deceleration torque in speed change gear reduce, start the gear shifting operation of gear, and before the driving force transmission of clutch disconnects, the driving force transmit mode provided by the gear train of gear before the formation speed change of speed change gear is removed.By this, compared to clutch driving force transmission disconnect after, just start the traditional power transfer unit of the gear shifting operation of speed change gear, more promptly can complete the gear shifting operation of speed change gear, meanwhile, can alleviate when this gear shifting operation because so-called torque drop loses the uncomfortable feeling bringing operator.
In addition, the another feature of the present invention involved by claim 3 is in aforementioned vehicle power-transmission system, and control device, before the driving force of clutch has disconnected, utilizes unloaded gettering quantity regulating mechanism to make to increase the gettering quantity of firing chamber.
If according to the another feature of the present invention involved by claim 3 formed in this way, the control device of the speed change gear of vehicle power transmission system, be before the driving force of clutch has disconnected, utilize unloaded gettering quantity regulating mechanism to make to increase the gettering quantity of firing chamber.Therefore, before the driving force of clutch completes disconnection, that is, in the state that clutch links completely or not exclusively, the gear train of the formation gear of speed change gear all can start to convert action, compared to traditional power transmitting deice, can complete rapidly the gear shifting operation of speed change gear.
Moreover the another feature of the present invention involved by claim 4 is in aforementioned vehicle power-transmission system, control device, after the driving force transmission of clutch is replied, utilizes unloaded gettering quantity regulating mechanism that the gettering quantity to firing chamber increases is reduced.
If according to the another feature of the present invention involved by claim 4 formed in this way, the control device of vehicle power transmission system, be after the driving force transmission of clutch is replied, utilize unloaded gettering quantity regulating mechanism that the gettering quantity to firing chamber increases is reduced.By this, after the driving force transmit mode that after the formation speed change of speed change gear, the gear train of gear provides completes, the friction plate when driving force transmission of clutch is replied and the revolution difference of clutch plate can reduce, and the link of clutch can smooth and easyly be carried out.
Accompanying drawing explanation
Fig. 1 is that the overall schematic configuration of vehicle power transmission system involved in the present invention is with the Block Diagram schematically shown.
The planimetric map of the front elevation of cross-section of Fig. 2 for the inside of power transmitting deice shown in Fig. 1 is schematically shown.
Fig. 3 is for observing the major component outline of power transmitting deice with the sectional drawing schematically shown from the line of A-A shown in Fig. 2.
Fig. 4 for by the power transmitting deice shown in Fig. 2 at the preoperative internal state of gear down with the cross-section planimetric map schematically shown.
The course of action sequential chart of the gear that Fig. 5 is the vehicle power transmission system shown in Fig. 1 when gear down action.
Embodiment
Below, be illustrated with reference to the example of accompanying drawing with regard to vehicle power transmission system involved in the present invention.Fig. 1 is that the overall schematic configuration of vehicle power transmission system 100 of the present invention is with the Block Diagram schematically shown.In addition, each figure of institute's reference in this specification, in order to easy understand the present invention, and to represent its part constituting component etc. with exaggeration and schematically shows.Therefore, the size between each constituting component or ratio etc. have not identical situation.This vehicle power transmission system 100 for being delivered to the mechanical device group of driving wheel in automotive bicycle (so-called motorcycle) using the rotary driving force produced as the engine of prime mover, it is located at the periphery (such as, the below of seat cushion or fuel tank) of the engine of automotive bicycle.
(formation of vehicle power transmission system 100)
Vehicle power transmission system 100 has engine 110.Engine 110 is carry to be located at not shown vehicle, and utilizes the burning of fuel to produce prime mover of rotary driving force.Specifically, engine 110 is imported to by the mixed gas that fuel and air form to be formed as in the cylinder 111 of tubular, simultaneously by utilizing spark plug 112 to make mixed gas light outburst, make piston 113 move back and forth in cylinder 111, make the crankshaft 114 being linked to piston 113 produce the reciprocating engine of what is called of rotary driving force.In this example, engine 110 is assumed to so-called 4 stroke engines, certainly, also can be so-called 2 stroke engines.
In this engine 110, the cylinder 111 forming firing chamber is connected with sucking pipe 116 via Aspirating valves 115.Sucking pipe 116 is the pipe arrangement that the mixed gas in order to be mixed with air by fuel is supplied in cylinder 111, and is provided with air throttle 117 and sparger 118.The control valve unit that air throttle 117 can utilize manually-operable the air quantity be supplied in cylinder 111 to be adjusted for vehicle operators.In addition, sparger 118 is for be formed vaporific by fuel and to supply the fuel injection system in the cylinder 111 of (injection).These spargers 118 and spark plug 112 utilize ECU300 described later to control its action respectively.
Meanwhile, sucking pipe 116 is formed with shunt access 121 with the state shunted by air throttle 117.Shunt access 121 is for importing to the pipeline in cylinder 111 in order to be shunted through air throttle 117 by the air circulated in sucking pipe 116.This shunt access 121 being that little internal diameter is formed compared with the internal diameter of sucking pipe 116, and by compared with via air throttle 117, the air quantity be supplied in cylinder 111 is that few air quantity is supplied in cylinder 111 via sucking pipe 116.
And this shunt access 121 is provided with unloaded regulating valve 122.Unloaded regulating valve 122 is the control valve unit that the air quantity (that is, shunt through air throttle 117 and be supplied to the air quantity in cylinder 111) circulating in shunt access 121 can be adjusted.This unloaded regulating valve 122 is primarily of possessing: be positioned at shunt access 121 and use the valve body 123 that shunt access 121 is set as circulation status and off state and this valve body 123 formed at the actuator 124 of shunt access 121 internal shift.Meanwhile, this unloaded regulating valve 122 makes the action of actuator 124 be controlled by utilizing ECU300, and when engine 110 unloaded and the gear shifting operation of speed change gear described later 240 time, the air quantity be supplied in cylinder 111 is adjusted.
The crankshaft 114 of engine 110 is connected to power transmitting deice 200 via main actuation gear 114a.Power transmitting deice 200, for being converted and the mechanical device transmitted by the rotary driving force that engine 110 produces with multiple gear, formed primarily of clutch 210 and speed change gear 240.
Clutch 210, on the bang path of rotary driving force that produces at engine 110, is configured between engine 110 and speed change gear 240, uses the mechanical device that the rotary driving force that produced by engine 110 transmits speed change gear 240 and disconnects.The detailed formation of this clutch 210, as shown in Figures 2 to 4, be located at a side (diagram right side) tip side of the main shaft 241 extended from speed change gear 240 shaft-like, the friction plate 211 having not shown friction member becomes rotatable state to be housed in respectively in clutch box 201 with steel plate clutch plate 212 with the state that multi-disc alternately configures one by one.In this case, friction plate 211 is with embeddeding clutch shell 213, and the state of clutch plate 212 embeddeding clutch hub 214 is kept respectively.
In these assemblies, keep the clutch housing 213 of friction plate 211, to be fixed on the main actuation gear 215 engaged with aforementioned main actuation gear 114a integratedly, and with main actuation gear 114a (that is, crankshaft 114) rotary actuation integratedly.In addition, the clutch hub 214 of clutch plate 212 is kept to be linked to main shaft 241 integratedly, and rotary actuation integratedly together with main shaft 241 and clutch plate 212.
And the alternately friction plate 211 of configuration and the outside of clutch plate 212, is respectively equipped with the state sandwiched and utilizes the elastic force of clutch spring 216 to make friction plate 211 and clutch plate 212 push a pair pressure plate 217a, 217b touching.At this in pressure plate 217a, 217b, in the outside (diagram right side) of pressure plate 217b, via having fixed clutch lowering or hoisting gear 220 by dynamic clutch lowering or hoisting gear 221 relative configuration.Fixed clutch lowering or hoisting gear 220 is a kind ofly by the rotary actuation interlock with shift shaft 230 described later, a part for component parts is rotated, and via can dynamic clutch lowering or hoisting gear 221 by the mechanical device of pressure plate 217b towards the direction pushing of antagonism clutch spring 216 elastic force.In addition, the aforementioned rotary component of fixed clutch lowering or hoisting gear 220 can be fixed on being integrated by dynamic clutch lowering or hoisting gear 221, and extend to the bar bar member outside this fixed clutch lowering or hoisting gear 220.
That is clutch 210 makes clutch housing 213 and clutch hub 214 rotary actuation integratedly by friction plate 211 and the contiguity of clutch plate 212, makes the rotary driving force of engine 110 be delivered to speed change gear 240.And, clutch 210 utilizes fixed clutch lowering or hoisting gear 220 via can dynamic clutch lowering or hoisting gear 221 bias pressure plate 217b, the elastic force of clutch spring 216 is weakened, use and the tightlock status of friction plate 211 with clutch plate 212 is removed, the rotary driving force of engine 110 pairs of speed change gears 240 is disconnected.
The fixed clutch lowering or hoisting gear 220 of this clutch 210 is via can dynamic clutch lowering or hoisting gear 221 and clutch lowering or hoisting gear bar 222 and be linked with shift shaft 230.Clutch lowering or hoisting gear bar 222 is can the bar bar member that links with shift shaft 230 of dynamic clutch lowering or hoisting gear 221, and one end is linked to can dynamic clutch lowering or hoisting gear 221, and shift shaft 230 is then fixed on integratedly in the other end.
These can drive play L1 to link in travelling mode with clutch lowering or hoisting gear bar 222 via clutch by dynamic clutch lowering or hoisting gear 221.More specifically, the end of dynamic clutch lowering or hoisting gear 221 can be formed with through hole 221a, meanwhile, the end of clutch lowering or hoisting gear bar 222 is provided with the diameter protruding 222a less than the aperture of through hole 221a with projected state.And the protruding 222a being formed at clutch lowering or hoisting gear bar 222 end is movably embedded in that be formed in can in the through hole 221a of dynamic clutch lowering or hoisting gear 221 end.In addition, clutch drives the corresponding gear up of speed change gear 240 of play L1 and each gear shifting operation of gear down and is formed in the both sides of protruding 222a.
Shift shaft 230 for according to the gear up of vehicle operators or the variable speed operation of gear down respectively towards correspondence sense of rotation and distinguish the axis body of rotary actuation, one end is via clutch lowering or hoisting gear bar 222 and can dynamic clutch lowering or hoisting gear 221 and be connected to fixed clutch lowering or hoisting gear 220, meanwhile, the other end is then connected to shift shaft drive motor 231.Shift shaft drive motor 231 is the motor of rotary actuation by the action control performed by ECU.That is, even if fixed clutch lowering or hoisting gear 220 when rotary actuation, during before clutch driving play L1 is removed, can not start action because of shift shaft drive motor 231 at shift shaft 230.
Speed change gear 240 is to be converted by the rotary driving force that engine 110 produces with multiple gear (such as, 4 sections of speed changes) and be delivered to the mechanical device of driving wheel.The formation of this speed change gear 240 make to be connected to via clutch 210 crankshaft 114 of engine 110 main shaft 241, being parallel to each other with the countershaft 242 (in Fig. 3 non-icon) being connected to driving wheel configures, meanwhile, multiple gear trains of gear ratio multiple gears of inequality are each other provided with to form between described 2 main shafts 241 and countershaft 242.The multiple gear trains be located between this main shaft 241 and countershaft 242 are made up of with the multiple counter shaft gear 242a being located at countershaft 242 the multiple mainshaft gear 241a being located at main shaft 241 respectively.These mainshaft gears 241a and counter shaft gear 242a makes the gear of mutual subtend each other in right, and remains engagement.
In addition, form this and main shaft 241 or countershaft 242 are fixedly supported in the mainshaft gear 241a of one of gear or counter shaft gear 242a, meanwhile, this is formed to the counter shaft gear 242a of the opposing party of gear or 241, main shaft so that countershaft 242 or main shaft 241 can be supported in towards the mode of axial direction sliding transfer.And, mainshaft gear 241a and counter shaft gear 242a is formed with sincere sub-243a and embedding hole 243b on side respect to one another, the mainshaft gear 241a adjacent one another are that this sincere sub-243a and embedding hole 243b is embedded in formation 1 gear each other to each other and counter shaft gear 242a to each other.Mode by this, form 1 gear mainshaft gear 241a adjacent one another are to each other and counter shaft gear 242a be just configured to each other interconnected on main shaft 241 and countershaft 242 and be separated mode.
The mainshaft gear 241a interlinked and be separated to each other and counter shaft gear 242a outside be to each other provided with reverse shift fork 244.Reverse shift fork 244 is the parts pushed towards axial direction by the mainshaft gear 241a be slidably shifted and counter shaft gear 242a, is made up of the y-bend type tabular body surrounding mainshaft gear 241a and counter shaft gear 242a.This reverse shift fork 244 is formed with cylindrical body, is formed with ditch 245a simultaneously, and is supported in the gear shift drum 245 being positioned the rotational position corresponding with the gear of speed change gear 240 at this cylindrical outer circumferential face.In this case, reverse shift fork 244 is embedded in its part and is formed in the ditch 245a of gear shift drum 245 outer circumferential face, suitable against ditch 245a sliding transfer on the outer circumferential face of gear shift drum 245 in the axial direction by the rotary actuation of gear shift drum 245.
One side (diagram right side) end of this gear shift drum 245 long side direction, arranges respectively and has 5 gear shift drum pin 246a and have 5 projections and form star-like scale plate 246b.And gear shift drum 245 makes its rotation displacement be subject to elastic limit by utilizing calibration spring 247a to make the front end of index arm 247 be pressed to the valley of scale plate 246b.Meanwhile, the gear shift drum pin 246a of gear shift drum 245 is connected with shift shaft 230 via gear shift arm 248 and gear shift arm driveshaft 249.
Gear shift arm 248 be will be hooked in gear shift drum pin 246a the state rotary sliding installed in rotary sliding mode of hook 248a be supported in the bar bar member of shift shaft 230.In order to make gear shift drum pin 246a rotate towards the sense of rotation of each gear shifting operation of corresponding speed change gear 240 gear up and gear down, hook 248a is configured with 2 crook in gear shift drum pin 246a both sides.In this case, gear-change operation play L3 is formed respectively between the outer circumferential face that 246a sold by each front end of 2 crook of hook 248a and gear shift drum.On the other hand, gear shift arm driveshaft 249 is the bar bar member connecting gear shift arm 248 and shift shaft 230, and one end is linked to gear shift arm 248 in travelling mode, and meanwhile, shift shaft 230 is then fixed on integratedly in the other end.
These gear shift arms 248 link via gear-change operation play L2 with gear shift arm driveshaft 249.More specifically, the end of gear shift arm 248 is formed with through hole 248b, and meanwhile, it is narrow compared with the aperture of through hole 248b and to the warpage sheet 249a of through hole 248b side warpage that the end of gear shift arm driveshaft 249 is formed with width.And, the warpage sheet 249a being formed at gear shift arm driveshaft 249 end be movably embedded in be formed in gear shift arm 248 end through hole 248b in.In addition, these gear shift drive play L2 to drive play L1 and gear shift to drive play L3 same with aforementioned clutch, the gear up of corresponding speed change gear 240 and each gear shifting operation of gear down and be respectively formed at warpage sheet 249a both sides.
In addition, these gear shift arms 248 and the utilization of gear shift arm driveshaft 249 are supported in the gear shift Returnning spring 250 of shift shaft 230 and are positioned at neutral position.Specifically, gear shift Returnning spring 250 makes helical spring two end part extend to form straight line shape respectively, and these 2 two end part then will be fixed on the neutral locating stud 251 of the non-icon framework of power transmitting deice 200, the warpage sheet 249a of gear shift arm driveshaft 249 and be formed in the warpage sheet 248c double team setting in the through hole 248b of gear shift arm 248.Mode by this, gear shift Returnning spring 250 can when the gear train of the formation gear of speed change gear 240 carries out conversion action, makes to reverse and get back to original neutral position towards the gear shift arm 248 of diagram clockwise direction or counterclockwise rotation and gear shift arm driveshaft 249 towards the counterclockwise direction of icon or up time meter direction to clutch 210 be changed into top gear.In addition, in the diagram, the sense of rotation of the clutch lowering or hoisting gear bar 222 of the gear of speed change gear 240 when gear down action, gear shift arm 248, gear shift arm driveshaft 249 and gear shift drum 245 represents with dotted line arrow respectively.
At this, the relation first with regard to clutch driving play L1, gear-change operation play L2 and gear-change operation play L3 is illustrated.In this example, clutch drives play L1, gear-change operation play L2 and gear-change operation play L3 is set as the relation forming L1 < (L2+L3).Therefore, after the rotary actuation that the power transmitting deice 200 of this example is configured to mat shift shaft 230 first makes clutch 210 start action, speed change gear 240 just starts the mode of action.
ECU300 (EngineControlUnit, engine control unit) be made up of the micro computer formed with CPU, ROM, RAM, and according to remember in advance ROM etc. non-icon control program integration control the molar behavior of vehicle power transmission system 100.Specifically, ECU300 according to from carry establish the handle 301 of the vehicle of this vehicle power transmission system 100 to arrange Gear-shift switch 302 output gearshift control signal, control each action of spark plug 112, sparger 118, unloaded regulating valve 122 and shift shaft drive motor 231, perform the gear up of speed change gear 240 and each gear shifting operation of gear down.
In addition, this ECU300 not only controls vehicle power transmission system 100, but establishes the action of the vehicle of this vehicle power transmission system 100 to carry out integration control with regard to carrying.Therefore, the each portion of engine 110 that ECU300 is comprising engine 110 and power transmitting deice 200 possesses non-icon sensor, the necessary message of action control in order to obtain engine 110 (amount of oxygen such as, in the aperture of the aperture of the revolution of engine 110, the speed of a motor vehicle, air throttle 117, unloaded regulating valve 122, outlet pipe, the angle of rotation of shift shaft 230, shift pattern and clutch lifting amount etc.).According to the message obtained from these sensors, each control object comprising engine 110 is controlled.In addition, in FIG, the path of the message obtained from these sensors utilizes dotted line arrow to represent.And the rotary actuation by shift shaft drive motor 231 makes the part of power transmitting deice 200 action also represent with dotted line arrow.
(action of vehicle power transmission system 100)
Then, the action of the vehicle power transmission system 100 just formed in the above described manner is illustrated.This vehicle power transmission system 100 is configured at the cushion of automotive bicycle or the below of fuel tank as earlier mentioned, utilizes vehicle operators (not shown) action to the gear-change operation of Gear-shift switch 302.The operation of gear up that this operator carries out and gear down operate gear up action and the gear down action of the vehicle power transmission system 100 produced, and are mutually the same beyond the sense of rotation of shift shaft 230 and the action that produces because of this sense of rotation.Therefore, in following action specification, the gear down action only with regard to speed change gear 240 is illustrated, but gear up action also symbolic animal of the birth year with.
Specifically, in vehicle is with the arbitrary gear walking in 2 grades ~ 4 grades (also referred to as " 2 speed ~ 4 speed ") (with reference to Fig. 4), gear is declined 1 grade and be transformed into the bottom gear of 1 grade ~ 3 grades (also referred to as " 1 speed ~ 3 speed ") time, vehicle operators can operate the Gear-shift switch 302 being located at handle 301, and indicates gear down to ECU300.Hereby one side is with reference to the sequential chart shown in Fig. 5, and one side illustrates that vehicle power transmission system 100 operates the gear down course of action carried out for this gear down.
When operator carries out gear down operation to Gear-shift switch 302, namely Gear-shift switch 302 exports gear down control signal (the opportunity T of the gearshift control signal representing gear down to ECU300
1).When the gear down control signal input that Gear-shift switch 302 exports, ECU300 can will make unloaded regulating valve 122 output to the actuator 124 of unloaded regulating valve 122 toward the unloaded regulating valve control signal needed for opening side action immediately.By this, namely shunt access 121 is located at circulation status by actuator 124 makes valve body 123 be shifted by unloaded regulating valve 122.
When operator carries out gear-change operation to this Gear-shift switch 302, usually, because the acceleration operation of operator can be removed in advance, so air throttle 117 is in and is closed lock status.And, be in the state to the unloaded degree of what is called that the air quantity of its supply can not make engine 110 stop in the cylinder 111 of engine 110.Then, by opening unloaded regulating valve 122, the air of required air delivery volume when exceeding zero load in the cylinder 111 of engine 110, will be supplied to.By this, engine 110, just from the low rotation status that the closedown because of air throttle 117 is formed, while the rotary driving force transmit mode of aftermentioned clutch 210 is removed, makes revolution slowly rise.
Then, ECU300 can export to make shift shaft 230 towards the rotation driver signal of sense of rotation rotary actuation corresponding to the gear gear down action with speed change gear 240 to gear shift shaft drive motor 231.After responding this instruction, the sense of rotation that shift shaft drive motor 231 just starts towards the gear down action with speed change gear 240 is corresponding carries out rotary actuation, makes shift shaft 230 rotary actuation.Action by this, when shift shaft 230 carries out rotary actuation, namely the clutch lowering or hoisting gear bar 222 and the gear shift arm driveshaft 249 that are fixed on this shift shaft 230 carry out rotary actuation (the dotted line arrow with reference in Fig. 4) respectively.
In this case, clutch lowering or hoisting gear bar 222 and can just have clutch between dynamic clutch lowering or hoisting gear 221 and drive play L1, have gear-change operation play L2 between gear shift arm driveshaft 249 and gear shift arm 248, the hook 248a and bulging the pin between 246a of gear shift that are linked to gear shift arm 248 have gear-change operation play L3.And these clutches drive between play L1, gear-change operation play L2 and gear-change operation play L3, have the relation of L1 < (L2+L3).Therefore, vehicle power transmission system 100 is after the rotary actuation of shift shaft 230, after the inefficacy stroke of clutch driving play L1 filled up by clutch lowering or hoisting gear bar 222, first, the friction plate 211 of clutch 210 separates with clutch plate 212, that is the lifting amount of clutch 210 starts to increase (opportunity T
2).
On the other hand, speed change gear 240 through the inefficacy stroke of gear shift arm driveshaft 249 blocking gear-change operation play L2 and the inefficacy stroke of hook 248a blocking gear-change operation play L3 being linked to gear shift arm 248 after this gear-change operation play L2 is by the inefficacy stroke of blocking, and can start action.More specifically, speed change gear 240 meeting is after 2 continuous print inefficacy strokes of blocking gear-change operation play L2, L3, that is the lifting amount of clutch 210 starts the (T increased
2) after, gear shift drum pin 246a mat hook 248a starts to be pulled, and makes the gear up action of gear start to carry out (opportunity T
3).
The gear down action of the gear of this speed change gear 240, by by mainshaft gear 241a to each other and counter shaft gear 242a gear down nipper wheels connecting state to each other " the gear disengaging step " removed and to be formed and " the gear connecting step " of gear down backgear group connecting state that connecting state before this gear down is different formed.These 2 steps rotate between a tooth amount at scale plate 246b to carry out.
Speed change gear 240 after the gear down action of gear starts, utilizes the rotary actuation causing gear shift drum 245 via the rotary actuation of gear shift drum pin 246a and scale plate 246b, makes reverse shift fork 244 sliding transfer, carry out gear and depart from step.In this case, gear depart from step by make mutually chimeric mainshaft gear 241a to each other and counter shaft gear 242a sincere sub-243a to each other deviate from from embedding hole 243b and carry out.
Secondly, when this gear departs from step execution, owing to making the deceleration torque in speed change gear 240 (torque produced due to so-called engine brake) reduce because opening unloaded regulating valve 122, simultaneously, because of the beginning gear up of clutch 210, the rotary driving force being delivered to speed change gear 240 from engine 110 can reduce, so gear departs from step and becomes easy execution.By this, speed change gear 240 can before clutch 210 becomes and the rotary driving force from engine 110 can not be delivered to the degree of speed change gear 240 side substantially, arrive state that friction plate 211 leaves with clutch plate 212 (that is, clutch off state) (opportunity T
5) before, gear will be made to depart from step and to complete (opportunity T
4).That is the driving force transmit mode that the gear train of gear before formation speed change is formed can be removed by speed change gear 240.In addition, while the driving force transmit mode of this speed change gear 240 is removed, the shaft torque of countershaft 242 can fall mistake.
Then, the continuous rotation by gear shift drum 245 drives, and speed change gear 240 after the disengaging step of then gear, can perform the connecting step of gear.In this case, gear connecting step by by the mainshaft gear 241a forming gear after gear down to each other and counter shaft gear 242a sincere sub-243a to each other insert embedding hole 243b and perform.And, when performing this gear connecting step, clutch 210 is in so-called clutch off state, simultaneously, mat is opened deceleration torque in speed change gear 240 that unloaded regulating valve 122 causes and is reduced, and makes the gear connecting step of the gear train of formation gear be able to smoothness and carries out.By this, namely the gear down action of speed change gear 240 gear completes (opportunity T
6).In addition, in this example, as shown in Figure 5, gear connecting step completed before the lifting amount of clutch 210 reaches maximum flow, but the opportunity that completes of gear connecting step, reached opportunity of maximum flow with the lifting amount of clutch 210, and which formerly all has no relations.
Then, after the gear gear down action of speed change gear 240 completes, ECU300 just exports to gear shift shaft drive motor 231 control signal that instruction replys respectively.Specifically, ECU300 can export to gear shift shaft drive motor 231 rotation driver signal that drive motor 231 is driven towards the direction contrary with during gear down action, and this driving is for identical with the rotating amount of the rotary actuation in order to gear down.By this, shift shaft 230 can be returned to the position before gear down action in the position of sense of rotation, meanwhile, is fixed on the clutch lowering or hoisting gear bar 222 of this shift shaft 230 and gear shift arm driveshaft 249 and also can be returned to position before gear down action.
As a result, clutch 210 reduces gradually by lifting amount, and friction plate 211 continues touch with clutch plate 212, and the state that the rotary driving force starting engine 110 is passed, that is, start clutch and cut moving of state and change (opportunity T
7).Because this clutch 210 moves in the process of changing towards clutch incision state, the state that engine 110 is connected gradually with driving wheel of vehicle can be formed, so the revolution of engine 110 also increases gradually.
Then, touch completely with clutch plate 212 at the friction plate 211 of clutch 210, and the time point that engine 110 is connected with driving wheel of vehicle, ECU300 can by order to make unloaded regulating valve 122 output to actuator 124 (the opportunity T of unloaded regulating valve 122 toward the unloaded regulating valve control signal of closing side action
8).By this, unloaded regulating valve 122 can make the aperture of shunt access 121 reduce by actuator 124 makes valve body 123 be shifted, and makes the air delivery volume flowed in cylinder 111 from shunt access 121 reduce.By this, because the minimizing state of the deceleration torque (because of the torque that so-called engine brake causes) in the speed change gear 240 that formed toward the air that cylinder 111 supplies via shunt access 121 and unloaded regulating valve 122 is removed, a succession of gear down action of vehicle power transmission system 100 just completes.In addition, in this case, the amount that ECU300 makes unloaded regulating valve 122 close, the amount making unloaded regulating valve 122 open when operating with this gear down is corresponding, and the amount that the air delivery volume needed for engine 110 zero load is guaranteed.
Also can understand from above-mentioned action specification, if according to above-mentioned example, before the main shaft 241 of vehicle power transmission system 100 when speed change gear 240 being carried out gear down action and the driving force transmission between countershaft 242 start, vehicle power transmission system 100 utilizes the unloaded regulating valve 122 of engine 110 that the gettering quantity of countercylinder 111 is increased.By this, speed change gear 240 is when gear down action, utilize the action of unloaded regulating valve 122, the deceleration torque (torque that so-called engine brake produces) in speed change gear 240 can reduce, and the shift step forming the gear train of gear becomes easily carries out.That is, vehicle power transmission system 100 involved in the present invention, when gear up or the gear down iso-variable velocity action of speed change gear 240, no matter the driving force transmit mode of clutch 210, the conversion action of the gear train of the formation gear of speed change gear 240 all can start.Result, compared to clutch 210 driving force transmission disconnect after, the inchoate traditional power transfer unit of gear shifting operation of speed change gear 240, the gear shifting operation of speed change gear 240 can complete rapidly, meanwhile, the uncomfortable feeling brought to operator because so-called torque drop loses gently can be subtracted when this gear shifting operation.
Moreover, when implementing of the present invention, be not limited to above-mentioned example, as long as not departing from the scope of the object of the invention, various change can be done.
Such as, in above-mentioned example, shift shaft 230 is formed to utilize the mode of shift shaft drive motor 231 rotary actuation.But shift shaft 230 also can utilize the trick of vehicle operators to carry out manually-operable and do mechanical type rotating driving.Now, ECU300 can control the action of unloaded regulating valve 122 in the same manner as above-mentioned example by the angle of swing of detection shift shaft 230.
Moreover, in the vehicle power transmission system 100 of above-mentioned example, be configured to, before mat speed change gear 240 carries out gear down action, first open unloaded regulating valve 122, start the mode of the gear up of clutch 210 simultaneously.But, as long as vehicle power transmission system 100 is configured to before mat speed change gear 240 carries out gear down action, first open the mode of unloaded regulating valve 122, be then not limited to above-mentioned example.Thus, also can be configured to such as, after the action that mat speed change gear 240 carries out gear down starts, just start the mode of the gear up of clutch 210.
That is in above-mentioned example, clutch drives the amount of play L1 to be set as few compared with the total amount of gear-change operation play L2, L3.By this, can utilize the rotary actuation of shift shaft 230, after first making clutch 210 action, speed change gear 240 just starts action.But, as long as vehicle power transmission system 100 is configured to the mode first opening unloaded regulating valve 122 before speed change gear 240 carries out gear down action as previously mentioned, so, the action that mat speed change gear 240 carries out gear down can be set as and start the rear formation just starting the gear up of clutch 210.In this case, clutch drives the amount of play L1 to be set greater than the total amount of gear-change operation play L2, L3.In addition, gear-change operation play L2, L3 not necessarily must be made up of 2 play, also can be made up of gear-change operation play L2 or gear-change operation play L3, also can be made up of more than 3 play.In addition, clutch drives play L1 also can be made up of more than 2 play.
In addition, in the vehicle power transmission system 100 of above-mentioned example, before the driving force being configured to clutch 210 has disconnected, the mode that the driving force between the main shaft 241 of speed change gear 240 and countershaft 242 disconnects first has been completed.By this, the traditional power transfer unit of the gear shifting operation of speed change gear 240 is just started after the driving force transmission of clutch 210 disconnects, the gear shifting operation of speed change gear 240 can more promptly complete, meanwhile, the uncomfortable feeling bringing operator during this gear shifting operation because so-called torque drop loses can alleviate.But, after the driving force that vehicle power transmission system 100 can be configured to clutch 210 has disconnected, just completed the mode that the driving force between the main shaft 241 of speed change gear 240 and countershaft 242 disconnects, should belong to certain.
Moreover in the vehicle power transmission system 100 of above-mentioned example, before the driving force of clutch 210 has disconnected, the unloaded regulating valve 122 of mat has made the gettering quantity of cylinder 111 increase.Therefore, before the driving force of clutch 210 has disconnected, that is, in the state that clutch 210 connects completely or not exclusively, the conversion action of the gear train of the formation gear of speed change gear 240 can start, compared to traditional power transmitting deice, the gear shifting operation of speed change gear can complete rapidly.But vehicle power transmission system 100 also can be configured to after the driving force of clutch 210 has disconnected, the mode that the unloaded regulating valve 122 of mat makes the gettering quantity of countercylinder 111 increase.If mode according to this, then after at least forming speed change, the gear connecting step of gear can carry out glibly.
Again, in the vehicle power transmission system 100 of above-mentioned example, after being configured to the driving force transmission reply of clutch 210, the mode that the gettering quantity of countercylinder 111 reduces by the unloaded regulating valve 122 of mat.By this, after the formation speed change of speed change gear 240 gear gear connecting step after, friction plate when the driving force transmission of clutch 210 starts again 211 can reduce with the revolution difference of clutch plate 212, and the connection of clutch 210 can smooth and easyly be carried out.But, the air that unloaded regulating valve 122 countercylinder 111 of mat provides, that is, the state that the deceleration torque in speed change gear 240 that unloaded regulating valve 122 formed reduces opened by mat, can be undertaken by least 1 step that the gear of speed change gear 240 departs from the Connection Step of step, gear connecting step and clutch 210.By this, each step can be carried out glibly.Thus the gettering quantity of the countercylinder 111 that the unloaded regulating valve 122 of mat provides reduces, (opportunity T when the state that can be configured to such as be transmitted substantially by the rotary driving force from engine 110 at clutch 210 is formed
7 ') mode of carrying out.
In addition, in the vehicle power transmission system 100 of above-mentioned example, shunt through air throttle 117 and supply air to the unloaded regulating valve 122 in the cylinder 111 of engine 110, mainly being formed with valve body 123 and actuator 124.That is unloaded regulating valve 122 is equivalent to unloaded gettering quantity regulating mechanism involved in the present invention.But, as long as this unloaded gettering quantity regulating mechanism is shunted through air throttle 117 and can adjust the formation of the air quantity be supplied in cylinder 111, be then not limited to above-mentioned example, other can be adopted to form, should belong to certain.
And, in the vehicle power transmission system 100 of above-mentioned example, after unloaded regulating valve 122 is opened, engine 110 revolution start to rise be set in speed change gear 240 formation speed change before the driving force transmit mode that formed of the gear train of gear remove after (opportunity T
4).But, after unloaded regulating valve 122 is opened, making engine 110 revolution start the opportunity of rising, freely can set by suitably setting the aperture of shunt access 121 internal diameter or unloaded regulating valve 122.Such as, can be set in the opportunity that the revolution of engine 110 starts to rise unloaded regulating valve 122 open after, the gear train of gear starts before gear departs from step before the gear up of clutch 210 or before the formation speed change of speed change gear 240.
Symbol No. explanation
L1 ... clutch drives play, L2, L3 ... gear-change operation play, 100 ... vehicle power transmission system, 110 ... engine, 111 ... cylinder, 112 ... spark plug, 113 ... piston, 114 ... crankshaft, 114a ... main actuation gear, 115 ... Aspirating valves, 116 ... sucking pipe, 117 ... air throttle, 118 ... sparger, 121 ... shunt access, 122 ... unloaded regulating valve, 123 ... valve body, 124 ... actuator, 200 ... power transmitting deice, 201 ... clutch box, 210 ... clutch, 211 ... friction plate, 212 ... clutch plate, 213 ... clutch housing, 214 ... clutch hub, 215 ... main actuation gear, 216 ... clutch spring, 217a, 217b ... pressure plate, 220 ... fixed clutch lowering or hoisting gear, 221 ... can dynamic clutch lowering or hoisting gear, 221a ... through hole, 222 ... clutch lowering or hoisting gear bar, 222a ... protruding, 230 ... shift shaft, 231 ... shift shaft drive motor, 240 ... speed change gear, 241 ... main shaft, 242 ... countershaft, 243a ... sincere son, 243b ... embedding hole, 244 ... reverse shift fork, 245 ... gear shift drum, 245a ... ditch, 246a ... gear shift drum pin, 246b ... scale plate, 247 ... index arm, 247a ... calibration spring, 248 ... gear shift arm, 248a ... hook, 248b ... through hole, 248c ... warpage sheet, 249 ... gear shift arm driveshaft, 249a ... warpage sheet, 250 ... gear shift Returnning spring, 251 ... neutral locating stud, 252 ... preload spring, 300 ... ECU, 301 ... handle, 302 ... Gear-shift switch.
Claims (4)
1. a vehicle power transmission system, possesses:
Engine, carries and be located at vehicle, and the air suction way leading to firing chamber has air throttle, meanwhile, has the unloaded gettering quantity regulating mechanism separately will adjusted the gettering quantity of previous combustion room outside aforementioned air throttle in the shunt access shunted by aforementioned air throttle;
Speed change gear, between the main shaft carrying out rotary actuation in the driving force utilizing aforementioned engine to produce and the countershaft being connected to aforementioned vehicle driving wheel, be provided with the multiple gear trains forming gear ratio multiple gears different each other, use the rotational speed of aforementioned engine speed change in addition, and aforementioned driving force is delivered to aforementioned driving wheel;
Clutch, by make utilization transmission from the friction plate of the aforementioned driving force rotary actuation of aforementioned engine be connected to aforementioned speed change gear and the clutch plate accepting aforementioned driving force touches and is separated, and the aforementioned driving force of aforementioned engine be delivered to aforementioned speed change gear and disconnect from aforementioned speed change gear; And
Control device, for controlling the aforementioned unloaded gettering quantity regulating mechanism of aforementioned engine,
It is characterized in that:
Aforementioned control device, when the gear shifting operation of aforementioned speed change gear, before the aforementioned driving force of aforementioned main shaft and aforementioned auxiliary between centers starts to disconnect, utilizes aforementioned unloaded gettering quantity regulating mechanism to make to increase the gettering quantity of previous combustion room.
2. vehicle power transmission system as claimed in claim 1, it is characterized in that, aforementioned speed change gear, before the aforementioned driving force of aforementioned clutch has disconnected, first completes the disconnection of the aforementioned driving force of aforementioned main shaft and aforementioned auxiliary between centers.
3. vehicle power transmission system as claimed in claim 1 or 2, it is characterized in that, aforementioned control device, before the aforementioned driving force of aforementioned clutch has disconnected, first utilizes aforementioned unloaded gettering quantity regulating mechanism to make to increase the gettering quantity of previous combustion room.
4. vehicle power transmission system as claimed in claim 1, it is characterized in that, aforementioned control device, after the aforementioned driving force transmission of aforementioned clutch is replied, utilizes aforementioned unloaded gettering quantity regulating mechanism that the aforementioned gettering quantity to previous combustion room increases is reduced.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2011/066938 WO2013014750A1 (en) | 2011-07-26 | 2011-07-26 | Vehicle power transmission system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN103649502A CN103649502A (en) | 2014-03-19 |
| CN103649502B true CN103649502B (en) | 2016-04-13 |
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ID=47600640
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201180071937.2A Active CN103649502B (en) | 2011-07-26 | 2011-07-26 | Vehicle power transmission system |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP5796754B2 (en) |
| CN (1) | CN103649502B (en) |
| WO (1) | WO2013014750A1 (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0643234U (en) * | 1992-11-19 | 1994-06-07 | 日産ディーゼル工業株式会社 | Engine speed reduction prevention device when shifting the vehicle |
| US6106432A (en) * | 1998-08-24 | 2000-08-22 | Mitsubishi Denki Kabushiki Kaisha | Output power control apparatus for internal combustion engine of motor vehicle |
| JP2005113830A (en) * | 2003-10-09 | 2005-04-28 | Denso Corp | Power system |
| CN101704366A (en) * | 2008-08-01 | 2010-05-12 | 雅马哈发动机株式会社 | Transmission control system and vehicle |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58183839A (en) * | 1982-04-21 | 1983-10-27 | Honda Motor Co Ltd | Method of feedback control on idling speed of internal- combustion engine |
| JPH07223464A (en) * | 1994-02-07 | 1995-08-22 | Nippondenso Co Ltd | Control device of vehicle equipped with automatic transmission |
| JP4530237B2 (en) * | 2000-03-29 | 2010-08-25 | 本田技研工業株式会社 | Transmission |
| JP5261306B2 (en) * | 2009-07-22 | 2013-08-14 | 本田技研工業株式会社 | Control device for internal combustion engine |
-
2011
- 2011-07-26 CN CN201180071937.2A patent/CN103649502B/en active Active
- 2011-07-26 WO PCT/JP2011/066938 patent/WO2013014750A1/en active Application Filing
- 2011-07-26 JP JP2013525489A patent/JP5796754B2/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0643234U (en) * | 1992-11-19 | 1994-06-07 | 日産ディーゼル工業株式会社 | Engine speed reduction prevention device when shifting the vehicle |
| US6106432A (en) * | 1998-08-24 | 2000-08-22 | Mitsubishi Denki Kabushiki Kaisha | Output power control apparatus for internal combustion engine of motor vehicle |
| JP2005113830A (en) * | 2003-10-09 | 2005-04-28 | Denso Corp | Power system |
| CN101704366A (en) * | 2008-08-01 | 2010-05-12 | 雅马哈发动机株式会社 | Transmission control system and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPWO2013014750A1 (en) | 2015-02-23 |
| CN103649502A (en) | 2014-03-19 |
| WO2013014750A1 (en) | 2013-01-31 |
| JP5796754B2 (en) | 2015-10-21 |
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