• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A vehicle driving device including a first transmission path (40) which transmits a driving force generated in a heat engine to an oil pump (30) via a first one-way clutch (42), a second transmission path ( 50) which transmits a driving force from an output shaft (25) of a transmission part (20) to the oil pump (30) via a second unidirectional clutch (52), and a device (65) of a power transmission interruption capable of interrupting transmission, at a driving wheel, of the driving force generated in the engine, and wherein the gear ratio between the engine and the oil pump 30 in the first track transmission gear (40) is set smaller than the gear ratio obtained by multiplying the smallest gear ratio of the transmission part (20) by the gear ratio between the transmission part (20) and the gear pump (20). oil (30) in the second transmission path (50).
    公开号:FR3021723A1
    申请号:FR1554882
    申请日:2015-05-29
    公开日:2015-12-04
    发明作者:Takaho Kawakami；Tomoaki Yanagida；Kenta Kimura
    申请人:Toyota Motor Corp；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION  Field of the Invention [0001] The invention relates to a vehicle driving device.  2.  Description of the Related Art [0002] In many vehicle driving devices, transmission is effected using hydraulic pressure generated in an oil pump, and the oil pump as a source for generating hydraulic pressure. operates using a driving force generated in a heat engine.  However, in the case of a control in which the engine is stopped during the circulation of a vehicle with respect to the fuel consumption rate or the like, the driving force generated in the engine is not transmitted to the engine. the oil pump.  In this case, the oil pump can not generate hydraulic pressure and it becomes difficult to operate the transmission.  In order to cope with this, in certain vehicle driving devices of the art concerned, as a transmission path of the driving force for operating the oil pump, there is provided another path distinct from the transmission path. the driving force of the motor to the oil pump.  [0003] For example, in a hydraulic device of a vehicle transmission described in Japanese Patent Application Publication Number 61-167763 OP 61-167763 A), the oil pump is coupled to the engine via a first directional clutch. , and the oil pump is further coupled to the output shaft of the transmission via a second directional clutch.  With this, even in the case where the engine is stopped during the circulation of a vehicle and the vehicle is freewheeling, it is possible to operate the oil pump with the transmitted driving force. from the output shaft of the transmission to the oil pump, and to generate hydraulic pressure even during engine shutdown.  However, in the case where the way in which the driving force from the engine is transmitted to the oil pump and the way in which the driving force from the output shaft of the engine is transmitted to the oil pump. Part transmission is transmitted to the oil pump are provided as drive force transmission channels to operate the oil pump, there is a possibility for the way of the driving force transmitted to the pump oil 5 changes during vehicle traffic and a shock occurs.  For example, in the case where a fuel cut is made during the vehicle circulation, the rotational speed of the driving force transmitted to the oil pump from the output shaft of the transmission part is greater. that the rotational speed of the driving force transmitted to the oil pump from the engine, and thus the transmission path of the driving force transmitted to the oil pump, changes from the engine-side track to the engine. the path on the output shaft side of the transmission part.  With this, the load on the engine changes and the engine braking force changes, and so there is a possibility that a shock will occur when the engine braking force changes.  SUMMARY OF THE INVENTION [0005] The invention provides a vehicle driving device capable of suppressing the shock that occurs due to the change of the transmission path of the driving force to the oil pump.  A vehicle driving device according to one aspect of the invention includes an oil pump, a first unidirectional clutch, a first transmission path formed to transmit a driving force generated in a heat engine to the pump. oil via the first one-way clutch, a second one-way clutch, a second transmission path formed to transmit a driving force from an output shaft of a transmission portion to the oil pump via the second one-way clutch, and a device motor power transmission interruption device arranged to interrupt the transmission to a driving wheel of the driving force generated in the engine.  The speed ratio between the engine and the oil pump in the first transmission path is set to be smaller than the gear ratio obtained by multiplying the smallest gear ratio of the transmission part by the gear ratio between the transmission part and the oil pump in the second transmission path.  The vehicle driving device may further include a first gear coupled to a rotating shaft of the motor via the first one-way clutch, a second gear coupled to the output shaft of the transmission portion via the first gear. second one-way clutch, a third gear coupled to the oil pump, and a chain or belt formed to transmit the driving force to any one of the first gear, the second gear, and the third gear .  In the vehicle driving device, the transmission portion may be a shift transmission, the shift transmission may include brakes and clutches as engagement members, and the driving force interruption device may be constituted by at least one of the engagement elements.  [0009] The vehicle driving device according to the invention allows the suppression of the shock which occurs due to the change of the transmission path of the driving force to the oil pump.  BRIEF DESCRIPTION OF THE DRAWINGS [0010] The features, advantages and technical and industrial significance of the exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which like reference numerals refer to the same elements, and wherein: Figure 1 is a side view of a vehicle driving device according to a first embodiment; Figure 2 is a sectional view taken along the direction A-A of Figure 1; Figure 3 is an explanatory view of the constitution of the transmission portion shown in Figure 1; Fig. 4 is an explanatory view showing a relationship between the transmission rotational speed of a driving force in a first transmission path and the transmission rotational speed of the driving force in a second transmission path. ; Fig. 5 is a diagram of constitution of a main part of the vehicle driving device according to a second embodiment; FIG. 6 shows the vehicle driving device according to a third embodiment, and it is an explanatory view in the case where different drive chains are used in the first transmission channel and in the second way. transmission; Figure 7 shows the vehicle driving device according to a fourth embodiment, and it is an explanatory view in the case where the output shaft of the transmission part is coupled to an intermediate shaft; and FIG. 8 shows the vehicle driving device according to a fifth embodiment, and this is an explanatory view in the case where the output shaft of the transmission part is coupled to a rotating shaft of a pulley. secondary.  DETAILED DESCRIPTION OF EMBODIMENTS [0011] Hereinafter, based on the drawings, embodiments of a vehicle driving device according to the invention will be described in detail.  It should be noted that the invention is not limited to the embodiments.  In addition, in the embodiments that follow, the constituent elements include those that can be easily replaced by a person skilled in the art or those that are substantially equivalent.  Figure 1 is a side view of a vehicle driving device according to a first embodiment.  Figure 2 is a sectional view taken along the direction A-A of Figure 1.  A vehicle driving device 1 shown in the drawings is mounted on a vehicle which uses a heat engine (not shown) in circulation as a source of motive power, and the vehicle driving device 1 constitutes a transmission path of the vehicle. driving force which transmits, to a driving wheel 22, the driving force generated in the engine.  The vehicle driving device 1 has a torque converter 10 and a transmission part 20.  The torque converter 10 functions as a torque increasing means and a torque interruption means, and the motor is coupled to the torque converter 10.  [0013] The torque converter 10 has a pump 12 and a turbine 13 which are capable of hydraulic transmission of the driving force transmitted from the engine, and the pump 12 is capable of rotating in one piece with a 11 hood that rotates using a torque transmitted from the engine.  The rotational torque of the pump 12 is transmitted to the turbine 13 by hydraulic transmission, and the turbine 13 is able to rotate with the aid of the rotational torque.  In addition, a transmission shaft 16 which outputs a driving force transmitted to the torque converter 10 from the engine is coupled to the turbine 13, and the driving force transmitted to the torque converter 10 from the engine is output by the drive shaft 16.  [0014] The torque converter 10 includes a locking mechanism 14 which mechanically couples the turbine 13 and the hood 11.  When the turbine 13 and the hood 11 are coupled to each other by the locking mechanism 14, the turbine 13 is able to rotate by means of the mechanical transmission of the driving force from the motor transmitted to the hood 11, and output the driving force without the intervention of the hydraulic transmission.  The transmission portion 20 is coupled to the other end of the transmission shaft 16 coupled to the torque converter 10, and the driving force out of the torque converter 10 can be transmitted to the transmission portion 20 by the transmission shaft 16.  The transmission portion 20 is provided as a transmission which effects the gear change by changing a gear ratio between an input rotational speed and an output rotational speed of the driving force transmitted from the torque converter 10 and the output of the driving force.  The transmission portion 20 may include a gearshift mechanism which effects the gear shift by selecting one of a plurality of preset gear ratios, and may include a continuously variable transmission mechanism (CVT for Continuously Variable Transmission ") and which can change the gear ratio continuously.  A drive shaft 21 which transmits the driving force to the driving wheel 22 is coupled to the transmission portion 20, and the driving force subjected to the gear change in the transmission mechanism in the transmission part. 20 is transmitted to the driving wheel 22 by the drive shaft 21.  The driving wheel 22 rotates with the driving force, and the vehicle can roll with the rotation of the driving wheel 22.  In addition, the vehicle driving device 1 has an oil pump 30 which generates a hydraulic pressure which implements the individual elements when the vehicle driving device 1 is in operation. operation.  In addition, the vehicle driving device 1 has a rotating shaft 18 of the motor and an output shaft 25 of the transmission part 20 which transmit the driving force to the oil pump 30 by transmitting the torque to the oil pump 30.  The rotating shaft 18 of the motor is coupled to the pump 12 of the torque converter 10 and is constituted to be movable in rotation relative to the transmission shaft 16, and is provided so as to rotate from a single block with the pump 12 of the torque converter 10.  That is, the rotating shaft 18 of the motor rotates in one piece with the pump 12 of the torque converter 10 in the state in which the axis of rotation of the rotating shaft 18 coincides with that of the transmission shaft 16.  With this, the rotating shaft 18 of the motor is able to rotate using the driving force transmitted from the motor without the intervention of the hydraulic transmission in the torque converter 10.  A first gear 41 is coupled to the rotating shaft 18 of the motor via a first unidirectional clutch 42.  The first unidirectional clutch 42 couples the first gear 41 and the rotating shaft 18 of the motor so as to allow the first gear 41 and the rotating shaft 18 of the motor to rotate in a single block with each other. the other in one of the rotational directions of the rotating shaft 18 of the engine, and to allow the first gear 41 and the rotating shaft 18 of the motor to rotate relative to each other in the other of the directions of rotation.  On the other hand, similarly to the drive shaft 21, the output shaft 25 of the transmission part 20 is provided as an output shaft of the transmission part 20 from which the drive force exits. subjected to the change of speed in the transmission part 20, and it is provided to rotate at the same speed of rotation as that of the drive shaft 21.  The output shaft 25 of the transmission portion 20 is provided to be oriented parallel to the rotating shaft 18 of the motor.  A second gear 51 is coupled to the output shaft 20 of the transmission portion 20 via a second one-way clutch 52.  The second one-way clutch 52 couples the second gear 51 and the output shaft 25 of the transmission portion 20 to allow the second gear 51 and the output shaft 25 of the transmission portion 20 to rotate. together in one of the rotational directions of the output shaft 25 of the transmission part 20 and to allow the second gear 51 and the output shaft 25 of the transmission part 20 to rotate relative to each other in the other direction of rotation.  The oil pump 30 is a mechanical oil pump that operates with the driving force input from an input shaft 31 to thereby generate the hydraulic pressure, and the oil pump shaft. The inlet 31 is arranged to be oriented parallel to the rotating shaft 18 of the motor and to the output shaft 25 of the transmission part 20.  A third gear 35 for the input shaft 31 of the oil pump 30 is mounted on the input shaft 31, and a drive chain 60 which transmits the driving force between pulleys is wound on the third gear 35, the first gear 41 and the second gear 51.  That is, the driving force from the first gear 41 and the second gear 51 can be transmitted to the third gear 35 using a single drive chain 60.  A channel which transmits the driving force to the oil pump 30 using the first gear 41 and the third gear 25 serves as the first transmission channel 40 which transmits the driving force generated in the motor at the oil pump 30 via the first unidirectional clutch 42.  On the other hand, a path which transmits the driving force to the oil pump 30 using the second gear 51 and the third gear 35 serves as a second transmission path 50 which transmits the driving force of the drive. output shaft 25 of the transmission part 20 to the oil pump 30 via the second one-way clutch 52.  The driving force can be transmitted to the oil pump 30 using the first transmission path 40 and the second transmission path 50, and the gear ratio when the driving force is transmitted to the pump 30 is smaller in the first transmission path 40 than the gear ratio in the second transmission path 50.  That is, when the engine is running and the vehicle is driven, the first transmission path 40 is capable of transmitting the driving force to the oil pump 30 at a higher rotational speed. higher than that of the second transmission channel 50.  More specifically, the transmission portion 20 is capable of effecting a gear change, and the gear ratio b between the engine and the oil pump 30 in the first transmission channel 40 is set so as to be more small as the gear ratio obtained by multiplying the smallest speed ratio a of the transmission part 20 by the gear ratio c between the transmission part 20 and the oil pump 30 in the second transmission path 50.  The lowest speed ratio α of the transmission part 20 in this case is a gear ratio in the state in which the rotational speed of the drive shaft 21 or the output shaft 25 of the part transmission 20 is maximized with respect to the rotational speed of the transmission shaft 16 in the transmission portion 20 capable of effecting the gear change.  The gear ratio b between the engine and the oil pump 30 in the first transmission path 40 is a gear ratio between the first gear 41 and the third gear 35.  The gear ratio c between the transmission portion 20 and the oil pump 30 in the second transmission path 50 is a gear ratio between the second gear 51 and the third gear 35.  Figure 3 is an explanatory view of the constitution of the transmission portion shown in Figure 1.  As an example of the transmission portion 20 capable of outputting the driving force transmitted from the motor after the driving force has been subjected to shifting, the case will be described where the transmission portion 20 includes a transmission transmission. shifting 70 as a gearbox transmission mechanism.  In this case, the transmission part 20 includes the gearbox transmission 70, an intermediate shaft 72 and a differential device 75.  The shift transmission 70 includes, as engagement members, a plurality of planetary gear mechanisms 71, a plurality of brakes B1, B2 and B3, and clutches C1 and C2.  The shift transmission 70 is capable of changing the transmission path when the driving force is transmitted using the planetary gear mechanisms 71 by changing between engaging and disengaging the brakes B1, B2. and B3 and C1 and C2 clutches and changing the gear ratio of the input side of the gear shift transmission 70 relative to its output side.  In addition, the shift transmission 70 is capable not only of changing the gear ratio but also of interrupting the transmission, at the output side, of the driving force 10 input to the gear shift transmission 70 by changing. between the engagement and disengagement of the brakes Bl, B2 and B3 and Cl clutches and C2.  The driving force output of the gearbox transmission 70 is transmitted to the differential device 75 via the intermediate shaft 72, is transmitted from the differential device 75 to the drive shaft 21, then leaves the transmission part 20.  With this, the driving force transmitted to said differential device 75 is transmitted to the drive wheel 22 and can be used as a driving force during vehicle traffic.  Part of the driving force transmitted to the differential device 75 is also transmitted to the output shaft 25 of the transmission part 20 coupled to the differential device 75.  On the other hand, when the transmission at the output side of the gearbox transmission 70 is interrupted by the change between the engagement and disengagement of the brakes B1, B2 and B3 and C1 and C2 clutches of the In a shift transmission 70, the driving force entering the gear shift transmission 70 is not transmitted to the differential device 75, and is not transmitted to the drive wheel 22.  Thus, the brakes B1, B2 and B3 and clutches C1 and C2 which are capable of interrupting the transmission of the driving force constitute a device 65 for interrupting the transmission of motive power capable of interrupting transmission, the driving wheel 22, the driving force generated in the engine.  [0029] In addition, the transmission portion 20 is capable of changing the transmission path of the driving force in the planet gear mechanisms 71 by changing between engagement and disengagement of the brakes B1, B2 and B3. and clutches C1 and C2, and is capable of changing the gear ratio by changing the ratio of the speed of rotation of the input in the gear shift transmission 70 to the speed of rotation of the output to the differential device 75 of the shift transmission 70.  Therefore, the smallest gear ratio a of the transmission part 20 corresponds to the gear ratio of the transmission shaft 16, the drive shaft 21 and the output shaft 25 of the transmission part 20 in the transmission shaft 20. the state in which the rotational speed of the driving force output to the differential device 75 from the speed change transmission 70 is maximized with respect to the rotational speed of the driving force entered into the gear shift transmission 70 from the drive shaft 16.  The vehicle driving device 1 according to the first embodiment has the constitution described so far.  The operation of the vehicle driving device 1 will be described below.  The vehicle on which the vehicle driving device 1 rolls by means of the transmission, to the driving wheel 22 of the driving force generated in the engine.  More specifically, the driving force generated in the engine is transmitted to the transmission part 20 via the torque converter 10, the gear ratio is changed to the gear ratio which is suitable for the operating state of the vehicle or for the driving action of the driver in the transmission part 20, and the driving force exits through the drive shaft 21 and is transmitted to the driving wheel 22.  The drive wheel 22 rotates using the driving force, and thus the vehicle rolls.  [0031] The transmission part 20 which effects the gear change during vehicle traffic changes a speed stage of the gear shift transmission 70 into the target gear stage by suitably engaging and disengaging. brakes B1, B2 and B3 and clutches C1 and C2 of the gearbox transmission 70 using the hydraulic pressure generated in the oil pump 30.  With this, the gear ratio when the driving force is transmitted to the drive wheel 22 is changed to the appropriate gear ratio for the operating state of the vehicle or the like.  The oil pump 30, which generates the hydraulic pressure used when the gear ratio in the transmission part 20 is changed, operates by means of the driving force generated in the engine, and the driving force transmitted from the transmission part 20 during the vehicle circulation, and generates the hydraulic pressure.  A description will be given of the state in which the oil pump 30 operates using the driving force generated first in the engine.  The driving force generated in the motor is transmitted to the torque converter 10, and the greater part of the driving force is transmitted to the transmission part 20 via the transmission shaft 16 from the turbine 13 or of the locking mechanism 14 of the torque converter 10.  Here, the rotating shaft 18 of the engine on which is mounted the first gear 41 constituting the first transmission path 40 15 is coupled to the pump 12 of the torque converter 10.  As a result, a portion of the driving force transmitted to the torque converter 10 is transmitted to the first gear 41 via the rotating shaft 18 of the motor and the first one-way clutch 42, and the first gear 41 rotates in conjunction with the pump 12 20 independently of the rotation of the transmission shaft 16.  The driving force transmitted to the first gear 41 is transmitted to the third gear 35 by means of the drive chain 60, is transmitted to the input shaft 31 on which is mounted the third gear 35, and is transmitted to the oil pump 30.  That is, a portion of the driving force generated in the motor is transmitted to the oil pump 30 using the first transmission path 40 without the intervention of the transmission portion 20.  The oil pump 30 operates using the driving force transmitted in this way, generates the hydraulic pressure, and implements the individual elements of the vehicle driving device 1.  We will give a description of the state in which the oil pump 30 operates with the driving force transmitted from the transmission part 20 during the vehicle circulation.  The drive shaft 21 and output shaft 25 of the transmission portion 20 which rotate with the driving force output from the transmission portion 20 rotate at the same rotational speed, and the shaft The driving wheel 21 rotates together with the drive wheel 22.  Therefore, even in the case where the driving force generated in the motor is small, the drive shaft 21 rotates together with the driving wheel 22 as long as the vehicle is traveling, and the output shaft 25 of the the transmission part 20 rotates by means of the driving force transmitted from the drive wheel 22 at the same rotational speed as that of the drive shaft 21.  Thus, the driving force transmitted from the driving wheel 22 to the output shaft 25 of the transmission part 20 via the transmission part 20 is also transmitted to the second gear 51 via the second one-way clutch 52 constituting the second transmission path 50, and the second gear 51 rotates together with the output shaft 25 of the transmission part 20.  The driving force transmitted to the second gear 51 is transmitted to the third gear 35 by the drive chain 60, and is transmitted to the oil pump 30.  That is, the driving force from the drive wheel 22 which rotates with the vehicle running is transmitted to the oil pump 30 using the second transmission path 50.  The oil pump 30 operates with the driving force transmitted in this way, generates the hydraulic pressure, and implements the individual elements of the vehicle driving device 1.  Thus, the driving force is transmitted to the oil pump 30 using the first transmission path 40 and the second transmission path 50.  The first one-way clutch 42 is disposed in the first transmission path 40 and the second one-way clutch 52 is disposed in the second transmission path 50, and thus, in effect, the driving force is transmitted to the oil pump 30 by one of the first transmission path 40 and the second transmission path 50.  More specifically, the first unidirectional clutch 42 transmits the driving force in the case where the rotational speed of the third gear 35 when the driving force is transmitted to the third gear 35 from the The first gear 41 is larger than the rotational speed of the third gear 35 when the drive force is transmitted to the third gear 35 from the second gear 51.  Conversely, the first unidirectional clutch 42 fails to engage in the case where the rotational speed of the third gear 35 when the driving force is transmitted to the third gear 35 from the first gear 41 is smaller than the rotational speed of the third gear 35 when the drive force is transmitted to the third gear 35 from the second gear 51.  [0039] Similarly, the second unidirectional clutch 52 transmits the driving force in the case where the rotational speed of the third gear 35 when the driving force is transmitted to the third gear 35 from the second gear 51 is larger than the rotational speed of the third gear 35 when the drive force is transmitted to the third gear 35 from the first gear 41.  Conversely, the second one-way clutch 52 fails to engage in the event that the rotational speed of the third gear 35 as the driving force is transmitted to the third gear 35 from the second gear 51 is smaller than the rotational speed of the third gear 35 when the driving force is transmitted to the third gear 35 from the first gear 41.  Thus, from the first transmission path 40 and the second transmission path 50, the transmission path having the greatest rotational speed when the driving force is transmitted to the oil pump 30 can transmit the driving force and, in the transmission path having the lowest rotational speed, the first unidirectional clutch 42 or the second one-way clutch 52 fails to engage, and the difference in rotational speed can thus be absorbed.  On the other hand, the speed ratio b between the engine and the oil pump 30 in the first transmission path 40 is set to be smaller than the gear ratio obtained by multiplying the smallest gear of the transmission part 20 by the speed ratio c between the transmission part 20 and the oil pump 30 in the second transmission channel 50.  Accordingly, in a state in which the vehicle is driven by the driving force generated in the engine, the rotational speed as the driving force is transmitted to the oil pump 30 in the first drive channel. The transmission 30 is always greater than the rotational speed when the driving force is transmitted to the oil pump 30 in the second transmission path 50 irrespective of the speed stage of the transmission part 20.  That is, in the transmission part 20, when passing the speed stage to the low speed side, the output rotation speed on the drive shaft 21 or on the output shaft 25 of the transmission part 20 with respect to the input rotational speed from the transmission shaft 16 decreases.  Conversely, when the speed stage is passed to the high speed side, the output rotational speed on the drive shaft 21 or on the output shaft 25 of the transmission part 20 increases.  Therefore, by setting the gear ratio b of the first transmission path 40 to the gear ratio smaller than the gear ratio obtained by multiplying the smallest gear ratio a of the transmission portion 20 by the gear ratio c of the second transmission path 50, the rotational speed of the input shaft 31 based on the transmission of the driving force in the first transmission path 40 is greater than the rotational speed of the drive shaft. input 31 based on the transmission of the driving force in the second transmission path 50 irrespective of the speed stage of the transmission part 20.  [0043] FIG. 4 is an explanatory view showing a relationship between the transmission rotational speed of the driving force in the first transmission path and the transmission rotational speed of the driving force in the second path. of transmission.  The rotating shaft 18 of the motor rotates by means of the driving force generated in the motor without the intervention of the transmission part 20, and therefore a first rotation speed Nft as the rotational speed of the shaft The oil pump 30 input 30 when the driving force is transmitted to the oil pump 30 using the first transmission path 40 is substantially proportional to the motor rotation speed Neg.  As a result, the first rotational speed Nft becomes larger as the engine rotational speed Neg becomes larger and the first rotational speed Nft becomes smaller as the engine rotational speed Neg becomes smaller.  In addition, the output shaft 25 of the transmission portion 20 rotates at the same rotational speed as that of the drive shaft 21 which rotates together with the drive wheel 22, and therefore a second gear as the rotation speed of the input shaft 31 of the oil pump 30 when the driving force is transmitted to the oil pump 30 using the second transmission path 50 is substantially proportional to vehicle speed.  As a result, the second rotational speed Nst becomes larger as the vehicle speed becomes larger and the second rotational speed Nst becomes smaller as the vehicle speed becomes smaller.  Note that each of the first rotation speed Nft and the second rotation speed Nst is greater than a necessary minimum rotation speed Nmn as the rotational speed required for the production of the hydraulic pressure by the oil pump 30 in most traffic conditions during vehicle traffic so that the oil pump 30 can be properly driven during vehicle traffic.  With this, during the vehicle circulation, even when the driving force is transmitted to the oil pump 30 using the first transmission channel 40 or the second transmission path 50, the oil pump 30 is capable of generate in many cases the hydraulic pressure.  The gear ratio b of the first transmission path 40 is smaller than the gear ratio obtained by multiplying the smallest gear ratio a of the transmission portion 20 by the gear ratio c of the second gear path. transmission 50, and therefore, in the state in which the motor operates, the first rotation speed Nft is greater than the second rotation speed Nst regardless of the motor rotation speed Neg or the vehicle speed.  Therefore, during the circulation of the vehicle in the state in which the engine is running, the second one-way clutch 52 fails to engage, and the oil pump 30 is still operating with the driving force transmitted through it. using the first transmission channel 40 and it generates the hydraulic pressure.  The vehicle which comprises the vehicle driving device 1 according to the first embodiment is capable of freewheeling as if rolling by the inertia of the vehicle in the state in which the engine is running. stopped and in which the transmission of the driving force to the drive wheel 22 from the engine is interrupted by using the driving force transmission interruption device 65 of the transmission part 20 during the running of the vehicle.  The engine is stopped during freewheeling, and thus the first transmission path 40 does not transmit the driving force to the oil pump 30, and the first rotational speed Nft becomes 0.  Unlike this, in the second transmission path 50, the second rotation speed Nst varies as a function of the vehicle speed, and therefore the second rotation speed Nst is a rotational speed corresponding to the speed of rotation. vehicle as long as the vehicle is moving.  Therefore, in the second transmission path 50, the driving force is transmitted to the oil pump 30 at the rotational speed corresponding to the vehicle speed.  In this case, the second rotational speed Nst is greater than the first rotational speed Nft, and thus the first one-way clutch 42 fails to engage, and the oil pump 30 operates using the force of drive transmitted using the second transmission path 50 and generates the hydraulic pressure.  In other words, by providing the second transmission path 50, even during coasting in which the motor is stopped, it is possible to transmit the driving force to the oil pump 30 and to make the oil pump 30 generates the hydraulic pressure.  In the vehicle drive device 1 according to the first embodiment described so far, since the gear ratio b of the first transmission path 40 is set to be smaller than the gear ratio. obtained by multiplying the smallest speed ratio a of the transmission part 20 by the gear ratio c of the second transmission path 50, the oil pump 30 is always driven by the driving force generated in the engine when the motor is coupled to the drive wheel 22.  Therefore, it is possible to prevent the drive source of the oil pump 30 from passing the driving force from the motor to the driving force from the drive wheel 22 in the state in which the engine is coupled to the driving wheel 22.  With this, it is possible to prevent the occurrence of a situation in which the drive source of the oil pump 30 moves from the driving force from the engine to the drive source from of the drive wheel 22 due to a reduction in engine rotational speed caused for example by a fuel cut in the engine, so that the engine braking force is thus changed and an impact occurs.  As a result, it is possible to suppress a shock that occurs due to the change of transmission path of the driving force to the oil pump 30.  The vehicle-driving device 1 according to a second embodiment has a constitution substantially similar to that of the vehicle-driving device 1 according to the first embodiment, and it is characterized in that the transmission part 20 shifts the speed using a CVT 80.  The other constitutions are the same as those of the first embodiment, and therefore their description will be omitted with the same reference numbers.  Figure 5 is a diagram of constitution of a main part of the vehicle driving device according to the second embodiment.  In a similar manner to the vehicle driving device 1 according to the first embodiment, the vehicle driving device 1 according to the second embodiment has the torque converter 10 and the transmission part 20, and includes the first channel. 40 and the second transmission path 50 as channels for transmitting the driving force to the oil pump 30.  Unlike the transmission portion 20 of the vehicle driving device 1 according to the first embodiment, the transmission portion 20 has the CVT 80 and a forward-reverse switching device 85 in the vehicle driving device 1 according to the second embodiment.  That is, instead of the speed change transmission 70 of the transmission portion 20 of the vehicle driving device 1 according to the first embodiment, the transmission portion 20 of the training device 1 vehicle according to the second embodiment has the CVT 80 and the device 85 switching forward-reverse.  The drive shaft 16 which outputs the driving force transmitted to the torque converter 10 from the motor 3021723 is coupled to the forward / reverse switch 85.  The forward / reverse switch 85 has a planetary gear mechanism 86, the brake B1, and the clutch C1, and is capable of changing the direction of rotation of the driving force transmitted from the drive shaft 16 in any direction and output the driving force to the CVT 80.  With this, the forward / reverse switching device 85 is able to change, between the forward direction and the reverse direction, the direction of travel of the rolling vehicle with the driving force generated in the driving direction. engine.  In addition, the forward-reverse switching device 85 is capable of interrupting the transmission of the driving force to the CVT 80 by suitably combining the engagement and disengagement of the brake B1 and clutch Cl.  Therefore, each of the brake B1 and the clutch C1 is provided as a drive power interruption device 65 which is capable of interrupting the transmission to the drive wheel 22 of the driving force generated in engine.  The CVT 80 is provided as a transmission capable of continuously changing the gear ratio between the input rotational speed and the output rotational speed of the driving force transmitted from the switching device 85. forward-reverse.  The CVT 80 has a primary pulley 81 as an input pulley, a secondary pulley 82 as an output pulley, and a belt 83 which winds on the pulleys, and is constituted as a CVT type belt that transmits a torque between the two pulleys using the belt 83.  The driving force transmitted from the forward-reverse switching device 85 is input to the primary pulley 81, and the secondary pulley 82 is able to output the driving force to the differential device 75. via the intermediate shaft 72.  The CVT 80 provided in this manner is capable of changing the rotational speed of the driving force input from the forward / reverse switching device 85 by changing the gear ratio between the primary pulley 81 and the pulley. secondary 82 and output the driving force to the differential device 75.  In the vehicle driving device 1 according to the second embodiment as well, the first gear 41 is mounted on the rotating shaft 18 of the motor via the first unidirectional clutch 42 in the first transmission channel 40. and the second gear 51 is mounted on the output shaft 25 of the transmission portion 20 via the second one-way clutch 52 in the second transmission path 50.  With this, the oil pump 30 is able to operate with the driving force transmitted from the first transmission channel 40 or the second transmission path 50.  In addition, in the vehicle driving device 1 according to the second embodiment also, the gear ratio b between the engine and the oil pump 30 in the first transmission path 40 is set to be smaller than the ratio of speeds obtained by multiplying the smallest speed ratio a of the transmission part 20 by the speed ratio c between the transmission part 20 and the oil pump 30 in the second transmission channel 50.  The vehicle driving device 1 according to the second embodiment has the constitution described so far.  The operation of the vehicle driving device 1 will be described below.  In the vehicle on which the vehicle driving device 1 is mounted, the driving force generated in the motor is transmitted to the forward-reverse switching device 85 via the torque converter 10, and is transmitted to the vehicle. CVT 80 after the direction of rotation of the driving force has been suitably changed by the forward / reverse switch device 85.  In the CVT 80, the speed ratio between the primary pulley 81 and the secondary pulley 82 varies continuously in an appropriate manner depending on the state of the vehicle and the driving action of the driver by changing. the winding diameter of the belt 83 in each of the primary pulley 81 and the secondary pulley 82.  With this, the gear ratio when the driving force is transmitted to the drive wheel 22 continuously changes to a gear ratio suitable for the operating state of the vehicle or the like.  The oil pump 30 operates using the driving force transmitted from the first transmission path 40 or the second transmission path 50, and the gear ratio b of the first path The transmission speed 40 is smaller than the speed ratio obtained by multiplying the smallest gear ratio a of the transmission portion 20 by the gear ratio c of the second transmission path 50.  Therefore, during vehicle traffic in the state in which the engine operates, the first rotation speed Nft (see Figure 4) is larger than the second rotation speed Nst 10 (see Figure 4), and the oil pump 30 always operates using the transmitted driving force using the first transmission channel 40.  Therefore, during the circulation of the vehicle in the state in which the engine operates, the oil pump 30 operates with the driving force transmitted using the first transmission path 40, and generates the hydraulic pressure regardless of the gear ratio of the CVT 80 in which the gear ratio varies continuously.  In the vehicle driving device 1 according to the second embodiment described so far, the CVT 80 is used in the transmission part 20, and the gear ratio b of the first transmission channel 40 is fixed. so as to be smaller than the gear ratio obtained by multiplying the smallest gear ratio a of the transmission part 20 by the gear ratio c of the second transmission path 50.  With this, when the motor is coupled to the drive wheel 22, the oil pump 30 is always driven by the driving force generated in the engine irrespective of the gear ratio of the CVT 80 in which the gear ratio changes continuously.  As a result, it is possible to suppress the shock that occurs due to the change of transmission path of the driving force to the oil pump 30.  Note that, in the vehicle driving device 1 according to the first embodiment described above, the drive chain 60 is shared by the first transmission channel 40 and the second transmission path 50, but as a drive chain 60, different drive chains may be used in the first transmission path 40 and in the second transmission path 3021723 21 50.  Fig. 6 shows the vehicle driving device 1 according to a third embodiment as an alternative of the vehicle driving device according to the first embodiment, and it is an explanatory view of the case in which use is made of different drive chains in the first transmission path and in the second transmission path.  In the case where different drive chains 60 are used in the first transmission path 40 and in the second transmission path 50, the third gear 35 for the first transmission path 40 and another third gear 35 10 for the second transmission path 50 are provided on the input shaft 31 of the oil pump 30.  The two third gears 35 provided on the input shaft 31 of the oil pump 30 are arranged at different positions in the axial direction.  The drive chain 60 for the first transmission track 40 is wound on the third gear 35 for the first transmission path 40 and on the first gear 41.  The drive chain 60 for the second transmission path 50, different from the drive chain 60 for the first transmission path 40, is wound on the third gear 35 for the second transmission path 50 and on the second gear wheel 51.  Thus, in the case where different drive chains 60 are used in the first transmission path 40 and in the second transmission path 50 as well, by setting the gear ratio b of the first transmission path 40 to the gear ratio If the speed ratio is smaller than the speed ratio obtained by multiplying the smallest speed ratio α of the transmission part 20 by the gear ratio c of the second transmission path 50, it is possible to eliminate the shock which occurs in because of the change of transmission path of the driving force to the oil pump 30.  In addition, in each of the vehicle driving devices 1 according to the first and second embodiments described above, the output shaft 25 of the transmission part 20 is coupled to the differential device 75 and the force The output drive shaft 25 of the transmission portion 20 can also be coupled to an element other than the differential device 75.  Fig. 7 shows the vehicle driving device 1 according to a fourth embodiment (another variant of the vehicle driving device according to the first embodiment), and this is a view explanatory of the case where the output shaft of the transmission part is coupled to the intermediate shaft.  For example, as shown in FIG. 7, the output shaft 25 of the transmission portion 20 can be coupled to the intermediate shaft 72 which rotates with the driving force output from the transmission changeover. 70, and the output shaft 25 of the transmission part 20 can be made to rotate by means of the driving force transmitted from the intermediate shaft 72.  In this case also, the drive chain 60 can be shared by the first transmission path 40 and the second transmission path 50, and different drive chains 60 can also be used in the first transmission path 40 and in the second transmission channel 50.  For example, in the case where different drive chains 60 are used in the first transmission path 40 and in the second transmission path 50, a fourth gear wheel 36 as a gear wheel for the first transmission path 40 and a fifth gear 37 as a gear for the second transmission path 50 are provided on the input shaft 31 of the oil pump 30 instead of the third gear 35 of each first to third embodiments.  By providing the two gears on the input shaft 31 of the oil pump 30, different drive chains 60 can be used in the first transmission channel 40 and in the second transmission path 50.  FIG. 8 shows the vehicle driving device 1 according to a fifth embodiment (a variant of the vehicle driving device according to the second embodiment), and it is an explanatory view of the case where the output shaft of the transmission part is coupled to the rotating shaft of the secondary pulley.
    [0002] As an alternative, as shown in FIG. 8, the output shaft 25 of the transmission part 20 can be coupled to a secondary pulley shaft 90 such as the rotating shaft of the secondary pulley 82 of the CVT 80, and the The output shaft 25 of the transmission part 20 can be made to rotate by means of the driving force transmitted from the secondary pulley shaft 90. Thus, in the case where the output shaft 25 of the part transmission 20 is coupled to the intermediate shaft 72 or to the secondary pulley shaft 90, by setting the gear ratio b of the first transmission path 40 to a gear ratio smaller than the gear ratio obtained in multiplying the smallest speed ratio a of the transmission part 20 by the gear ratio c of the second transmission path 50, it is possible to suppress the shock which occurs due to the change of the transmission path of the transmission force. applied training the oil pump 30. That is, in the vehicle driving device 1 according to the fifth embodiment, the output shaft 25 of the transmission part 20 can not only use the shaft 21 but also the output shaft of the secondary pulley 82 which rotates at the same rotational speed as that of the drive shaft 21, and can also use the drive shaft 21 which rotates at the same rotational speed as that of the secondary pulley 90. [0066] In addition, in each of the vehicle driving devices 1 according to the first and second embodiments described above, each of the first transmission channel 40 and the second transmission path 50 transmits the driving force using the drive chain 60, but an element other than the drive chain 60 can also be used in the transmission of the force of the drive. training. The transmission of the driving force in each of the first transmission path 40 and the second transmission path 50 can also be done using, for example, a belt or a gear. As long as the speed ratio b of the first transmission path 40 is smaller than the gear ratio obtained by multiplying the smallest gear ratio a of the transmission part 20 by the gear ratio c of the second gear path transmission 50 regardless of the drive force transmission means in each of the first transmission path 40 and the second transmission path 50, the drive force transmitting means can be any means of transmission. In addition, the transmission portion 20 is capable of changing the gear ratio by using the gear shift transmission 70 which includes the planet gear mechanisms 71 in the vehicle drive device 1 according to the first embodiment of the invention. embodiment described above, and the transmission portion 20 is capable of changing the gear ratio using the CVT 80 in the vehicle driving device according to the second embodiment, and the portion transmission 20 may also be able to change the gear ratio using a mechanism other than these. In addition, the driving power transmission interruption device 65 is constituted by the brakes B1, B2 and B3 and by the clutches C1 and C2 of the gearbox transmission 70 in the driving device 1. according to the first embodiment, and the drive power interruption device 65 is constituted by the brake B1 and by the clutch Cl of the device 85 10 switching forward-reverse in the device 1 d the vehicle drive according to the second embodiment, and the drive force interruption device 65 may also be constituted by an element other than these. The driving power transmission interruption device 65 may also be constituted by, for example, a clutch provided separately from the transmission part 20. The coasting can also be done by stopping the engine and interrupting the transmission of the transmission. the driving force to the driving wheel 22 as long as the driving force transmission interrupting device 65 is provided to be able to interrupt the transmission to the drive wheel 22 of the driving force engendered in the engine, and thus its constitution can be any constitution. In addition, the oil pump 30 can also be provided so as to be coupled to a member which is directly coupled to the rotating shaft of the engine and thus turns off state by being directly coupled to the shaft. rotating 18 of the engine or being placed on the transmission path of the driving force of the motor torque converter 10, and operate with the driving force from the body. In this case, the speed ratio b between the engine and the oil pump 30 is 1. In addition, in this case also, the first transmission path 40 is constituted by arranging the first unidirectional clutch 42 between the member is directly coupled to the rotating shaft of the engine and thereby rotates and the oil pump 30.
    权利要求:
    Claims (3)
    [0001]
    REVENDICATIONS1. Vehicle driving device characterized in that it comprises: an oil pump (30); a first one-way clutch (42); a first transmission path (40) for transmitting a driving force generated in a heat engine to the oil pump (30) via the first one-way clutch (42); a second one-way clutch (52); a second transmission path (50) for transmitting a driving force from an output shaft (25) of a transmission portion (20) to the oil pump (30) via the second one-way clutch (52); and a drive power transmission interruption device (65) arranged to interrupt transmission, to a driving wheel (22), of the driving force generated in the engine, and that gear ratio between the engine and the oil pump (30) in the first transmission path (40) is set to be smaller than the gear ratio obtained by multiplying the smallest gear ratio of the transmission part (20) by the gear ratio between the transmission part (20) and the oil pump (30) in the second transmission path (50).
    [0002]
    The vehicle driving apparatus according to claim 1, further comprising: a first gear (41) coupled to a rotating shaft (18) of the engine via the first one-way clutch (42); a second gear (51) coupled to the output shaft (25) of the transmission portion (20) via the second one-way clutch (52); a third gear (35) coupled to the oil pump (30); and a chain (60) or belt formed to transmit the driving force to any one of the first gear (41), the second gear (51) and the third gear (35). 3021723 26
    [0003]
    A vehicle driving device according to claim 1 or 2, wherein the transmission portion (20) is a shift transmission, wherein the shift transmission includes brakes (B1, B2, B3) and clutches (C1, C2) as engagement members, and wherein the driving force interrupting device (65) is at least one of the engagement members.
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    同族专利:
    公开号 | 公开日
    CN105276124A|2016-01-27|
    US9458928B2|2016-10-04|
    JP2015227712A|2015-12-17|
    US20150345619A1|2015-12-03|
    DE102015108540A1|2015-12-03|
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    法律状态:
    2016-04-12| PLFP| Fee payment|Year of fee payment: 2 |
    2017-04-13| PLFP| Fee payment|Year of fee payment: 3 |
    2017-07-21| RS| Complete withdrawal|Effective date: 20170620 |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2014114412A|JP2015227712A|2014-06-02|2014-06-02|Vehicle drive system|
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