JPS58200838A - Speed change gear - Google Patents
Speed change gearInfo
- Publication number
- JPS58200838A JPS58200838A JP8438482A JP8438482A JPS58200838A JP S58200838 A JPS58200838 A JP S58200838A JP 8438482 A JP8438482 A JP 8438482A JP 8438482 A JP8438482 A JP 8438482A JP S58200838 A JPS58200838 A JP S58200838A
- Authority
- JP
- Japan
- Prior art keywords
- transmission
- housing
- rotor
- engine
- cylinder chamber
- 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.)
- Granted
Links
Landscapes
- Gear-Shifting Mechanisms (AREA)
- Pulleys (AREA)
Abstract
Description
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。
一般に１自動車の補機類、例えばオルタネータ、ク °
ラコンブレツサ、パワーステアリングボン／等は、エン
ジンのクランク軸端部に駆動的に連結し７たブ〜す、ベ
ルト等を介しエンジン回転数をこ比例して回転駆動され
る。しかし、補機類にψま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、回転数の低域により補機類の信頼＋
１１司１、軽量小型化および騒音の減少を図ることがで
きる３゜本発明は、上記課題を達成するためになされた
ものであり、入力側と出力側との間を、変速機と一方向
クラッチとより成る変速伝動系かあるいｔま直結クラッ
チより成る直結伝動系かのいず１１か一方に切替えて連
結し、変速するようにした変速装置において、直結伝動
系の直結クラッチを、出力側に形成したハウジングと、
入力側１に設けられ該ハウジングの内周面に内挿された
ロータと、このハウジングあるいはロータに穿設したシ
リンダ室内で往復動可能なピストン部材とで構成したＸ
連撮を提供するものである。
以下、本発明の一実施例を図面に基ついてｄヒ明第１図
において、変速装ｆＩ１１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を入力−機構きし
、またプーリ１４を出力賛機構と１、この間に後述の変
速機と一方向クラッチ１６とより成る変速伝動系１８お
よび直結クラッチ２０より成る直結伝動系が介設されて
いる。本実施例では検数列の１−リ１４を周設したハウ
ジング２２内に装着された遊星ギヤ装置２４が変速機を
構成TECHNICAL FIELD The present invention relates to a transmission, and more particularly to a transmission for automobile auxiliary equipment, etc., which is equipped with a mechanism that decelerates the speed when an engine rotates above a certain number of revolutions. Generally, auxiliary equipment of a car, such as alternator,
The lacquer combination, power steering bong, etc. are driven to rotate in proportion to the engine speed through a bush, belt, etc., which are drivingly connected to the end of the crankshaft of the engine. However, the auxiliary machinery has an appropriate rotational speed ψ, and there is no need to drive it at a higher rotational speed. Furthermore, from the viewpoint of engine power saving, it is preferable to suppress the maximum rotation speed of auxiliary machinery, and the reliability of auxiliary machinery is improved by lowering the rotation speed.
1. The present invention has been made in order to achieve the above-mentioned problems, and it is possible to reduce weight and size and reduce noise. In a transmission device that changes speed by switching to and connecting to either a transmission system consisting of a clutch or a direct connection transmission system consisting of a direct connection clutch, the direct connection clutch of the direct connection transmission system has an output. A housing formed on the side;
An
It provides continuous shooting. Hereinafter, one embodiment of the present invention will be explained based on the drawings. In FIG.
A drive shaft 12, which is fastened with a bolt 11, is connected to an input mechanism, and a pulley 14 is connected to an output mechanism. A direct-coupled transmission system consisting of the following is provided. In this embodiment, a planetary gear device 24 installed in a housing 22 surrounding a 1-reel 14 of a number series constitutes a transmission.
【−ており、この遊星ギヤ装［２４は、駆動軸１２
と一体的に形成し九フランジ２８の外周に固設され内歯
ギヤを有するりングギャ６０と、このリングギヤ６０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ャリヤ３４
と、シリンダブロック３６に固設Ｌ７た軸３８にスプラ
イン４０で固着されプラネタリギヤ５２に噛合うサンギ
ヤ４２とより成る。そして、キャリヤ３４の外周は、一
方向フランチ１６を介してハウジング２２０段付き部内
面２２ｇと駆動的に連結可能に設けられている。
第２図において、ローラ型一方向クラッチ１６は、ロー
ラ１６ａと、キャリヤ３ｊ１周設さｔｒクロー１６１が
当接可能な突部１６１１と、ローラｔＳａと突部１６に
との間に縮設され友スプリング１６Ｃとより成る。
次に、第１．第３および第４図を参照して幽結クラッチ
２０について鰭、明する。直結クラッチ２０の駆動−お
よび被動飾は、それぞれ、駆動軸１２に固設したロータ
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ぇ内周面２２ｋ
を鳴しロータ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ｔｍａ
上においてそれぞれ一対をなす円筒状のｍｌおよび勉叡
シリンダ室５１．５２な゛らびに第６ふ・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７２に伸の端部においてそれぞれローラ５１ｍ、
５．．２ｍ、５５ａ、５４ｍを回転自在に軸支する＃１
は円筒状の第１ないし第４ピストン部材５１に、５２１
１．５３ｂ、５４ｋ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５１．５２同士
を連通させる槙１油路５６と、第３および第４シリンダ
室５５．５４同士を連通させる第２油路５８が形成され
ている。この第１およびｆ４２油路５６ 、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５１に、５２に、５５
に、５４ｂが対応するシリンダ室５１．５２．５３．５
４内で往復動すると、ｉ４屑油が各シリンダ室５１．５
２．５ｉ５４内外へ吸入排出される。ここで、潤滑油の
吸入あるいｔま排出量を定める各ピストン部材５１ ｈ
、 ５２ｈ。
５５ｂ、５４１１の変位１は、ロータ４４外周面と・・
ウジンク内Ｍ６［ｉｉ２２ ｋ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ｌ１ｉ２２にの形
状に依存する。本発明では、エンジンクランク軸１０が
どの位相にあって亀、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シリング室５６．５４）
からの潤滑油の排出蓋と第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
）への吸入量とが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２２４に形成しである。
また、ロータ４４内に配設されたスプール弁６＋１は、
弁室６２内において往復動可能Ｋ（ｆｆｉ＊され外周に
環状凹部６６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６油路７２および接続部５＜Ｓａ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６０Ｆｉ、第１および第２油路５
６．５８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Ｋ、第３および第４油路７２．７４ｔｉ、
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の入口ボートは、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１０αには、エンジンのオイルパン内に配設し九
油圧ポンプ（いずれも図示せず）で加圧された潤滑油が
低圧で導かれている。
次に、上記構成の変速装置の作動について説明する、。
エンジン回転数が低い場合には、スプール弁６０ｉ）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６４Ｆｉスプリ／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
外周面により閉塞され、第１および第２油路５６．５８
が互いＫＭ断されている。この場合、例えば第６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５１
ｂ。
５２ｂは、ロータ４４の外周面から突出した状態に保持
される。すなわち、第１および第２シリンダ室５１．５
２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５３．５
４へ流入できず、第１および第２ピストン部材５１Ａ、
５２ｊの復動が妨げられるからである。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５１Ａ、５２Ａが突出状態にめると、該動力はハウジ
ング内周面２２Ａに当接するロー？５１ａ、５２ｇを介
して、直接、ハウジング２２およびグーｌ７１４に伝達
される。一方、駆動軸１２の回転によりキャリヤ３４も
リングギヤ３１１１ プラネタリギヤ６２およびサン
ギヤ４０を介して減速回転するが、キャリヤ３４０回転
は、この場合、一方向クラッチ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
ジンが低回転であれば、駆動力はｉ結伝動系を介して出
力されるととＫなる。
次に１工ンジン回転数が一定以上になると、スプール６
４に加わる遠心力が増大し、スプール６４はスプリング
６６のばね力を吏服してロータ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５６．５８が互いをて連
通状態になり、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５１．５２Ａ、５３轟、５４ｂの往復動に伴って、各
シリンダ室５１．５２．５３゜５４内外へ繰返し吸入排
出されるととＫなる。このため各ピスト／部材５１轟、
５２ｂ、５５ｂ。
５４Ａは拘神力を受は身いので各シリンダ室５１゜５２
．５３，５４内を自由に往復動し、その結果、各ローラ
５１α、５２α、５３１．５４αはハウジング内周面２
２ＩＩ上を単に遊動することＫなり、ロータ４４とハウ
ジング２２とは駆動的には遁断伏ヰとされる。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
減速同転するキャリヤ３４から取出され、このキャリヤ
３４の回転が一方向クラッチ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゛における減速比で減速哀れ一方向クラッチ１
６を介して出力されることになる。
上記実施例でれ、直結クラッチ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６４罠印加される
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、例えは制御弁を別途に設は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を連逍武Ｗ】
ドすることが可能である。また、上記実施例では、駆動
ｉｌ＋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〜５４Ａｔ−配Ｌ１これ
に当接可能なカム面を従動−のハウジング２２の内周面
２２ｈ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断させる場合
には、スプール弁と該油路と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
結クラッチ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
運動に伴って、駆動側あるいは従動−に形成し九シリン
ダ室内で往復動可能なピストン部材とＫより構成し、該
シリンダ室を制御信号ｔｃ ｓＣ）＠ してシリンダ室
外と連通遮断可能とし、該模断時Ｖζ駆動−と従動−と
を駆動的に連結可能に設ければ良い。
以上説明したとおり、本発明によれば、入出力側を変速
伝動系あるいは直結伝動系で連結する変速装置において
、直結伝動系を、ノ）ウジングとロータとで構成しその
いずれか一方にピストン部材を収容するシリンダ室を穿
設し、エンジンの低速回転時に小変速比を得、エンジン
が一定回転数以上で回転する場合に自動的に大変速比を
得るものであるから、エンジンの高速回転時にも自動車
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および小型軽量化ならび
に騒音め低減化が可能である。また、直結伝動系を油圧
ロック機構形式とし、変速伝動系に遊星ギヤ装置を用い
るので、接続時のトルク伝達容量が大であり空調用コン
プレッ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、信頼性が大であると共に変速点においてハウジ
ング内周面上をロータが滑動するので変速ショックが少
ない。そして、本Ｉｌｌ明装置は、小型であるので直結
プーリと大差のないスペースに収めることができ、また
、補機類の動力取出しの中心である従来のクランクプー
リに代えて置換すれば良く取付は装置も簡便に行い得る
ので、エンジン側の大幅なレイアウト変更が不要である
と共和補機側の構造取付社状態の変更を要しない。さら
に、シリンダ室に連通する油路にエンジンクランク軸か
ら逆止め弁を介して潤滑油を供給可能な構成とじたので
、各ピストン部材が吸入行程Ｋｉｈるとき潤滑油の不足
分を補給でき作動上の信頼性が大である。[-, and this planetary gear system [24 is the drive shaft 12
a ring gear 60 that is integrally formed with the outer periphery of the nine flange 28 and has an internal gear; three planetary gears 32 that mesh with the ring gear 60; and a ring gear 60 that is rotatably supported and rotates on its own axis. Possible carrier 34
and a sun gear 42 which is fixed to a shaft 38 fixed to the cylinder block 36 by a spline 40 and meshes with a planetary gear 52. The outer periphery of the carrier 34 is provided so as to be driveably connected to the inner surface 22g of the stepped portion of the housing 220 via the one-way flange 16. In FIG. 2, the roller type one-way clutch 16 has a roller 16a, a protrusion 1611 that is provided around one circumference of the carrier 3j, and on which the tr claw 161 can come into contact, and a roller tSa and the protrusion 16. It consists of a spring 16C. Next, the first. The clutch clutch 20 will be explained in detail with reference to FIGS. 3 and 4. The driving and driven parts of the direct coupling clutch 20 are respectively formed as a rotor 44 fixed to the drive shaft 12 and a cam surface whose cross section perpendicular to the axial direction of the drive shaft 12 has an elliptical shape, for example.
The housing 22 is arranged close to the rotor 44 so as to circumscribe the rotor 44. The rotor 44, which has a circular cross section, has two tma
A pair of cylindrical ml and study cylinder chambers 51,52, as well as a sixth cylinder chamber and a fourth cylinder chamber 53,54 are bored at the top, respectively. Furthermore, rollers 51m,
5. ．． #1 that rotatably supports 2m, 55a, and 54m
521 on the cylindrical first to fourth piston members 51
1.53b, 54k are each cylinder chamber 51.52.53
．． 54 so as to be able to reciprocate. The rotor 44 is formed with a first oil passage 56 that communicates the first and second cylinder chambers 51 and 52 with each other, and a second oil passage 58 that communicates the third and fourth cylinder chambers 55 and 54 with each other. ing. The first and f42 oil passages 56 and 58 can communicate with each other via a spool valve, which will be described later.
54b corresponds to the cylinder chamber 51.52.53.5.
When reciprocating within the cylinder chamber 51.5, i4 waste oil flows into each cylinder chamber 51.5.
2.5i54 is sucked into and discharged from the outside. Here, each piston member 51h determines the intake or discharge amount of lubricating oil.
, 52h. The displacement 1 of 55b and 5411 is the outer peripheral surface of the rotor 44...
It is approximately equal to the separation distance from the inner circumference M6 [ii22 k, and if the rotor 44 is circular, it depends on the shape of the inner circumference l1i22. In the present invention, in which phase the engine crankshaft 10 is located, the first and second cylinder chambers 51 .
52 (or third and fourth shilling chambers 56.54)
The lubricating oil discharge lid and the third and fourth cylinder chambers 53
．． 54 (or first and second cylinder chambers 51.52
) is formed on the housing inner circumferential surface 224 with a cam surface having an elliptical shape or the like so that the amount of suction into the air is always the same. Further, the spool valve 6+1 disposed within the rotor 44 is
A spool 64 that can reciprocate within the valve chamber 62 and has an annular recess 66 formed on its outer periphery, a spring 66 that biases the spool 64 inward in the radial direction of the rotor 44, and a Open and spool 64
The first and second valve holes 68 and 70 are spaced apart from each other by a predetermined distance in the longitudinal direction. The first valve hole 68 communicates with the first oil passage 56 via the sixth oil passage 72 and the connection part 5<Sa, and the second valve hole 70 communicates with the first oil passage 56 through the fourth oil passage 74 and the connection part 58a. It communicates with the second oil passage 58. That is, the spool valve 60Fi, the first and second oil passages 5
6.58, and when the spool 64 is displaced, the first and second oil passages 56.58 are communicated or cut off. Sara K, 3rd and 4th oil passage 72.74ti,
They communicate with fifth and sixth oil passages 80, 82 connected to outlet ports of check valves 76 and 78, respectively. On the other hand, the inlet boats of the check valves 76 and 78 communicate with an oil passage 10a extending through the end of the engine crankshaft 10 through a through hole 11a provided in the bolt 11, respectively. Lubricating oil placed in the oil pan of the engine and pressurized by nine hydraulic pumps (none of which are shown) is guided to this oil passage 10α at low pressure. Next, the operation of the transmission with the above configuration will be explained. When the engine speed is low, the spring force of the spring 66 is stronger than the centrifugal force acting on the spool 64, and the spool 64Fi spring/g 66 is biased inward in the radial direction of the rotor 44. It is in the position shown in Figure 4. In this position, the second valve hole 70 is connected to the spool 64
The first and second oil passages 56, 58 are closed by the outer peripheral surface.
are mutually disconnected from KM. In this case, for example, as shown in FIG. 6, a pair of first and second piston members 51
b. 52b is held in a state protruding from the outer peripheral surface of the rotor 44. That is, the first and second cylinder chambers 51.5
2 and the inner end surfaces of the first and second piston members 51b, 52b (compression chamber).
4, the first and second piston members 51A,
This is because the backward movement of 52j is hindered. Since the power from the engine crankshaft 10 is transmitted to the rotor 44 via the drive shaft 12, when the first and second piston members 51A, 52A are in the protruding state as described above, the power is transmitted to the inner peripheral surface of the housing. Low that touches 22A? It is directly transmitted to the housing 22 and the groove 1714 via 51a and 52g. On the other hand, as the drive shaft 12 rotates, the carrier 34 also decelerates and rotates via the ring gear 3111, planetary gear 62, and sun gear 40, but the rotation of the carrier 340 is transmitted to the housing 22 because the one-way clutch 16 is spinning in this case. In other words, if the engine is running at low speed, the driving force is outputted via the i-coupled transmission system. Next, when the number of revolutions per engine exceeds a certain level, the spool 6
4 increases, the spool 64 absorbs the spring force of the spring 66 and moves outward in the radial direction of the rotor 44, opening the first and second valve holes 68 and 70 to face the annular recess 63. state. At this time, the first and second oil passages 56, 58 are in communication with each other, and the lubricating oil in each cylinder chamber 51, 52, 53, 54 is caused by the rotation of the rotor 44, and the lubricating oil in each piston member 51. As the cylinders 52A, 53, and 54b reciprocate, the cylinder chambers 51, 52, 53, and 54 are repeatedly sucked and discharged into and out of the cylinder chambers 51, 52, 53, and 54. For this reason, each piston/member 51 Todoroki,
52b, 55b. 54A receives restraining force, so each cylinder chamber 51°52
．． 53, 54, and as a result, each roller 51α, 52α, 531.54α
2II, and the rotor 44 and the housing 22 are completely separated from each other in terms of driving. On the other hand, the power from the drive shaft 12 is extracted from a carrier 34 that decelerates and rotates with the revolution of the planetary gear 32 that rotates and revolves in the same direction as the ring gear 30. transmitted to the housing 22. That is, the driving force is reduced by the one-way clutch 1 at the reduction ratio in the planetary gear device 24.
It will be outputted via 6. In the above embodiment, the connection/disconnection control of the direct coupling clutch 20 is increased/decreased in accordance with the engine speed, and the first and second oil passages 56, 58 are disconnected from each other based on the action of the centrifugal force applied to the spool 64. However, instead of this, a control valve may be separately installed and manually operated, or the engine speed may be converted into an electrical signal and the first and second oil passages 56 may be controlled based on this signal. .58 Renshobu W】
It is possible to code. Further, in the above embodiment, the cylinder chambers 51 to 54 are arranged in the rotor 44 of the drive il+,
Inside this, a cam surface that can come into contact with the piston members 51b to 54At-arrangement L1 is formed on the inner circumferential surface 22h of the driven housing 22, but instead of this, a cylinder chamber and an oil passage are provided on the housing 22 side. At this time, if the spool valve disposed on the rotor 44 is used to disconnect the oil passage, 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 formed on the driving side or driven side according to the relative rotational movement between the driving side rotor 44, the driven side housing 22, and the rotor 44 and the housing 22, and is capable of reciprocating within the nine cylinder chamber. The cylinder chamber may be configured with a piston member and K, the cylinder chamber may be communicated with and cut off from the outside of the cylinder chamber by a control signal tc sC)@, and the Vζ drive and the driven may be connected in a driving manner at the time of the cutting. . As explained above, according to the present invention, in a transmission in which the input and output sides are connected by a speed change transmission system or a direct coupling transmission system, the direct coupling transmission system is composed of a housing and a rotor, and a piston member is attached to one of them. A cylinder chamber is bored to accommodate the engine, and a small gear ratio is obtained when the engine rotates at low speed, and a large gear ratio is automatically obtained when the engine rotates above a certain number of revolutions. The rotational speed of automobile auxiliary machinery is also suppressed, making it possible to save engine power, improve the reliability of auxiliary machinery, make them smaller and lighter, and reduce noise. In addition, the direct-coupling transmission system uses a hydraulic lock mechanism type, and the variable speed transmission system uses a planetary gear device, so the torque transmission capacity is large when connected, and it is possible to reliably drive auxiliary equipment that requires high torque such as air conditioning compressors. It is highly reliable, and since the rotor slides on the inner peripheral surface of the housing at the shift point, there is little shift shock. Since this Illumination device is small, it can be stored in the same space as a direct-coupled pulley, and it can be easily installed by replacing the conventional crank pulley, which is the main source of power for auxiliary equipment. Since the device can be easily installed, there is no need to make a major layout change on the engine side, and there is no need to change the structure and installation state on the Kyowa auxiliary equipment side. Furthermore, since the structure is such that lubricating oil can be supplied from the engine crankshaft to the oil passage communicating with the cylinder chamber via a check valve, the lack of lubricating oil can be replenished when each piston member goes through its suction stroke, which improves operation. has great reliability.
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ッ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５図のＡ−Ａ部の縦断面図である。
１０・・・エンジンクランク軸、１２・・・駆動軸、１
４、−・グーリ、１６・・・一方向クラッチ、１８・・
・変速伝動系、２０・・・直結クラッチ、２２・・・ハ
ウジング、２２・・・・・ウジング内周面、２４・・・
遊星ギヤ装置、４４・・・ロータ、５１．５２．５３．
５４・・・シリンダ室、５１ｇ 、５２ｇ、５３ｇ、５
４ｇ・・・ローラ、５１ｂ、５２４．５５に、５４ｂ・
・・ピストン部材、６０・・・スプール弁、７６．７８
・・・逆止め弁。
出願人 本田技研工業株式会社
代理人 弁理士 渡 部 敏 彦
第４図FIG. 1 is a longitudinal cross-sectional view showing one embodiment of the present invention, FIG. 2 is a schematic cross-sectional view showing the 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 AA in FIG. 10... Engine crankshaft, 12... Drive shaft, 1
4, - Guri, 16... One-way clutch, 18...
・Speed transmission system, 20... Direct clutch, 22... Housing, 22... Inner peripheral surface of housing, 24...
Planetary gear device, 44...rotor, 51.52.53.
54...Cylinder chamber, 51g, 52g, 53g, 5
4g...Roller, 51b, 524.55, 54b.
...Piston member, 60...Spool valve, 76.78
...Check valve. Applicant Honda Motor Co., Ltd. Agent Patent Attorney Toshihiko Watanabe Figure 4
Claims (1)
の間を変速機と一方向クラッチとより成る変速伝動系お
よび直結クラッチより成る直結伝動系かのいずれかに切
替えて連結するようにした変速装置において、前記直結
クラッチを、前記出力１１１１に形成したハウジングと
、前記入力端に・設けられ前記ハウジングの内筒面に内
挿されたロータと、前記ハウジングおよび前記１コ！り
のいずれか一方に穿設したシリンダ室内で召復動可能な
ピストン部材とで構成し、前記ヒント／部材が前記エン
ジンの回転数に応じた制御人力に応答して前記住復動を
停止しあるいは続Ｔｉし、前記１４結伝動系あるいけ前
記変速＠を経由する前記変速伝動系のいずれか一方に切
替オるように構成したことを特徴とする変速装ｗｔ、。 ２、前記ロータに前記シリンダ室を形成し、ｓｏｌ紀ハ
ウジングの前記内周面に前記ピストン部材が当接可能な
カム面を形成した特許請求の範囲第１項記載の変速装置
。 ５、＠記変速機を遊星ギヤで構成し喪特許請求の範囲第
１項又は第２項記載の変速装置。 ４、遠心力によって連通遮断するスプール弁が、前記ピ
ストン部材への前記制御入力を発生する特許請求の範囲
第１項又祉第２項記載の変速装置。 ５、 前記シリンダ室とエンジンクランク軸端部との
間に形成された油路に逆止め弁を介設し、前記シリンダ
室へ前記エンジンクランク軸端部から潤滑油を補給する
構成とした特許請求の範囲第１項又は第２項記載の一連
装置。[Scope of Claims] 1. Between the input side drivingly connected to the engine and the output [1], either a variable speed 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 device in which the direct coupling clutch is connected at the output 1111, the transmission includes a housing formed at the output 1111, a rotor provided at the input end and inserted into the inner cylindrical surface of the housing, the housing and the 1 piece! a piston member that can be retracted in a cylinder chamber bored in either one of the pistons, and the tip/member stops the retractable movement in response to control human power according to the rotational speed of the engine. A transmission wt characterized in that it is configured to switch to either the 14-connection transmission system or the transmission transmission system via the transmission. 2. The transmission according to claim 1, wherein the cylinder chamber is formed in the rotor, and a cam surface on which the piston member can come into contact is formed on the inner circumferential surface of the solenoid housing. 5. The transmission according to claim 1 or 2, wherein the transmission is composed of planetary gears. 4. The transmission according to claim 1 or claim 2, wherein a spool valve that is disconnected and disconnected by centrifugal force generates the control input to the piston member. 5. A patent claim in which a check valve is interposed in an oil passage formed between the cylinder chamber and the end of the engine crankshaft, and lubricating oil is supplied to the cylinder chamber from the end of the engine crankshaft. A series of devices according to item 1 or 2.
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 true JPS58200838A (en) | 1983-11-22 |
| JPH0239671B2 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) |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| US4627309A (en) * | 1984-11-30 | 1986-12-09 | Mitsubishi Denki Kabushiki Kaisha | Accessory drive device in engine |
| US4643046A (en) * | 1984-11-30 | 1987-02-17 | Mitsubishi Denki Kabushiki Kaisha | Accessory drive device in engine |
| US4662244A (en) * | 1984-11-30 | 1987-05-05 | Kazutoshi Kaneyuki | Accessory drive device in engine |
| US4679456A (en) * | 1984-12-17 | 1987-07-14 | Mitsubishi Denki Kabushiki Kaisha | Auxiliary device driving unit driven by a vehicle engine |
| US4685355A (en) * | 1984-11-30 | 1987-08-11 | Mitsubishi Denki Kabushiki Kaisha | Accessory drive device in engine |
| US4730516A (en) * | 1985-04-01 | 1988-03-15 | Mitsubishi Denki Kabushiki Kaisha | Drive apparatus for auxiliary equipment responsive to a charging generator speed representing signal |
| US4738164A (en) * | 1985-04-01 | 1988-04-19 | Mitsubishi Denki Kabushiki Kaisha | Centrifugal force adjusted infinitely variable drive apparatus for auxiliary equipment |
| EP0154785B1 (en) * | 1984-02-01 | 1988-07-13 | RIV-SKF OFFICINE DI VILLAR PEROSA S.p.A | Belt drive unit for transmitting drive between the drive shaft on an internal combustion engine and associated accessories |
| CN106499793A (en) * | 2016-10-25 | 2017-03-15 | 袁廷华 | Buncher |
| CN108644326A (en) * | 2018-04-27 | 2018-10-12 | 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 |
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0154785B1 (en) * | 1984-02-01 | 1988-07-13 | RIV-SKF OFFICINE DI VILLAR PEROSA S.p.A | Belt drive unit for transmitting drive between the drive shaft on an internal combustion engine and associated accessories |
| JPS60153828U (en) * | 1984-03-23 | 1985-10-14 | 三菱電機株式会社 | Engine auxiliary drive device |
| JPH0139865Y2 (en) * | 1984-03-23 | 1989-11-30 | ||
| US4730515A (en) * | 1984-09-25 | 1988-03-15 | Mitsubishi Denki Kabushiki Kaisha | Drive apparatus for engine auxiliary equipment |
| JPS6179823A (en) * | 1984-09-25 | 1986-04-23 | Mitsubishi Electric Corp | Drive device for engine accessory |
| JPH0217695B2 (en) * | 1984-09-25 | 1990-04-23 | Mitsubishi Electric Corp | |
| EP0184104B1 (en) * | 1984-11-30 | 1990-04-04 | Mitsubishi Denki Kabushiki Kaisha | Accessory drive device in engine |
| US4685355A (en) * | 1984-11-30 | 1987-08-11 | Mitsubishi Denki Kabushiki Kaisha | Accessory drive device in engine |
| US4662244A (en) * | 1984-11-30 | 1987-05-05 | Kazutoshi Kaneyuki | Accessory drive device in engine |
| US4643046A (en) * | 1984-11-30 | 1987-02-17 | Mitsubishi Denki Kabushiki Kaisha | Accessory drive device in engine |
| EP0184709B1 (en) * | 1984-11-30 | 1990-04-04 | Mitsubishi Denki Kabushiki Kaisha | Accessory drive device in engine |
| US4627309A (en) * | 1984-11-30 | 1986-12-09 | Mitsubishi Denki Kabushiki Kaisha | Accessory drive device in engine |
| US4679456A (en) * | 1984-12-17 | 1987-07-14 | Mitsubishi Denki Kabushiki Kaisha | Auxiliary device driving unit driven by a vehicle engine |
| US4730516A (en) * | 1985-04-01 | 1988-03-15 | Mitsubishi Denki Kabushiki Kaisha | Drive apparatus for auxiliary equipment responsive to a charging generator speed representing signal |
| US4738164A (en) * | 1985-04-01 | 1988-04-19 | Mitsubishi Denki Kabushiki Kaisha | Centrifugal force adjusted infinitely variable drive apparatus for auxiliary equipment |
| CN106499793A (en) * | 2016-10-25 | 2017-03-15 | 袁廷华 | Buncher |
| CN108644326A (en) * | 2018-04-27 | 2018-10-12 | 重庆乾威科技有限公司 | Automatic transmission for electric vehicle |
| CN108644326B (en) * | 2018-04-27 | 2020-11-17 | 重庆乾威科技有限公司 | Automatic transmission for electric vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0239671B2 (en) | 1990-09-06 |
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