Automatikgetriebe für ein Fahrzeug

Ein Automatikgetriebe enthält einen ersten Eingriffsmechanismus, der ein erstes Drehelement mit einem zweiten Drehelement selektiv in Eingriff bringt, einen zweiten Eingriffsmechanismus, der das erste Drehelement mit einem dritten Drehelement in Eingriff bringt, und andere Eingriffsmechanismen. Zumindest einer von dem ersten oder dem zweiten Eingriffsmechanismus ist eine Klauenkupplung. Das Automatikgetriebe stellt mittlere, hohe und niedrige Gangstufen durch Steuerung der Eingriffsmechanismen ein. Der erste Eingriffsmechanismus wird beim Umschalten von der hohen Gangstufe zu der mittleren Gangstufe eingerückt gehalten. Der zweite Eingriffsmechanismus wird beim Umschalten von der niedrigen Gangstufe zu der mittleren Gangstufe eingerückt gehalten. Wenn das Automatikgetriebe die mittlere Gangstufe durch Steuerung der anderen Eingriffsmechanismen einstellt, stimmt eine Drehgeschwindigkeit bzw. Drehzahl des Drehelements, das mit dem ersten Drehelement durch die Klauenkupplung gekoppelt ist, mit einer Drehgeschwindigkeit des ersten Drehelements überein.

Engagement device and automatic transmission

A translational force Fh to one side in a rotational axis direction is caused to act from a hydraulic piston to a sleeve when an engaged stage between an engagement tooth and an engaged tooth is maintained, so that translation of the sleeve to the other side in the rotational axis direction and consequent disengagement of the engagement tooth and the engaged tooth can be prevented. Therefore, the engaged state between the engagement member and the engaged member can be stably maintained regardless of the condition of the torque acting from the drive source to the engagement member.

ZAHNEINGRIFFSVORRICHTUNG UND STEUERUNGSEINRICHTUNG

Vorgesehen ist eine Zahneingriffsvorrichtung 1 mit einem beweglichen Element 30, das konfiguriert ist, um sich durch einen Aktuator 2 in einer Axialrichtung zu bewegen, einem erstes Klauenelement 11, einem Federelement 20 und einem zweiten Klauenelement 12, an dem zweite Eingriffszähne 12a ausgebildet sind, die mit den ersten Eingriffszähnen 11a des ersten Klauenelements 11 ineinandergreifen, wobei die Zahneingriffsvorrichtung 1 konfiguriert ist, um einen Zustand des Eingriffs in Reaktion auf eine Position des beweglichen Elements 30 in der Axialrichtung zwischen einem Eingriffszustand, in dem die ersten Eingriffszähne 11a und die zweiten Eingriffszähne 12a ineinandergreifen, und einem Ausrückzustand, in dem die ersten Eingriffszähne 11a und die zweiten Eingriffszähne 12a nicht ineinandergreifen, zu schalten, wobei der erste Eingriffszustand einen ersten Eingriffszustand, in dem das Federelement 20 in einen Zustand gebracht wird, in dem das Federelement 20 in der Axialrichtung kontrahiert ist, und einen zweiten Eingriffszustand, in dem das Federelement 20 in einen Zustand gebracht wird, in dem das Federelement 20 in der Axialrichtung weiter kontrahiert ist als in dem ersten Eingriffszustand, aufweist.

Control system for meshing type engagement mechanism

A control system for a meshing type engagement mechanism includes a meshing type engagement mechanism and an electronic control unit. The electronic control unit is configured to allow a fluid chamber to be filled with a fluid by putting a switching valve into a cut-off state after respective dog teeth mesh with each other by a second member reaching a predetermined position determined in advance in response to a fluid pressure of the fluid chamber such that the second member is pressed in the direction in which the second member is separated from a first member by a release force depending on the torque transmitted between a surface of a first tooth and a surface of a second tooth, the fluid pressure of the fluid chamber is increased, and an engagement state between the first member and the second member is maintained by the fluid pressure which is increased.

POWER TRANSMISSION SYSTEM

A power transmission system having a pendulum damper is provided. A rolling member of the pendulum damper is arrange in a rotary member, and a vibration damping performance of the pendulum damper is enhanced by increasing an inertia moment of the rolling member to be larger than that of the rotary member. The power transmission system is comprised of a hydraulic route for transmitting power between an input member and an output member through a fluid coupling, a mechanical route for transmitting power between the input member and the output member by engaging a lockup clutch, a pendulum damper that damps torsional vibrations of the output member by an oscillating motion caused by the torsional vibrations, and an elastic damper that damps the torsional vibrations by a relative rotation between a drive member and a driven member connected through an elastic member. The pendulum damper is disposed on the mechanical route, and one of the lockup clutch and the elastic damper is disposed on an output side of the pendulum damper. 16-. (canceled)7. A power transmission system , comprising:a hydraulic route for transmitting power between an input member and an output member through a fluid coupling adapted to transmit power by rotating a turbine runner by a fluid flow created by a pump impeller;a mechanical route for transmitting power between the input member and the output member by mechanically connecting the input member and the output member by engaging a lockup clutch;a pendulum damper that damps torsional vibrations of the output member or a rotary member rotated integrally therewith by an circumferential oscillating motion of a rolling member caused by the torsional vibrations; andan elastic damper that damps the torsional vibrations by a relative rotation between a drive member and a driven member connected through an elastic member;wherein the pendulum damper is disposed on the mechanical route in series with the lockup clutch between the input member and the ...

CONTROL SYSTEM FOR HYBRID VEHICLES

A control system for a hybrid vehicle that shift an operating mode to an appropriate mode from a low mode or high mode. The hybrid vehicle comprises a power split mechanism connected to an engine and a first motor. When a required brake torque of a prime mover cannot be achieved during propulsion in an operating mode established by engaging one of clutches while stopping the engine, the control system excites a motoring of the engine by the first motor while maintaining engagement of the clutch engaged to establish the current operating mode.

SHIFT MECHANISM FOR POWER TRANSMISSION DEVICE

A shift mechanism switches power transmission paths among a first transmission shaft, a second transmission shaft, and a third transmission shaft that are concentrically arranged on a rotational axis. The shift mechanism has a drive drum that is provided so as to be coaxial with the rotational axis and pivotable about the rotational axis, and a first driven drum and a second driven drum that are arranged on the rotational axis so as to be concentric with the drive drum and move along the rotational axis as the drive drum pivots. As the first driven drum moves, a first shift sleeve advances and retreats, and the first transmission shaft and the second transmission shaft are connected and disconnected. In addition, as the second driven drum moves, a second shift sleeve advances and retreats, and the second transmission shaft and the third transmission shaft are connected and disconnected.

Leistungsübertragungseinheit für Fahrzeuge

MESHING-TYPE ENGAGEMENT DEVICE

A meshing-type engagement device includes a first member, a second member, a pressing mechanism, and a reaction force mechanism. The first member is provided with a plurality of first dog teeth. The first dog teeth are arranged to be spaced at a regular interval in the circumferential direction of the first member. The second member is provided with a plurality of second dog teeth. The second dog teeth are arranged to be spaced at a regular interval in the circumferential direction of the second member. The pressing mechanism is configured to press the first member to the second member side for inserting the first dog teeth into the second dog teeth to make the first dog teeth mesh with the second dog teeth when the first member is pressed. The reaction force mechanism is configured to generate a reaction force with respect to a pressing force pressing the first member for making the first dog teeth and the second dog teeth to mesh with each other such that the amount of increase in the ...

Klauenkupplung

Es wird eine Klauenkupplung geschaffen, bei der Kupplungs- bzw. Klauenzähne oder Fortsätze während der Drehmomentübertragung ausreichend tief miteinander in Eingriff gebracht werden können. Eine geneigte Fläche (10a, 16a) ist individuell auf jeder Seitenfläche der ersten Klauenzähne bzw. Fortsätze (10) und der zweiten Klauenzähne bzw. Fortsätze (16) gebildet, um eine Komponente B eines Drehmoments in eine Richtung einzuführen, um ein zweites Element (6) von einem ersten Element (4) entsprechend eines Übertragungsmoments zwischen diesen miteinander in Kontakt gebrachten Elementen zu trennen. Das erste Element (6) und das zweite Element (4) werden gleitend in einem Halteelement (5) gehalten. Das Halteelement (5) hat eine Stoppfläche (5b), die mit dem darin gehaltenen ersten Element (6) oder dem zweiten Element (4) in Kontakt gebracht wird, um eine gegen die Komponente B des Drehmoments wirkende Reaktionskraft A entsprechend einer darauf aufgebrachten Last aufzubringen.

SCHALTVORRICHTUNG FÜR EINE LEISTUNGSÜBERTRAGUNGSVORRICHTUNG

Eine Schaltvorrichtung (10) schaltet Leistungsübertragungswege zwischen einer ersten Getriebewelle (12), einer zweiten Getriebewelle (14) und einer dritten Getriebewelle (16) um, die auf einer Drehachse (18) konzentrisch angeordnet sind. Die Schaltvorrichtung (10) weist einen Antriebsring (28), der koaxial mit der Drehachse (18) und schwenkbar um die Drehachse (18) vorgesehen ist, einen ersten Abtriebsring (30) und einen zweiten Abtriebsring (32) auf, die so auf der Drehachse (18) angeordnet sind, dass sie mit dem Antriebsring (28) konzentrisch sind und sich entlang der Drehachse (18) bewegen, wenn der Antriebsring (28) schwenkt. Wenn sich der erste Abtriebsring (30) bewegt, rückt eine erste Schaltmuffe (24) vor und zieht sich zurück, und die erste Getriebewelle (12) und die zweite Getriebewelle (24) werden miteinander verbunden und voneinander getrennt. Wenn sich überdies der zweite Abtriebsring (32) bewegt, rückt eine zweite Schaltmuffe (26) vor bzw. zieht sich zurück, und die zweite ...

ENGAGEMENT DEVICE

In an engagement device provided with a hydraulic actuator having an oil bag expanding and contracting in an engaging direction and a releasing direction, an annular engagement plate moved by the oil bag in the engaging direction and the releasing direction, and a return mechanism that urges the engagement plate in the releasing direction, the engagement plate is an engagement element whose surface on the releasing direction side is in contact with the oil bag, and the return mechanism moves the engagement plate in the releasing direction and presses the oil bag through the engagement plate. 1. An engagement device comprising: i) expand in an engaging direction by fluid supplied into the expandable container,', 'ii) contract in a releasing direction by the fluid discharged from inside of the expandable container;, 'the expandable container configured to'}, 'a fluid pressure actuator provided with an expandable container,'} the engagement plate configured to be moved to the engaging direction and the releasing direction by the expandable container, a surface of the engagement plate located on the releasing direction side being an engagement element that is to be contact with the expandable container; and', 'a return mechanism configured to urge the engagement plate in the releasing direction, the return mechanism being configured to move the engagement plate to the releasing direction, the return mechanism being configured to press the expandable container via the engagement plate., 'an engagement plate being an annular engagement plate,'}2. The engagement device according to claim 1 , further comprising a stopper configured to restrict a movement of the engagement plate in the releasing direction at a given position claim 1 , whereinthe expandable container is provided between a case that houses a transmission and the engagement plate,when the fluid is discharged from inside of the expandable container, the stopper is configured to bring the engagement plate and the ...

Torsionsschwingungsdämpfer

Torsionsschwingungsdämpfer mit einem Massenkörper (2), welcher derart in einem Drehelement (16) gehalten ist, dass dieser durch einen Drehmomentimpuls des Drehelements (16) in Schwingung versetzt wird, dadurch gekennzeichnet, dass:das Drehelement (16) in einem inneren Raum einer Fluidkupplung (1) angeordnet ist, in welchem ein Pumpenlaufrad (7), ein Turbinenlaufrad (8) und ein vorbestimmtes stationäres Element (13) in einem Gehäuse (6) gehalten sind;eine Planeteneinheit (17), welche bei drei Drehelementen (18, 19, 20) einen Differentialvorgang durchführt, in dem Gehäuse (6) angeordnet ist;ein erstes Drehelement (18) der Planeteneinheit (17) mit dem stationären Element verbunden ist;ein zweites Drehelement (19) der Planeteneinheit (17) mit dem Drehelement verbunden ist; undein drittes Drehelement (20) der Planeteneinheit (17) mit dem Turbinenlaufrad (8) verbunden ist, wobeiein Stator (12), welcher eine Strömungsrichtung von Fluid verändert, das ausgehend von dem Turbinenlaufrad (8) in Richtung ...

Torsional vibration damping device

The present invention relates to a torsional vibration damping device in which a contact site with an inertial mass can be lubricated effectively while reducing resistance of the inertial mass to oscillate. The vibration damping device includes a rotary member that is rotated by a torque, and an inertial mass that is oscillated by torque pulses. The inertial mass is held in a chamber formed on the rotary member liquid-tightly together with lubrication oil while being allowed to be oscillated by torque pulses in the rotational direction of the rotary member. An amount of the lubrication oil is adjusted in a manner such that the inertial mass will not be brought into contact with an oil film of the lubrication oil centrifugally adhering to a radially outer section of an inner face of the chamber.

Leistungsübertragungseinheit für Fahrzeuge

Es wird eine Leistungsübertragungseinheit für ein Fahrzeug vorgeschlagen. Bei der Leistungsübertragungseinheit wird ein Drehmoment zwischen einer Eingangswelle und einer Ausgangswelle durch ein stufenloses Getriebe bzw. ein kontinuierlich variables Getriebe und einen Getriebezug mit einer mittleren Welle übertragen. Das kontinuierlich variable Getriebe, das dazu ausgestaltet ist, ein Geschwindigkeitsverhältnis kontinuierlich zu ändern, ist zwischen der Eingangswelle, auf die ein Drehmoment einer Kraftmaschine aufgebracht wird, und der Ausgangswelle, die das Drehmoment ausgibt, angeordnet. Der Getriebezug ist dazu ausgestaltet, ein Geschwindigkeitsverhältnis bereitzustellen, das durch das kontinuierlich variable Getriebe nicht bereitgestellt werden kann, und ist auf einer anderen Seite zu den Positionen der Eingangswelle und der Ausgangswelle angeordnet. Die Leistungsübertragungseinheit weist auf: eine Drehmomentumsteuervorrichtung, die dazu ausgestaltet ist, eine Differentialwirkung unter ...

Torsional vibration damping device

The purpose of the present invention is to provide a torsional vibration damping device which is configured in such a manner that lubrication between inertia mass bodies and portions with which the inertia mass bodies make contact is promoted and in such a manner that the influence of lubricating oil to the vibration damping characteristics is reduced as much as possible. A torsional vibration damping device is provided with inertia mass bodies (2) which are provided to the outer periphery of a rotating body (1) which is rotated by torque, the inertia mass bodies (2) being reciprocated in the rotational direction of the rotating body (1) by a change in the torque occurring while the rotating body (1) is being rotated. The torsional vibration damping device is provided with: housing chambers (5) in which the inertia mass bodies (2) are housed in a liquid tight manner so that the inertial mass bodies (2) can reciprocate in the rotational direction of the rotating body (1), and which are formed ...

Kurvengetriebe

Ein Kurvengetriebe beinhaltet ein Eingabeteil und ein Ausgabeteil (18) und eine zweite Kurvennut (20) ist auf einer Oberfläche des Ausgabeteils (18) bereitgestellt. Das Kurvengetriebe ist dazu ausgelegt, einen Wälzkörper zwischenzufügen, der in der zweiten Kurvennut (20) aufgenommen ist. Die zweite Kurvennut (20) hat: einen ersten Bereich (A), welcher derart vorgesehen ist, dass ein Neigungswinkel, bezogen auf eine rotierende Oberfläche, einer Bodenfläche der zweiten Kurvennut (20), mit der sich der Wälzkörper zu der Zeit in Wälzkontakt befindet, wenn ein Phasenunterschied nicht mehr als einen vorbestimmten Betrag beträgt, erhöht ist; und einen zweiten Bereich (B), welcher derart vorgesehen ist, dass der Neigungswinkel, bezogen auf die rotierende Oberfläche, der Bodenfläche der zweiten Kurvennut (20), mit der sich der Wälzkörper (17) zu der Zeit in Kontakt befindet, wenn der Phasenunterschied mehr als den vorbestimmten Betrag beträgt, kleiner ist als der größte Neigungswinkel in dem ersten Bereich (A).

Klauenkupplung

Klauenkupplung (1), aufweisend:ein erstes Element (6), auf dem eine Mehrzahl von ersten Fortsätzen (10), die in axiale Richtung vorstehen, umlaufend in vorgegebenen Abständen ausgebildet ist;ein zweites Element (4), auf dem eine Mehrzahl von zweiten Fortsätzen (16) umlaufend in vorgegebenen Abständen derart ausgebildet ist, dass sie in Richtung zu den ersten Fortsätzen (10) vorstehen und mit diesen kämmen; undeinen Druckmechanismus (C), der das zweite Element (4) in Richtung zum ersten Element (6) drückt, um die zweiten Fortsätze (16) mit den ersten Fortsätzen (10) in Eingriff zu bringen;gekennzeichnet durch:eine geneigte Fläche (10a, 16a), die individuell auf jeder Seitenfläche der ersten Fortsätze (10) und der zweiten Fortsätze (16) auf eine Weise gebildet ist, um eine Komponente eines Drehmoments in eine Richtung einzuführen, um das zweite Element (6) von dem ersten Element (4) entsprechend eines Übertragungsmoments zwischen den miteinander in Kontakt gebrachten ersten Fortsätzen (10) und zweiten Fortsätzen (16) zu trennen; undein Halteelement (5), welches das erste Element (6) gleitend hält, und das eine Stoppfläche (5b) hat, die mit dem ersten Element (6) in Kontakt gebracht wird, um eine gegen die Komponente des Drehmoments wirkende Reaktionskraft (A) entsprechend einer auf die Stoppfläche (5b) aufgebrachten Last auf das erste Element (6) aufzubringen, um dadurch das erste Element (6) von einer Bodenfläche des Halteelements (5) zu trennen,wobei der Druckmechanismus (C) eine Hydraulikkammer (C) umfasst, die eine Drehmomentübertragung zwischen dem ersten Element (6) und dem zweiten Element (4) ermöglicht, indem Öl in der Hydraulikkammer (C) gesammelt wird, und die das zweite Element (4) von dem ersten Element (6) trennt, indem das Öl aus der Hydraulikkammer (C) ausgelassen wird.

Power transmission device

Provided is a power transmission device equipped with a pendulum damper capable of obtaining an intended vibration-damping performance by increasing the moment of inertia of a rolling element relative to the moment of inertia of the member on which the rolling element is installed. A power transmission device provided with: a fluid power transmission device that has a fluid path that transmits power between an input side member and an output side member via a fluid and a direct connection path that transmits power by engaging a lock-up clutch and directly coupling the input side member with the output side member; a pendulum damper that has a rolling element, which undergoes reciprocating motion in response to twisting vibrations of the output side member or a rotating body integrated thereto and damps the twisting vibrations; and an elastic damper that damps twisting vibrations by the relative rotation of a driver side member and a follower side member that are connected via an elastic ...

Power transmission unit for vehicle

A power transmission unit for a vehicle including a first clutch device that selectively allows a torque transmitting route from an input shaft to an output shaft via a first gear train to transmit torque therethrough, a dog clutch that switches the torque transmitting route from the input shaft to the output shaft between a continuously variable speed change route in which the torque is transmitted through a continuously variable transmission and a reverse route in which the torque is transmitted through a second gear train, and a second clutch device that connects and disconnects both of the continuously variable speed change route and the reverse route to/from at least any one of the input shaft and the output shaft.

CONTROL DEVICE FOR VEHICLE

A control device for a vehicle is provided. The vehicle includes a transmission and an engine configured to input a torque into the transmission. The transmission has multiple transmission stages and includes a first engagement mechanism and a second engagement mechanism. The control device includes an ECU configured to: (a) control the second engagement mechanism when a second transmission stage is set such that the capacity of torque transmission of the second engagement mechanism is increased and a thrust for separating a first member and a second member of the first engagement mechanism from each other in an axial direction is generated; (b) calculate a decrement in an output torque of the transmission when the capacity of torque transmission of the second engagement mechanism is increased; and (c) increase a torque input into the transmission by the engine based on the decrement in the output torque by controlling the engine.

Torsionsschwingungsdämpfer

Vorgesehen ist ein Torsionsschwingungsdämpfer, welcher in einer Fluidkupplung angeordnet werden kann, um einen Antriebsstrang kleiner zu gestalten. Der Torsionsschwingungsdämpfer (1) besitzt einen Massenkörper (2), welcher derart in einem Drehelement (16) gehalten ist, dass dieser durch einen Drehmomentimpuls des Drehelements (16) in Schwingung versetzt wird. Das Drehelement (16) ist in einem inneren Raum der Fluidkupplung (1) angeordnet, bei welchem ein Pumpenlaufrad (7), ein Turbinenlaufrad (8) und ein vorbestimmtes stationäres Element (13) in einem Gehäuse (6) gehalten sind. Eine Planeteneinheit (17), welche bei drei Drehelementen einen Differentialvorgang durchführt, ist in dem Gehäuse (6) angeordnet. In der Planeteneinheit (17) ist ein erstes Drehelement (18) mit dem stationären Element (131) verbunden, ein zweites Drehelement (19) ist mit dem Drehelement (16) verbunden und ein drittes Drehelement (20) ist mit dem Turbinenlaufrad (8) verbunden.

Vehicle power transmission device

A vehicle power transmission device in which a continuously variable transmission for continuously changing the transmission gear ratio, and a gear train are disposed between an input shaft to which the torque outputted from a drive power source is inputted and the output shaft which outputs the torque such that the torque can be transmitted between the input shaft and the output shaft, the gear train having a middle shaft disposed on a position that is different from the input shaft and the output shaft and setting at least one transmission gear ratio that cannot be set by the continuously variable transmission, wherein: a forward/reverse switching mechanism for carrying out a differential action by means of three rotating elements is disposed along the same axial line as the output shaft or the middle shaft, the three rotating element being an input element, an output element, and a reaction element for rotating the input element and the output element in the opposite direction from one ...

Control system for power transmission unit

A control system for a power transmission unit configured to shift an operating mode smoothly by manipulating engagement devices, and to simplify a structure of the power transmission unit. The control system is configured to reduce a speed difference between an axially stationary engagement element and a reciprocatable engagement element of a second engagement device when shifting from a first continuously variable mode to a second continuously variable mode by engaging the second engagement device. After the second engagement device has been engaged completely, a first engagement device is disengaged.

Power transmission unit for vehicle

A power transmission unit for a vehicle is provided. In the power transmission unit, a continuously variable transmission to alter a speed ratio continuously is disposed between an input shaft to which a torque of a prime mover is inputted and an output shaft rotated by the torque transmitted from the input shaft. A first gear train that transmits the torque to propel the vehicle in the forward direction is arranged parallel to a second gear train that transmits the torque to propelling the vehicle backwardly. The power transmission unit is comprised of: a first clutch device that selectively allows a torque transmitting route from the input shaft to the output shaft via the first gear train to transmit the torque therethrough; a dog clutch that switches the torque transmitting route from the input shaft to the output shaft between a continuously variable speed change route in which the torque is transmitted through the continuously variable transmission and a reverse route in which the ...

CAM MECHANISM

A cam mechanism includes an input member and an output member and a second cam groove is provided on a surface of the output member. The cam mechanism is configured to sandwich a rolling element accommodated in the second cam groove. The second cam groove has; a first region provided such that an inclination angle, relative to a rotary surface, of a bottom face of the second cam groove on which the rolling element makes rolling contact at the time when a phase difference is not more than a predetermined amount, is increased; and a second region provided such that the inclination angle, relative to the rotary surface, of that bottom face of the second cam groove with which the rolling element makes rolling contact at the time when the phase difference is more than the predetermined amount, is smaller than a largest inclination angle in the first region. 1. A cam mechanism comprising:a rolling element;a first cam member including a first cam groove, the first cam groove having a shape hollowed in an axis direction of the first cam member and gradually shallowed toward one rotation direction of the first cam member from a part where a hollow depth is deepest, the first cam groove having a third region and a fourth region, the third region being a region where an inclination angle, relative to a rotary surface of the first cam member, of a bottom face of the first cam groove with which the rolling element makes rolling contact is gradually increased, and the fourth region being a region where the inclination angle, relative to the rotary surface, of the bottom face of the first cam groove with which the rolling element makes rolling contact is smaller than a largest inclination angle in the third region; anda second cam member including a second cam groove, the second cam groove having a shape hollowed in an axis direction of the second cam member, which axis direction is in common with the axis direction of the first cam member, and gradually shallowed from a part ...

Automatic transmission for vehicle

An automatic transmission includes a first engagement mechanism selectively engaging a first rotating member to a second rotating member, a second engagement mechanism selectively engaging the first rotating member to a third rotating member, and other engagement mechanisms. At least one of the first or second engagement mechanisms is a dog clutch. The automatic transmission sets intermediate, high and low speed stages by controlling the engagement mechanisms. The first engagement mechanism is kept engaged in shifting from the high speed stage to the intermediate speed stage. The second engagement mechanism is kept engaged in shifting from the low speed stage to the intermediate speed stage. When the automatic transmission sets the intermediate speed stage by controlling the other engagement mechanisms, a rotation speed of the rotating member that is coupled to the first rotating member by the dog clutch coincides with a rotation speed of the first rotating member.

POWER TRANSMISSION UNIT FOR VEHICLE

A power transmission unit for a vehicle is provided. In the power transmission unit, a continuously variable transmission to alter a speed ratio continuously is disposed between an input shaft to which a torque of a prime mover is inputted and an output shaft rotated by the torque transmitted from the input shaft. A first gear train that transmits the torque to propel the vehicle in the forward direction is arranged parallel to a second gear train that transmits the torque to propelling the vehicle backwardly. The power transmission unit is comprised of: a first clutch device that selectively allows a torque transmitting route from the input shaft to the output shaft via the first gear train to transmit the torque therethrough; a dog clutch that switches the torque transmitting route from the input shaft to the output shaft between a continuously variable speed change route in which the torque is transmitted through the continuously variable transmission and a reverse route in which the torque is transmitted through the second gear train; and a second clutch device that connects and disconnects both of the continuously variable speed change route and the reverse route to/from at least any one of the input shaft and the output shaft.

Leistungsübertragungssystem

Ein Leistungsübertragungssystem mit einem Pendeldämpfer ist vorgesehen. Ein Rollelement des Pendeldämpfers ist in einem Drehelement angebracht, und eine Schwingungsdämpfperformance des Pendeldämpfers wird durch Erhöhen eines Trägheitsmoments des Rollelements erhöht, um größer als die des Drehelements zu sein. Das Leistungsübertragungssystem umfasst einen hydraulischen Weg zum Übertragen einer Leistung zwischen einer Antriebswelle und einer Abtriebswelle durch eine Fluidkopplung, einen mechanischen Weg zum Übertragen einer Leistung zwischen dem Antriebselement und dem Abtriebselement durch in Eingriff bringen einer Überbrückungskupplung, einen Pendeldämpfer, der Torsionsschwingungen des Abtriebselements durch eine durch die Torsionsschwingungen verursachte Oszillierbewegung dämpft, und einen elastischen Dämpfer, der die Torsionsschwingungen durch eine relative Bewegung zwischen einem Antriebselement und einem angetriebenen Element, die durch ein elastisches Element verbunden sind, dämpft ...

Control device for vehicle

A control device for a vehicle is provided. The vehicle includes a transmission and an engine configured to input a torque into the transmission. The transmission has multiple transmission stages and includes a first engagement mechanism and a second engagement mechanism. The control device includes an ECU configured to: (a) control the second engagement mechanism when a second transmission stage is set such that the capacity of torque transmission of the second engagement mechanism is increased and a thrust for separating a first member and a second member of the first engagement mechanism from each other in an axial direction is generated; (b) calculate a decrement in an output torque of the transmission when the capacity of torque transmission of the second engagement mechanism is increased; and (c) increase a torque input into the transmission by the engine based on the decrement in the output torque by controlling the engine.

ENGAGEMENT DEVICE AND AUTOMATIC TRANSMISSION

A translational force Fh to one side in a rotational axis direction is caused to act from a hydraulic piston to a sleeve when an engaged stage between an engagement tooth and an engaged tooth is maintained, so that translation of the sleeve to the other side in the rotational axis direction and consequent disengagement of the engagement tooth and the engaged tooth can be prevented. Therefore, the engaged state between the engagement member and the engaged member can be stably maintained regardless of the condition of the torque acting from the drive source to the engagement member.

Fluid coupling

An object is to provide a fluid coupling capable of effectively utilizing an internal space of a cover member and of sufficiently exerting a performance of a device damping torsional vibration. In a fluid coupling including a cover member accommodating a fluid, a pump impeller, a turbine runner, a lockup clutch operated by a fluid pressure and selectively connecting the cover member and an output shaft, a damper mechanism having an elastic member, and a pendulum damper having a rotary member rotating integrally with the output shaft and an inertial mass capable of relative rotation with respect to the output shaft, the turbine runner, the damper mechanism, the lockup clutch, and the pendulum damper are arranged in this order in an axial direction of the output shaft inside the cover member.

POWER TRANSMISSION UNIT FOR VEHICLE

A power transmission unit for a vehicle including a first clutch device that selectively allows a torque transmitting route from an input shaft to an output shaft via a first gear train to transmit torque therethrough, a dog clutch that switches the torque transmitting route from the input shaft to the output shaft between a continuously variable speed change route in which the torque is transmitted through a continuously variable transmission and a reverse route in which the torque is transmitted through a second gear train, and a second clutch device that connects and disconnects both of the continuously variable speed change route and the reverse route to/from at least any one of the input shaft and the output shaft. 1. A power transmission unit for a vehicle , comprising:a continuously variable transmission that is adapted to alter a speed ratio continuously, and that is disposed between an input shaft to which a torque of a prime mover is inputted and an output shaft rotated by the torque transmitted from the input shaft;a first gear train that transmits the torque when propelling the vehicle in the forward direction; anda second gear train that transmits the torque to propel the vehicle backwardly by rotating the output shaft in an opposite direction to a rotational direction of the input shaft when propelling the vehicle in the backward direction and that is arranged parallel to the first gear train;a first clutch device that selectively allows a torque transmitting route from the input shaft to the output shaft via the first gear train to transmit the torque therethrough;a dog clutch that switches the torque transmitting route from the input shaft to the output shaft between a continuously variable speed change route in which the torque is transmitted through the continuously variable transmission and a reverse route in which the torque is transmitted through the second gear train; anda second clutch device that connects and disconnects both of the ...

POWER TRANSMISSION APPARATUS

A power transmission apparatus includes a first meshing engagement mechanism that selectively couples a first rotational section and a second rotational section; and a second meshing engagement mechanism that selectively couples a third rotational section and a fourth rotational section. The first meshing engagement mechanism includes a first movable member provided with third meshing teeth that mesh with first meshing teeth provided on one of the first and the second rotational sections. The second meshing engagement mechanism includes a second movable member provided with fourth meshing teeth that mesh with second meshing teeth provided on one of the third and the fourth rotational sections. At least a portion of a first movable region of the third meshing teeth and at least a portion of a second movable region of the fourth meshing teeth overlap with each other in a radial direction with respect to a rotational axis. 1. A power transmission apparatus comprising:a first meshing engagement mechanism that selectively couples a first rotational section and a second rotational section; anda second meshing engagement mechanism that selectively couples a third rotational section and a fourth rotational section, wherein:the first rotational section has a cylindrical shape;the second rotational section is disposed concentrically with the first rotational section and has a cylindrical shape having a diameter larger than a diameter of the first rotational section;the third rotational section is disposed concentrically with the second rotational section and has a cylindrical shape having a diameter larger than the diameter of the second rotational section;the fourth rotational section is disposed concentrically with the third rotational section and has a cylindrical shape having a diameter larger than the diameter of the third rotational section;first meshing teeth are provided on one of the first rotational section and the second rotational section;second meshing teeth are ...

CONTROL SYSTEM FOR TRANSMISSION

A control system for a transmission includes first and second engagement devices and a controller. The first engagement device brings first dog teeth of a first member into engagement with second dog teeth of a second member to enable torque transmission therebetween. The second engagement device connects a third member and a fourth member while changing a torque transmitting capacity therebetween. The transmission establishes a predetermined gear stage by bringing into engagement the first engagement device and the second engagement device. The controller is configured to bring the first engagement device into engagement while reducing a torque transmitting capacity of the second engagement device and then to increase the torque transmitting capacity of the second engagement device, when shifting a gear stage from another gear stage established by bringing the first engagement device into disengagement while bringing the second engagement device into engagement to said predetermined gear stage. 1. A control system for a transmission comprising:a first engagement device that brings first dog teeth of a first member into engagement with second dog teeth of a second member to enable torque transmission therebetween;a second engagement device that connects a third member and a fourth member while changing a torque transmitting capacity therebetween; anda controller, whereinthe transmission establishes a predetermined gear stage by bringing into engagement the first engagement device and the second engagement device, andthe controller is configured to bring the first engagement device into engagement while reducing a torque transmitting capacity of the second engagement device and then to increase the torque transmitting capacity of the second engagement device, when shifting a gear stage from another gear stage established by bringing the first engagement device into disengagement while bringing the second engagement device into engagement to said predetermined gear ...

Drive force control system for vehicle

A control system for a vehicle that prevents an unintentional mode change when a command signal cannot be transmitted to an engagement device. In the vehicle, HV-Lo mode is established by connecting a carrier to a carrier by a first clutch while disconnecting the carrier from a ring gear by a second clutch, and HV-Lo mode is established by disconnecting the carrier from the carrier by the first clutch while connecting the carrier to the ring gear by the second clutch. A normally stay clutch is used as at least one of the first clutch and the second clutch.

DRIVE UNIT FOR VEHICLE

A drive unit for a vehicle having a shortened axial length. A drive unit includes a first planetary gear unit, a second planetary gear unit, a first clutch device, and a second clutch device. The first planetary gear unit and the second planetary gear unit are disposed adjacently in an axial direction, and transmit an engine torque to a cylindrical section to which a drive wheel is coupled. A second ring gear of the second planetary gear unit is formed on an inner circumference of the cylindrical section. An output gear is formed on an outer circumference of the cylindrical section. The first planetary gear unit is disposed on an inner circumferential side of an inner smooth region where the second ring gear is not formed in the inner circumference of the cylindrical section. 1. A drive unit for a vehicle comprising:an engine;an output gear of cylindrical shape coupled to a drive wheel;a complex planetary unit formed by a first planetary unit and a second planetary unit that transmits to the drive wheel a drive torque outputted from the engine;a first engagement device that, by coupling any two rotary elements of the complex planetary unit, establishes a predetermined torque transmission path in the complex planetary unit; anda second engagement device that, by coupling any two rotary elements of the complex planetary unit, establishes another torque transmission path in the complex planetary unit,wherein the first planetary unit, the second planetary unit, the first engagement device, and the second engagement device are disposed on a rotational central axis parallel to an output shaft of the engine,the first planetary unit and the second planetary unit are disposed adjacently in the rotational axis direction on an inner circumferential side of the output gear,any one rotary element of rotary elements configuring the first planetary unit and any one rotary element of rotary elements configuring the second planetary unit are coupled,any one ring gear of a first ring ...

DRIVE FORCE CONTROL SYSTEM FOR VEHICLE

A control system for a vehicle that prevents an unintentional mode change when a command signal cannot be transmitted to an engagement device. In the vehicle, HV-Lo mode is established by connecting a carrier to a carrier by a first clutch while disconnecting the carrier from a ring gear by a second clutch, and HV-Lo mode is established by disconnecting the carrier from the carrier by the first clutch while connecting the carrier to the ring gear by the second clutch. A normally stay clutch is used as at least one of the first clutch and the second clutch. 1. A drive force control system for a vehicle , comprising:an engine;a rotary machine; anda differential mechanism that is adapted to perform a differential rotation among a first rotary member connected to the engine, a second rotary member connected the rotary machine, and a third rotary member connected to an output member;the differential mechanism comprises a plurality of rotary elements;wherein the drive force control system further comprises:a first engagement device that connects a first rotary element and a second rotary element or a first reaction element and a stationary member; anda second engagement device that connects a third rotary element and a fourth rotary element, or a second reaction element and the stationary member;wherein a normally stay clutch is used as at least one of the first engagement device and the second engagement device, andthe normally stay clutch is adapted to be engaged upon reception of an engagement command signal and disengaged upon reception of a disengagement command signal, and to maintain a current engagement state when a signal transmission to the normally stay clutch is stopped.2. The drive force control system for a vehicle as claimed in claim 1 , wherein the differential mechanism is adapted to establish:a first operating mode in which a torque of the engine is delivered to the output member with a first predetermined ratio by engaging any one of the first ...

SHIFTING MECHANISM

A shifting mechanism whose axial length is reduced without increasing a manufacturing cost. The shifting mechanism comprises: a cylindrical cam; a serpentine cam groove formed on the cam; a cam follower contacted to the guide section to be reciprocated in an axial direction; and a shift fork connected to the cam follower. The cam follower is pushed onto one of walls of a cam groove serving as a guide wall by a pushing member. 1. A shifting mechanism , comprising:a cylindrical cam that is rotated by a torque applied thereto;a guide section formed on the cam, that extends in a circumferential direction of the cam and that serpentines in an axial direction of the cam;a cam follower that is contacted to the guide section to be reciprocated in the axial direction by rotating the cam; anda shift fork that is connected to the cam follower, a guide wall to which the cam follower is contacted from one of the axial directions, and', 'a cam groove having a pair of walls being opposed to each other in the axial direction, and, 'wherein the guide section includes at least'}the shifting mechanism further comprises a pushing member that pushes the cam follower onto the guide wall or one of the walls of the cam groove serving as the guide wall.2. The shifting mechanism as claimed in claim 1 , wherein the pushing member is adapted to elastically push the cam follower onto the guide wall.3. The shifting mechanism as claimed in claim 1 , wherein the pushing member is adapted to push the cam follower onto said one of the walls of the cam groove serving as the guide wall.4. The shifting mechanism as claimed in claim 3 ,wherein the shifting mechanism is arranged in an automatic transmission to establish a predetermined gear stage of the automatic transmission by reciprocating the shift fork in the axial direction, andthe shifting mechanism further comprises a dent that is formed on the guide section, at a location to which the cam follower is contacted to establish the predetermined gear ...

Lubricating system for engagement mechanism

A first valve is disposed in an oil passage through which the engaging pressure generated by a linear solenoid valve is supplied to A second brake. The first valve is closed when the second brake is released, so as to close the oil passage, and is opened when the second brake is engaged, so as to open the oil passage. A second valve is disposed in a lubricating oil passage through which lubricating oil is supplied to the second brake, and communicates with the linear solenoid valve. The second valve is opened when the engaging pressure is supplied from the linear solenoid valve, so as to open the lubricating oil passage, and is closed when no engaging pressure is generated by the linear solenoid valve.

Power transmission apparatus

A power transmission apparatus includes a first meshing engagement mechanism that selectively couples a first rotational section and a second rotational section; and a second meshing engagement mechanism that selectively couples a third rotational section and a fourth rotational section. The first meshing engagement mechanism includes a first movable member provided with third meshing teeth that mesh with first meshing teeth provided on one of the first and the second rotational sections. The second meshing engagement mechanism includes a second movable member provided with fourth meshing teeth that mesh with second meshing teeth provided on one of the third and the fourth rotational sections. At least a portion of a first movable region of the third meshing teeth and at least a portion of a second movable region of the fourth meshing teeth overlap with each other in a radial direction with respect to a rotational axis.

Meshing-type engagement device

A meshing-type engagement device includes a first member, a second member, a pressing mechanism, and a reaction force mechanism. The first member is provided with a plurality of first dog teeth. The second member is provided with a plurality of second dog teeth. The pressing mechanism is configured to press the first member to the second member side. The reaction force mechanism is configured to generate a reaction force with respect to a pressing force pressing the first member for the first dog teeth and the second dog teeth to mesh with each other such that the amount of increase in the reaction force with respect to a movement of the first member is larger at a position further on the second member side than a predetermined position compared to the amount of increase to the predetermined position when the first member is pressed.

CONTROL SYSTEM FOR POWER TRANSMISSION UNIT

A control system for a power transmission unit configured to shift an operating mode smoothly by manipulating engagement devices, and to simplify a structure of the power transmission unit. The control system is configured to reduce a speed difference between an axially stationary engagement element and a reciprocatable engagement element of a second engagement device when shifting from a first continuously variable mode to a second continuously variable mode by engaging the second engagement device. After the second engagement device has been engaged completely, a first engagement device is disengaged. 1. A control system for a power transmission unit comprising:an input member;an output member that outputs torque delivered from the input member;a first engagement device that is engaged to establish a first continuously variable mode in which a speed ratio between the input member and the output member may be varied continuously; anda second engagement device that is engaged to establish a second continuously variable mode that is different from the first continuously variable mode, in which a speed ratio between the input member and the output member may also be varied continuously,wherein the first engagement device comprises a first element having engagement teeth and a second element having engagement teeth, and the engagement teeth of the first element and the engagement teeth of the second element are engaged with each other to transmit torque,the second engagement device comprises a third element having engagement teeth and a fourth element having engagement teeth, and the engagement teeth of the third element and the engagement teeth of the fourth element are engaged with each other to transmit torque,the power transmission unit further comprising:a guide mechanism that establishes a thrust force to reciprocate the second element of the first engagement device and the fourth element of the second engagement device respectively; andan actuator that actuates ...

AUTOMATIC TRANSMISSION FOR VEHICLE

An automatic transmission includes a first engagement mechanism selectively engaging a first rotating member to a second rotating member, a second engagement mechanism selectively engaging the first rotating member to a third rotating member, and other engagement mechanisms. At least one of the first or second engagement mechanisms is a dog clutch. The automatic transmission sets intermediate, high and low speed stages by controlling the engagement mechanisms. The first engagement mechanism is kept engaged in shifting from the high speed stage to the intermediate speed stage. The second engagement mechanism is kept engaged in shifting from the low speed stage to the intermediate speed stage. When the automatic transmission sets the intermediate speed stage by controlling the other engagement mechanisms, a rotation speed of the rotating member that is coupled to the first rotating member by the dog clutch coincides with a rotation speed of the first rotating member. 19-. (canceled)10. An automatic transmission for a vehicle , the automatic transmission characterized by comprising:an input shaft;an output shaft;a front transmission unit; and the input shaft being connected with the front transmission unit,', 'the front transmission unit being connected with a front side planetary gear train of the plurality of planetary gear trains,', 'the output shaft being connected with a rear side planetary gear train of the plurality of planetary gear trains,, 'a rear transmission unit including a plurality of planetary gear trains, the rear transmission unit being configured by a friction clutch or a friction brake,'}a first engagement mechanism connected with a gear, different from a gear connected with the front transmission unit, of the front side planetary gear train; anda second engagement mechanism connected with a gear, different from a gear connected with the output shaft, of the rear side planetary gear train.11. The automatic transmission according to claim 10 , ...

TORSIONAL VIBRATION DAMPER

A torsional vibration damper that can be arranged in a fluid coupling to downsize a powertrain is provided. The torsional vibration damper has a mass body held in a rotary member in such a manner to be oscillated by torque pulse of the rotary member. The rotary member is arranged in an internal space of a fluid coupling in which a pump impeller, a turbine runner and a predetermined stationary member are held in a casing. A planetary unit that performs a differential action among three rotary elements is arranged in the casing. In the planetary unit, a first rotary element is connected to the stationary member, a second rotary element is connected to the rotary member, and a third rotary element is connected to the turbine runner. 1. A torsional vibration damper having a mass body held in a rotary member in such a manner to be oscillated by torque pulse of the rotary member , wherein:the rotary member is arranged in an internal space of a fluid coupling in which a pump impeller, a turbine runner and a predetermined stationary member are held in a casing;a planetary unit that performs a differential action among three rotary elements is arranged in the casing;a first rotary element of the planetary unit is connected to the stationary member;a second rotary element of the planetary unit is connected to the rotary member; anda third rotary element of the planetary unit is connected to the turbine runner.2. The torsional vibration damper as claimed in claim 1 , wherein:a stator that alters a flowing direction of fluid flowing from the turbine runner toward the pump impeller is interposed between the turbine runner and the pump impeller; andthe stationary member includes a fixed shaft supporting the stator.3. The torsional vibration damper as claimed in claim 1 , wherein:the planetary unit includes a single-pinion planetary gear unit comprising a sun gear, a ring gear arranged concentrically around the sun gear, and a carrier supporting planetary gears interposed between ...

Torsional vibration damper

A torsional vibration damper that can be arranged in a fluid coupling to downsize a powertrain is provided. The torsional vibration damper has a mass body held in a rotary member in such a manner to be oscillated by torque pulse of the rotary member. The rotary member is arranged in an internal space of a fluid coupling in which a pump impeller, a turbine runner and a predetermined stationary member are held in a casing. A planetary unit that performs a differential action among three rotary elements is arranged in the casing. In the planetary unit, a first rotary element is connected to the stationary member, a second rotary element is connected to the rotary member, and a third rotary element is connected to the turbine runner.

CONTROL SYSTEM FOR MESHING TYPE ENGAGEMENT MECHANISM

A control system for a meshing type engagement mechanism includes a meshing type engagement mechanism and an electronic control unit. The electronic control unit is configured to allow a fluid chamber to be filled with a fluid by putting a switching valve into a cut-off state after respective dog teeth mesh with each other by a second member reaching a predetermined position determined in advance in response to a fluid pressure of the fluid chamber such that the second member is pressed in the direction in which the second member is separated from a first member by a release force depending on the torque transmitted between a surface of a first tooth and a surface of a second tooth, the fluid pressure of the fluid chamber is increased, and an engagement state between the first member and the second member is maintained by the fluid pressure which is increased. 1. A control system for a meshing type engagement mechanism , comprising:the meshing type engagement mechanism including a first member, a second member, a fluid chamber, and a switching valve, the first member including a plurality of first dog teeth protruding in an axial direction, the first dog teeth being placed at regular intervals in a circumferential direction of the first member, the second member including a plurality of second dog teeth protruding in the axial direction, the second dog teeth being placed at regular intervals in a circumferential direction of the second member, the second dog teeth being configured to be inserted between the first dog teeth, the fluid chamber being configured to allow the second member to be moved to the first member side by an operating force attributable to supply of a fluid such that the first dog teeth and the second dog teeth mesh with each other, the switching valve being configured to switch between a communicating state where the fluid is supplied to the fluid chamber and a cut-off state where the supply of the fluid to the fluid chamber is stopped and the ...

LUBRICATING SYSTEM FOR ENGAGEMENT MECHANISM

A first valve is disposed in an oil passage through which the engaging pressure generated by a linear solenoid valve is supplied to A second brake. The first valve is closed when the second brake is released, so as to close the oil passage, and is opened when the second brake is engaged, so as to open the oil passage. A second valve is disposed in a lubricating oil passage through which lubricating oil is supplied to the second brake, and communicates with the linear solenoid valve. The second valve is opened when the engaging pressure is supplied from the linear solenoid valve, so as to open the lubricating oil passage, and is closed when no engaging pressure is generated by the linear solenoid valve. 1. A lubricating system for supplying a lubricating oil to a frictional engagement mechanism , 'engaging elements configured to transmit torque by use of frictional force, and', 'the frictional engagement mechanism including'}a hydraulic part configured to press the engaging elements and generate the frictional force, an engaging pressure generator configured to generate an engaging pressure supplied to the hydraulic part;', 'a first valve configured to interrupt supply of the engaging pressure to the hydraulic part when the frictional engagement mechanism is placed in a released state; and', 'a second valve configured to operate in response to the engaging pressure, and supply the lubricating oil to the engaging elements when the frictional engagement mechanism is placed in the released state., 'the lubricating system comprising2. The lubricating system according to claim 1 , wherein:the first valve is configured such that interruption of supply of the engaging pressure to the hydraulic part is cancelled when the frictional engagement mechanism is placed in an engaged state; andthe second valve is configured such that the lubricating oil is supplied to the engaging elements when the frictional engagement mechanism is placed in the engaged state.3. The lubricating ...

Control system for transmission

A control system for a transmission includes first and second engagement devices and a controller. The first engagement device brings first dog teeth of a first member into engagement with second dog teeth of a second member to enable torque transmission therebetween. The second engagement device connects a third member and a fourth member while changing a torque transmitting capacity therebetween. The transmission establishes a predetermined gear stage by bringing into engagement the first engagement device and the second engagement device. The controller is configured to bring the first engagement device into engagement while reducing a torque transmitting capacity of the second engagement device and then to increase the torque transmitting capacity of the second engagement device, when shifting a gear stage from another gear stage established by bringing the first engagement device into disengagement while bringing the second engagement device into engagement to said predetermined gear stage.

POWER TRANSMISSION UNIT FOR VEHICLE

A power transmission unit including a first clutch device that selectively enables and disables a torque transmitting route from an input shaft to an output shaft via a first gear train to transmit torque therethrough, a dog clutch that switches the torque transmitting route from the input shaft to the output shaft between a continuously variable speed change route in which torque is transmitted through a continuously variable transmission and a reverse route in which torque is transmitted through a second gear train, and a second clutch device that selectively enables and disables both of the continuously variable speed change route and the reverse route to transmit torque to the input shaft or the output shaft. The first clutch device and the second clutch device are separately disposed on any of the input shaft and the output shaft in a manner to be situated at different axial positions.

Shift mechanism for power transmission device

A shift mechanism switches power transmission paths among a first transmission shaft, a second transmission shaft, and a third transmission shaft that are concentrically arranged on a rotational axis. The shift mechanism has a drive drum that is provided so as to be coaxial with the rotational axis and pivotable about the rotational axis, and a first driven drum and a second driven drum that are arranged on the rotational axis so as to be concentric with the drive drum and move along the rotational axis as the drive drum pivots. As the first driven drum moves, a first shift sleeve advances and retreats, and the first transmission shaft and the second transmission shaft are connected and disconnected. In addition, as the second driven drum moves, a second shift sleeve advances and retreats, and the second transmission shaft and the third transmission shaft are connected and disconnected.

Power transmission device for vehicle

A power transmission device for a vehicle for which a continuously variable transmission that continuously changes the transmission gear ratio, a first gear train that transmits torque during forward travel, and a second gear train that transmits torque during backward travel, are provided in parallel between an input shaft, to which the torque output from a drive power source is input, and an output shaft, which outputs torque, wherein the power transmission device is equipped with: a first clutch mechanism that switches the transmission path for the torque transmitted from the input shaft via the first gear train to the output shaft, between a state wherein torque can be transmitted and a state wherein torque cannot be transmitted; a dog clutch that switches the path in which torque is transmitted between the input shaft and the output shaft, between a continuously variable path in which torque is transmitted through the continuously variable transmission and a reverse-use path in which ...

MESHING ENGAGEMENT DEVICE AND CONTROLLER

A meshing engagement device includes a movable member; a first engaging element; a spring member; first engaging teeth formed on the first engaging element; and a second engaging element having second engaging teeth which engage with the first engaging teeth. Further, the meshing engagement device switches between an engagement state and a disengagement state, and the engagement state includes: a first engagement state where the spring member is brought into a state where the spring member is contracted in the axial direction; and a second engagement state where the spring member is brought into a state where the spring member is further contracted in the axial direction compared to the spring member in the first engagement state.

Power transmission unit for vehicle

A power transmission unit including a first clutch device that selectively enables and disables a torque transmitting route from an input shaft to an output shaft via a first gear train to transmit torque therethrough, a dog clutch that switches the torque transmitting route from the input shaft to the output shaft between a continuously variable speed change route in which torque is transmitted through a continuously variable transmission and a reverse route in which torque is transmitted through a second gear train, and a second clutch device that selectively enables and disables both of the continuously variable speed change route and the reverse route to transmit torque to the input shaft or the output shaft. The first clutch device and the second clutch device are separately disposed on any of the input shaft and the output shaft in a manner to be situated at different axial positions.

MESHING-TYPE ENGAGEMENT DEVICE

A meshing-type engagement device includes a first member, a second member, a pressing mechanism, and a reaction force mechanism. The first member is provided with a plurality of first dog teeth. The second member is provided with a plurality of second dog teeth. The pressing mechanism is configured to press the first member to the second member side. The reaction force mechanism is configured to generate a reaction force with respect to a pressing force pressing the first member for the first dog teeth and the second dog teeth to mesh with each other such that the amount of increase in the reaction force with respect to a movement of the first member is larger at a position further on the second member side than a predetermined position compared to the amount of increase to the predetermined position when the first member is pressed. 1. A meshing-type engagement device comprising:a first member provided with a plurality of first dog teeth, the plurality of first dog teeth being placed at regular intervals in a circumferential direction of the first member;a second member provided with a plurality of second dog teeth, the plurality of second dog teeth being placed at regular intervals in a circumferential direction of the second member;a pressing mechanism configured to press the first member to the second member side such that the first dog teeth are inserted between and mesh with the second dog teeth when the first member is pressed; anda reaction force mechanism configured to generate a reaction force with respect to a pressing force pressing the first member for the first dog teeth and the second dog teeth to mesh with each other such that an amount of increase in the reaction force with respect to a movement of the first member is larger at a position further on the second member side than a predetermined position compared to the amount of increase to the predetermined position when the first member is pressed, the predetermined position being a position ...

Vehicle power transmission device

A vehicle power transmission device in which a continuously variable transmission for continuously changing the transmission gear ratio, a first gear train for transmitting the torque when traveling forward, and a second gear train for transmitting the torque when traveling in reverse are disposed in parallel to one another between an input shaft to which the torque outputted from a drive power source is inputted and an output shaft which rotates when the torque from the input shaft is transmitted to the output shaft. The power transmission device for a vehicle is characterized by being provided with: a first clutch mechanism which switches a torque transmission path extending from the input shaft to the first gear train and finally to the output shaft between a state in which it is possible to transmit the torque and a state in which it is not possible to transmit the torque; a dog clutch which switches a path for transmitting the torque to and from the input shaft and the output shaft ...

Power transmission device for vehicle

Provided is a power transmission device for vehicle, having a continuously variable transmission for continuously varying the change gear ratio, a first gear train for transmitting torque in cases of forward travel, and a second gear train for transmitting torque in cases of reverse travel, these components being disposed in a mutually parallel arrangement between an input shaft to which torque output by a drive power supply is output, and an output shaft for outputting torque, wherein the device is provided with: a first clutch mechanism for switching the torque transmission path leading from the input shaft to the output shaft via the first gear train, to a torque transmission-enabled state or to a torque transmission-disabled state; a dog clutch for switching the path of torque transmission between the input shaft and the output shaft to a continuously variable path involving torque transmission through the continuously variable transmission, or to a reverse path involving torque transmission ...

POWER TRANSMISSION UNIT FOR VEHICLE

A power transmission unit for a vehicle is provided. In the power transmission unit, torque is transmitted between an input shaft and an output shaft through a continuously variable transmission and a gear train having an intermediate shaft. The continuously variable transmission adapted to alter a speed ratio continuously is disposed between the input shaft to which a torque of a prime mover is inputted and the output shaft that outputs the torque. The gear train is adapted to establish a speed ratio that cannot be established by the continuously variable transmission, and arranged at a different site from positions of the input shaft and the output shaft. The power transmission unit comprises: a torque reversing device that is adapted to perform a differential action among an input element, an output element and a reaction element adapted to rotate the input element and the output element in opposite directions when rotation thereof is halted, and that is disposed coaxially with the output shaft or the intermediate shaft; a first clutch device that connects at least any of two rotary elements of the torque reversing device; and a brake device that halts rotation of the reaction element. The input shaft is connected with the output shaft through the continuously variable transmission, and a second clutch device is disposed on a torque transmitting route from the input shaft to the output shaft via the continuously variable transmission to allow and interrupt torque transmission therethrough. The input shaft is connected with the output shaft through the gear train and the torque reversing device. 1. A power transmission unit for a vehicle , comprising:a continuously variable transmission that is adapted to alter a speed ratio continuously, and that is disposed between an input shaft to which a torque of a prime mover is inputted and an output shaft that outputs the torque;a gear train that has an intermediate shaft arranged at a different site from positions of the ...

Power transmission unit

A power transmission unit that can prevent unintentional disengagement of a clutch. A first set of teeth formed on an outer circumferential surface of a first rotary member is engaged with a third set of teeth formed on an inner circumferential surface of a second rotary member. A second set of teeth formed on an inner circumferential surface of the first rotary member is meshed with a fourth set of teeth formed on an outer circumferential surface of a third rotary member. A center of engagement between the first set of teeth and the third set of teeth is situated at a point withdrawn from a center of engagement between the second set of teeth and the fourth set of teeth in the direction to disengage the first set of teeth from the third set of teeth.

SHIFT MECHANISM FOR POWER TRANSMISSION DEVICE

A shift mechanism switches power transmission paths among a first transmission shaft, a second transmission shaft, and a third transmission shaft that are concentrically arranged on a rotational axis. The shift mechanism has a drive drum that is provided so as to be coaxial with the rotational axis and pivotable about the rotational axis, and a first driven drum and a second driven drum that are arranged on the rotational axis so as to be concentric with the drive drum and move along the rotational axis as the drive drum pivots. As the first driven drum moves, a first shift sleeve advances and retreats, and the first transmission shaft and the second transmission shaft are connected and disconnected. In addition, as the second driven drum moves, a second shift sleeve advances and retreats, and the second transmission shaft and the third transmission shaft are connected and disconnected. 1. A clutch mechanism comprising:a transmission shaft, and another transmission shaft that are concentrically arranged on a rotational axis;a shift sleeve that advances and retreats along the rotational axis and connects and disconnects the transmission shaft and the other transmission shaft;a drive drum that is provided so as to be coaxial with the rotational axis and pivotable about the rotational axis; anda driven drum that is located on the rotational axis so as to be concentric with the drive drum and moves along the rotational axis as the drive drum pivots, thereby causing the shift sleeve to advance and retreat.2. The clutch mechanism according to claim 1 , whereina cam groove is provided on a circumferential surface of the drive drum, andthe driven drum has a driven pin engaged with the cam groove, and when the driven pin is driven according to a profile of the cam groove as the drive drum pivots, the driven drum moves along the rotational axis.3. The clutch mechanism according to claim 1 , whereinthe drive drum has a drive pin on its circumferential surface, andthe driven ...

TORSIONAL VIBRATION DAMPING DEVICE

The present invention relates to a torsional vibration damping device in which a contact site with an inertial mass can be lubricated effectively while reducing resistance of the inertial mass to oscillate. The vibration damping device includes a rotary member that is rotated by a torque, and an inertial mass that is oscillated by torque pulses. The inertial mass is held in a chamber formed on the rotary member liquid-tightly together with lubrication oil while being allowed to be oscillated by torque pulses in the rotational direction of the rotary member. An amount of the lubrication oil is adjusted in a manner such that the inertial mass will not be brought into contact with an oil film of the lubrication oil centrifugally adhering to a radially outer section of an inner face of the chamber. 1. A torsional vibration damping device , comprising:a rotary member that is rotated by a torque;an inertial mass that is arranged on a radially outer portion of the rotary member while being allowed to be oscillated by torque pulses in a rotational direction of the rotary member;a chamber that is formed on the rotary member to hold the inertial mass liquid-tightly in a manner to allow the inertial mass to oscillate in the rotational direction of the rotary member; anda lubrication oil encapsulated in the chamber;wherein an amount of the lubrication oil is adjusted in a manner such that the inertial mass will not be brought into contact with an oil film of the lubrication oil centrifugally adhering to a radially outer section of an inner face of the chamber.2. A torsional vibration damping device , comprising:a rotary member that is rotated by a torque;an inertial mass that is arranged on a radially outer portion of the rotary member while being allowed to be oscillated by torque pulses in a rotational direction of the rotary member;a chamber that is formed on the rotary member to hold the inertial mass liquid-tightly in a manner to allow the inertial mass to oscillate in the ...

Shift mechanism for power transmission device

A shift mechanism switches power transmission paths among a first transmission shaft, a second transmission shaft, and a third transmission shaft that are concentrically arranged on a rotational axis. The shift mechanism has a drive drum that is provided so as to be coaxial with the rotational axis and pivotable about the rotational axis, and a first driven drum and a second driven drum that are arranged on the rotational axis so as to be concentric with the drive drum and move along the rotational axis as the drive drum pivots. As the first driven drum moves, a first shift sleeve advances and retreats, and the first transmission shaft and the second transmission shaft are connected and disconnected. In addition, as the second driven drum moves, a second shift sleeve advances and retreats, and the second transmission shaft and the third transmission shaft are connected and disconnected.

Control system for meshing type engagement mechanism

A control system for a meshing type engagement mechanism (1) includes a meshing type engagement mechanism (1) and an electronic control unit (18). The electronic control unit (18) is configured to allow a fluid chamber (10) to be filled with a fluid by putting a switching valve (16) into a cut-off state after respective dog teeth mesh with each other by a second member (7) reaching a predetermined position determined in advance in response to a fluid pressure of the fluid chamber (10) such that the second member (7) is pressed in the direction in which the second member (7) is separated from a first member (4) by a release force depending on the torque transmitted between a surface of a first tooth and a surface of a second tooth, the fluid pressure of the fluid chamber (10) is increased, and an engagement state between the first member (4) and the second member (7) is maintained by the fluid pressure which is increased.

gear type coupling device

resumo "dispositivo de engate do tipo de engrenamento". a presente invenção refere-se a um dispositivo de engate do tipo de engre-namento que inclui um primeiro membro (20), um segundo membro (21), um meca-nismo de pressão (6, 20) e um mecanismo de força de reação (36, 38). o primeiro membro (20) é dotado com uma pluralidade de primeiros dentes (27). o segundo membro (21) é dotado com uma pluralidade de segundos dentes (33). o mecanismo de pressão (6, 20) é configurado para pressionar o primeiro membro (20) para o lado do segundo membro (21). o mecanismo de força de reação (36, 38) é configurado para gerar uma força de reação com relação a uma força de pressão pressionando o primeiro membro (20) para que os primeiros dentes (27) e os segundos dentes (33) engrenem, tal que a quantidade de aumento na força de reação com relação ao mo-vimento do primeiro membro (20) é maior em uma posição mais distante no lado do segundo membro (21) do que uma posição predeterminada comparada com a quan-tidade de aumento para a posição predeterminada quando o primeiro membro (20) é pressionado. summary "gear type coupling device". The present invention relates to a gear type coupling device including a first member (20), a second member (21), a thrust mechanism (6, 20) and a clamping force mechanism. reaction (36, 38). the first member (20) is provided with a plurality of first teeth (27). the second member (21) is provided with a plurality of second teeth (33). the thrust mechanism (6, 20) is configured to press the first member (20) to the side of the second member (21). the reaction force mechanism (36, 38) is configured to generate a reaction force with respect to a pressing force by pressing the first member (20) so that the first teeth (27) and second teeth (33) engage, such that the amount of increase in reaction force with respect to the movement of the first member (20) is greater at a farther position on the side of the second member (21) than a predetermined ...

Power transmission unit for a vehicle

Fluid transmission device

An object is to provide a fluid coupling capable of effectively utilizing an internal space of a cover member and of sufficiently exerting a performance of a device damping torsional vibration. In a fluid coupling including a cover member accommodating a fluid, a pump impeller, a turbine runner, a lockup clutch operated by a fluid pressure and selectively connecting the cover member and an output shaft, a damper mechanism having an elastic member, and a pendulum damper having a rotary member rotating integrally with the output shaft and an inertial mass capable of relative rotation with respect to the output shaft, the turbine runner, the damper mechanism, the lockup clutch, and the pendulum damper are arranged in this order in an axial direction of the output shaft inside the cover member.

Drive unit for vehicle

A drive unit for a vehicle having a shortened axial length. A drive unit 10 includes a first planetary gear unit 14, a second planetary gear unit 15, a first clutch device 16, and a second clutch device 17. The first planetary gear unit 14 and the second planetary gear unit 15 are disposed adjacently in an axial direction, and transmit an engine torque to a cylindrical section 67 to which a drive wheel 30 is coupled. A second ring gear R2 of the second planetary gear unit 15 is formed on an inner circumference of the cylindrical section 67. An output gear 18 is formed on an outer circumference of the cylindrical section 67. The first planetary gear unit 14 is disposed on an inner circumferential side of an inner smooth region 67c where the second ring gear R2 is not formed in the inner circumference of the cylindrical section 67.

Drive force control system for vehicle

A control system for a vehicle that prevents an unintentional mode change when a command signal cannot be transmitted to an engagement device. In the vehicle, HV-Lo mode is established by connecting a carrier 14 to a carrier 20 by a first clutch CL1 while disconnecting the carrier 20 from a ring gear 18 by a second clutch CL2, and HV-Lo mode is established by disconnecting the carrier 14 from the carrier 20 by the first clutch CL1 while connecting the carrier 20 to the ring gear 18 by the second clutch CL2. A normally stay clutch is used as at least one of the first clutch CL1 and the second clutch CL2.

Control device for vehicle

A control device for a vehicle is provided. The vehicle includes a transmission and an engine configured to input a torque into the transmission. The transmission has multiple transmission stages and includes a first engagement mechanism B2 and a second engagement mechanism B1. The control device includes an ECU configured to: (a) control the second engagement mechanism B1 when a second transmission stage is set such that the capacity of torque transmission of the second engagement mechanism is increased and a thrust for separating a first member 16 and a second member 19 of the first engagement mechanism B2 from each other in an axial direction is generated; (b) calculate a decrement in an output torque of the transmission when the capacity of torque transmission of the second engagement mechanism B1 is increased; and (c) increase a torque input into the transmission by the engine based on the decrement in the output torque by controlling the engine.

Automatic transmission for vehicle

An automatic transmission includes a first engagement mechanism selectively engaging a first rotating member to a second rotating member, a second engagement mechanism selectively engaging the first rotating member to a third rotating member, and other engagement mechanisms. At least one of the first or second engagement mechanisms is a dog clutch. The automatic transmission sets intermediate, high and low speed stages by controlling the engagement mechanisms. The first engagement mechanism is kept engaged in shifting from the high speed stage to the intermediate speed stage. The second engagement mechanism is kept engaged in shifting from the low speed stage to the intermediate speed stage. When the automatic transmission sets the intermediate speed stage by controlling the other engagement mechanisms, a rotation speed of the rotating member that is coupled to the first rotating member by the dog clutch coincides with a rotation speed of the first rotating member.

Sistema de controle de força de acionamento para veículo

a presente invenção refere-se a um sistema de controle para um veículo que impede uma mudança de modo não intencional quando um sinal de comando não pode ser transmitido para um dispositivo de acoplamento. no veículo, modo hv-lo é estabelecido conectando um condutor a um condutor por uma primeira embreagem enquanto desconectando o condutor de uma engrenagem de anel por uma segunda embreagem, e um modo hv-lo é estabelecido desconectando o condutor do condutor pela primeira embreagem enquanto conectando o condutor na engrenagem de anel pela segunda embreagem. uma embreagem normalmente estável é utilizada como pelo menos uma da primeira embreagem e da segunda embreagem.

Drive force control system for vehicle