JPS6340685B2 - - Google Patents
Info
- Publication number
- JPS6340685B2 JPS6340685B2 JP58043406A JP4340683A JPS6340685B2 JP S6340685 B2 JPS6340685 B2 JP S6340685B2 JP 58043406 A JP58043406 A JP 58043406A JP 4340683 A JP4340683 A JP 4340683A JP S6340685 B2 JPS6340685 B2 JP S6340685B2
- Authority
- JP
- Japan
- Prior art keywords
- clutch
- way clutch
- engine
- control device
- load operation
- 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
Links
- 230000005540 biological transmission Effects 0.000 claims description 31
- 239000003921 oil Substances 0.000 description 38
- 230000000694 effects Effects 0.000 description 8
- 230000001105 regulatory effect Effects 0.000 description 7
- 239000000446 fuel Substances 0.000 description 4
- 238000006073 displacement reaction Methods 0.000 description 3
- 230000002093 peripheral effect Effects 0.000 description 3
- 230000003111 delayed effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000010687 lubricating oil Substances 0.000 description 2
- 230000000903 blocking effect Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 230000010355 oscillation Effects 0.000 description 1
Classifications
-
- Y02T10/76—
Landscapes
- Motor Power Transmission Devices (AREA)
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
状態であつて、エンジンの燃料消費の面からは好
ましくない。そこで、動力伝達系に一方向クラツ
チを介装して、逆負荷運転時にはこの一方向クラ
ツ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
長い降坂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-way clutch is installed in the power transmission system, and during reverse load operation, the one-way clutch cuts off the transmission of driving force from the drive wheels to the engine side. . However, in these systems, the engine brake does not work at all during reverse load operation, so there is a problem in that the braking system is forced to be overused, especially on long downhill roads.
本発明は上記に鑑み提案されたもので、逆負荷
運転時に所定値以上のトルク伝達を遮断すると共
にその所定値を車両の運転条件に応じて適当に調
節できるようにしてエンジンブレーキ効果を制御
し、以て燃料経済性と制動装置の負担軽減とを図
り、運転性を向上させることができるようにし
た、前記車両の動力伝達制御装置を提供すること
を目的とする。 The present invention has been proposed in view of the above, and it controls the engine braking effect by blocking the transmission of torque exceeding a predetermined value during reverse load operation, and by making it possible to appropriately adjust the predetermined value according to the driving conditions of the vehicle. It is an object of the present invention to provide a power transmission control device for a vehicle, which is capable of improving fuel economy and reducing the burden on a braking device, thereby improving drivability.
そして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、正負荷運転時に接続状態となる第１一方向ク
ラツチと、逆負荷運転時に接続状態となり且つ設
定トルク以上の伝達トルクを受けると滑りを生じ
る第２一方向クラツチとを互いに並列に介装し、
その第２一方向クラツチには、前記設定トルクの
大きさを車両の運転条件に応じて調節するための
制御装置を連結したことを特徴とする。 In order to achieve this object, the present invention provides a first one-way clutch that is connected during normal load operation, and a first one-way clutch that is connected during reverse load operation, in the power transmission system of a vehicle that connects the engine and the drive wheels. A second one-way clutch that slips when receiving a transmission torque exceeding a set torque is interposed in parallel with each other,
The second one-way clutch is characterized in that a control device is connected to the second one-way clutch for adjusting the magnitude of the set torque in accordance with the operating conditions of the vehicle.
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Ｅの動力はそ
のクランク軸１から発進クラツチＣ、変速機Ｍ及
び差動装置Ｄ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から各駆動輪Wl，Wrまでの動力伝達系のど
の場所に設けてもよいが、本実施例では発進クラ
ツチＣと変速機Ｍ間に設けられる。 Hereinafter, one embodiment of the present invention will be explained with reference to the drawings. In Fig. 1, the power of the engine E is transmitted from the crankshaft 1 to the left and right drive wheels Wl, Wr via the starting clutch C, the transmission M, and the differential device D. The power transmission control device P of the present invention may be installed anywhere in the power transmission system from the engine E to each drive wheel Wl, Wr, but in this embodiment, the power transmission control device P of the present invention is installed between the starting clutch C and the transmission M. established in
その動力伝達制御装置Ｐを第２図により説明す
ると、前記発進クラツチＣの出力側より延出する
クラツチ軸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Ｍのミツシヨンケース６に支
承される。クラツチ軸２には駆動歯車７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１一方向クラツチO1及び可変容量型
の第２一方向クラツチO2が互いに並列に介装さ
れる。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。 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 an input shaft 3 of the transmission M are arranged in parallel, and both shafts 2 , 3, a relay shaft 4 is disposed parallel to them, and this shaft 4 is connected to bearings 5, 3.
It is supported by the transmission case 6 of the transmission M via 5'. A drive gear 7 is integrally formed on the clutch shaft 2, and a driven gear 8 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 O1 of constant displacement type and a second one-way clutch O2 of variable displacement type are interposed in parallel with each other. 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１一方向クラツチO1は、被動歯車８の一側
面に一体に突設されて中継軸４を囲繞するクラツ
チアウタ１２と、このクラツチアウタ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ツ
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ツチローラ
１３がロツク状態となつてクラツチアウタ１２及
び中継軸４間を接続し、これとは反対に中継軸４
が駆動側となつたときにはクラツチローラ１３が
自由状態となつてクラツチアウタ１２及び中継軸
４間が遮断されるようになつている。 The first one-way clutch O 1 includes a clutch outer 12 that integrally projects from one side of the driven gear 8 and surrounds the relay shaft 4 , and a clutch outer 12 that is connected 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, and vice versa. Relay shaft 4
When the clutch roller 13 is on the driving side, the clutch roller 13 is in a free state and the clutch outer 12 and the relay shaft 4 are disconnected from each other.
第２一方向クラツチO2は、被動歯車８の他側
面に一体に突設されて円周円錐面１４ａを有する
クラツチアウタ１４と、その内周円錐面１４ａと
対向する外周円錐面１５ａ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ツ
チインナ１５と、上記両円錐面１４ａ，１５ａ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
両円錐面１４ａ，１５ａ間の中央を通る仮想円錐
面の母線ｌ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、クラツチイ
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
ツチインナ１５間に縮設されてクラツチインナ１
５を、前記両円錐面１４ａ，１５ａの対向間隙が
広がる方向に弾圧するクラツチばね２１とより構
成され、前記ニードルローラ１７の傾斜方向は、
クラツチアウタ１４がクラツチインナ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の自転によつてクラツチアウタ１
４及びクラツチインナ１５を相互に引き寄せるよ
うに設定される。 The second one-way clutch O 2 includes a clutch outer 14 integrally protruding from the other side of the driven gear 8 and having a conical circumferential surface 14 a, and an outer conical surface 15 a facing the inner conical surface 14 a of the clutch outer 14 and splined. 16
A clutch inner 15 is slidably connected to the relay shaft 4 via a clutch inner 15, a large number of needle rollers 17 inserted between the two conical surfaces 14a and 15a and arranged in an annular shape, and these needle rollers 17 are A retainer 18 that is held in a state inclined at a constant angle Θ (see FIG. 2A) with respect to the generatrix l of an imaginary conical surface passing through the center between the conical surfaces 14a and 15a, and a piston integrally connected to the outer end of the clutch inner 15. 19
A hydraulic cylinder 20 that accommodates the piston 19 and is fixed to the relay shaft 4 is compressed between the driven gear 8 and the clutch inner 15, and the clutch inner 1 is compressed between the driven gear 8 and the clutch inner 15.
5 is constituted by a clutch spring 21 that presses in a direction in which the opposing gap between the two conical surfaces 14a and 15a widens, and the direction of inclination of the needle roller 17 is as follows.
When the clutch outer 14 is on the driving side with respect to the clutch inner 15, the clutch outer 1 is rotated due to the rotation of the needle roller 17 accompanying the relative rotation thereof.
4 and the clutch inner 15 are set to be drawn toward each other.
中継軸４には中空部２２を有し、ミツシヨンケ
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の軸線に沿つて上記中空
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. 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２３の弾性変形による内側給油管２５
の揺動によつて吸収される。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２
５との間を連通する一連の油路２８が設けられ
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, the support member 27 and the inner oil supply pipe 25
If there is eccentricity due to a machining error between the inner oil supply pipe 25 and the
It is absorbed by the oscillation of The support member 27 and the relay part 4 are provided with the inside of the hydraulic cylinder 20 and the inner oil supply pipe 2.
A series of oil passages 28 are provided that communicate with the oil passages 5 and 5.
中空部２２の内面には、軸受５，５′，９，
９′及び第１一方向クラツチO1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２７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３
３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ヤツプ３４が嵌着
される。 Bearings 5, 5', 9,
Oil holes 29, 30, 31, and 32 are opened to communicate with the oil holes 29, 30, 31, and 32, respectively, and the outer oil supply pipe 26 is opened in the hollow portion 22 so as to communicate with these oil holes 29, 30, 31, and 32, respectively. Open directly to. In the illustrated example, the oil holes 29, 31, 32 and the outer oil supply pipe 26
Since the supporting member 27 is disposed between the
3 is drilled. Further, a cap 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.
ミツシヨンケース６の外側面には分配板３５が
ボルト３６により固着される。この分配板３５に
は、前記内側給油管２５の基端に連なる第１給油
管３７と、前記外側給油管２６の基端に連なる第
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つている。 A distribution plate 35 is fixed to the outer surface of the mission case 6 with bolts 36. A first oil supply pipe 37 connected to the base end of the inner oil supply pipe 25 and a second oil supply pipe 38 connected to the base end of the outer oil supply pipe 26 are connected to the distribution plate 35.
is supplied with the output oil pressure from the control valve V shown in FIG. 3, 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
リンダ状の弁函４０を有し、この弁函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４
２の中間部には戻しばね４１側を向いた受圧面４
２ａが形成されている。最外側の押圧ピストン４
４には、固定の支軸４５に支持させた作動レバー
４６の上腕部４６ａ中間部が連接され、またその
上腕部４６ａ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ツトルワイヤ４７
が接続され、さらに作動レバー４６の下腕部４６
ｂには、押圧ピストン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。この作動ばね４８は、前記調圧ばね４３より
ばね力が強く、スロツトルワイヤ４７の牽引が緩
められるに従い作動レバー４６及び押圧ピストン
４４を介して調圧ばね４３を押圧し、そのセツト
荷重を増加させるものである。 In FIG. 3, the control valve V has a cylindrical valve case 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 the valve case 40. Spool valve 4
2 has a pressure receiving surface 4 facing the return spring 41 side.
2a is formed. Outermost pressing piston 4
4 is connected to an intermediate portion of an upper arm portion 46a of an operating lever 46 supported by a fixed support shaft 45, and is towed at the tip of the upper arm portion 46a in conjunction with the opening of the throttle valve of the engine E. Throttle wire 47
is connected to the lower arm 46 of the actuating lever 46.
An actuating spring 48 that biases the actuating lever 46 in a direction to press the pressing piston 44 is connected to b. This operating spring 48 has a stronger spring force than the pressure regulating spring 43, and as the traction on the throttle wire 47 is loosened, it presses the pressure regulating spring 43 via the operating lever 46 and the pressing piston 44, increasing its set load. It is.
弁函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５
４はスプール弁４２の受圧面４２ａに連通すると
共に第３ポート５３にオリフイス５７を介して連
通する。而して前記スロツトルワイヤ４７、作動
レバー４６、油圧ポンプ５６、第１給油管３７お
よび制御弁Ｖは、互いに協働して、第２一方向ク
ラツチO2の設定トルク（それ以上の伝達トルク
を受けるとクラツチO2が滑りを生じるトルク）
の大きさを車両の運転条件（図示例では絞弁開度
変化）に応じて調節するための制御装置Coを構
成する。 First to fourth ports 51 to 54 are opened in the inner peripheral surface of the valve case 40 in order from the pressure regulating spring 43 side, the first port 51 communicates with the oil reservoir 55, and the second port 52 communicates with the first port 52. The third port 53 communicates with the oil supply pipe 37, the third port 53 communicates with the discharge port of the hydraulic pump 56, and the fourth port 5
4 communicates with the pressure receiving surface 42a of the spool valve 42 and also communicates with the third port 53 via an orifice 57. The throttle wire 47, the operating lever 46, the hydraulic pump 56, the first oil supply pipe 37, and the control valve V cooperate with each other to receive the set torque (or higher transmission torque) of the second one-way clutch O2 . and the torque that causes clutch O2 to slip)
A control device Co is configured to adjust the size of the throttle valve according to the operating conditions of the vehicle (in the illustrated example, changes in the throttle valve opening degree).
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
ツチO1が接続状態となる。したがつて、エンジ
ンＥよりクラツチ軸２に伝達された動力は駆動歯
車７、被動歯車８、第１一方向クラツチO1、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Wl，Wrへ伝達されてこれを駆動する。 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 O1 is in the 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 O 1 , the relay shaft 4, the drive gear 10 and the driven gear 11 in sequence, and is then transmitted to the transmission M. The signal is transmitted to the input shaft 3 and finally to the drive wheels Wl, Wr to drive them.
一方、第２一方向クラツチO2では遮断状態を
呈する。即ち、正負荷運転時にはクラツチアウタ
１４がクラツチインナ１５に対して第２Ａ図で矢
印Ｘ方向に回転しようとし、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が自転してクラツチインナ
１５をクラツチアウタ１４から離反させるように
作用するので、クラツチアウタ１４からクラツチ
インナ１５への動力伝達は行われない。しかしな
がら、第１一方向クラツチO1が接続状態になつ
ている以上、この第２一方向クラツチO2の遮断
状態は特別な効果をもたらすものではない。 On the other hand, the second one-way clutch O2 is in a disconnected state. That is, during positive load operation, the clutch outer 14 tends 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 needle roller 17 tilted as described above rotates and acts to separate the clutch inner 15 from the clutch outer 14, so no power is transmitted from the clutch outer 14 to the clutch inner 15. However, as long as the first one-way clutch O1 is in the connected state, the disconnected state of the second one-way clutch O2 does not bring about any special effect.
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１一方向クラツチO1
は遮断状態となり、このため中継軸４からスプラ
イン１６を介して駆動されるクラツチインナ１５
の外周円錐面１５ａがクラツチアウタ１４の内周
円錐面１４ａに対して第２Ａ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を両円錐面１４ａ，１５ａに
圧接していれば、両円錐面１４ａ，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、その自転によつてクラツチアウタ１４及びク
ラツチインナ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、クラツチ
アウタ１４は軸方向に移動不能であるので、クラ
ツチインナ１５がスプライン１６上を滑つてクラ
ツチアウタ１４側へ引き寄せられる。その結果、
ニードルローラは両円錐面１４ａ，１５ａ間に喰
込み、クラツチアウタ１４及びクラツチインナ１
５間を機械的に結合する。こうして、第２一方向
クラツチO2は接続状態となる。 During reverse load operation, the relay shaft 4 is on the driving side with respect to the driven gear 8, so the first one-way clutch O 1
is in a disconnected state, and therefore the clutch inner 15 driven from the relay shaft 4 via the spline 16
The outer circumferential conical surface 15a of the clutch outer 14 rotates in the direction of arrow Y in FIG. 2A with respect to the inner circumferential conical surface 14a of the clutch outer 14. At this time, if the piston 19 is pressed leftward in FIG. 2 by the introduced hydraulic pressure of the hydraulic cylinder 20 and presses the needle roller 17 against both conical surfaces 14a and 15a, the above-mentioned condition of both conical surfaces 14a and 15a The needle roller 17 rotates on its own axis as a result of 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. Actually, 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. the result,
The needle roller bites between both conical surfaces 14a and 15a, and the clutch outer 14 and clutch inner 1
5 are mechanically connected. The second one-way clutch O2 is thus connected.
したがつて、駆動輪Wl，Wr側から変速機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
ツチインナ１５、ニードルローラ１７、クラツチ
アウタ１４、被動歯車８及び駆動歯車７を順次経
てクラツチ軸２へ伝達され、これによつて最終的
にはエンジンＥ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 Wl, Wr to the input shaft 3 of the transmission M is transmitted to the driven gear 11,
The signal is transmitted to the clutch shaft 2 through the drive gear 10, relay shaft 4, spline 16, clutch inner 15, needle roller 17, clutch outer 14, driven gear 8, and drive gear 7 in this order, and is finally transmitted to the crank of the engine E. Since the shaft 1 is driven, the engine brake is applied.
このような第２一方向クラツチO2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
Wl，Wrからの駆動力が第２一方向クラツチO2に
作用すると、ニードルローラ１７は各円錐面１４
ａ，１５ａに対して滑りを生じ、その駆動力のエ
ンジンＥ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。 Even in such a connected state of the second one-way clutch O2 , the driving wheel force exceeds the connecting force.
When the driving force from Wl and Wr acts on the second one-way clutch O2 , the needle roller 17
Since slippage occurs with respect to a and 15a and limits the amount of driving force transmitted to the engine E, the engine braking effect is suppressed to a certain level.
ところで、第２一方向クラツチO2の接続力は
ピストン１９の押圧力、即ち油圧シリンダ２０の
導入油圧によつ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。 By the way, the connecting force of the second one-way clutch O2 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
ていくと、スロツトルワイヤ４７が牽引されるこ
とにより、作動レバー４６が作動ばね４８のばね
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はＡ
位置を占め、調圧ばね４３のセツト荷重は最小と
なる。その結果、スプール弁４２は戻しばね４１
のばね力及び受圧面４２ａに作用する油圧シリン
ダ２０内の圧力によつて左動されて、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ポート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。したがつ
て、前記第２一方向クラツチO2の接続力も最小
となる。 In FIG. 3, when the throttle valve of the engine E is opened, the throttle wire 47 is pulled, and the actuating lever 46 is rotated in the direction of retreating from the pressing piston 44 against the spring force of the actuating spring 48. When the throttle valve is in the fully open position, the operating lever 46 is moved to A.
position, and the set load of the pressure regulating spring 43 is minimized. As a result, the spool valve 42 is moved by the return spring 41
The third port 53 is closed by the spring force and the pressure inside the hydraulic cylinder 20 acting on the pressure receiving surface 42a, and the third port 53 is closed. Since the first port 51 continues to be opened until the hydraulic pressure drops to , the hydraulic pressure in the hydraulic cylinder 20 is controlled to the minimum. Therefore, the connecting force of the second one-way clutch O2 is also minimized.
絞弁の全開状態からこれを閉じていくと、スロ
ツトルワイヤ４７の牽引が緩められることによ
り、作動レバー４６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のセツ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を開くので、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３７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の油圧はオリフイス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５
４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４２ａに作用す
る油圧が調圧ばね４３のセツ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ポート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、これによつ
て第２一方向クラツチO2の接続力が増加される。
そして、絞弁がアイドル開度まで閉じられたと
き、作動レバー４６はＢ位置を占め、調圧ばね４
３のセツ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、したがつて第２
一方向クラツチO2の接続力も最大となる。 When the throttle valve is closed from the fully open state, the pull of the throttle wire 47 is loosened, and the operating lever 46 is rotated by the spring force of the operating spring 48, moving the pressing piston 44 to the right. The set load of the pressure spring 43 is increased. 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, 2nd port 52
is further introduced into the hydraulic cylinder 20 via the first oil supply pipe 37 and the inner oil supply pipe 25 shown in FIG.
Increase the oil pressure inside it. At the same time, the hydraulic pressure at the second port 52 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 the hydraulic pressure at the fourth port 52 is delayed by the orifice 57.
4 and acts on the pressure receiving surface 42a of the spool valve 42, exerting a leftward pressing force on the valve 42. When the oil pressure of the hydraulic cylinder 20, that is, the oil pressure acting on the pressure receiving surface 42a, rises 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 close the third ports 51 and 53. 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 O2 .
Then, when the throttle valve is closed to the idle opening degree, the operating lever 46 occupies the B position, and the pressure regulating spring 4
Since the set load of No. 3 is the maximum, the hydraulic pressure in the hydraulic cylinder 20 is controlled to the maximum, and therefore the second set load is the maximum.
The connecting force of the one-way clutch O 2 is also maximized.
このように、第２一方向クラツチO2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２一方向クラツチO2は滑り易い状態となつ
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
向クラツチO2は滑り難い状態となつて、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 O2 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 Clutch O 2 becomes slippery and 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 O 2 becomes difficult to slip and does not provide 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１一方向クラツ
チO1に供給されてそれらを潤滑し、該クラツチ
O1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 oil holes 29, 30, 31, 32.
through the bearings 5, 5', 9' and the first one-way clutch O1 to lubricate them and
The oil that has lubricated O1 further lubricates bearing 9.
以上のように本発明によれば、エンジンと駆動
輪間を接続する車両の動力伝達系に、正負荷運転
時に接続状態となる第１一方向クラツチと、逆負
荷運転時に接続状態となり且つ設定トルク以上の
伝達トルクを受けると滑りを生じる第２一方向ク
ラツチとを互いに並列に介装し、その第２一方向
クラツチには、前記設定トルクの大きさを車両の
運転条件に応じて調節するための制御装置を連結
したので、正負荷運転時には第１一方向クラツチ
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
２一方向クラツチの適当な滑り特性によつて、設
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、これによつて運転
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。その上、特に逆負荷運転時には、前記制
御装置によつて第２一方向クラツチの接続力を調
節して、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
の向上に寄与することができる。 As described above, according to the present invention, the power transmission system of the vehicle that connects the engine and the drive wheels includes a first one-way clutch that is connected during normal load operation, and a first one-way clutch that is connected during reverse load operation and has a set torque. A second one-way clutch that slips when receiving the above transmission torque is interposed in parallel with each other, and the second one-way clutch has a mechanism for adjusting the magnitude of the set torque according to the driving conditions of the vehicle. Since the control device is connected to the control device, engine power can be efficiently transmitted to the drive wheels by connecting the first one-way clutch during positive load operation, and the appropriate slip characteristics of the second one-way clutch can be controlled during reverse load operation. When the torque exceeds the set torque, the transmission efficiency of the driving force from the drive wheels to the engine is appropriately reduced, thereby ensuring the engine braking effect necessary for driving, reducing the burden on the braking system, and improving fuel economy. You can increase your sexuality. In addition, especially during reverse load operation, the control device adjusts the connecting force of the second one-way clutch to suppress the engine braking effect depending on the operating conditions to further improve fuel economy, or to suppress the engine braking effect depending on the operating conditions. The load on the braking device can be further reduced by making full use of the brake system, 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２一方向クラツチのための制御弁の縦断面図で
ある。
Co……制御装置、Ｅ……エンジン、O1，O2…
…第１、第２一方向クラツチ、Wl，Wr……駆動
輪。
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 the control valve for the second one-way clutch in the device of the invention. Co...Control device, E...Engine, O 1 , O 2 ...
...First and second one-way clutches, Wl, Wr...driving wheels.
Claims (1)
両の動力伝達系に、正負荷運転時に接続状態とな
る第１一方向クラツチO1と、逆負荷運転時に接
続状態となり且つ設定トルク以上の伝達トルクを
受けると滑りを生じる第２一方向クラツチO2と
を互いに並列に介装し、その第２一方向クラツチ
O2には、前記設定トルクの大きさを車両の運転
条件に応じて調節するための制御装置Coを連結
したことを特徴とする車両の動力伝達制御装置。 ２ 前記特許請求の範囲第１項記載のものにおい
て、前記制御装置Coは、前記エンジンＥの絞弁
開度の減少に応じて前記設定トルクが増加調節さ
れるように構成される、車両の動力伝達制御装
置。[Claims] 1. A first one-way clutch O1 that is connected during normal load operation and a first one-way clutch O1 that is connected during reverse load operation is connected to the power transmission system of the vehicle that connects the engine E and drive wheels Wl and Wr. In addition, a second one-way clutch O2 that slips when receiving a transmission torque exceeding a set torque is interposed in parallel with each other, and the second one-way clutch O2
A power transmission control device for a vehicle, characterized in that O2 is connected to a control device Co for adjusting the magnitude of the set torque according to driving conditions of the vehicle. 2. In the vehicle according to claim 1, the control device Co is configured to increase the set torque in response to a decrease in the throttle valve opening of the engine E. 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 JPS59171717A (en) | 1984-09-28 |
| JPS6340685B2 true 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) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6194429U (en) * | 1984-11-28 | 1986-06-18 | ||
| KR100429166B1 (en) * | 2003-01-14 | 2004-04-29 | 김석암 | 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 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59171717A (en) | 1984-09-28 |
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