JPH0239671B2 - - Google Patents
Info
- Publication number
- JPH0239671B2 JPH0239671B2 JP57084384A JP8438482A JPH0239671B2 JP H0239671 B2 JPH0239671 B2 JP H0239671B2 JP 57084384 A JP57084384 A JP 57084384A JP 8438482 A JP8438482 A JP 8438482A JP H0239671 B2 JPH0239671 B2 JP H0239671B2
- Authority
- JP
- Japan
- Prior art keywords
- transmission
- rotor
- cam surface
- engine
- drive shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000005540 biological transmission Effects 0.000 claims description 30
- 230000008878 coupling Effects 0.000 claims description 16
- 238000010168 coupling process Methods 0.000 claims description 16
- 238000005859 coupling reaction Methods 0.000 claims description 16
- 230000009467 reduction Effects 0.000 claims description 5
- 230000009365 direct transmission Effects 0.000 claims description 3
- 239000003921 oil Substances 0.000 description 20
- 239000010687 lubricating oil Substances 0.000 description 7
- 230000007246 mechanism Effects 0.000 description 6
- 230000002093 peripheral effect Effects 0.000 description 5
- 230000008859 change Effects 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 230000009471 action Effects 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Landscapes
- Pulleys (AREA)
- Gear-Shifting Mechanisms (AREA)
Description
【発明の詳細な説明】
本発明は、変速装置に関し、特にエンジンが一
定回転数以上で回転する場合に減速する機構を備
えた自動車の補機類等の変速装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission, and more particularly to a transmission for automobile auxiliary machinery, etc., which is equipped with a mechanism that decelerates the speed when the engine rotates above a certain number of revolutions.
一般に、自動車の補機類、例えばオルタネー
タ、クーラコンプレツサ、パワーステアリングポ
ンプ等は、エンジンのクランク軸端部に駆動的に
連結したプーリ、ベルト等を介しエンジン回転数
に比して回転駆動される。しかし、補機類には適
正回転数が存在し、それ以上の回転数で駆動する
必要はない。さらにエンジンの省動力化の観点に
立てば、補機類の最高回転数を抑制することが好
ましく、回転数の低減により補機類の信頼性向
上、軽量小型化および騒音の減少を図ることがで
きる。 Generally, automobile auxiliary equipment such as alternators, cooler compressors, power steering pumps, etc. are driven to rotate relative to the engine speed via pulleys, belts, etc. that are drivingly connected to the end of the engine's crankshaft. . However, the auxiliary machinery has a proper rotation speed, and there is no need to drive it at a higher rotation speed. Furthermore, from the perspective of reducing engine power consumption, it is preferable to suppress the maximum rotational speed of auxiliary machinery, and by reducing the rotational speed, it is possible to improve the reliability of auxiliary machinery, make them lighter and smaller, and reduce noise. can.
本発明は、上述の点に着目して為されたもの
で、エンジンの高回転時にも自動車の補機類の回
転数を抑制でき、エンジンの省動力化を図ると共
に補機類の信頼性向上及び小型軽量化ならびに騒
音の低減化を図つた変速装置を提供することを目
的とする。 The present invention has been made with attention to the above-mentioned points, and is capable of suppressing the rotation speed of automobile auxiliary machinery even when the engine is running at high speed, thereby reducing the power consumption of the engine and improving the reliability of the auxiliary machinery. Another object of the present invention is to provide a transmission device that is smaller, lighter, and produces less noise.
かかる目的を達成するために、本発明に係る変
速装置は、駆動軸と従動側回転体との間を、変速
機及び一方向クラツチより成る変速伝動系と直結
クラツチより成る直結伝動系とのいずれか一方を
介して連結する変速装置において、前記変速機
は、所定の減速比を有する遊星ギヤ装置で構成さ
れており、前記直結クラツチは、前記従動側回転
体の内周面に形成されたカム面と、該カム面内に
配置され、前記駆動軸と一体に回転するロータ
と、該ロータにその径方向に穿設されたシリンダ
室内に配置され、前記ロータの回転時に先端部が
前記カム面上を滑動することにより往復動するピ
ストン部材と、エンジンが所定値以下の低回転時
に前記ピストン部材の往復動を禁止してその先端
部が前記カム面に圧接した直結状態に保持するロ
ツク位置と、エンジンが所定値以上の高回転時に
前記ピストン部材の往復動を許るロツク解除位置
とをとる油圧ロツク機構とから構成されており、
前記駆動軸と従動側回転体との間が、前記低回転
時には前記直結クラツチを介して、前記高回転時
には前記遊星ギヤ装置を介して夫々連結されるよ
うに構成されている。 In order to achieve this object, the transmission device according to the present invention connects the drive shaft and the driven rotating body with either a transmission system consisting of a transmission and a one-way clutch or a direct coupling transmission system consisting of a direct coupling clutch. In the transmission, the transmission is configured with a planetary gear device having a predetermined reduction ratio, and the direct coupling clutch is connected to a cam formed on the inner circumferential surface of the driven rotating body. a rotor disposed within the cam surface and rotating integrally with the drive shaft; disposed within a cylinder chamber bored in the rotor in the radial direction thereof, the tip of which is disposed within the cam surface when the rotor rotates; a piston member that reciprocates by sliding on the top; and a lock position that prohibits the reciprocating movement of the piston member when the engine rotates at a low speed below a predetermined value and maintains the piston member in a directly connected state in which its tip is in pressure contact with the cam surface. , a hydraulic lock mechanism that assumes a lock release position that allows reciprocation of the piston member when the engine rotates at a high speed exceeding a predetermined value;
The drive shaft and the driven rotating body are connected through the direct coupling clutch when the rotation is low, and through the planetary gear device when the rotation is high.
以下、本発明の一実施例を図面に基づいて説明
する。 Hereinafter, one embodiment of the present invention will be described based on the drawings.
第１図において、変速装置１は、エンジンクラ
ンク軸１０にボルト１１で締着された駆動軸１２
及び従動側回転体であるプーリ１４を有し、この
両間の後述の変速機と一方向クラツチ１６とより
成る変速伝動系１８および直結クラツチ２０より
成る直結伝動系が介設されている。本実施例では
複数列のプーリ１４を周設したハウジング２２内
に装着され、所定の減速比を有する遊星ギヤ装置
２４が変速機を構成しており、この遊星ギヤ装置
２４は、駆動軸１２と一体的に形成したフランジ
２８の外周に固設され内歯ギヤを有するリングギ
ヤ３０と、このリングギヤ３０と噛合う３個のプ
ラネタリギヤ３２と、前記プラネタリギヤ３２を
回転自在に軸支しかつ自転可能なキヤリヤ３４
と、シリンダブロツク３６に固設した軸３８にス
プライン４０で固着されプラネタリギヤ３２に噛
合うサンギヤ４２とより成る。そして、キヤリヤ
３４の外周は、一方向クラツチ１６を介してハウ
ジング２２の段付き部内面２２ａと駆動的に連結
可能に設けられている。 In FIG. 1, a transmission 1 includes a drive shaft 12 fastened to an engine crankshaft 10 with bolts 11.
and a pulley 14, which is a driven rotating body, and a transmission transmission system 18 consisting of a transmission and a one-way clutch 16, which will be described later, and a direct coupling transmission system consisting of a direct coupling clutch 20 are interposed between the two. In this embodiment, a planetary gear device 24 that is installed in a housing 22 surrounding a plurality of rows of pulleys 14 and has a predetermined reduction ratio constitutes a transmission. A ring gear 30 having an internal gear fixed to the outer periphery of an integrally formed flange 28, three planetary gears 32 that mesh with the ring gear 30, and a carrier that rotatably supports the planetary gear 32 and is rotatable. 34
A sun gear 42 is fixed to a shaft 38 fixed to a cylinder block 36 by a spline 40 and meshes with a planetary gear 32. The outer periphery of the carrier 34 is configured to be driveably connected to the stepped inner surface 22a of the housing 22 via the one-way clutch 16.
第２図において、ローラ型一方向クラツチ１６
は、ローラ１６ａと、キヤリヤ３４に周設されロ
ーラ１６ａが当接可能な突部１６ｂと、ローラ１
６ａと突部１６ｂとの間に縮設されたスプリング
１６ｃとより成る。 In FIG. 2, a roller type one-way clutch 16
The roller 16a, the protrusion 16b provided around the carrier 34 and which the roller 16a can come into contact with, and the roller 1
6a and a spring 16c compressed between the protrusion 16b.
次に、第１、第３および第４図を参照して直結
クラツチ２０について説明する。直結クラツチ２
０の駆動側および従動側は、それぞれ、駆動軸１
２にスプライン結合したロータ４４および駆動軸
１２の軸方向に直交する断面が例えば楕円形状を
呈するカム面として形成された内周面２２ｂを有
しロータ４４に外接するように近接配置されたハ
ウジング２２で構成されている。そして、横断面
が円形をなすロータ４４には、その互いに直交す
る二つの直径上においてそれぞれ一対をなす円筒
状の第１および第２シリンダ室５１，５２ならび
に第３および第４シリンダ室５３，５４が穿設さ
れている。また、ハウジング内周面２２ｂ側の端
部においてそれぞれローラ５１ａ，５２ａ，５３
ａ，５４ａを回転自在に軸支するほぼ円筒状の第
１ないし第４ピストン部材５１ｂ，５２ｂ，５３
ｂ，５４ｂが、各シリンダ室５１，５２，５３，
５４内に往復動可能に配設されている。そして、
ロータ４４には、第１および第２シリンダ室５
１，５２同士を連通させる第１油路５６と、第３
および第４シリンダ室５３，５４同士ご連通させ
る第２油路５８が形成されている。この第１およ
び第２油路５４，５８は、後述のスプール弁を介
して互いに連通可能であり、エンジン回転に起因
して各ピストン部材５１ｂ，５２ｂ，５３ｂ，５
４ｂが対応するシリンダ室５１，５２，５３，５
４内で往復動すると、潤滑油が各シリンダ室５
１，５２，５３，５４内外へ吸入排出される。こ
こで、潤滑油の吸入あるいは排出量を定める各ピ
ストン部材５１ｂ，５２ｂ，５３ｂ，５４ｂの変
位量は、ロータ４４外周面とハウジング内周面２
２ｂとの離隔距離にほぼ等しく、ロータ４４が円
形であれば該内周面２２ｂの形状に依存する。本
発明では、エンジンクランク軸１０がどの位相に
あつても、第１および第２シリンダ室５１，５２
（あるいは第３および第４シリンダ室５３，５４）
からの潤滑油の排出量と第３および第４シリンダ
室５３，５４（あるいは第１および第２シリンダ
室５１，５２）への吸入量と常に等しくなるよう
な楕円形状等のカム面をハウジング内周面２２
bbに形成してある。 Next, the direct coupling clutch 20 will be explained with reference to FIGS. 1, 3, and 4. Direct clutch 2
The drive side and driven side of 0 are respectively drive shaft 1
A housing 22 is disposed in close contact with the rotor 44 and has an inner circumferential surface 22b formed as a cam surface whose cross section perpendicular to the axial direction of the drive shaft 12 is, for example, an elliptical shape. It consists of The rotor 44, which has a circular cross section, has a pair of cylindrical first and second cylinder chambers 51, 52 and a third and fourth cylinder chamber 53, 54, respectively, on two diameters perpendicular to each other. is drilled. Also, rollers 51a, 52a, 53 are provided at the end of the inner peripheral surface 22b of the housing, respectively.
substantially cylindrical first to fourth piston members 51b, 52b, 53 that rotatably support a, 54a;
b, 54b are each cylinder chamber 51, 52, 53,
54 so as to be able to reciprocate. and,
The rotor 44 includes first and second cylinder chambers 5.
A first oil passage 56 that connects 1 and 52 with each other, and a third
A second oil passage 58 is formed which communicates the fourth cylinder chambers 53 and 54 with each other. The first and second oil passages 54, 58 can communicate with each other via a spool valve, which will be described later, and each piston member 51b, 52b, 53b, 5
Cylinder chambers 51, 52, 53, 5 corresponding to 4b
4, lubricating oil flows into each cylinder chamber 5.
1, 52, 53, 54 are inhaled and discharged inside and outside. Here, the amount of displacement of each piston member 51b, 52b, 53b, and 54b, which determines the amount of lubricating oil sucked or discharged, is determined by the amount of displacement between the outer circumferential surface of the rotor 44 and the inner circumferential surface of the housing 2.
2b, and if the rotor 44 is circular, it depends on the shape of the inner peripheral surface 22b. In the present invention, no matter what phase the engine crankshaft 10 is in, the first and second cylinder chambers 51, 52
(or third and fourth cylinder chambers 53, 54)
A cam surface of an elliptical shape or the like is installed in the housing so that the amount of lubricating oil discharged from the cylinder is always equal to the amount of lubricating oil sucked into the third and fourth cylinder chambers 53, 54 (or the first and second cylinder chambers 51, 52). Peripheral surface 22
It is formed in bb.
また、ロータ４４内に配設されたスプール弁
（油圧ロツク機構）６０は、弁室６２内において
往復動可能に配置され外周に環状凹部６３が形成
されたスプール６４と、このスプール６４をロー
タ４４の半径方向内方に付勢するスプリング６６
と、弁室６２にそれぞれ開口しかつスプール６４
の長手方向に所定間隔だけ互いに離隔した第１お
よび第２弁孔６８，７０とより成る。そして、第
１弁孔６８は、第３油路７２および接続部５６ａ
を介して第１油路５６に連通し、第２弁孔７０は
第４油路７４および接続部５８ａを介して第２油
路５８に連通している。すなわち、スプール弁６
０は、第１および第２油路５６，５８の間に介在
し、スプール６４が変位することにより第１およ
び第２油路５６，５８を連通あるいは遮断させ
る。さらに、第３および第４油路７２，７４は、
それぞれ、逆止め弁７６，７８の出口ポートに接
続された第５および第６油路８０，８２に連通し
ている。一方、逆止め弁７６，７８の入口ポート
は、それぞれ、ボルト１１に設けた貫通孔１１ａ
を介してエンジンクランク軸１０端部に貫設され
た油路１０ａに連通している。この油路１０ａに
は、エンジンのオイルパン内に配設した油圧ポン
プ（いずれも図示せず）で加圧された潤滑油が低
圧が導かれている。 A spool valve (hydraulic lock mechanism) 60 disposed within the rotor 44 includes a spool 64 which is arranged to be reciprocally movable within the valve chamber 62 and has an annular recess 63 formed on its outer periphery. a spring 66 that biases radially inward;
and a spool 64 that opens into the valve chamber 62 and the spool 64.
It consists of first and second valve holes 68, 70 spaced apart from each other by a predetermined distance in the longitudinal direction. The first valve hole 68 is connected to the third oil passage 72 and the connecting portion 56a.
The second valve hole 70 communicates with the second oil passage 58 via the fourth oil passage 74 and the connecting portion 58a. That is, the spool valve 6
0 is interposed between the first and second oil passages 56, 58, and allows the first and second oil passages 56, 58 to communicate or be cut off by displacement of the spool 64. Furthermore, the third and fourth oil passages 72, 74 are
They communicate with fifth and sixth oil passages 80 and 82 connected to outlet ports of check valves 76 and 78, respectively. On the other hand, the inlet ports of the check valves 76 and 78 are through holes 11a provided in the bolts 11, respectively.
It communicates with an oil passage 10a extending through the end of the engine crankshaft 10. Low-pressure lubricating oil pressurized by a hydraulic pump (none of which is shown) disposed in an oil pan of the engine is guided to this oil passage 10a.
次に、上記構成の変速装置の作動について説明
する。 Next, the operation of the transmission with the above configuration will be explained.
エンジン回転数が所定値以下の低回転時には、
スプール弁６０のスプール６４に作用する遠心力
に比べてスプリング６６のばね力が強く、スプー
ル６４はスプリング６６でロータ４４の半径方向
内方に付勢されて第４図に示す位置にある。この
位置において、第２弁孔７０はスプール６４外周
而により閉塞され、第１および第２通路５６，５
８が互いに遮断されている（ロツク位置）。この
場合、例えば第３図に示すように、一対をなす第
１および第２ピストン部材５１ｂ，５２ｂは、各
ローラ５１ａ，５２ａがハウジング内周面２２ｂ
に圧接した直結状態に保持される。すなわち、第
１および第２シリンダ室５１，５２と第１および
第２ピストン部材５１ｂ，５２ｂ内端面で画成さ
れる空間（圧縮室）内に存在する潤滑油は、第２
油路５８を介して第３および第４シリンダ室５
３，５４へ流入できず、第１および第２ピストン
部材５１ｂ，５２ｂも復動が禁止されるからであ
る。エンジンクランク軸１０からの動力は駆動軸
１２を介してロータ４４に伝達されるので、上述
の如く第１および第２ピストン部材５１ｂ，５２
ｂが突出状態にあると該動力はハウジング内周面
２２ｂに当接するローラ５１ａ，５２ａを介して
直接ハウジング２２およびプーリ１４に伝達され
る。一方、駆動軸１２の回転によりキヤリヤ３４
もリングギヤ３０、プラネタリギヤ３２およびサ
ンギヤ４０を介して減速回転するが、キヤリヤ３
４の回転は、この場合、一方向クラツチ１６が空
廻りするのでハウジング２２に伝達されることが
ない。すなわち、エンジン低回転であれば、駆動
力は直結伝動系を介して出力されることになる。 When the engine speed is low, below a predetermined value,
The spring force of the spring 66 is stronger than the centrifugal force acting on the spool 64 of the spool valve 60, and the spool 64 is urged inward in the radial direction of the rotor 44 by the spring 66 to the position shown in FIG. In this position, the second valve hole 70 is closed by the outer periphery of the spool 64, and the first and second passages 56, 5
8 are isolated from each other (locked position). In this case, for example, as shown in FIG.
It is maintained in a directly connected state in pressure contact with the That is, the lubricating oil present in the space (compression chamber) defined by the first and second cylinder chambers 51, 52 and the inner end surfaces of the first and second piston members 51b, 52b is
The third and fourth cylinder chambers 5 via oil passages 58
3 and 54, and the first and second piston members 51b and 52b are also prohibited from backward movement. Since the power from the engine crankshaft 10 is transmitted to the rotor 44 via the drive shaft 12, the first and second piston members 51b, 52
When b is in the protruding state, the power is directly transmitted to the housing 22 and the pulley 14 via the rollers 51a and 52a that come into contact with the housing inner peripheral surface 22b. On the other hand, due to the rotation of the drive shaft 12, the carrier 34
The carrier 3 rotates at a reduced speed via the ring gear 30, planetary gear 32, and sun gear 40.
4 is not transmitted to the housing 22 because the one-way clutch 16 rotates freely in this case. That is, if the engine speed is low, the driving force is output through the direct transmission system.
次に、エンジン回転数が所定値以上の高回転に
なると、スプール６４に加わる遠心力が増大し、
スプール６４はスプリング６６のばね力を克服し
てロータ４４半径方向外方へ移動し、第１および
第２弁孔６８，７０を環状凹部６３に対向させ開
口状態とする。このとき、第１および第２油路５
６，５８が互いに連通状態になり（ロツク解除位
置）、各シリンダ室５１，５２，５３，５４内の
潤滑油は、ロータ４４の回転に起因する各ピスト
ン部材５１ｂ，５２ｂ，５３ｂ，５４ｂの往復動
に伴つて、各シリンダ室５１，５２，５３，５４
内外へ繰返し吸入排出されることになる。このた
め、各ピストン部材５１ｂ，５２ｂ，５３ｂ，５
４ｂはは拘速力を受けないので各シリンダ室５
１，５２，５３，５４内を自由に往復動し、その
結果、各ローラ５１ａ，５２ａ，５３ａ，５４ａ
はハウジング内周面２２ｂ上を滑動することにな
り、ロータ４４とハウジング２２とは駆動的には
遮断状態とされる。一方、駆動軸１２からの動力
は、リングギヤ３０と同一方向に自転および公転
するプラネタリギヤ３２の公転運動と共に減速回
転するキヤリヤ３４から取出され、このキヤリヤ
３４の回転が一方向クラツチ１６の噛合いにより
ハウジング２２に伝達される。すなわち、駆動力
は、遊星ギヤ装置２４による所定の減速比で減速
され一方向クラツチ１６を介して出力されること
になる。 Next, when the engine speed becomes higher than a predetermined value, the centrifugal force applied to the spool 64 increases,
The spool 64 overcomes the spring force of the spring 66 and moves outward in the radial direction of the rotor 44, causing the first and second valve holes 68, 70 to face the annular recess 63 and open. At this time, the first and second oil passages 5
6 and 58 are in communication with each other (unlocked position), and the lubricating oil in each cylinder chamber 51, 52, 53, 54 is absorbed by the reciprocation of each piston member 51b, 52b, 53b, 54b due to the rotation of the rotor 44. With the movement, each cylinder chamber 51, 52, 53, 54
It will be repeatedly inhaled and expelled internally and externally. For this reason, each piston member 51b, 52b, 53b, 5
4b is not subjected to the constraint force, so each cylinder chamber 5
1, 52, 53, 54, and as a result, each roller 51a, 52a, 53a, 54a
slides on the inner circumferential surface 22b of the housing, and the rotor 44 and the housing 22 are driven in a disconnected state. On the other hand, the power from the drive shaft 12 is extracted from a carrier 34 that rotates at a reduced speed along with the revolution of a planetary gear 32 that rotates and revolves in the same direction as the ring gear 30. 22. That is, the driving force is reduced at a predetermined reduction ratio by the planetary gear device 24 and outputted via the one-way clutch 16.
上記実施例では、直結クラツチ２０の断続制御
を、エンジン回転数に対応して増減しスプール６
４に印加されるる遠心力の作用に基づき第１およ
び第２油路５６，５８を連通遮断することにより
行う構成としたが、これに代えて、例えば制御弁
に別途に設け手動操作する構成としたり、あるい
はエンジン回転数を電気信号に変換しこの信号に
基づき第１および第２油路５６，５８を連通遮断
することが可能である。また、上記実施例では、
駆動側のロータ４４にシリンダ室５１〜５４を配
設し、この内部にピストン部材５１ｂ〜５４ｂを
配し、これに当接可能なカム面を従動側のハウジ
ング２２の内周面２２ｂに形成したが、これに代
えて、ハウジング２２側にシリンダ室および油路
を形成すると共にロータ４４外周面にカム面を形
成しても良い。このとき、ロータ４４に配したス
プール弁で油路を連通遮段させる場合には、スプ
ール弁と該油路を作動油の漏洩を生じさせない手
段で接続する。また、この場合においてもスプー
ル弁に代えて別設の制御弁を使用可能である。要
は、直結クラツチ２０を、駆動側ロータ４４と、
従動側ハウジング２２と、ロータ４４とハウジン
グ２２との相対回転運動に伴つて、駆動側あるい
は従動側に形成したシリンダ室内で往復動可能な
ピストン部材とにより構成し、該シリンダ室を制
御信号に応答してシリンダ室外と連通遮断可能と
し、該遮断時に駆動側と従動側とを駆動的に連結
可能に設ければ良い。 In the above embodiment, the intermittent control of the direct coupling clutch 20 is increased or decreased in accordance with the engine speed, and the spool 6
Although the first and second oil passages 56 and 58 are configured to be disconnected from each other based on the action of centrifugal force applied to the control valve, instead of this, for example, a configuration may be adopted in which the control valve is separately provided and manually operated. Alternatively, it is possible to convert the engine speed into an electrical signal and cut off communication between the first and second oil passages 56 and 58 based on this signal. Furthermore, in the above embodiment,
Cylinder chambers 51 to 54 are arranged in the rotor 44 on the driving side, piston members 51b to 54b are arranged inside the cylinder chambers, and a cam surface that can come into contact with the cylinder chambers 51b to 54b is formed on the inner circumferential surface 22b of the housing 22 on the driven side. However, instead of this, a cylinder chamber and an oil passage may be formed on the housing 22 side, and a cam surface may be formed on the outer peripheral surface of the rotor 44. At this time, if the oil passage is to be communicated or interrupted by the spool valve disposed on the rotor 44, the spool valve and the oil passage are connected by a means that does not cause leakage of the hydraulic oil. Also in this case, a separate control valve can be used instead of the spool valve. In short, the direct coupling clutch 20 is connected to the drive side rotor 44,
It is composed of a driven side housing 22 and a piston member that can reciprocate within a cylinder chamber formed on the driving side or the driven side as the rotor 44 and the housing 22 rotate relative to each other, and the cylinder chamber responds to a control signal. It is only necessary to make it possible to disconnect the communication with the outside of the cylinder chamber, and to connect the drive side and the driven side in a driving manner at the time of disconnection.
以上説明したとおり、本発明によれば、下記の
効果が得られる。 As explained above, according to the present invention, the following effects can be obtained.
エンジンの低回転時には、駆動軸の回転が直
結クラツチを介して従動側回転体に直接伝達さ
れ、エンジンの高回転時には、駆動軸の回転が
遊星ギヤ装置及び一方向クラツチを介して従動
側回転体に所定の減速比で減速されて伝達され
るので、エンジンの高回転時にも自動車の補機
類の回転数が抑制され、エンジンの省動力化を
図れると共に補機類の信頼性向上及び小型軽量
化ならびに騒音の低減化が可能であり、
直結伝動系に油圧ロツク機構を含む直結クラ
ツチを用いると共に変速伝動系に遊星ギヤ装置
を用いているので、接続時のトルク伝達容量が
大であり、空調用コンプレツサなどの高トルク
を要する補機類の駆動を確実に行い得る。 When the engine is running at low speeds, the rotation of the drive shaft is directly transmitted to the driven side rotor through the direct coupling clutch, and when the engine is at high speed, the rotation of the drive shaft is transmitted through the planetary gear system and the one-way clutch to the driven side rotor. Since the speed is reduced at a predetermined reduction ratio and transmitted, the rotation speed of the automobile's auxiliary equipment is suppressed even when the engine is at high speed, making it possible to save engine power, improve the reliability of the auxiliary equipment, and make it smaller and lighter. It uses a direct coupling clutch including a hydraulic lock mechanism in the direct coupling transmission system and a planetary gear device in the transmission transmission system, so the torque transmission capacity when connected is large, and the air conditioning It is possible to reliably drive auxiliary equipment that requires high torque, such as a commercial compressor.
エンジン回転数が所定値以上になつたとき、
油圧ロツク機構がロツク位置からロツク解除位
置に切換わり、該油圧ロツク機構により先端部
がカム面に圧接した直結状態に保持されていた
ピストン部材が往復動可能になり、その先端部
がカム面上を滑動するので、直結伝動系から変
速伝動系への切換時におけるシヨツク、振動及
び騒音が少ない、
変速装置全体を従動側回転体（たとえば、補
機類の動力取出し部であるプーリ）内に収める
ことができるので、小型化が可能であり、エン
ジン側の大幅なレイアウト変更が不要であると
共に補機側の構造取付け状態の変更を要しな
い。 When the engine speed reaches a predetermined value or higher,
The hydraulic locking mechanism switches from the locking position to the unlocking position, and the piston member, which was held in a directly connected state with its tip in pressure contact with the cam surface, becomes capable of reciprocating movement, and its tip is brought into contact with the cam surface. Since the transmission system slides, there is less shock, vibration, and noise when switching from a direct transmission system to a variable speed transmission system. Therefore, it is possible to downsize the engine, and there is no need to drastically change the layout on the engine side, and there is no need to change the structural mounting state of the auxiliary equipment side.
第１図は本発明の一実施例を示す縦断面図、第
２図は第１図の実施例の一方向クラツチを示す概
略横断面図、第３図は第１図の実施例の直結伝動
系を示す横断面図、第４図は第３図のＡ−Ａ部の
縦断面図である。
１２……駆動軸、１４……プーリ（従動側回転
体）、１６……一方向クラツチ、１８……変速伝
動系、２０……直結クラツチ、２２……ハウジン
グ（従動側回転体）、２２……ハウジング内周面
（カム面）、２４……遊星ギヤ装置、４４……ロー
タ、５１，５２，５３，５４……シリンダ室、５
１ｂ，５２ｂ，５３ｂ，５４ｂ……ピストン部
材、６０……スプール弁（油圧ロツク機構）。
FIG. 1 is a longitudinal sectional view showing one embodiment of the present invention, FIG. 2 is a schematic cross sectional view showing a one-way clutch of the embodiment of FIG. 1, and FIG. 3 is a direct coupling transmission of the embodiment of FIG. 1. FIG. 4 is a cross-sectional view showing the system, and FIG. 4 is a vertical cross-sectional view taken along the line A-A in FIG. 12... Drive shaft, 14... Pulley (driven rotating body), 16... One-way clutch, 18... Speed change transmission system, 20... Direct coupling clutch, 22... Housing (driven rotating body), 22... ...Housing inner circumferential surface (cam surface), 24 ... Planetary gear device, 44 ... Rotor, 51, 52, 53, 54 ... Cylinder chamber, 5
1b, 52b, 53b, 54b...Piston member, 60...Spool valve (hydraulic lock mechanism).
Claims (1)
一方向クラツチより成る変速伝動系と直結クラツ
チより成る直結伝動系とのいずれか一方を介して
連結する変速装置において、前記変速機は、所定
の減速比を有する遊星ギヤ装置で構成されてお
り、前記直結クラツチは、前記従動側回転体の内
周面に形成されたカム面と、該カム面内に配置さ
れ、前記駆動軸と一体に回転するロータと、該ロ
ータにその径方向に穿設されたシリンダ室内に配
置され、前記ロータの回転時に先端部が前記カム
面上を滑動することにより往復動するピストン部
材と、エンジンが所定値以下の低回転時に前記ピ
ストン部材の往復動を禁止してその先端部が前記
カム面に圧接した直結状態に保持するロツク位置
と、エンジンが所定値以上の高回転時に前記ピス
トン部材の往復動を許すロツク解除位置とをとる
油圧ロツク機構とから構成されており、前記駆動
軸と従動側回転体との間が、前記低回転時には前
記直結クラツチを介して、前記高回転時には前記
遊星ギヤ装置を介して夫々連結されるように構成
されていることを特徴とする変速装置。1. A transmission that connects a drive shaft and a driven rotating body through either a transmission system consisting of a transmission and a one-way clutch, or a direct transmission system consisting of a direct coupling clutch, wherein the transmission comprises: , a planetary gear device having a predetermined reduction ratio, and the direct coupling clutch is arranged between a cam surface formed on the inner circumferential surface of the driven rotating body, and a cam surface disposed within the cam surface and connected to the drive shaft. A rotor that rotates integrally, a piston member that is disposed in a cylinder chamber bored in the rotor in the radial direction and that reciprocates by sliding its tip on the cam surface when the rotor rotates, and an engine. A lock position in which reciprocation of the piston member is prohibited when the engine rotates at low speeds below a predetermined value and the tip thereof is held in a directly connected state in pressure contact with the cam surface, and a lock position in which the piston member reciprocates when the engine speeds at high speeds above a predetermined value. The drive shaft and the driven rotating body are connected via the direct clutch at low rotations and via the planetary gear at high rotations. A transmission device characterized in that the transmission device is configured to be connected to each other via a device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8438482A JPS58200838A (en) | 1982-05-19 | 1982-05-19 | Speed change gear |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8438482A JPS58200838A (en) | 1982-05-19 | 1982-05-19 | Speed change gear |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58200838A JPS58200838A (en) | 1983-11-22 |
| JPH0239671B2 true JPH0239671B2 (en) | 1990-09-06 |
Family
ID=13829060
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8438482A Granted JPS58200838A (en) | 1982-05-19 | 1982-05-19 | Speed change gear |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58200838A (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT8452936V0 (en) * | 1984-02-01 | 1984-02-01 | Riv Officine Di Villar Perosa | TRANSMISSION UNIT SUITABLE FOR TRANSMITTING THE MOTORCYCLE BY A DRIVE BELT FROM THE CRANKSHAFT OF A COMBUSTION ENGINE INTERNAL TO THE ENGINE ACCESSORIES |
| JPS60153828U (en) * | 1984-03-23 | 1985-10-14 | 三菱電機株式会社 | Engine auxiliary drive device |
| JPS6179823A (en) * | 1984-09-25 | 1986-04-23 | Mitsubishi Electric Corp | Drive device for engine accessory |
| JPS6197658U (en) * | 1984-11-30 | 1986-06-23 | ||
| JPH0142692Y2 (en) * | 1984-11-30 | 1989-12-13 | ||
| JPH0142693Y2 (en) * | 1984-11-30 | 1989-12-13 | ||
| JPS6197659U (en) * | 1984-11-30 | 1986-06-23 | ||
| JPS61144466A (en) * | 1984-12-17 | 1986-07-02 | Mitsubishi Electric Corp | Auxiliary equipment drive unit for engine |
| JPS61228159A (en) * | 1985-04-01 | 1986-10-11 | Mitsubishi Electric Corp | Auxiliary driving apparatus for engine |
| JPS61228155A (en) * | 1985-04-01 | 1986-10-11 | Mitsubishi Electric Corp | Auxiliary driving apparatus for engine |
| CN106499793A (en) * | 2016-10-25 | 2017-03-15 | 袁廷华 | Buncher |
| CN108644326B (en) * | 2018-04-27 | 2020-11-17 | 重庆乾威科技有限公司 | Automatic transmission for electric vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5336096A (en) * | 1976-09-15 | 1978-04-04 | Gleason Works | Cutting tool for manufacturing toothed wheel or the like |
-
1982
- 1982-05-19 JP JP8438482A patent/JPS58200838A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5336096A (en) * | 1976-09-15 | 1978-04-04 | Gleason Works | Cutting tool for manufacturing toothed wheel or the like |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58200838A (en) | 1983-11-22 |
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