JP2010149610A - Transmission axle driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission axle driving device capable of increasing flexibility in layout of a vehicle without damaging an advantage in which a drive starting element and a transmission mechanism are separated to make the transmission axle a double-stage unit and further capable of always performing an operation of an oil pump. <P>SOLUTION: The transmission axle driving device comprises a torque converter 2 to which a rotation from an engine 1 is inputted, a main shaft 3 to which a rotation from the torque converter 2 is inputted, a transmission mechanism 4 to which a rotation from the main shaft 3 is inputted, and a differential mechanism 5 to which a rotation from the transmission mechanism 4 is inputted. There are further provided a sub-shaft 6 to which a rotation from the engine 1 is inputted, rotation output selecting means 9 having one-way clutches C<SB>1</SB>, C<SB>2</SB>for use in outputting a higher one of rotations inputted from the main shaft 3 and the sub-shaft 6, and an oil pump 10 connected to the rotation output selecting means 9. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention inputs a rotation from a starting element to the transmission mechanism between a starting element to which rotation from a drive source represented by an engine is input and a transmission mechanism to which rotation from the starting element is input. The present invention relates to a transaxle drive device in which a transaxle is separated into a front-stage unit and a rear-stage unit by interposing a main shaft.

In the conventional transaxle driving device, in order to solve the problem that occurs when the starting element and the speed change mechanism are directly connected, the starting element to which the rotation from the engine is input, and the speed change to which the rotation from the starting element is input. A transaxle is separated into a front unit and a rear unit by interposing a propeller shaft that inputs rotation from a starting element in the speed change mechanism between the mechanisms (see, for example, Patent Document 1). ).
Japanese Patent Application No. 2005-88795

  However, in the conventional apparatus, a transmission mechanism that requires lubrication or hydraulic control is separated from a front-stage unit (hereinafter referred to as “front unit”) via a propeller shaft (main shaft) (hereinafter referred to as “ Therefore, if the oil pump has an FF structure (front-side front drive), the oil pump is placed on the front unit while the oil pump is always driven. The lower unit is arranged in an oil reservoir represented by

  According to such a configuration, the oil passage for suction and the oil passage for discharge must be piped along the propeller shaft spanned between the front unit and the lower unit. In order to prevent pressure loss due to, it is necessary to secure a large inner diameter of the pipe line, which greatly affects the degree of freedom of the vehicle layout.

  On the other hand, when the oil pump has an RR structure (rear arrangement rear side drive), the oil pump is arranged in the lower unit together with the oil pan, and therefore, along the propeller shaft arranged between the front unit and the lower unit. This eliminates the need for piping the intake oil passage and the discharge oil passage.

  However, in the case of the RR structure, when the starting element is released, the rotation speed of the propeller shaft is reduced, and thus there is a problem that the oil pump cannot be driven.

  The present invention has been made in view of the above-mentioned facts, and the object of the present invention is to decouple the starting element and the speed change mechanism and to unitize the transaxle in two stages without damaging the advantages. It is an object of the present invention to provide a transaxle drive device that can increase the degree of freedom of vehicle layout and can always drive an oil pump.

  The transaxle drive device of the present invention uses the rotation output selection means to rotate between the drive source that is input from the starting element to the main shaft and the rotation from the drive source that is input directly from the drive source to the subshaft. Of these, the higher one is selected to input to the oil pump, and the oil pump is driven by this input rotation.

  According to the present invention, even if the oil pump is separated from the starting element and disposed at a stage subsequent to the main shaft, for example, in the speed change mechanism, rotation from the drive source is directly input to the sub shaft connected to the oil pump. Even if the rotation of the main shaft is decreased by releasing the starting element, the oil pump can be driven by the rotation from the sub shaft.

  In addition, according to the present invention, when the rotation of the main shaft rises, the oil pump can be driven by the higher rotation of the rotation from the main shaft and the rotation from the sub shaft. .

  That is, according to the present invention, even if the oil pump is separated from the starting element and disposed at the rear stage of the main shaft, regardless of how the rotation of the main shaft changes with the fastening and releasing of the starting element, The oil pump can always be driven.

  In addition, according to the present invention, the oil pump is disposed downstream of the main shaft (lower unit) together with the oil reservoir represented by the oil pan, so the oil pump is disposed upstream of the main shaft (front unit). As is the case, it is not necessary to pipe the intake oil passage and the discharge oil passage along the main shaft from the rear stage to the front stage of the main shaft.

  Therefore, according to the present invention, the degree of freedom of the vehicle layout can be increased without impairing the advantage of separating the starting element and the speed change mechanism and unitizing the transaxle in two stages, and the oil pump It is possible to provide a transaxle driving device capable of always driving the motor.

  Hereinafter, a transaxle driving device according to the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram showing a transaxle driving device according to a first embodiment of the present invention in which an oil pump is arranged in the preceding stage.

  Reference numeral 1 denotes an engine which is a drive source. Hereinafter, although this embodiment demonstrates a drive source as the engine 1, various things, such as the engine 1 and the motor used together with this, or only a motor, can be applied to a drive source.

  Reference numeral 2 denotes a lockup type torque converter (hereinafter referred to as “torque converter”) as a starting element coupled to an output shaft (hereinafter referred to as “engine output shaft”) 1 a of the engine 1. The torque converter 2 includes a pump impeller 2a that is an input side element, a turbine runner 2b that is an output side element, and a stator 2c that is fixed to the case C. The lockup clutch 2L allows the pump impeller 2a and the turbine runner 2b to be connected to each other. The fastening and release between.

  Reference numeral 3 denotes a propeller shaft (hereinafter referred to as “main shaft”) that is coupled to the turbine runner 2 b and receives rotation from the torque converter 2.

  Reference numeral 4 denotes a transmission mechanism that is connected to the output side of the main shaft 3 and receives rotation from the main shaft 3. The speed change mechanism 4 outputs the output from the speed change mechanism 4 after appropriately changing the rotation from the main shaft 3 according to the hydraulic pressure or the like. Examples of the speed change mechanism 4 include a stepped speed change mechanism and a continuously variable speed change mechanism whose speed is controlled by hydraulic pressure.

  Reference numeral 5 denotes a differential mechanism (differential gear mechanism) that is coupled to the output side of the speed change mechanism 4 and that receives rotation from the speed change mechanism 4. The differential mechanism 5 transmits the rotation from the engine 1 transmitted through the speed change mechanism 4 by the axle (not shown) to the left and right wheels.

  Reference numeral 6 denotes a sub shaft to which rotation from the engine 1 is input. Input to the sub shaft 6 is performed via a power transmission mechanism 7. The power transmission mechanism 7 is coupled to the pump impeller 2a, and between a drive spline 7a to which rotation from the engine 1 is directly input and a driven spline 7b provided on the input side of the sub shaft 6, a chain or a belt or the like It spans the endless member 7c.

  Further, the input to the sub shaft 6 can be interrupted by a clutch 8 as a friction element. In this embodiment, an electromagnetic clutch that does not involve hydraulic control is adopted as the clutch 8, but as other clutches, a friction element such as a centrifugal clutch that does not involve hydraulic control, or hydraulic control represented by a wet clutch. Friction elements with

Reference numeral 9 denotes the rotation speed of the rotation speed of the main shaft 3 (hereinafter referred to as “main shaft rotation speed”) N ₃ and the rotation speed of the sub shaft 6 (hereinafter referred to as “sub shaft rotation speed”) N _6. Rotation output selection means for outputting the higher number. The rotation output selection means 9 has a pump drive shaft 9 a coupled to the oil pump 10.

The pump drive shaft 9a is a cylindrical member through which the main shaft 3 penetrates rotatably. The inner peripheral surface of the pump drive shaft 9a is coupled to the main shaft 3 through the one-way clutch C ₁ of the friction element. Thus, the rotation output selecting unit 9, the one-way clutch C _1, the first driving force transmission system to which the rotation of the main shaft 3 is inputted is formed.

Further, on the outer peripheral surface of the pump drive shaft 9a, the one-way clutch C ₂ is provided as a frictional element. The rotation from the sub shaft 6 is input to the one-way clutch C ₂ via the power transmission mechanism 11.

  Like the power transmission mechanism 7, the power transmission mechanism 11 is coupled to the subshaft 6 and is connected between a drive spline 11a to which rotation from the subshaft 6 is input and a driven spline 11b provided on the rotation output selection means 9 side. Further, a terminalless member 11c such as a chain or a belt is stretched over.

As a result, the one-way clutches C ₁ and C ₂ run idle when one of the rotation speeds is high, and transmit only the high rotation speed. The rotation output selection means 9 forms a second driving force transmission system to which rotation from the sub shaft 6 is input by the one-way clutches C ₁ and C ₂ together with the first driving force transmission system.

When the main shaft rotation speed N ₃ is higher than the sub-shaft rotation speed N ₆ , the one-way clutch C ₂ releases the space between the sub-shaft 6 and the pump drive shaft 9a and moves the sub-shaft 6 to the pump drive shaft 9a. On the other hand, the one-way clutch C ₁ is engaged between the main shaft 3 and the pump drive shaft 9a, and rotates the pump drive shaft 9a integrally with the main shaft 3 while idling.

On the other hand, when the sub-shaft rotation speed N ₆ is higher than the main shaft rotation speed N ₃ , the one-way clutch C ₁ releases the space between the main shaft 3 and the pump drive shaft 9a to the pump drive shaft 9a. The one-way clutch C ₂ is engaged between the sub shaft 6 and the pump drive shaft 9 a and rotates the pump drive shaft 9 a integrally with the sub shaft 6.

As a result, the one-way clutch C ₁ and the one-way clutch C ₂ cooperate with each other to output the higher one of the main shaft rotation speed N ₃ and the sub-shaft rotation speed N ₆ .

The oil pump 10 is a known oil pump that causes the pump operation to occur with the higher of the main shaft rotation speed N ₃ and the sub-shaft rotation speed N ₆ being input via the pump drive shaft 9a. is there.

Input to the speed change mechanism 4 can be interrupted by a clutch 12 as a friction element interposed in the main shaft 3. The clutch 12 is interposed between the one-way clutch C ₁ as the input member of the first driving force transmission system and the speed change mechanism 4 according to the rotation output selection means 9. The clutch 12 can also employ a centrifugal clutch, an electromagnetic clutch, or the like, similar to the clutch 8, but in this embodiment, a hydraulic clutch is employed for the purpose of sharing a control system with the transmission mechanism 4.

Reference numeral 100 denotes a controller equipped with a CPU and the like. The controller 100 controls at least the engagement / release of the clutch 8 and the clutch 12, and also controls the engagement / release of the lockup clutch 2 </ b> L and the shift in the transmission mechanism 4 in this embodiment. For this reason, the controller 100 includes, for example, a signal from the engine speed sensor (engine speed N _e ), a signal from the main shaft speed sensor (main shaft speed N ₃ ), and a signal from the sub-shaft speed sensor. (Subshaft rotation speed N ₆ ), signal from the oil pump rotation speed sensor (pump rotation speed N _p ), signal from the throttle opening sensor (throttle opening TVO), signal from the vehicle speed sensor (vehicle speed VSP), etc. Information is entered.

In this embodiment, the torque converter 2, the power transmission mechanism 7, and the clutch 8 are separated from the main shaft 3 as the front unit U ₁ by separating the torque converter 2 and the speed change mechanism 4 via the main shaft 3. On the other hand, the power transmission mechanism 11, the rotation output selection means 9, the clutch 12, the speed change mechanism 4, and the differential mechanism 5 are configured as a rear unit U ₂ that is located at a later stage than the main shaft 3.

  FIG. 2 is a skeleton diagram showing a power transmission path of the same form when the vehicle is stopped due to range selection. In the figure, a control system such as the controller 100 is omitted. In the following description, it is assumed that the clutch 8 is normally configured to maintain its engagement by applying a preload (fastening capacity) such as a spring load.

When the vehicle is stopped by selecting the N (neutral) range or the R (reverse) range, the driving force from the engine 1 is generated, but the lock-up clutch 2L is released, so that the torque converter 2 slip in between the pump impeller 2a and the turbine runner 2b, by the sliding amount, the main shaft speed N ₃ is low. In this case, if the main shaft rotational speed N ₃ becomes too low, the oil pump 10 is operated at a rotational speed (hereinafter referred to as “necessary pump rotational speed”) N _{p (min)} sufficient to generate the required hydraulic pressure from the oil pump 10. It may not be possible to drive.

On the other hand, in this embodiment, since the sub shaft 6 is substantially driven by the engine 1, the sub shaft rotation speed N ₆ is higher than the main shaft rotation speed N ₃ , so that the rotation output selection means 9 is one-way. With the cooperation of the clutches C ₁ and C ₂ , as indicated by the thick lines in the figure, the rotation from the engine 1 is transmitted through the torque converter 2, the power transmission mechanism 7, the clutch 8, the sub shaft 6 and the power transmission mechanism 11. Input to pump 12. Therefore, even when the oil pump 10 cannot be driven because the main shaft rotation speed N ₃ is lower than the required pump rotation speed N _{p (min)} , the oil pump 10 can be driven by the rotation of the sub shaft 6. .

  On the other hand, since the clutch 12 is fastened so that even when the vehicle is stopped by performing a brake operation with the D (forward) range selected, the main shaft 3 is directly connected to the speed change mechanism 4. Not rotated to be. For this reason, the oil pump 10 cannot be driven by the main shaft 3.

Therefore, also in this case, the rotation output selecting means 9, by cooperation of the one-way clutch C _1, C _2, as indicated by the bold line in the figure, the rotation from the engine 1, the torque converter 2, the power transmission mechanism 7, The oil is input to the oil pump 12 through the clutch 8, the sub shaft 6 and the power transmission mechanism 11.

That is, even when the main shaft rotation speed N ₃ is lower than the required pump rotation speed N _{p (min)} , the oil pump 10 can be driven at the rotation speed N ₆ of the sub shaft 6. Note that the difference between when the vehicle is stopped due to the range selection and when the vehicle is stopped due to the brake operation in the D range selection state is that the clutch 12 is released when the vehicle is stopped due to the range selection. When the vehicle is stopped due to the brake operation in the state, the clutch 12 is engaged, and there is no change in the power transmission path from the engine to the oil pump.

  FIG. 3 is a skeleton diagram showing the power transmission path of the same configuration when the vehicle 8 moves forward when the clutch 8 is released. Also in this figure, the control system such as the controller 100 is omitted.

Normally, when the vehicle moves forward or backward in accordance with the accelerator operation in the D range selection state or the R range selection state, a large driving force is supplied to the transaxle by engaging the lockup clutch 2L. or at low vehicle speed the lockup clutch 2L is released by R range selection state, the main shaft speed N ₃ is lower by sliding amount of the torque converter 2, the clutch 12 is also fastened, the main shaft rotation The number N ₃ is proportional to the rotation (vehicle speed VSP) on the second drive unit U ₂ side. Therefore, when the vehicle speed VSP is low, the main shaft 3 may not be able to drive the oil pump 10 as described above. In this case, the oil pump 10 is driven at the subshaft rotation speed N ₆ . Is called.

However, when the engine speed _Ne increases as a result of the accelerator operation in the D range selection state, the main shaft speed N ₃ increases along with the sub-shaft speed N ₆ regardless of whether the lockup clutch 2L is engaged or released. .

On the other hand, in this embodiment, when the main shaft rotation speed N ₃ becomes equal to or higher than the necessary pump rotation speed N _{p (min)} , the clutch 8 is released. Then, the sub-shaft rotation speed N ₆ becomes lower than the pump rotation speed N _p (necessary pump rotation speed N _{p (min)} ). That is, the sub-shaft rotation speed N ₆ becomes lower than the main shaft rotation speed N ₃ , so that the one-way clutch C ₂ rotates idly with respect to the pump drive shaft 9a.

Therefore, the rotation output selection means 9, for the one-way clutch C ₁ is, transmits the rotation of the main shaft 3 (required pump speed N _{p (min)} or more rotating) to the pump drive shaft 9a, the oil pump 10, sub It is driven by the main shaft 3 instead of the shaft 6. Further, in this case, since the rotation of the pump drive shaft 9a is not transmitted to the sub shaft 6, the sub shaft 6 stops and stops.

That is, when the main shaft rotation speed N ₃ becomes equal to or higher than the necessary pump rotation speed N _{p (min) as} the accelerator pedal is depressed, the rotation output selection means 9 does not release the clutch 8 but the one-way clutch C ₁ , C _With the cooperation of ₂ , rotation from the engine 1 is input to the oil pump 12 through the torque converter 2 and the main shaft 3 as shown by a thick line in FIG. 3. Therefore, if the main shaft rotation speed N ₃ becomes equal to or higher than the necessary pump rotation speed N _{p (min)} , the oil pump 10 can be driven by the rotation of the main shaft 3 instead of the rotation of the sub shaft 6.

  Here, FIG. 4 is a flowchart schematically showing the steps executed by the controller 100 when controlling the engagement / release of the clutch 8 as described above.

When the vehicle moves forward in accordance with the accelerator operation in the D range selection state, the controller 100 compares the main shaft rotation speed N ₃ and the necessary pump rotation speed N _{p (min)} at step 11 simultaneously with the engine start. .

When the main shaft rotation speed N ₃ is less than the required pump rotation speed N _{p (min) in} step 11, the routine proceeds to step 12 where the clutch 8 is engaged according to a command from the controller 100 (do not perform). maintain. For this reason, the sub shaft 6 is rotated by the rotation of the engine 1 input from the torque converter 2 through the power transmission mechanism 7.

Therefore, the sub-shaft 6, by cooperation of the one-way clutch C ₁ and the one-way clutch C _2, rotates the pump drive shaft 9a. Thereby, when the main shaft rotation speed N ₃ is less than the necessary pump rotation speed N _{p (min)} , the oil pump 10 is driven by the sub shaft 6 as shown in FIG.

On the other hand, when the main shaft rotational speed N ₃ becomes equal to or higher than the necessary pump rotational speed N _{p (min)} in step 11, the process proceeds to step 14 and the clutch 8 is released by a command from the controller 100.

Then, the sub-shaft 6, the rotation of the engine 1 to be entered through a power transmission mechanism 7 from the torque converter 2 is cut off, by cooperation of the one-way clutch C ₁ and the one-way clutch C _2, the pump drive shaft 9a In contrast, it idles. Thereby, when the main shaft rotation speed N ₃ is equal to or higher than the necessary pump rotation speed N _{p (min)} , the oil pump 10 is driven by the main shaft 3 as shown in FIG.

  FIGS. 5 and 6 are skeleton diagrams showing the power transmission path of the same form when the vehicle moves forward with the clutch 8 kept engaged. 5 and 6, the control system such as the controller 100 is omitted.

In this embodiment, due to the configuration, the oil pump 10 can be operated when the main shaft rotational speed N ₃ is higher than the sub-shaft rotational speed N ₆ .

When the main shaft rotation speed N ₃ becomes equal to or higher than the sub-shaft rotation speed N ₆ with the clutch 8 engaged, as shown in FIG. 5, the rotation output selection means 9 causes the one-way clutch C ₁ to be engaged, While the first power transmission system with the main shaft rotation speed N ₃ as an input is selected, the second power transmission system with the sub-shaft rotation speed N ₆ as an input is disconnected by the idling of the one-way clutch C _2. Is done.

That is, since the first power transmission system is automatically selected by the cooperation of the one-way clutch C ₁ and the one-way clutch C ₂ , when the main shaft rotation speed N ₃ becomes equal to or higher than the sub-shaft rotation speed N _6. The oil pump 10 is driven by the main shaft 3 as shown in FIG.

On the other hand, when the main shaft rotation speed N ₃ becomes lower than the sub-shaft rotation speed N ₆ due to the decrease in the vehicle speed VSP, the clutch 8 remains engaged as shown in FIG. _{When 2} is engaged, the second power transmission system with the sub-shaft rotation speed N ₆ as an input is selected. On the other hand, the one-way clutch C ₁ is idled so that the main shaft rotation speed N ₃ is input. The first power transmission system is disconnected.

That is, since the second power transmission system is automatically selected by the cooperation of the one-way clutch C ₁ and the one-way clutch C ₂ , the main shaft rotation speed N ₃ is thereby lower than the sub-shaft rotation speed N _6. The oil pump 10 is driven by the sub shaft 6 as shown in FIG.

Here, FIG. 7 is a flowchart schematically showing the operation of the rotation output selecting means 9 with the clutch 8 engaged, in relation to the main shaft rotation speed N ₃ and the sub-shaft rotation speed N ₆ .

When the main shaft rotation speed N ₃ is less than the sub-shaft rotation speed N ₆ , the rotation output selection means 9 causes the _first way transmission with the main shaft rotation speed N ₃ as an input by the one-way clutch C ₁ idling. Although the system is not selected, the second power transmission system with the sub-shaft rotation speed N ₆ as an input is selected by engaging the one-way clutch C ₂ (step 21 → step 22). Therefore, pump speed N _p is a sub-shaft rotational speed N ₆ higher rotational speed than the main shaft speed N ₃ (step 23).

Therefore, even if the oil pump 10 cannot be driven at the main shaft speed N ₃ , the oil pump 10 can be driven at the sub-shaft speed N ₆ that is higher than the main shaft speed N ₃ .

On the other hand, when the main shaft rotation speed N ₃ becomes equal to or higher than the sub-shaft rotation speed N ₆ , the rotation output selection means 9 causes the one-way clutch C ₂ to idle so that the _second sub-shaft rotation speed N ₆ is input. However, when the one-way clutch C ₁ is engaged, the _first power transmission system that receives the main shaft rotational speed N ₃ is selected (step 21 → step 24). Therefore, pump speed N _p is a main shaft rotational speed N ₃ higher rotational speed than the sub-shaft rotational speed N ₆ (step 25).

Therefore, when the main shaft rotation speed N ₃ is higher than the sub-shaft rotation speed N ₆ , the oil pump 10 can be driven by the main shaft rotation speed N ₃ .

FIG. 8 is a flowchart schematically showing each operation described above as a series of flows. As is apparent from the flowchart, if the rotation output selecting means 9 is based on the cooperation of the one-way clutches C ₁ and C ₂ as in this embodiment, the first power transmission with the main shaft 3 as an input is performed. Switching between the system and the second power transmission system using the sub shaft 6 as an input can be realized without performing complicated control.

As described above, according to the embodiment of the present invention, even if the oil pump 10 is separated from the torque converter ₂ and disposed in the rear unit U ₂ subsequent to the main shaft 3, the sub shaft 6 connected to the oil pump 10 has an engine. Since the rotation from 1 is input, even if the rotation of the main shaft 3 is reduced by releasing the lock-up clutch 2L, the oil pump 10 can be driven by the rotation from the sub shaft 6.

  In addition, according to the present invention, when the rotation of the main shaft 3 rises, the oil pump 10 is driven by the higher one of the rotation from the main shaft 3 and the rotation from the sub shaft 6. Can be made.

  That is, according to the present invention, even if the oil pump 10 is separated from the torque converter 2 and disposed at the rear stage of the main shaft 3, how the rotation of the main shaft 3 changes with the fastening and release of the torque converter 2. Regardless of this, the oil pump 10 can always be driven.

Further, according to the present invention, the oil pump 10 can be disposed in the rear unit U ₂ at the rear stage of the main shaft 3 together with the oil storage portion represented by the oil pan, so that the front unit U ₁ at the front stage of the main shaft 3. As in the case where the oil pump 10 is disposed, the suction oil passage and the discharge oil passage need not be provided along the main shaft 3 from the lower unit U ₂ to the front unit U ₁ . For this reason, when the oil pump 10 is disposed in the front unit U ₁ , the oil is usually guided from the oil pan disposed in the rear unit U ₂ , and then appropriately adjusted oil is supplied to the transmission mechanism 4. Requires at least eight oil passages including a suction oil passage and a discharge oil passage, whereas according to the same embodiment according to the present invention, at least two oil passages are required. The oil passage can be reduced.

  Therefore, according to the present invention, the degree of freedom of the vehicle layout is increased without impairing the advantage of separating the torque converter 2 and the speed change mechanism 4 via the main shaft 3 and unitizing the transaxle in two stages. In addition, a transaxle driving device capable of always driving the oil pump 10 can be provided.

Further, in the present embodiment, since the clutch 8 that interrupts the input to the sub shaft 6 is provided between the engine 1 and the sub shaft 6, by appropriately releasing the clutch 8 as described above, The sub shaft rotation speed N ₆ can be suppressed. As a result, the joint and shaft diameter of the sub shaft 6 can be reduced, which is more effective in increasing the degree of freedom in vehicle layout.

  In particular, when an electromagnetic clutch or a centrifugal clutch is employed as the clutch 8 as in the present embodiment, it is more effective in organizing the piping structure because hydraulic control is not involved in the engagement and release.

In addition, if the rotation output selection means 9 is constituted by the one-way clutches C ₁ and C _{2 as} in the present embodiment, as described above, the higher rotation number among the main shaft rotation number N ₃ and the sub-shaft rotation number N _6. By automatically inputting this to the oil pump 10, the oil pump 10 can be driven.

FIG. 9 is a skeleton diagram showing a second embodiment of the present invention. In this embodiment, the one-way clutch C _{1 according} to the first embodiment is replaced with a clutch C ₃ . Also in this figure, the control system such as the controller 100 is omitted, and the same parts as those in the first embodiment are denoted by the same reference numerals and the description thereof is omitted.

Also in this embodiment, the clutch 8 is normally configured to maintain its engagement by applying a preload (fastening capacity) such as a spring load. As the clutch C _3, as in the clutch 8, a friction element such as an electromagnetic clutch and a centrifugal clutch without hydraulic control, or a friction element with hydraulic control typified by a wet clutch can be cited. A hydraulic clutch is employed for the purpose of sharing a control system with the transmission mechanism 4.

When the main shaft rotation speed N ₃ is less than the required pump rotation speed N _{p (min)} due to, for example, when the vehicle is stopped, the sub-shaft rotation speed N ₆ is higher than the main shaft rotation speed N ₃ . For this reason, when the main shaft rotational speed N ₃ is lower than the necessary pump rotational speed N _{p (min)} , the engine 1 rotates in the same manner as in the first embodiment, regardless of whether the clutch C ₃ is engaged or disengaged. 2 through the power transmission mechanism 7, after being transmitted to the sub-shaft 6 via the clutch 8 is input to the oil pump 10 from the one-way clutch C ₂ via the pump drive shaft 9a by the rotation output selecting means within 9.

That is, also in the present embodiment, when the main shaft rotation speed N ₃ is lower than the necessary pump rotation speed N _{p (min)} due to, for example, when the vehicle is stopped, the oil pump 10 rotates the sub shaft 6 as in the first embodiment. To work with. In this embodiment, when the main shaft rotation speed N ₃ is lower than the necessary pump rotation speed N _{p (min)} , the clutch C ₃ is released in consideration of power transmission efficiency.

On the other hand, when the main shaft rotational speed N ₃ becomes equal to or higher than the necessary pump rotational speed N _{p (min)} , the clutch C is released and the clutch C ₃ is engaged at the same time. Then, the rotation of the engine 1 is transmitted from the torque converter 2 to the main shaft 3 as in the first embodiment, and then input to the oil pump 10 from the clutch C ₃ through the pump drive shaft 9 a in the rotation output selection means 9. Is done.

That is, in the present embodiment, as in the first embodiment, the oil pump 10 is driven until the main shaft rotation speed N ₃ becomes equal to or higher than the necessary pump rotation speed N _{p (min)} due to depression of the accelerator pedal. Depending on the shaft speed N ₆ , if the main shaft speed N ₃ rises above the required pump speed N _{p (min)} , the oil pump 10 is operated by the rotation of the main shaft 3.

On the other hand, when the vehicle speed VSP decreases and the main shaft rotation speed N ₃ becomes less than the required pump rotation speed N _{p (min)} , the clutch C ₃ is released contrary to the switching of the main shaft 3 from the sub shaft 6. At the same time, the clutch 8 is engaged. Then, the rotation of the engine 1 is transmitted from the torque converter 2 to the subshaft 6 and then input to the oil pump 10 from the one-way clutch C ₂ through the pump drive shaft 9 a in the rotation output selection means 9.

Accordingly, in the present embodiment, as in the first embodiment, when the vehicle speed VSP decreases, the oil pump 10 can be operated by the rotation of the sub shaft 6 instead of the rotation of the main shaft 3. Such control of the clutch 8 and the clutch C ₃ can also be applied by relative rotation between the main shaft rotation speed N ₃ and the sub-shaft rotation speed N ₆ regardless of the vehicle speed VSP as in the first embodiment. Therefore, according to this embodiment, by controlling the clutch C _3, the same effects as the first embodiment.

FIG. 10 is a skeleton diagram showing a third embodiment of the present invention. In this embodiment, the one-way clutches C ₁ and C _{2 according} to the first embodiment are replaced with hydraulic clutches C ₃ and C ₄ , respectively. In this figure, the control system such as the controller 100 is omitted, and the same parts as those in the other embodiments are denoted by the same reference numerals and the description thereof is omitted.

Also in this embodiment, the clutch 8 is normally configured to maintain its engagement by applying a preload (fastening capacity) such as a spring load. As the clutch C ₄ , similarly to the clutch 8, there are friction elements such as an electromagnetic clutch and a centrifugal clutch without hydraulic control, or a friction element with hydraulic control typified by a wet clutch. In this embodiment, Similar to the clutch C ₃ , a hydraulic clutch is employed for the purpose of sharing a control system with the transmission mechanism 4.

When the main shaft rotation speed N ₃ is less than the required pump rotation speed N _{p (min)} due to, for example, when the vehicle is stopped, the clutch C ₄ is in an engaged state. For this reason, when the main shaft rotational speed N ₃ is lower than the necessary pump rotational speed N _{p (min)} , the engine 1 rotates in the same manner as in the first embodiment, regardless of whether the clutch C ₃ is engaged or disengaged. 2 through the power transmission mechanism 7, after being transmitted to the sub-shaft 6 via the clutch 8 is input from the hydraulic clutch C ₄ in rotation output selecting means within 9 to the oil pump 10 via the pump drive shaft 9a.

That is, also in the present embodiment, when the main shaft rotation speed N ₃ is lower than the necessary pump rotation speed N _{p (min)} due to, for example, when the vehicle is stopped, the oil pump 10 rotates the sub shaft 6 as in the first embodiment. It is operated by.

On the other hand, when the main shaft rotational speed N ₃ becomes equal to or higher than the necessary pump rotational speed N _{p (min)} , the clutch C ₄ is released and the clutch C ₃ is engaged at the same time. Then, the rotation of the engine 1 is transmitted from the torque converter 2 to the main shaft 3 as in the first embodiment, and then input to the oil pump 10 from the clutch C ₃ through the pump drive shaft 9 a in the rotation output selection means 9. Is done.

That is, in the present embodiment, as in the first embodiment, the oil pump 10 is driven until the main shaft rotation speed N ₃ becomes equal to or higher than the necessary pump rotation speed N _{p (min)} due to depression of the accelerator pedal. Depending on the shaft speed N ₆ , if the main shaft speed N ₃ rises above the required pump speed N _{p (min)} , the oil pump 10 is operated by the rotation of the main shaft 3. In this embodiment, when the clutch 8 is engaged, the sub shaft 6 continues to rotate. To prevent this, the clutch 8 is released together to prevent the sub shaft 6 from continuing to rotate. However, according to the present invention, when the vehicle moves forward, at least one of the clutch 8 and the clutch C ₄ can be released and the clutch C ₃ can be engaged at the same time. Further, the clutch C ₃ can be controlled in the same manner as in the second embodiment.

On the other hand, when the vehicle speed VSP decreases and the main shaft rotation speed N ₃ becomes less than the required pump rotation speed N _{p (min)} , the clutch C ₄ is engaged contrary to the switching from the sub shaft 6 to the main shaft 3. . Then, the rotation of the engine 1 is transmitted from the torque converter 2 to the sub-shaft 6 and then input to the oil pump 10 from the clutch C ₄ via the pump drive shaft 9 a in the rotation output selection means 9.

Accordingly, in the present embodiment, as in the first embodiment, when the vehicle speed VSP decreases, the oil pump 10 can be operated by the rotation of the sub shaft 6 instead of the rotation of the main shaft 3. The control of the clutch 8 and the clutches C ₃ and C ₄ can also be applied by relative rotation between the main shaft rotation speed N ₃ and the sub-shaft rotation speed N ₆ regardless of the vehicle speed VSP as in the first embodiment. For this reason, according to this embodiment, the same effects as those of the first embodiment can be obtained by controlling the clutches C ₃ and C ₄ .

  FIG. 11 is a skeleton diagram showing the fourth embodiment of the present invention. In this embodiment, a planetary gear mechanism is combined with the first embodiment. In this figure, the control system such as the controller 100 is omitted, and the same parts as those in the other embodiments are denoted by the same reference numerals and the description thereof is omitted.

  In this embodiment, the pump impeller 2a is coupled to the sun gear 13s of the planetary gear mechanism 13 and is coupled to the ring gear 13r via the clutch 14. The ring gear 13r is connected to the case C via the brake 15 so as to be fixed. The planetary pinion 13p that meshes between the sun gear 13s and the ring gear 13r is rotatably supported by the carrier 13c. The carrier 13 c is coupled to the drive spline 7 a and inputs the rotation of the engine 1 to the power transmission mechanism 7.

  In this embodiment, the clutch 14 interposed between the torque converter 2 and the planetary gear mechanism 13 corresponds to the clutch 8 according to the first embodiment, and functions similarly to the clutch 8. Thereby, this form has an effect similar to a 1st form fundamentally.

However, in this embodiment, when the main shaft rotation speed N ₃ is equal to or less than the necessary pump rotation speed N _{p (min)} and the sub-shaft rotation speed N ₆ greatly exceeds the necessary pump rotation speed N _{p (min)} , the clutch 14 is The brake 15 can be fastened while being released.

  In this case, the planetary gear mechanism 13 becomes an output from the carrier 13c with the sun gear 13s as an input by fixing the ring gear 13r. That is, the output from the planetary gear mechanism 13 is decelerated. Accordingly, since the rotation of the sub shaft 6 is suppressed, it is not necessary to rotate the oil pump 10 more than necessary, and therefore the friction generated in the oil pump 10 can be reduced.

Further, as the fifth embodiment of the present invention, the clutches 8 and 14 according to the first to fourth embodiments can each be replaced with a centrifugal clutch. In this case, the clutch 8 (14), when the main shaft rotational speed N ₃ is rotating at the high speed, it is released by the centrifugal force. As a result, as in the case where an electromagnetic clutch is used as the clutch 14, a hydraulic circuit for releasing the clutch 8 (14) is not necessary, and the number of parts can be reduced. Therefore, it is advantageous in terms of layout if the clutches 8 and 14 are replaced with centrifugal clutches. Further, the centrifugal clutch is automatically engaged and disengaged, which is effective for suppressing an increase in production cost.

  By the way, in the first embodiment, the clutch 8 can be omitted. FIG. 12 is a skeleton diagram showing a sixth embodiment of the present invention in which the clutch 8 is omitted in the first embodiment. In this figure, the control system such as the controller 100 is omitted, and the same parts as those in the other embodiments are denoted by the same reference numerals and the description thereof is omitted.

In this embodiment, since the sub shaft 6 is directly driven by the engine 1, when the main shaft rotation speed N ₃ is less than the required pump rotation speed N _{p (min)} , the one-way clutch C ₂ is the same as in the first embodiment. There while engaged, the one-way clutch C ₁ is released. For this reason, when the main shaft rotation speed N ₃ is less than the required pump rotation speed N _{p (min)} , the oil pump 10 is connected to the sub-shaft by the cooperation of the _one- way clutches C ₁ and C ₂ as in the first embodiment. 6 is driven by rotation.

On the other hand, even if the main shaft rotational speed N ₃ becomes equal to or higher than the necessary pump rotational speed N _{p (min)} , the sub shaft 6 is directly driven by the engine 1, so that the oil pump 10 has the main shaft rotational speed N _3. Is driven by the rotation of the sub-shaft 6 until the sub-shaft rotation speed N ₆ or more.

However, if the main shaft rotation speed N ₃ becomes equal to or higher than the sub-shaft rotation speed N ₆ , the one-way clutch C ₁ is engaged and the one-way clutch C ₂ is released as in the first embodiment. For this reason, when the main shaft rotation speed N ₃ becomes equal to or higher than the sub-shaft rotation speed N ₆ , the oil pump 10 rotates the main shaft 3 by the cooperation of the _one- way clutches C ₁ and C ₂ as in the first embodiment. Driven by. Further, when the main shaft rotation speed N ₃ decreases and the main shaft rotation speed N ₃ becomes less than the sub shaft rotation speed N ₆ , it is driven again by the rotation of the sub shaft 6 by the cooperation of the _one- way clutches C ₁ and C _2. Is done.

  Furthermore, in the first embodiment of the present invention, the friction element can be replaced with a clutch instead of the torque converter 2. FIG. 13 is a skeleton diagram showing the seventh embodiment of the present invention. In this figure, the control system such as the controller 100 is omitted, and the same parts as those in the other embodiments are denoted by the same reference numerals and the description thereof is omitted.

  In this embodiment, the electromagnetic clutch 16 without hydraulic control is adopted as a starting element. However, as other clutches, a friction element such as a centrifugal clutch without hydraulic control, or hydraulic control represented by a wet clutch is used. Friction elements with The electromagnetic clutch 16 has an input element 16 a coupled to the engine output shaft 1 a and an output element 16 b coupled to the main shaft 3.

  The input element 16 a is coupled to a hollow drive gear 18 a that passes through the main shaft 3 via the clutch 17. In this embodiment, an electromagnetic clutch that does not involve hydraulic control is employed as the clutch 17, but as other clutches, a friction element such as a centrifugal clutch that similarly does not involve hydraulic control, or hydraulic control represented by a wet clutch is used. The accompanying friction element etc. are mentioned.

The drive gear 18a meshes with a driven gear 18b coupled to the sub shaft 6, and constitutes a power transmission mechanism 18 together with the driven gear 18b. Thus, the engine 1 is connected to the sub shaft 6 from the electromagnetic clutches 16 and 17 through the power transmission mechanism 18. A drive gear 19a is coupled to the output side of the sub shaft 6. Drive gear 19a is meshed with a driven gear 19b attached to the one-way clutch C _2, constitutes a power transmission mechanism 19 with the driven gear 19b.

In this embodiment, since the electromagnetic clutch 16 is employed as the starting element, it is necessary to connect an oil path to the first drive unit U ₁ in order to operate the torque converter 2 from the oil pan disposed in the second drive unit U _2. Absent. In this embodiment, since the electromagnetic clutch 17 exists on the input side of the power transmission mechanism 18, if the electromagnetic clutch 17 is released, the rotation of the engine 1 is not transmitted to the power transmission mechanism 18. Good.

  In the first to sixth embodiments, since the power transmission between the main shaft 3 and the sub shaft 6 is realized by a power transmission mechanism using an endless member, the rotation direction of the main shaft 3 and the sub shaft 6 Although the rotation direction is the same direction, when the power transmission between the main shaft 3 and the sub shaft 6 is realized by a power transmission mechanism using a drive gear and a driven gear as in this embodiment, the rotation direction of the main shaft 3 On the other hand, the rotation direction of the sub shaft 6 is opposite.

Therefore, according to this embodiment, the one-way clutch C ₂ is provided so as to idle when rotated to the first to sixth embodiments and backward. Note that this embodiment basically has the same effects as the first embodiment except that the starting element 16 and the power transmission mechanisms 18 and 19 are different.

FIG. 14 is a skeleton diagram showing the eighth embodiment of the present invention. In this embodiment, the one-way clutches C ₁ and C ₂ are replaced with clutches C ₃ and C ₄ , and the basic operation is the same as that of the third embodiment shown in FIG. For this reason, also in this figure, the control system such as the controller 100 is omitted, and the same parts as those in other embodiments are denoted by the same reference numerals and the description thereof is omitted.

FIG. 15 is a skeleton diagram showing the ninth embodiment of the present invention. In this embodiment, the clutch 17 is omitted, and the input element 16a of the clutch 16 is directly connected to the drive gear 18a of the power transmission mechanism 18 according to the ninth embodiment. This embodiment is the same as the sixth embodiment shown in FIG. 12 except that the one-way clutches C ₁ and C ₂ are changed to electromagnetic clutches C ₃ and C ₄ . For this reason, also in this figure, the control system such as the controller 100 is omitted, and the same parts as those in other embodiments are denoted by the same reference numerals and the description thereof is omitted.

  The above description shows only one embodiment of the present invention, and various modifications can be made within the scope of the claims. For example, each configuration and control content adopted in each embodiment can be combined as appropriate so that suitable power transmission can be achieved.

1 is a skeleton diagram showing a transaxle drive device that is a first embodiment of the present invention in which an oil pump is arranged in a previous stage. FIG. It is a skeleton figure which shows the power transmission path | route of the form which concerns at the time of the vehicle stop accompanying a range selection. It is a skeleton figure which shows the power transmission path | route of the form which concerns on the time of vehicle advance when the clutch distribute | arranged to the front unit is released. 5 is a flowchart schematically illustrating steps executed by a controller when controlling engagement / disengagement of a clutch disposed in a front unit in the embodiment. It is a skeleton figure which shows the power transmission path | route of the same form which concerns on the time of vehicle advance in the state which maintained fastening of the clutch distribute | arranged to the front unit. It is a skeleton figure which shows the other power transmission path | route of the same form which concerns on the time of vehicle advance in the state which maintained the fastening of the clutch distribute | arranged to the front unit. ₆ is a flowchart schematically showing the operation of the rotation output selection means with the clutch arranged on the front unit being engaged, in relation to the main shaft rotation speed N ₃ and the sub-shaft rotation speed N ₆ . It is the flowchart which described roughly each operation | movement of the form as a series of flows. It is a skeleton figure which shows the 2nd form of this invention. It is a skeleton figure which shows the 3rd form of this invention. It is a skeleton figure which shows the 4th form of this invention. It is a skeleton figure which shows the 6th form of this invention which abbreviate | omitted the clutch distribute | arranged to the front unit in the 1st form. It is a skeleton figure which shows the 7th form of this invention. It is a skeleton figure which shows the 8th form of this invention. It is a skeleton figure which shows the 9th form of this invention.

Explanation of symbols

1 Engine (drive source)
2 Starting element (lock-up torque converter)
3 Main shaft 4 Transmission mechanism 5 Differential mechanism 6 Subshaft 7 Power transmission mechanism (chain type)
8 Subshaft side input clutch 9 Rotation output selection means 10 Oil pump 11 Power transmission mechanism (chain type)
12 Transmission mechanism side input clutch 13 Planetary gear mechanism 14 Planetary gear mechanism clutch 15 Brake 16 Electromagnetic clutch (starting element)
17 Subshaft side input clutch 18 Power transmission mechanism (gear type)
19 Power transmission mechanism (gear)
100 controller C ₁ one way clutch C ₂ one way clutch

Claims (3)

A starting element to which rotation from the drive source is input, a main shaft to which rotation from the starting element is input, a transmission mechanism to which rotation from the main shaft is input, and rotation from the transmission mechanism are input A transaxle driving device comprising a differential mechanism
A sub-shaft to which rotation from the drive source is input, rotation output selection means for outputting the higher of the rotations input from the main shaft and the sub-shaft, and oil connected to the rotation output selection means A transaxle driving device comprising a pump.   2. The transaxle drive device according to claim 1, wherein a friction element is provided between the drive source and the sub-shaft to intermittently input to the sub-shaft.   3. The transaxle drive device according to claim 1, wherein the rotation output selection means is constituted by a one-way clutch.

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