JPS59171717A - Power transmission controller for vehicle - Google Patents
Power transmission controller for vehicleInfo
- Publication number
- JPS59171717A JPS59171717A JP58043406A JP4340683A JPS59171717A JP S59171717 A JPS59171717 A JP S59171717A JP 58043406 A JP58043406 A JP 58043406A JP 4340683 A JP4340683 A JP 4340683A JP S59171717 A JPS59171717 A JP S59171717A
- Authority
- JP
- Japan
- Prior art keywords
- way clutch
- clutch
- engine
- power transmission
- driven gear
- 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
Classifications
-
- Y02T10/76—
Landscapes
- Motor Power Transmission Devices (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、自動車等の車両の動力伝達系において、エン
ジンから駆動輪を駆動する正負荷運転時、並びに駆動輪
からエンジンを駆動する逆負荷運転時の動力伝達を制御
する動力伝達制御装置に関する。逆負荷運転は、所謂エ
ンジンブレーキの状態であって、エンジンの燃料消費の
面からは好ましくない。そこで、動力伝達系に一方面ク
ラッチを介装して、逆負荷運転時にはこの一方面クラッ
チの遮断作用により駆動輪からエンジン側への駆動力の
伝達を断つようにしたものが既に提案されている。しか
し、こうしたものでは逆負荷運転時にエンジンブレーキ
が全く効かないため、特に長い降板路などで制動装置の
酷使を余儀なくされる問題がある。DETAILED DESCRIPTION OF THE INVENTION The present invention controls power transmission in a power transmission system of a vehicle such as an automobile during normal load operation in which the engine drives the drive wheels and during reverse load operation in which the engine is driven from the drive wheels. The present invention relates to a power transmission control device. Reverse load operation is a state of so-called engine braking, which is unfavorable from the standpoint of engine fuel consumption. Therefore, a system has already been proposed in which a one-sided clutch is interposed in the power transmission system, and the transmission of driving force from the drive wheels to the engine is cut off by the disconnection action of this one-sided clutch during reverse load operation. . However, in these systems, the engine brake does not work at all during reverse load operation, so there is a problem in that the brake system is forced to be overused, especially on long descent routes.
そこで、本発明の第１目的とするところは、逆負荷運転
時に所定値以上のトルク伝達を遮断するようにして、エ
ンジンブレーキ効果を適当に確保して制動装置の負担を
軽減すると共に燃料経済性を満足させることができる有
効な前記動力伝達制御装置を提供することにあり、この
目的を達成するために、本発明は、エンジンと駆動輪間
を接続する車両の動力伝達系に第１一方向クラッチ及び
第２一方向クラッチを並列に介装し、前記第１一方向ク
ラッチは正負荷運転時に接続状態となるように構成し、
前記第２一方向クラッチは逆負荷運転時に接続状態とな
り且つ所定値以上の伝達トルクを受けると滑りを生じる
ように構成したことを第１の特徴とするものである。Therefore, the first object of the present invention is to cut off torque transmission exceeding a predetermined value during reverse load operation, thereby ensuring an appropriate engine braking effect, reducing the burden on the braking device, and improving fuel economy. An object of the present invention is to provide an effective power transmission control device that can satisfy the above-mentioned power transmission control device. A clutch and a second one-way clutch are interposed in parallel, and the first one-way clutch is configured to be in a connected state during positive load operation,
A first feature of the second one-way clutch is that the second one-way clutch is configured to be in a connected state during reverse load operation and to cause slippage when receiving a transmitted torque of a predetermined value or more.
また、本発明の第２の目的は、逆負荷運転時に所定値以
上のトルク伝達を遮断−ｆろと共にその所定値を適当に
調節できるようにしてエンジンブレーキ効果を制御し、
もって燃料経済性と制動装置の負担軽減とを更に図り、
運転性を向上させることができる前記動力伝達制御装置
を提供することにあり、この目的を達成するために、本
発明は、第１の特徴に加え、前記第２一方向クラッチを
、逆負荷運転時に調節可能の接続力を以て接続状態とな
るように構成したことを第２の％徴とする。A second object of the present invention is to control the engine braking effect by cutting off the transmission of torque exceeding a predetermined value during reverse load operation and making it possible to appropriately adjust the predetermined value.
This further improves fuel economy and reduces the burden on the braking system.
An object of the present invention is to provide the power transmission control device that can improve driveability. The second percent sign is that the device is configured to be in a connected state with an adjustable connecting force.
以下、図面により本発明の一実施例について説明すると
、第１図においてエンジンＬ°の動力ばそのクランク軸
１から発進クラッチＣ１変速機Ｍ及び差動装置りを経て
左右の駆動輪Ｗｌ 、 Ｗｒへと伝達され、本発明の動
力伝達制御装置Ｐは、エンジンＥかも各駆動輪Ｗｔ 、
Ｗｒまでの動力伝達系＼〜、−１
のどの場所に設けてもよいが、本実施例では発進クラッ
チＣと変速機３間に設けられる。Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In Fig. 1, the power bank of the engine L° is connected from the crankshaft 1 of the power bank to the left and right drive wheels Wl, Wr via the starting clutch C1, transmission M, and differential device. The power transmission control device P of the present invention transmits the following information to the engine E and each drive wheel Wt,
Although it may be provided anywhere in the power transmission system up to Wr, it is provided between the starting clutch C and the transmission 3 in this embodiment.
その動力伝達制御装置Ｐを第２図により説明すると、前
記発進クラッチＣ゛の出力側より延出するクラッチ軸２
と前記変速機Ｍの入力軸３とは平行に配設され、またこ
の両軸２，３の間にこれらと平行に中継軸４が配設され
、この軸４は軸受５゜５′を介して変速機Ｈのミソショ
アケース６に支承される。クラッチ軸２には駆動歯車Ｉ
が一体に形成され、この駆動歯車７と噛合する被動歯車
８が中継軸４に軸受９，９′を介して回転自在に支承さ
れる。これら被動歯車８と中継軸４間に、定容量型の第
１一方向クラッチ０１及び可変容量型の第２一方向クラ
ッチ０２が互いに並列に介装される。To explain the power transmission control device P with reference to FIG. 2, a clutch shaft 2 extending from the output side of the starting clutch C'
and the input shaft 3 of the transmission M are disposed parallel to each other, and a relay shaft 4 is disposed parallel to these two shafts 2 and 3, and this shaft 4 is and is supported by the midshore case 6 of the transmission H. A drive gear I is attached to the clutch shaft 2.
A driven gear 8 that meshes with the drive gear 7 is rotatably supported on the relay shaft 4 via bearings 9, 9'. Between the driven gear 8 and the relay shaft 4, a first one-way clutch 01 of a constant displacement type and a second one-way clutch 02 of a variable displacement type are interposed in parallel with each other.
また、中継軸４及び入力軸３には互いに噛合する駆動及
び被動歯車１０，１１がそれぞれ一体に形成される。Furthermore, drive and driven gears 10 and 11 that mesh with each other are integrally formed on the relay shaft 4 and the input shaft 3, respectively.
第１一方向クラッチ０１は、被動歯車８の一側面に一体
に突設されて中継軸４を囲繞するクラッチアウタ１２と
、このクラッチアウタ１２の内周面と中継軸４の外周面
との間に挿入されたクラッチローラ１３とより構成され
、中継軸４に対し被動歯車８が駆動側になるときにはク
ラッチローラ１３がロック状態となってクラッチアウタ
１２及び中継軸４間を接続し、これとは反対に中継軸４
が駆動側となったときにはクラッチロー２１３が自由状
態となってクラッチアウタ１２及び中継軸４間が遮断さ
れるようになっている。The first one-way clutch 01 includes a clutch outer 12 that integrally protrudes from one side of the driven gear 8 and surrounds the relay shaft 4, and a clutch outer 12 that extends between the inner peripheral surface of the clutch outer 12 and the outer peripheral surface of the relay shaft 4. When the driven gear 8 is on the drive side with respect to the relay shaft 4, the clutch roller 13 is in a locked state and connects the clutch outer 12 and the relay shaft 4. On the contrary, relay shaft 4
When the clutch is on the drive side, the clutch low 213 is in a free state, and the connection between the clutch outer 12 and the relay shaft 4 is cut off.
第２一方向クラッチ０２は、被動歯車８の他側面に一体
に突設されて内周円錐面１４．Ｚを有するクラッチアウ
タ１４と、その内周円錐面１４ａと対向する外周円錐面
１５１Ｚを有しスプライン１６を介して中継軸４に摺動
自在に連結されるクラッチインナ１５と、上記両日錐面
１４４．１５α間に挿入されて環状に配列される多数の
ニードルローラ１７と、これらニードルローラ１７を、
上記両日錐面１４α、１５α間の中央を通る仮想円錐面
の母線乙に対し一定角度θ（第２Ａ図参照）傾斜した状
態に保持する保持器１８と、クラッチインナ１５の外端
に一体に連設したピストン１９と、このピストン１９を
収容して中継軸４に固着される油圧シリンダ２０と、被
動歯車８及びクラッチインナ１５間に縮設されてクラッ
チインナ１５を、前記同円錐面１４α、１５ａの対向間
隙が広がる方向に弾圧するクラッチばね２１とより構成
され、前記ニードルローラ１７の傾斜方向は、クラッチ
アウタ１４がクラッチインナ１５に対して駆動側となる
ときそれらの相対回転に伴うニードルローラ１７の自転
によってクラッチアウタ１４及びクラッチインナ１５を
相互に引き寄せるように設定される。The second one-way clutch 02 is integrally protruded from the other side surface of the driven gear 8 and has an inner circumferential conical surface 14. Clutch outer 14 having a radius Z, a clutch inner 15 having an outer conical surface 151Z opposite to the inner conical surface 14a and slidably connected to the relay shaft 4 via the spline 16, and the double conical surface 144. A large number of needle rollers 17 inserted between .15α and arranged in a ring, and these needle rollers 17,
A retainer 18 is integrally connected to the outer end of the clutch inner 15, and the retainer 18 is held at a constant angle θ (see FIG. 2A) with respect to the generatrix B of the virtual conical surface passing through the center between the double conical surfaces 14α and 15α. A piston 19 provided therein, a hydraulic cylinder 20 accommodating the piston 19 and fixed to the relay shaft 4, and a hydraulic cylinder 20 which is compressed between the driven gear 8 and the clutch inner 15 to connect the clutch inner 15 to the same conical surfaces 14α, 15a. The inclination direction of the needle roller 17 is determined by the direction of inclination of the needle roller 17 due to the relative rotation of the clutch outer 14 with respect to the clutch inner 15. The clutch outer 14 and the clutch inner 15 are set to be drawn toward each other by the rotation of the clutch.
中継軸４には中空部２２を有し、ミッションケース６に
基端部をＯリング２３．２４を介して支持された同心配
置の内側給油管２５及び外側給油管２６の先端が中継軸
４の軸線に沿って上記中空部２２内に突入される。The relay shaft 4 has a hollow part 22, and the tips of the inner oil supply pipe 25 and the outer oil supply pipe 26, which are concentrically arranged and whose base ends are supported by the transmission case 6 via O-rings 23 and 24, are connected to the relay shaft 4. It is inserted into the hollow portion 22 along the axis.
中空部２２には支持部材２７が嵌着され、これが上記内
側給油管２５の先端部を回転自在に支承する。この場合
、支持部材２７と内側給油管２５との間に加工誤差によ
る偏心があれば、その偏心はＯリング２３０弾性変形に
よる内側給油管２５の揺動によって吸収される。支持部
材２７及び中継部４には、油圧シリンダ２０内と内側給
油管２５１一方向クラッチ０１にそれぞれ連通する油孔
２９゜３０．３１．３２が開口し、外側給油管２６はこ
れら油孔２９，３０，３１．３２と連通するように中空
部２２に直接開口する。図示例では、油孔２９．３１．
３２と外側給油管２６との間に支持部材２γが配置され
るので、それらの連通を妨げないよう支持部材２７には
連通孔３３が穿設される。また、中空部２２の開口端に
は、そこからの油漏れを防ぐために、外側給油管２６を
細隙を存して囲繞するキャンプ３４が嵌着される。A support member 27 is fitted into the hollow portion 22 and rotatably supports the tip of the inner oil supply pipe 25. In this case, if there is eccentricity between the support member 27 and the inner oil supply pipe 25 due to a machining error, the eccentricity is absorbed by the swinging of the inner oil supply pipe 25 due to the elastic deformation of the O-ring 230. Oil holes 29, 30, 31, and 32 are opened in the support member 27 and the relay part 4, respectively, to communicate with the inside of the hydraulic cylinder 20 and the inner oil supply pipe 251 and the one-way clutch 01, and the outer oil supply pipe 26 is connected to these oil holes 29, 30, 31, and 32. 30, 31, and 32, and opens directly into the hollow part 22. In the illustrated example, oil holes 29.31.
Since the supporting member 2γ is disposed between the outer oil supply pipe 32 and the outer oil supply pipe 26, a communication hole 33 is formed in the supporting member 27 so as not to impede communication therebetween. Further, a camp 34 that surrounds the outer oil supply pipe 26 with a narrow gap is fitted into the open end of the hollow portion 22 in order to prevent oil leakage therefrom.
ミッションケース６の外側面には分配板３５がボルト３
６により固着される。この分配板３５には、前記内側給
油管２５０基端に連なる第１給油管３γと、前記外側給
油管２６０基端に連なる第２給油管３８が接続されてお
り、第１給油管３７には第３図の制御弁Ｖからの出力油
圧が供給され、第２給油管３８には図示しない潤滑油ポ
ンプからの吐出油が供給されるようになっている。A distribution plate 35 is attached to the bolt 3 on the outer surface of the mission case 6.
It is fixed by 6. A first oil supply pipe 3γ connected to the base end of the inner oil supply pipe 250 and a second oil supply pipe 38 connected to the base end of the outer oil supply pipe 260 are connected to the distribution plate 35. The output oil pressure from the control valve V in FIG. 3 is supplied, and the second oil supply pipe 38 is supplied with oil discharged from a lubricating oil pump (not shown).
第３図において、制御弁Ｖは一端を閉塞したシリンダ状
の弁面４０を有し、この弁面４０には戻しばね４１、ス
プール弁４２、調圧ばね４３及び押圧ピストン４４が順
次挿入され、スプール弁４２の中間部には戻しばね４１
側を向いた受圧面４２ａが形成されている。最外側の抑
圧ピストン４４には、固定の支軸４５に支持させた作動
ソバ−４６の上腕部４６．Ｚ中間部が連接され、またそ
の」二腕部４６ｃの先端には前記エンジンＥの絞弁の開
放に連動して牽引されるスロットルワイヤ４７が接続さ
れ、さらに作動レバー４６の下腕部４６ｂには、抑圧ピ
ストン４４を押圧する方向に該作動レバー４６を付勢す
る作動ばね４８が接続される。In FIG. 3, the control valve V has a cylindrical valve surface 40 with one end closed, and a return spring 41, a spool valve 42, a pressure regulating spring 43, and a pressure piston 44 are sequentially inserted into this valve surface 40. A return spring 41 is located in the middle of the spool valve 42.
A pressure receiving surface 42a facing toward the side is formed. The outermost suppression piston 44 has an upper arm portion 46 of an actuation bar 46 supported on a fixed support shaft 45. The Z intermediate section is connected, and a throttle wire 47 that is pulled in conjunction with the opening of the throttle valve of the engine E is connected to the tip of the second arm section 46c, and further connected to the lower arm section 46b of the operating lever 46. is connected to an actuation spring 48 that biases the actuation lever 46 in a direction that presses the suppression piston 44.
この作動ばね４８は、前記押圧ばね４３よりばね力が強
く、スロットルワイヤ４７の牽引が緩められるに従い作
動レバー４６及び抑圧ピストン４４を介して調圧ばね４
３を押圧し、そのセント荷重を増加させるものである。This operating spring 48 has a stronger spring force than the pressure spring 43, and as the traction of the throttle wire 47 is loosened, the pressure regulating spring 4 is activated via the operating lever 46 and the suppression piston 44.
3 to increase the cent load.
弁面４０の内周面には、調圧ばね４３側から順に第１〜
第４ポート５１〜５４が開口し、第１ポート５１は油溜
５５に連通し、第２ポート５２は前記第１給油管３７に
連通し、第３ポート５３は油圧ポンプ５６の吐出口に連
通し、第４ポート５４はスプール弁４２の受圧面４？に
連通すると共に第３ポート５３にオリフィス５７を介し
て連通する。On the inner circumferential surface of the valve surface 40, first to
The fourth ports 51 to 54 are open, the first port 51 communicates with the oil reservoir 55, the second port 52 communicates with the first oil supply pipe 37, and the third port 53 communicates with the discharge port of the hydraulic pump 56. However, the fourth port 54 is connected to the pressure receiving surface 4 of the spool valve 42. It also communicates with the third port 53 via an orifice 57.
次に、この実施例の作用を説明すると、正負荷運転時に
は、第２図において中継軸４に対しては被動歯車８が駆
動側となるので、第１一方向クラッチ０１が接続状態と
なる。したがって、エンジンＥよりクラッチ軸２に伝達
された動力は駆動歯車７、被動歯車８、第１一方向クラ
ッチ０１、中継軸４、駆動歯車１０及び被動歯車１１を
順次経て変速機Ｍの入力軸３へと伝達され、最終的には
駆動輪ＩＪ／ｌ 、 ＃／γへ伝達されてこれを５駆動
する。Next, to explain the operation of this embodiment, during positive load operation, the driven gear 8 is on the driving side with respect to the relay shaft 4 in FIG. 2, so the first one-way clutch 01 is in a connected state. Therefore, the power transmitted from the engine E to the clutch shaft 2 passes through the drive gear 7, the driven gear 8, the first one-way clutch 01, the relay shaft 4, the drive gear 10, and the driven gear 11 in order, and then passes through the input shaft 3 of the transmission M. and finally to the drive wheels IJ/l and #/γ to drive them.
一方、第２一方向クラッチ０２では遮断状態を呈する。On the other hand, the second one-way clutch 02 exhibits a disconnected state.
即ち、正負荷運転時にはクラッチアウタ１４がクラッチ
インナ１５に対して第２Ａ図で矢印Ｘ旅に回転しようと
し、若しそのような相対回転が生じれば、これに伴い前
述のように傾斜したニードルローラ１７が自転してクラ
ッチインナ１５をクラッチアウタ１４から離反させるよ
うに作用するので、クラッチアウタ１４からクラッチイ
ンをもたらすものではない。That is, during positive load operation, the clutch outer 14 tries to rotate in the direction of arrow X in FIG. 2A with respect to the clutch inner 15, and if such relative rotation occurs, the inclined needle as described above Since the roller 17 rotates and acts to separate the clutch inner 15 from the clutch outer 14, it does not cause clutch-in from the clutch outer 14.
逆負荷運転時には、中継軸４が被動歯車８に対して駆動
側となるので、第１一方向クラッチ０１は遮断状態とな
り、このため中継軸４かもスプライン１６を介して駆動
されるクラッチインナ１５の外周円錐面１５ｃｔがクラ
ッチアウタ１４の内周円錐面１４αに対してｇＺＡ図で
矢印Ｙ方向に回転する。このとき、油圧シリンダ２０の
導入油圧によりピストン１９が第２図で左方に押圧され
てニードルローラ１７を両口錐面ｉ４ａ、１５ｚに圧接
していれば、両口錐面１１ｚ、１５ａの上記のような相
対回転に伴いニードルローラ１７が自転するが、それが
前述のように傾斜しているので、その自転によってクラ
ッチアウタ１４及びクラツメインナ１５に、これらを互
いに引き寄せるような軸方向変位を与える。実際には、
クラッチアウタ１４は軸方向に移動不能であるので、ク
ラッチインナ１５がスプライン１６上を滑ってクラッチ
アウタ１４側へ引き寄せられる。その結果、ニードルロ
ーラは両日錐面１４α、１５α間に喰込み、クラッチア
ウタ１４及びクラッチインナ１５間を機械的に結合する
。こ−うして、第２一方向クラッチ０２は接続状態とな
る。During reverse load operation, the relay shaft 4 is on the drive side with respect to the driven gear 8, so the first one-way clutch 01 is in a disconnected state, and therefore the relay shaft 4 is also connected to the clutch inner 15 driven via the spline 16. The outer circumferential conical surface 15ct rotates in the direction of arrow Y in the gZA diagram with respect to the inner circumferential conical surface 14α of the clutch outer 14. At this time, if the piston 19 is pressed to the left in FIG. 2 by the introduced hydraulic pressure of the hydraulic cylinder 20 and presses the needle roller 17 against the double-ended conical surfaces i4a, 15z, the above-mentioned The needle roller 17 rotates due to the relative rotation, and since it is inclined as described above, the rotation gives an axial displacement to the clutch outer 14 and the clutch inner 15 so as to draw them toward each other. in fact,
Since the clutch outer 14 is immovable in the axial direction, the clutch inner 15 slides on the spline 16 and is drawn toward the clutch outer 14. As a result, the needle roller bites between the conical surfaces 14α and 15α, mechanically coupling the clutch outer 14 and the clutch inner 15. In this way, the second one-way clutch 02 is brought into the connected state.
したがって′、駆動輪ＪＪ’ ｌ 、 ＩＪ’ ｒ憫か
ら変速機Ｍの入力軸３に伝達された駆動力は、被動歯車
１１、駆動歯車１０、中継軸４、スプライン１６、クラ
ッチインナ１５、ニードルローラ１７、クラッチアウタ
１４、被動歯車８及び駆動歯車７を順次経てクラッチ軸
２へと伝達され、これによって最終的にはエンジンＬ′
のクランク軸１が駆動されるので、エンジンブレーキの
状態となる。Therefore, the driving force transmitted from the driving wheels JJ'l, IJ'r to the input shaft 3 of the transmission M is transmitted to the driven gear 11, the driving gear 10, the relay shaft 4, the spline 16, the clutch inner 15, and the needle roller. 17, the clutch outer 14, the driven gear 8, and the driving gear 7, and then the transmission is transmitted to the clutch shaft 2, and finally the engine L'
Since the crankshaft 1 of the engine is driven, engine braking is applied.
このような第２一方向クラッチ０２の接続状態において
も、その接続力を上回るような駆動輪ｒｐｔ。Even in such a connected state of the second one-way clutch 02, the driving wheel rpt exceeds the connecting force.
Ｗγからの駆動力が第２一方向クラッチ０２に作用する
と、ニードルローラ１７は各円Ｒ面１４ａ。When the driving force from Wγ acts on the second one-way clutch 02, the needle roller 17 rotates on each circular R surface 14a.
１５αに対して滑りを生じ、その駆動力のエンジンＬへ
の伝達量を制限するため、エンジンブレーキ効果は一定
レベルに抑えられる。15α and limits the amount of driving force transmitted to the engine L, so the engine braking effect is suppressed to a constant level.
ところで、第２一方向クラッチ（）、の接続力はピスト
ン１９の押圧力、即ち油圧シリンダ２０の導入油圧によ
って左右されるものであり、この油圧は制御弁Ｖにより
次のように制御される。Incidentally, the connecting force of the second one-way clutch ( ) depends on the pressing force of the piston 19, that is, the hydraulic pressure introduced into the hydraulic cylinder 20, and this hydraulic pressure is controlled by the control valve V as follows.
第３図において、エンジンＥの絞弁が開放されてい（と
、スロットルワイヤ４７が牽引されることにより、作動
ンバー４６が作動ばね４８のばね一力に抗して押圧ピス
トン４４から後退する方向に回動され、絞弁の全開位置
で作動レバー４６ばＡ位置を占め、調圧ばね４３のセッ
ト荷重は最小と 〜なる。その結果、スプール弁４
２は戻しばね４１のばね力及び受圧面４２αに作用する
油圧シリンダ２０内の圧力によって左動されて、第３ポ
ート５３を閉じると共に、油圧シリンダ２０内の油圧が
調圧ばね４３のばね力に対応する値に低下するまで第１
ボート５１を開き続けるので、油圧シリンダ２０内の油
圧は最小に制御される。したがって、前記第２一方向ク
ラッチ０２の接続力も最小となる。In FIG. 3, the throttle valve of the engine E is opened (and the throttle wire 47 is pulled, so that the actuating member 46 moves backward from the pressing piston 44 against the spring force of the actuating spring 48. When the throttle valve is rotated, the operating lever 46 occupies the A position when the throttle valve is fully open, and the set load of the pressure regulating spring 43 becomes the minimum.As a result, the spool valve 4
2 is moved to the left by the spring force of the return spring 41 and the pressure within the hydraulic cylinder 20 acting on the pressure receiving surface 42α, thereby closing the third port 53, and the hydraulic pressure within the hydraulic cylinder 20 is caused by the spring force of the pressure regulating spring 43. the first until it drops to the corresponding value.
Since the boat 51 is kept open, the oil pressure in the hydraulic cylinder 20 is controlled to a minimum. Therefore, the connecting force of the second one-way clutch 02 is also minimized.
絞弁の全開状態からこれを閉じ１いくと、スロットルワ
イヤ４７の牽引が緩められることにより、作動レバー４
６が作動ばね４８のばね力により回動して押圧ピストン
４４を右動していくので、調圧ばね４３のセント荷重を
増加させる。すると、スプール弁４２は戻しばね４１の
ばね力に抗して右動して第１ポート５１を閉じると共に
第３ポート５３を開（ので、油圧ポンプ５６から吐出さ
れる圧油が第３ポート５３、第２ポート５２を通り、更
に第２図の第１給油管３１及び内側給油管２５を経て油
圧シリンダ２０内に導入され、その内部の油圧を上昇さ
せる。これと同時に、第２ポート５２の油圧はオリフィ
ス５７により一定時間（第２ポート５２から油圧シリン
ダ２０への油圧の伝達時間に相当）遅延されて第４ポー
ト５４に導かれ、スプール弁４２の受圧面４２ａに作用
し、該弁４２に左方への押圧力を及ぼす。油圧シリンダ
２０の油圧、即ち受圧面４２αに作用する油圧が調圧ば
ね４３のセット荷重に対応する値まで上昇すると、スプ
ール弁４２が左動して第１及び第３ポー）５１，５３を
閉鎖する。こうして、油圧シリンダ２０内の油圧はエン
ジンＥの絞弁開度の減少に応じて増加制御され、これに
よって第２一方向クラッチ０□の接続力が増加されろ。When the throttle valve is closed 1 step from the fully open state, the pull of the throttle wire 47 is loosened, and the actuating lever 4
6 is rotated by the spring force of the operating spring 48 and moves the pressing piston 44 to the right, thereby increasing the cent load of the pressure regulating spring 43. Then, the spool valve 42 moves to the right against the spring force of the return spring 41 to close the first port 51 and open the third port 53 (so that the pressure oil discharged from the hydraulic pump 56 flows to the third port 53). , through the second port 52, and further into the hydraulic cylinder 20 via the first oil supply pipe 31 and the inner oil supply pipe 25 shown in FIG. The hydraulic pressure is delayed by the orifice 57 for a certain period of time (corresponding to the transmission time of the hydraulic pressure from the second port 52 to the hydraulic cylinder 20) and then guided to the fourth port 54, where it acts on the pressure receiving surface 42a of the spool valve 42, and When the hydraulic pressure of the hydraulic cylinder 20, that is, the hydraulic pressure acting on the pressure receiving surface 42α increases to a value corresponding to the set load of the pressure regulating spring 43, the spool valve 42 moves to the left and the first and third port) 51, 53 are closed. In this way, the oil pressure in the hydraulic cylinder 20 is controlled to increase in accordance with the decrease in the opening of the throttle valve of the engine E, thereby increasing the connecting force of the second one-way clutch 0□.
そして、絞弁がアイドル開度まで閉じられたとき、作動
Ｖバー４６はＢ位置を占め、調圧ばね４３のセント荷重
が最大になるので、油圧シリンダ２０内の油圧が最大に
制御され、したがって第２一方向フランチ０２の接続力
も最大となる。Then, when the throttle valve is closed to the idle opening degree, the operating V bar 46 occupies the B position and the cent load of the pressure regulating spring 43 becomes maximum, so the oil pressure in the hydraulic cylinder 20 is controlled to the maximum, and therefore The connecting force of the second one-way flange 02 is also maximized.
このように、第２一方向クラッチ０２の接続力は、エン
ジンＥの絞弁開度の減少に応じて増加されるので、逆負
荷運転の場合、絞弁の高開度時には第２一方向クラッチ
０２は滑り易い状態となって、エンジンブレーキ効果は
無くなるか、若しくは著しく弱められ、絞弁の低開度時
には第２一方向クラッチ０２は滑り難い状態となって、
充分なエンジンブレーキ効果を得ることができる。In this way, the connecting force of the second one-way clutch 02 is increased in accordance with the decrease in the opening of the throttle valve of the engine E. Therefore, in the case of reverse load operation, when the opening of the throttle valve is high, the connecting force of the second one-way clutch 02 is increased. 02 becomes slippery, the engine braking effect disappears or is significantly weakened, and when the throttle valve is opened at a low opening, the second one-way clutch 02 becomes difficult to slip.
A sufficient engine braking effect can be obtained.
この間、中継軸４の中空部２２には、第２給油管３８及
び外側給油管２６を通して潤滑油が供給され、その油は
更に油孔２９，３０，３１．３２を通して軸受５ 、５
’、 ９’及び第１一方向クラッチ０１に供給されてそ
れらを潤滑し、該クラッチ０１を潤滑した油は更に軸受
９を潤滑する。During this time, lubricating oil is supplied to the hollow part 22 of the relay shaft 4 through the second oil supply pipe 38 and the outer oil supply pipe 26, and the oil is further supplied to the bearings 5, 5 through the oil holes 29, 30, 31, 32.
', 9' and the first one-way clutch 01 to lubricate them, and the oil that has lubricated the clutch 01 further lubricates the bearing 9.
以上のように本第１発明によれば、エンジンと駆動輪間
を接続する車両の動力伝達系に第１一方向クラッチ及び
第２一方向クラッチを並列に介装し、前記第１一方向ク
ラッチは正負荷運転時に接続状態となるように構成し、
前記第２一方向クラシチは逆負荷運転時に接続状態とな
り且つ所定値以上の伝達トルクを受けると滑りを生じる
ように構成したので、正負荷運転時には第１一方向クラ
ラｆの接続によりエンジンの動力を駆動車輪に効率良く
伝達することができ、また逆負荷運転時には第２一方向
クラッチの適当な滑り特性によって所定トルク以上では
駆動輪からエンジンへの駆動力の伝達効率を適当に低下
させ、これによって運転上必要なエンジンブレーキ効果
を確保して制動装置の負担を軽減しつつ燃料経済性を高
めることができる。As described above, according to the first invention, the first one-way clutch and the second one-way clutch are interposed in parallel in the power transmission system of the vehicle that connects the engine and the drive wheels, and the first one-way clutch is configured so that it is connected during positive load operation,
The second one-way clutch is connected during reverse load operation and slips when it receives a transmission torque of more than a predetermined value. Therefore, during positive load operation, the engine power is reduced by connecting the first one-way clutch f. The torque can be efficiently transmitted to the driving wheels, and when the torque exceeds a certain level, the transmission efficiency of the driving force from the driving wheels to the engine is appropriately reduced due to the appropriate slipping characteristics of the second one-way clutch during reverse load operation. It is possible to secure the engine braking effect necessary for driving, reduce the burden on the braking device, and improve fuel economy.
また、正逆いずれの負荷運転時においても、動力伝達系
に大きなトルク変動が生じれば、第２一方向クラッチの
適当な滑り機能によってそのトルク変動を吸収すること
ができ、したがってそのトルク変動に起因する振動を著
しく減衰させることができ、動力伝達系の耐久性を向上
させると共に乗心地を良好にする等の効果をも達成する
。In addition, if large torque fluctuations occur in the power transmission system during either forward or reverse load operation, the torque fluctuations can be absorbed by the appropriate sliding function of the second one-way clutch. The resulting vibrations can be significantly damped, improving the durability of the power transmission system and improving riding comfort.
また、本第２発明によれば、第１発明に加え、前記第２
一方向クラッチを、逆負荷運転時に調節可能の接続力を
以て接続状態となるように構成したので、逆負荷運転時
には、第２一方向クラッチの接続力の調節によって、運
転条件に応じエンジンブレーキ効果を抑えて燃料経済性
をより高めたり、あるいはエンジンブレーキ効果を充分
に発揮させて制動装置の負担をより軽減させたりするこ
とができ、運転性の向上に寄与′１−ることかできる。Further, according to the second invention, in addition to the first invention, the second invention
Since the one-way clutch is configured to be connected with an adjustable connecting force during reverse load operation, the engine braking effect can be adjusted according to the operating conditions by adjusting the connecting force of the second one-way clutch during reverse load operation. It is possible to further improve fuel economy by suppressing the engine braking effect, or to fully utilize the engine braking effect to further reduce the burden on the braking device, thereby contributing to improved drivability.
図面は本発明の一実施例を示すもので、第１図は本発明
装置を備えた自動車の動力伝達系の概略図、第２図は本
発明装置の縦断面図、第２Ａ図はその要部の斜視図、第
３図は本発明装置における第２一方向クラッチのための
制御弁の縦断面図である。
Ｅ・・・エンジン、０．．０２・・・ｍｌ、ａ２一方向
クラッチ、Ｗｌ 、Ｆγ・・・駆動輪
特許出願人 本田技研工業株式会社
第１図The drawings show one embodiment of the present invention. Figure 1 is a schematic diagram of the power transmission system of an automobile equipped with the device of the present invention, Figure 2 is a longitudinal cross-sectional view of the device of the present invention, and Figure 2A is a schematic diagram of the system. FIG. 3 is a longitudinal sectional view of a control valve for a second one-way clutch in the device of the present invention. E...Engine, 0. ．． 02...ml, A2 one-way clutch, Wl, Fγ... Drive wheel Patent applicant Honda Motor Co., Ltd. Figure 1
Claims (1)
達系に第１一方向クラッチ及び第２一方向クラッチを並
列に介装し、前記第１一方向クラッチは正負荷運転時に
接続状態となるように構成し、前記第２一方向クラッチ
は逆負荷運転時に接続状態となり且つ所定値以上の伝達
トルクを受けると滑りを生じるように構成した、車両の
動力伝達制御装置θ０ （２）エンジンと駆動輪間を接続する車両の動力伝達系
に第１一方向クラッチ及び第２一方向クラッチを並列に
介装し、前記第１一方向クラッチは正負荷運転時に接続
状態となるように構成し、前記第２一方向クラッチは逆
負荷運転時に調節可能の接続力を以て接続状態となり且
つ調節された接続力以上の伝達トルクを受けると滑りを
生じるように構成した、車両の動力伝達制御装置。 （３Ｌｆｌ′許請求の範囲第（２）項記載のものにおい
て、前記第２一方向クラッチは、その接続力を前記エン
ジンの絞弁開度の減少に応じて増加調節されるように構
成される、車両の動力伝達制御装置。[Claims] (]) A first one-way clutch and a second one-way clutch are interposed in parallel in a power transmission system of a vehicle that connects an engine and a drive wheel, and the first one-way clutch has a positive load. A vehicle power transmission control device θ0 configured to be in a connected state during driving, and configured to cause the second one-way clutch to be in a connected state during reverse load driving and to cause slipping when receiving a transmission torque of a predetermined value or more. (2) A first one-way clutch and a second one-way clutch are installed in parallel in the power transmission system of the vehicle that connects the engine and the driving wheels, and the first one-way clutch is connected during positive load operation. The second one-way clutch is configured to be in a connected state with an adjustable connecting force during reverse load operation, and to cause slippage when receiving a transmission torque exceeding the adjusted connecting force. Control device. (3Lfl') In the device described in claim (2), the second one-way clutch is configured such that its connecting force is adjusted to increase in accordance with a decrease in the throttle valve opening of the engine. , vehicle power transmission control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58043406A JPS59171717A (en) | 1983-03-16 | 1983-03-16 | Power transmission controller for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58043406A JPS59171717A (en) | 1983-03-16 | 1983-03-16 | Power transmission controller for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59171717A true JPS59171717A (en) | 1984-09-28 |
| JPS6340685B2 JPS6340685B2 (en) | 1988-08-12 |
Family
ID=12662870
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58043406A Granted JPS59171717A (en) | 1983-03-16 | 1983-03-16 | Power transmission controller for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59171717A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6194429U (en) * | 1984-11-28 | 1986-06-18 | ||
| WO2004062955A1 (en) * | 2003-01-14 | 2004-07-29 | Seok-Am Kim | A power maintenance apparatus for reducing of fuel installed on the drive shaft of the car |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4842137A (en) * | 1971-10-01 | 1973-06-19 |
-
1983
- 1983-03-16 JP JP58043406A patent/JPS59171717A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4842137A (en) * | 1971-10-01 | 1973-06-19 |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6194429U (en) * | 1984-11-28 | 1986-06-18 | ||
| WO2004062955A1 (en) * | 2003-01-14 | 2004-07-29 | Seok-Am Kim | A power maintenance apparatus for reducing of fuel installed on the drive shaft of the car |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6340685B2 (en) | 1988-08-12 |
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