Provided is a continuously variable transmission with which it is possible to lubricate a gear transmission device without using traction oil. This continuously variable transmission includes: a variator including an input disk having a curved raceway surface and rotating integrally with an input shaft, an output disk having a raceway surface facing the raceway surface, and a roller pressed against the two raceway surfaces; an element to which torque of the output disk is input; a gear transmission device to which torque of the element is input; a first case housing the variator and the element; and a second case housing the first case and the gear transmission device.
Provided is a continuously variable transmission (10) capable of preventing a roller (28) from falling off from between track surfaces (22, 26) and widening a ratio coverage of output in a negative direction. The continuously variable transmission comprises: a variator (20) including an input disk (21) having a curved track surface and rotating integrally with an input shaft (14), an output disk (25) having a track surface opposing the track surface of the input disk (21), and a roller pressed against the two track surfaces; a planetary device (40) including a first element (41) to which a torque of the input shaft is input, a second element (42) to which a torque of the output disk is input, and a third element (44) which rotates as the first element and the second element rotate and which is coupled to an output shaft (46); and a first one-way clutch (60) disposed between the output shaft and a fixed member (59) and preventing rotation in the reverse direction of the output shaft.
F16H 15/38 - Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface with two members B having hollow toroid surfaces opposite to each other, the member or members A being adjustably mounted between the surfaces
F16H 37/02 - Combinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings
Provided is a lubrication structure (10) capable of securing an amount of oil to be delivered from a discharge channel to outside of an oil channel (12). The lubrication structure includes: a shaft (11) in the interior of which is provided the oil channel that has a bottomed structure and extends in a shaft direction; and a pipe (22) that is open at both ends and is disposed in the oil channel so as to run along the shaft. The shaft includes a plurality of discharge channels (16, 17, 18, 19, 20, 21) each of which extends from the oil channel toward the outer side in the radial direction and opens to the outer periphery of the shaft. The plurality of discharge channels are provided so as to be spaced apart from each other in the shaft direction. The pipe includes a partition (27) provided on the outer periphery of the pipe. The partition is located between the openings of the plurality of discharge channels, which are adjacent to each other, and comes into contact with the inner surface of the oil channel.
F16H 57/04 - Features relating to lubrication or cooling
F16N 7/38 - Arrangements for supplying oil or unspecified lubricant from a stationary reservoir or the equivalent in or on the machine or member to be lubricated with a separate pumpCentral lubrication systems
Provided is a continuously variable transmission (10) that can obviate the need for hole punching for providing an oil passage in a cartridge and pipes for conveying the oil to the oil passage of the cartridge. The continuously variable transmission comprises: an axle (11); a first disk (12) that has a curved raceway surface (13), and that integrally rotates with the axle; a second disk (14) having a raceway surface (15) that opposes the raceway surface of the first disk; a roller (25) pressed against the two raceway surfaces; and a carriage (29) that rotatably supports the roller. The axle includes: an oil passage (19) that extends through the inside of the axle in the axial direction; and a plurality of openings (20, 22) that extend from the oil passage to the outside in the radial direction and open to the outside of the axle. The openings are formed at least at the position of the second disk and between the two raceway surfaces.
F16H 15/38 - Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface with two members B having hollow toroid surfaces opposite to each other, the member or members A being adjustably mounted between the surfaces
F16H 13/08 - Gearing for conveying rotary motion with constant gear ratio by friction between rotary members with members having orbital motion with balls or with rollers acting in a similar manner
The power transmission device comprises a first shaft and second shaft to which the power of two motors is respectively inputted, an output shaft disposed on a different axis than the first shaft, a first reduction mechanism that transmits the rotation of the first shaft to the output shaft through a plurality of paths, and a second reduction mechanism that transmits the rotation of the second shaft to the output shaft through one path. In the first reduction mechanism, the plurality of paths have different gear ratios, and the gear ratio of the second reduction mechanism is the smallest or largest among all the gear ratios of the reduction mechanisms.
B60K 17/08 - Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
Provided is a power transmission device capable of reducing a weight deviation and a drive torque deviation. A power transmission device (10) comprises: a differential device (13) that distributes a drive torque to a first output shaft (11) and a second output shaft (12); a first planetary gear device (20) and a second planetary gear device (30) each equipped with a first element, and a second element and a third element that rotate in conjunction with the first element; and a linking part (37) that links the third element of the first planetary gear device and the third element of the second planetary gear device. The first output shaft is coupled to the first element of the first planetary gear device, and the second output shaft is coupled to the first element of the second planetary gear device. The second element of the first planetary gear device has a control motor (28) attached thereto, thereby regulating the rotation of the second element of the second planetary gear device.
A control device for a vehicle is provided with: two drive devices; a first speed reducer that transmits the torque of one drive device to an output shaft; and a second speed reducer that transmits the torque of the other drive device to the output shaft. The control device is provided with a torque control unit that controls, according to a target torque, the torque output by the two drive devices. The torque control unit includes a restriction unit that controls the torque output by the two drive devices when the sign of the target torque is changed from a first sign to a second sign. While outputting torque that reduces the backlash of the first speed reducer or the second speed reducer to one of the drive devices, the restriction unit outputs torque according to the target torque to the other drive device.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
B60K 6/20 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
Provided is a dog clutch capable of reducing the occurrence of shock and abnormal noise when the torque on the drive side fluctuates after engagement. A dog clutch (10) engages by meshing between a first tooth (13) on a drive-side axial end surface (12) and a second tooth (23) on a driven-side axial end surface (22). The first tooth includes first surfaces (14) facing one side in the circumferential direction and second surfaces (15) facing the other side in the circumferential direction, and the second tooth includes third surfaces (24) facing the other side in the circumferential direction and fourth surfaces (25) facing the one side in the circumferential direction. When the first tooth and the second tooth are meshed, the circumferential distances between some of the facing first surfaces and third surfaces are unequal and the circumferential distances between some of the facing second surfaces and fourth surfaces are unequal.
F16D 11/00 - Clutches in which the members have interengaging parts
F16D 11/10 - Clutches in which the members have interengaging parts actuated by moving a non-rotating part axially with clutching members movable only axially
Provided is a differential device (10) that can be reduced in size. The differential device comprises a first output shaft (11) and a second output shaft (12) connected on a central axis (O), first to fourth side gears (13, 14, 18, 21) that rotate about the central axis, a first pinion (15) that meshes with the first side gear and the second side gear and rotates about a first axis (17) perpendicular to the central axis, a second pinion (16) that rotates about the first axis integrally with the first pinion and revolves around the central axis, and a third pinion (22) that meshes with the third side gear and the fourth side gear and rotates about a second axis (23) perpendicular to the central axis. The second pinion meshes with the third side gear, the first output shaft connects with the second side gear, and the second output shaft connects with the fourth side gear.
Provided is a torque distribution device (10) that allows a reduction in the size of the device. The torque distribution device comprises: a first output shaft (11) and a second output shaft (12) linked on a central axis (O); first to fourth side gears (13, 14, 18, 22) that rotate about the central axis; a first pinion (15) that meshes with the first side gear and the second side gear; a second pinion (16) that rotates together with the first pinion and revolves around the central axis; a third pinion (23) that meshes with the third side gear and the fourth side gear; and a variable device (43) that changes the rotational speed difference between the second side gear and the third side gear. The second pinion meshes with the third side gear, the first output shaft is connected to the second side gear, and the second output shaft is connected to the fourth side gear.
Provided is a transmission (10) with which the structure of a carrier can be simplified. This transmission is provided with: a sun roller (12) having a center axis (O); a ring roller (15) that is arranged coaxially with the center axis on the outside in the radial direction of the sun roller so as to have a space from the sun roller; a plurality of intermediate rollers (18) that are in contact with the sun roller and the ring roller; carriers (24, 25) that support a rotational axis (19) of each of the plurality of intermediate rollers so as to form a variable angle with the center axis; and a conversion device (26) that changes the angle of the rotational axis with respect to the center axis depending on the torque acting between the sun roller, the ring roller, and the intermediate rollers.
F16H 13/08 - Gearing for conveying rotary motion with constant gear ratio by friction between rotary members with members having orbital motion with balls or with rollers acting in a similar manner
Provided is a parking mechanism (90) that can be released with a small force. The parking mechanism comprises cams (80, 81) having a lock position (L), in which second teeth (91) of a sleeve (71) mesh with first teeth (13) of an idle gear (12) and second teeth (97) of a sleeve (72) mesh with first teeth (23) of an idle gear (21), and an unlock position (U), in which the second teeth and the first teeth are separated. First surfaces (95, 101) of the first teeth and third surfaces (92, 98) of the second teeth transmit torque in a direction of pressing on first and third surfaces, and second surfaces (96, 102) of the first teeth and fourth surfaces (93, 99) of the second teeth generate thrust for separating the first teeth and the second teeth in an axial direction in accordance with torque in a direction of pressing on the second and fourth surfaces.
B60T 1/06 - Arrangements of braking elements, i.e. of those parts where braking effect occurs acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission
Provided is a transmission (10) capable of reducing an impact and a reduction in the torque of an output shaft at the time of a transmission operation and further reducing an axial dimension thereof. A transmission according to the present invention includes: an input shaft (12) to which rotation of a motor (11) is input; an output shaft (15) that is disposed on an axis different from that of the input shaft; a plurality of power transmission paths that transmit rotation of the input shaft to the output shaft at transmission ratios different from each other; and a synchronization mechanism (17, 72) that reduces the difference between a rotational speed at a drive side and a rotational speed at a driven side by using a friction force. The plurality of power transmission paths include a first path and a second path for transmission stages that are adjacent to each other. The synchronization mechanism is disposed in the first path. The synchronization mechanism is operated to switch between a state in which the torque is transmitted through the first path and a state in which the torque is transmitted through the second path.
F16H 3/12 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
Provided is a vehicle parking mechanism that can be released with little force and that eliminates the need for additional components. In the present invention, a transmission (10) installed in a vehicle is provided with: a plurality of motive power transmission paths that transmit the rotation of an input shaft (12), to which rotation of a motor (11) is inputted, to an output shaft (15) at mutually different transmission ratios; and a shift device (41) that switches the plurality of motive power transmission paths. One of the plurality of motive power transmission paths includes a friction clutch (17). The shift device is provided with a parking mode in which the friction clutch is engaged to form one of the plurality of motive power transmission paths and to form another one of the plurality of motive power transmission paths.
B60T 1/06 - Arrangements of braking elements, i.e. of those parts where braking effect occurs acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission
Provided is a torque transmitting element (10) that can be easily manufactured. This torque transmitting element is disposed on a shaft (33) having, in an outer circumference thereof, a plurality of grooves (35) that extend in the axial direction. The torque transmitting element comprises: a ring (11) surrounding the shaft; and a plurality of blocks (20) which are disposed between the ring and the shaft at intervals from each other in the circumferential direction of the ring, and each of which has a portion (26) positioned on an axially outer side of the ring. The blocks each comprise: teeth (22) provided on an inner surface (21) facing the outer circumference of the shaft; and a first coupling section (24) provided on an outer surface (23) opposite to the inner surface. The teeth are fitted to the grooves of the shaft, and the ring comprises a second coupling section (12) fitted to the first coupling section.
Provided is a power transmission device (10) with which it is possible to supplement the torque of an output shaft during a desired shifting operation. The power transmission device comprises a first shaft (13) and second shaft (14) to which the power of two motors (11, 12) is respectively inputted, an output shaft (15) disposed on a different axis than the first shaft, a first reduction mechanism (21) that transmits the rotation of the first shaft to the output shaft through a plurality of paths, and a second reduction mechanism (24) that transmits the rotation of the second shaft to the output shaft through one path. In the first reduction mechanism, the plurality of paths have different gear ratios, and the gear ratio of the second reduction mechanism is the smallest or largest among all the gear ratios of the reduction mechanisms.
The present invention provides a transmission that achieves required mechanical strength, reduced abnormal noise, and a reduction in size of an actuator for moving a movable member. The transmission is configured such that a gear (24) having first teeth (32) and disposed on a shaft is selectively coupled to the shaft, and includes a movable member (34) having second teeth (35) that mesh with the first teeth. A second face (57) of a first tooth and a fourth face (64) of a second tooth facing the second face include third sections (58, 65), fourth sections (59,66) adjoining the tooth-tip sides of the third sections, and fifth sections (60, 67) adjoining the tooth-tip sides of the fourth sections. The angle θ1 formed between a plane (P) including the shaft and the third section and the angle θ2 formed between the plane and the fifth section are smaller than the angle θ3 formed between the plane and the fourth section.
F16H 63/18 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
F16H 3/083 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
Provided is a transmission such that mechanical strength requirements can be reduced and the impacts and noise in a shifting device can be reduced. In the transmission, an engagement part (48) is coupled to a mobile member (34) provided with second teeth (35) that engage first teeth (32) provided to a gear (24). The engagement part moves in a first axial direction due to the rotary motion of a first cam (68) and moves in a second axial direction due to the rotary motion of a second cam (76), and elastic force is generated in a spring (53) in association with the movement of the engagement part. The first cam is still when the engagement part is in contact therewith and the spring causes a third part (58) to exert thrust on the mobile member in the second axial direction, but rotates when a second part (56) is caused to exert thrust on the mobile member in the second axial direction.
F16H 63/18 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
F16H 3/091 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
Provided is a transmission for which the calculation accuracy of the rotation angle of second teeth can be improved. The transmission comprises: a plurality of idle gears disposed on a first shaft (12) and provided with first teeth (33); a plurality of movable members (37) disposed on the first shaft so as to be inhibited from relatively rotating and to be movable in the axial direction and provided with second teeth (38) meshed with the first teeth; a fixed gear disposed on a second shaft (13) and meshed with each of the idle gears; a sensor which directly or indirectly detects the rotation of the first teeth and the second teeth; and a control device (60) which acquires positions of the first teeth and the second teeth in a rotation direction on the basis of the detection by the sensor and which starts to move the movable members in the axial direction. The first shaft includes a mark (58) rotated integrally with the first shaft, and the position of the second teeth in the rotation direction has a fixed relationship with respect to the position of the mark in the rotation direction.
F16H 63/20 - Multiple final output mechanisms being moved by a single common final actuating mechanism with preselection and subsequent movement of each final output mechanism by movement of the final actuating mechanism in two different ways, e.g. guided by a shift gate
A sleeve in the shift control device includes a sleeve main body and a first convex section. The first convex section is annular in shape and protruded radially outward from the outer circumferential surface of the sleeve main body. The shift fork includes a fork main body, a second convex section, a ring, and a joining member. The fork main body is annular in shape and disposed radially outside the sleeve main body. The second convex section is annular in shape, axially disposed side by side with the first convex section, and protruded radially inward from the inner circumferential surface of the fork main body. The first convex section is axially sandwiched between the ring and the second convex section. The joining member is disposed in a space that is formed by a first groove formed in the ring and a second groove formed in the fork main body.
Provided is a power transmission device (1) that can reduce impact while eliminating torque shortage during gear shifting. The power transmission device comprises: a friction clutch (11) that transmits and blocks power between a first shaft (4) and a drive shaft (3) linked to a drive source (S); and a transmission (2) to which power is inputted by the first shaft, the transmission being provided with thrust generators (56, 86) that, when second dog teeth (83) of clutch rings (80) mesh with first dog teeth (53), apply axial thrust to the clutch rings (80) so as to separate other first dog teeth (43) from other second dog teeth (83). The relationship y ≤ 6 × 10–6is satisfied, where x is the maximum torque (Nm) of the drive source and y is the moment of inertia (kgm2) of the friction clutch.
F16H 3/083 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
A transmission device includes: a shaft member, in the outer circumferential surface of which is formed a male thread centered about a second axis perpendicular to a first axis of a friction clutch; a screw member has a female thread that meshes with the male thread; an arm reciprocates together with the screw member; a first cam member couples to the arm to regulate the rotation of the screw member and rotates around the first axis; a second cam member has a cam surface that is oriented in the direction of the first axis to oppose a cam surface of the first cam member; and a rolling member is disposed between the two cam surfaces to roll on the two cam surfaces; the first cam member or the second cam member subjects the friction clutch to a force oriented in the direction of the first axis.
F16D 23/12 - Mechanical clutch-actuating mechanisms arranged outside the clutch as such
F16H 25/14 - Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for interconverting rotary motion and reciprocating motion with reciprocation perpendicular to the axis of rotation
Provided is an actuator capable of reducing a power loss during conversion of a torque into a thrust force. An actuator (10) comprises a conversion device (20) that converts a torque of a drive gear (13) into a thrust force through the relative movement of a first element (21) and a second element (24) along the axial direction, the relative movement being caused by relative rotations of the first element (21) and the second element (24), which are respectively provided with a first driven gear (22) and a second driven gear (25) both of which are engaged with the drive gear (13). The gear ratio of the drive gear (13) and the first driven gear (22) is different from that of the drive gear (13) and the second driven gear (25), and a first power transmission efficiency from the drive gear (13) to the first driven gear (22) and the second driven gear (25) is higher than a second power transmission efficiency from the first driven gear (22) and the second driven gear (25) to the drive gear (13).
Provided is a setting-off assistance device that can reduce the consumption of power during a stop, and reduce any discomfort when setting off. This setting-off assistance device comprises: a first gear mechanism (20) that transmits, to an output shaft, the torque of a first shaft (14) to which the torque of a first drive device (12) is transmitted; a second gear mechanism (30) that transmits, to the output shaft, at a lower reduction ratio than the reduction ratio of the first gear mechanism, the torque of a second shaft (15) positioned coaxially with respect to the first shaft, the torque of a second drive device (13) being transmitted to the second shaft; a first clutch (40) that transmits/interrupts driving power between the first shaft and the second shaft; a second clutch (23) comprising a one-way clutch that transmits, to the output shaft, the rotation of the first gear mechanism when the vehicle is moving forward; and a control device (50) that operates the first clutch. At least one of the first drive device and the second drive device is a motor, and the control device engages the first clutch when the vehicle is at or below a prescribed speed and is on an uphill slope.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
B60L 9/18 - Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
The present invention provides a shifting device (10) that can shift a torque transmission path smoothly even if a clutch plate is worn. The shifting device (10) comprises: a first conversion device (20) that converts the torque of a torque generation device (12) into a thrust force; a first friction clutch (30) that performs engagement by the thrust force from the first conversion device (20); a second conversion device (40) that converts, into a thrust force, torque generated as a result of the engagement of the first friction clutch (30); a spring (55), the force of which is to be balanced with the thrust force from the second conversion device (40); and a second friction clutch (50) that performs engagement by the force from the spring (55), wherein when the second friction clutch (50) is engaged, the torque of a driving shaft (11) is output via a second path (R2), and when the second friction clutch (50) is shuts off torque transmission, the torque of the driving shaft (11) is output via a first path (R1), which includes the first friction clutch (30) and second conversion device (40).
Provided is a braking device (50) with which braking force is reliably obtained and deterioration of a power storage device (71) can be minimized. A braking device (50) installed in a vehicle (10) provided with two or more motors (12, 13) that generate driving force for the vehicle (10), a power storage device (71) that supplies electric power to the motors (12, 13), and a remaining amount detection device (69) that detects the remaining capacity of the power storage device (71). The braking device (50) comprises a braking unit (53) that supplies electric power to at least one motor and obtains braking torque when the vehicle (10) receives a brake request and the value detected by the remaining amount detection device (69) as pertains to the remaining capacity is greater than a first allowable value.
Provided is a power transmission device (10) whereby it is possible to distribute speed reducer output torque while preventing increases in apparatus size. The power transmission device (10) comprises: speed reducers (20, 30) that reduce the rotational speed of a first shaft (13) to which torque from a first motor (11) is outputted, and/or a second shaft (14), parallel to the first shaft (13), to which torque from a second motor (12) is outputted; and a differential (40) to which output torque from the speed reducers (20, 30) is transmitted. The first shaft (13) and the second shaft (14) extend in the same direction from the first motor (11) and the second motor (12), respectively, and a first output shaft (41) and a second output shaft (42) of the differential (40) are disposed in a region excluding a plane (48) in which the first shaft (13) and the second shaft (14) lie. As seen in plan view in a direction orthogonal to plane (48), a straight line extending from the first output shaft (41) and a straight line extending from the second output shaft (42) are positioned between the first shaft (13) and the second shaft (14) without intersecting the first shaft (13) and the second shaft (14).
The transmission includes a first shaft, a second shaft, a third shaft, and a fourth shaft. These shafts are parallel to each other. A first gear couples to the first shaft. A second gear couples to or idles around the first shaft when a first clutch is switched. A third gear meshes with the first gear and couples to the second shaft. A fourth gear couples to or idles around the second shaft when a second clutch is switched. A sixth gear meshes with the first gear and couples to the third shaft. A seventh gear couples to or idles around the third shaft when a fourth clutch is switched. A ninth gear meshes with the second gear, the fourth gear, and the seventh gear, and couples to the fourth shaft.
F16H 3/093 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
Provided is a control device capable of improving the power performance of a vehicle. This control device for a vehicle is provided with: two drive devices; a first speed reducer that transmits the torque of one drive device to an output shaft; and a second speed reducer that transmits the torque of the other drive device to the output shaft at a speed reduction ratio that differs from the speed reduction ratio of the first speed reducer. The control device is provided with a torque control unit that controls, according to a target torque, the torque output by the two drive devices. The torque control unit includes a restriction unit that controls the torque output by the two drive devices when the sign of the target torque is changed from a first sign to a second sign. While outputting torque that reduces the backlash of the first speed reducer or the second speed reducer to one of the drive devices, the restriction unit outputs torque according to the target torque to the other drive device.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
B60W 20/19 - Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
B60K 6/547 - Transmission for changing ratio the transmission being a stepped gearing
B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
Provided is a transmission capable of preventing wear from occurring on a cam groove and engagement portion of a shift drum and the engagement portion from being dislodged from the cam groove, thereby ensuring smooth rotation of the shift drum. A shift device (70) for a transmission (1) comprises: a shift drum (110) in which a first cam groove (111) is formed; a spring (129) that is interposed between a first rod (104) and a first fork (101) and urges the first fork (101) in the axial direction; an elongate hole (121) that is formed in one of the first rod (104) and the first fork (101); a pin (133) that is disposed in the elongate hole (121); and a first arm (190) that is equipped with a first engagement portion (105) that engages the first cam groove (111) and is pivotably disposed on the first rod (104).
F16H 63/18 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
Provided is a transmission which can achieve seamless shifting while reducing the elastic force required from a spring. A transmission (1) comprises a shift device (70) which selectively couples gears to a shaft. A shift drum (110) comprises an unlock region (116) that sets the position of a second rod (106) such that second dog gears (93, 94) mesh with a second gear (53), and sets the position of a first rod (104) so as to release the meshing of first dog gears (84, 85) with a first gear (43). The shift device (70) comprises: a spring (129) that is interposed between the first rod (104) and a first fork (101), and that urges the first fork (101) in the axial direction in the unlock region (116); and a thrust generation unit that, separately from the elastic force of the spring (129), exerts, on a first ring (81), a thrust in an axial direction, separating in the unlock region (116) the first dog gears (84, 85) and the first gear (43).
F16H 63/18 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
F16H 3/083 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
F16D 11/00 - Clutches in which the members have interengaging parts
Provided is a transmission capable of achieving seamless shifting while reducing the elastic force required of a spring. The shift device (70) of a transmission (1) comprises: a spring (129) that is interposed between a first rod (104) and a first fork (101) and urges the first fork (101) in the axial direction; an elongate hole (121) that is formed in one of the first rod (104) and the first fork (101); and a pin (133) that is disposed in the elongate hole (121). The elongated hole (121) is configured such that a first portion (134) and a second portion (141) have first ends (135, 142) connected to each other in the circumferential direction and extending axially in opposite directions. The circumferential center position of the second portion (141) is circumferentially offset from the circumferential center position of the first portion (134), and the pin (133) is located at the first ends (135, 142) in the neutral position.
F16H 63/18 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
Provided is a transmission (1) capable of suppressing the noise and vibration generated at the time of shifting. The transmission (1) includes an engaging clutch (5) that selectively brings a gear and a shaft into engagement with each other, wherein the engaging clutch (5) includes a hub (70) in which an outer peripheral surface thereof has grooves (71) parallel to the shaft, a clutch ring (80) in which an inner peripheral surface thereof has teeth (88) parallel to the shaft, the teeth (88) fitting into the grooves (71), and a shift device (90) for setting the position of the clutch ring (80). A thrust that axially separates a gear (41) and the clutch ring (80) is generated by a first surface (46) of a first dog tooth (43) of the gear (41) and a third surface (86) of a second dog tooth (83) of the clutch ring (80), but this thrust is not generated between a second surface (47) of the first dog tooth (43) and a fourth surface (87) of the second dog tooth (83).
F16H 3/083 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
Provided is a drive unit that is capable of reducing the operation angle of a universal joint. The drive unit comprises: a first member that transmits the torque of a rotary shaft of a first motor to a left wheel; and a second member that transmits the torque of a rotary shaft of a second motor to a right wheel, wherein the first and second members each comprise a shaft part, and a universal joint connected to both end sections of the shaft part, and are each mounted on an automobile. In the first motor and the second motor, a portion from an end surface of the first motor to a vehicle wheel-side end section of the first member and a portion from an end surface of the second motor to a vehicle wheel-side end section of the second member are disposed overlapping in at least one direction among the front-rear direction and the vertical direction of the automobile, while an end surface of the first motor on the reverse side of the first member-arranged side and an end surface of the second motor on the reverse side of the second member-arranged side do not face each other.
Provided is a drive device that is capable of improving power consumption when driving both a first motor and a second motor. This drive device (10) comprises: a first reducer (20) that transmits the power of the first motor (12) to an output shaft (16); a second reducer (30) that transmits the power of the second motor (13) to the output shaft (16); a power supply (59) that supplies electric power to the motors (12, 13); and a control device (50) that controls the motors (12, 13). The reduction ratio of the second reducer (30) is smaller than the reduction ratio of the first reducer (20), and when acquiring a predetermined torque and a rotation speed of the output shaft (16), the control device (50) derives a torque distribution ratio to maximize efficiency, which is the ratio of the output of the output shaft (16) with respect to the amount of electric power inputted by the power supply (59) to the motors (12, 13), and drives the motors (12, 13) according to the torque distribution ratio.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
Provided is a dog clutch in which the strength of a protruding part is increased. A dog clutch (10) is equipped with a sleeve (20) that is arranged on a shaft member (11) and that is provided with a plurality of protruding parts (21) on an end surface (26) in the axial direction, and the dog clutch carries out engagement by means of the protruding parts (21). A groove (19) is formed on an outer circumferential surface (17) of the shaft member (11) so as to be parallel to a center axis (O) of the shaft member (11), the sleeve (20) is equipped with a coupling member (25) for coupling the plurality of protruding parts (21) around the center axis (O), and a tooth (24), which is parallel to the center axis (O) and mates with the groove (19), is formed at least on an inner surface (21a) of the protruding parts (21).
Provided is a shift operation device capable of reducing wear of a shift fork. A sleeve (11) of a shift operation device (10) comprises an annular sleeve body (12), and an annular first projecting part (14) projecting radially outward from an outer circumferential surface (13) of the sleeve body (12). A shift fork (20) comprises: an annular fork body (21) that is disposed radially outside the sleeve body (12); an annular second projecting part (24) that projects radially inward from an inner circumferential surface (23) of the fork body (21) and is disposed to be aligned with the first projecting part (14) in the axial direction; an annular ring (40) that holds the first projecting part (14) between the second projecting part (2) and the ring (40) in the axial direction; and a coupling member (50). A first groove (42) extending in the circumferential direction is formed on an outer circumferential surface (41) of the ring (40). The coupling member (50) is disposed in a space created by the first groove (42) and a second groove (27) formed in the fork body (21).
Provided is a vehicle drive device in which the power of a motor can be used as a drive force for other than an output axis. The vehicle drive device is provided with: a first input axis (11) and a second input axis (12) connected to a first motor (16) and a second motor (17), respectively; an output axis (14) for outputting at least the power of the first motor (16); and a take-out axis (15) for taking out the power of at least either the first motor (16) or the second motor (17). The power of the take-out axis (15) operates a power take-out device (PTO).
Provided is a transmission device that can be reduced in size and that can reduce the driving force of a motor. A transmission device (10) comprises: a shaft member (14), in the outer peripheral surface of which is formed a male screw (15) centered about a second axis (C2) perpendicular to a first axis (C1) of a friction clutch (13); a screw member (16) in which is formed a female screw that meshes with the male screw (15); an arm (18) that reciprocally moves together with the screw member (16); a first cam member (20) that couples with the arm (18) and rotatably moves about the first axis (C1) while restricting the rotation of the screw member (16); a second cam member (22) provided with a cam surface that opposes a cam surface of the first cam member (20) along the direction of the first axis (C1); and a rolling member (24) that is disposed between the two cam surfaces and that rolls along the two cam surfaces; the first cam member (20) or the second cam member (22) exerting force on the friction clutch (13) in the direction of the first axis (C1).
F16H 25/12 - Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for interconverting rotary motion and reciprocating motion with reciprocation along the axis of rotation, e.g. gearings with helical grooves and automatic reversal
40.
Clutch and vehicle motive power transmission structure
Provided is a clutch that is able to not only transmit torque smoothly even when an input shaft and an output shaft significantly differ in relative speed and phase, but also reduce an energy loss during torque transmission. The clutch (10) includes a dog clutch (40) for transmitting forward or reverse torque from the input shaft (11) to the output shaft (12), and a friction clutch (20) for transmitting torque from the input shaft (11) to the output shaft (12) and disposed in parallel with the dog clutch (40), and selectively transmits or interrupts torque between the input shaft (11) and the output shaft (12).
Provided is a clutch with which shock can be suppressed when engagement occurs. The clutch (10) is equipped with a first member (20) having a first surface (21), a second member (50) having a second surface (51) opposing the first surface (21) in an axial direction, and a switching device (60) for enabling the transmission of torque. The first member (20) has a plurality of first holes (22) formed on the first surface (21), and a first engagement element (40) is swingably arranged in the first holes (22). The second member (50) has a plurality of second holes (52) formed on the second surface (52), and when torque is transmitted the first engagement element (40) engages the first holes (22) and the second holes (52). The number Ne of first engagement elements (40) that are engaged when torque is transmitted is 1, and the number Nn of second holes (52) is not divisible by the number Np of arranged first engagement elements (40).
[Problem] To provide a drive apparatus that can shorten a switching time. This drive apparatus (10) comprises a transmission (11) and a control device (50), wherein the transmission (11) comprises: a first input shaft (14) and a second input shaft (15) coupled to a first motor (12) and a second motor (13), respectively, and arranged on the same axis; a first reduction gear (20) that transmits power from the first input shaft (14) to an output shaft (16); a second reduction gear (30) that transmits power from the second input shaft (15) to the output shaft (16) at a reduction ratio smaller than that of the first reduction gear (20); and a first clutch (40) that disconnects or connects the first input shaft (14) and the second input shaft (15). The control device (50) controls the rotational speed of the first motor (12) when the first clutch (40) is engaged, and controls the torque of the first motor (12) otherwise.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
F16H 3/089 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
Provided is a transmission which eliminates torque loss during gear shift and with which the processing of components can be simplified. An axial force is generated in a protrusion by means of a first portion during gear shift from a low gear to a high gear, and when a low-speed transmission gear and a clutch ring separate from each other, a high speed transmission gear and the clutch ring interlock. Since relative movement of the protrusion in a neutral direction is suppressed by means of a first retaining portion during coasting, gear disengagement whereby the transmission gears and the clutch ring separate from each other can be suppressed. Since the first retaining portion can be formed in a first wall when providing a groove portion, an increase in the component processing workload can be suppressed.
F16H 3/083 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
F16H 3/089 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
F16D 23/06 - Arrangements for synchronisation with an additional friction cluch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
F16D 11/10 - Clutches in which the members have interengaging parts actuated by moving a non-rotating part axially with clutching members movable only axially
Provided is a control device with which it is possible to improve the electrical cost and movement performance of a vehicle. A control device (50) for controlling a transmission (11) using a mode-switching diagram (60), wherein the mode-switching diagram (60) comprises a switching line for switching between: a first mode (61), in which a first clutch (40) is disconnected and a first motor (12) is driven; a second mode (62), in which the first clutch (40) is disconnected and a second motor (13) is driven; a third mode (63), in which the first clutch (40) is disconnected and the first motor (12) and second motor (13) are driven; and a fourth mode (64), in which the first clutch (40) is connected and the first motor (12) and the second motor (13) are driven.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
F16H 59/66 - Road conditions, e.g. slope, slippery
F16H 61/02 - Control functions within change-speed- or reversing-gearings for conveying rotary motion characterised by the signals used
B60L 9/18 - Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
To provide a transfer (10) capable of reducing its length in the axial direction.
The transfer (10) comprises: a first device (51) separably couples a first gear (21) to an input shaft (11) or a first output shaft (12) and a second device (52) separably couples a second gear (22) to the input shaft (11) or the first output shaft (12).
The first gear (21) and the second gear (22) are disposed axially between the first device (51) and the second device (52).
B60K 17/344 - Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
F16H 37/06 - Combinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings with a plurality of driving or driven shaftsCombinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings with arrangements for dividing torque between two or more intermediate shafts
B60K 6/365 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
B60K 23/08 - Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels
F16D 23/12 - Mechanical clutch-actuating mechanisms arranged outside the clutch as such
Provided is a transmission enabling space saving. The transmission is provided with at least a first shaft, a second shaft, a third shaft, and a fourth shaft parallel to one another. The first shaft has a first gear that connects to the first shaft, and a second gear that connects to the first shaft or causes the first shaft to run idle through switching of a first clutch. The second shaft has a third gear that meshes with the first gear and connects to the second shaft, and a fourth gear that connects to the second shaft or causes the second shaft to run idle through switching of a second clutch. The third shaft has a sixth gear that meshes with the first gear and connects to the third shaft, and a seventh gear that connects to the third shaft or causes the third shaft to run idle through switching of a fourth clutch. The fourth shaft has a ninth gear that meshes with the second gear, the fourth gear and the seventh gear and connects to the fourth shaft.
F16H 3/093 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
Provided is a power transmitting device with which it is possible to widely standardize the lower structures of automobiles. This power transmitting device is provided with: two drive devices for outputting drive force to a first input shaft and a second input shaft, which are arranged in a vehicle length direction, at least one of the drive devices being a motor disposed inside a floor tunnel; a speed reducer for outputting the power of both the first input shaft and the second input shaft to an output shaft; a differential device to which the power of the output shaft is transmitted; a first propeller shaft and a second propeller shaft, which are respectively connected to the differential device and to a front wheel differential device and a rear wheel differential device, and which extend in the vehicle length direction. The output shaft is disposed on a shaft different from the first input shaft and the second input shaft.
Provided is a power transmission device that can increase a torque that a second motor outputs to an output shaft.
and a first clutch disconnecting or connecting the power of the first speed reduction mechanism.
F16H 3/091 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
B60K 17/02 - Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
B60K 17/08 - Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
Provided is a continuously variable transmission that minimizes energy loss and the generation of heat in addition to making it possible to minimize thrust. The continuously variable transmission (10) is provided with a toroidal continuously variable transmission (20) and a planetary device (30). One of three elements in the planetary device (30), namely, a sun shaft (31), an outer ring (32), or a carrier (34) is connected to an input shaft (11), one of the two remaining elements not having the input shaft (11) connected thereto is connected to an output disc (25), and the remaining element that is neither of the two elements having the input shaft (11) and the output disc (25) connected thereto is connected to an output shaft (12).
F16H 37/02 - Combinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings
F16H 15/38 - Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface with two members B having hollow toroid surfaces opposite to each other, the member or members A being adjustably mounted between the surfaces
Provided is a vehicle drive device that makes it possible to maintain quietness at the time of acceleration while obtaining a strong propulsive force. The vehicle drive device (10) is provided with: an input member (14) connected to an engine (11); a first clutch (16) for connecting and disconnecting power from the input member (14); an output member (27) connected to wheels (29); a differential device (20) comprising a rotating element (22) connected to the input member (14), a rotating element (21) connected to a first rotating electric machine (11), and a rotating element (23) connected to the output member (27) and to a second rotating electric machine (12); a second clutch (30) that connects any two of the rotating elements; and a switching device (60) for switching the state of the second clutch (30). The second clutch (30) allows two of the rotating elements to rotate relative to each other when the orientation of the direction of relative rotation thereof is a second direction. The second clutch (30) connects two of the rotating elements when the orientation of the direction of relative rotation thereof is a first direction.
A lubricating structure for a power transmission device wherein a rotary element chain (9) having a plurality of intermeshed gears is housed within a case (17, 18), and a first gear (10) positioned at the lowermost part of the rotary element chain supplies lubricating oil (OL) to inside of the case by scraping up lubricating oil which collects on a bottom part of the case. The bottom part of the case is a two-layer bottom part (25) comprising an inside bottom wall (22) where the lubricating oil collects, and an outside bottom wall (24) formed so as to provide a space (23) to the outside of the inside bottom wall. Moreover, the inside bottom wall is adjacent to the first gear and a second gear, and is formed so as to slope downward towards the first gear positioned at the lowermost part.
This transmission mechanism comprises a power selection mechanism (25) and a controller (27). The power selection mechanism switches between a state in which transmission of rotational power of the drive source from the input shaft to the output unit is enabled by moving a sleeve (31) in the engaging direction of the input unit (M1) and the output unit (10); and a released state in which the engagement of the input-side dog tooth and the output-side dog tooth is released by moving the sleeve in the release direction of the input unit and the output unit, thereby disabling the transmission of rotational power from the input unit to the output unit. The controller is equipped with a cam (41), a cam-linked mechanism (44) and a waiting spring (54). The waiting spring biases the sleeve in the engaging direction when the power switching mechanism switches to the engaged state, and biases the sleeve in a releasing direction when the power switching mechanism switches to the released state.
F16H 63/18 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
Provided is a clutch device that is capable of reducing the elastic force of a compression spring. A clutch device (10) is provided with a first member (20) and a second member (50) that rotate about an axis, wherein a first hole (28) is formed in a first surface (21) of the first member (20), the first surface intersecting the axis. An engagement element (33) is disposed on a third surface (23) facing the second member (50) side of the first hole (28), the elastic force of a compression spring (34) is applied to a force point (35), and an end portion (37) moves with respect to a fulcrum (36) to the second member (50) side. A fourth surface (60) positioned on the radially outer side with respect to the engagement element (33) is provided with a contact portion (61) with which a lateral surface (39) of the engagement element (33) comes into contact during rotation of the first member (20). A gap is formed between the end portion (37) of the lateral surface (39) and the fourth surface (60) when the lateral surface (39) comes into contact with the contact portion (61).
Provided is a clutch of which the length in the axial direction can be reduced. A clutch (10) is provided with a selection device (90) that selects connection of a first member (30) and a second member (60) to a hub (20). In the first member (30), a first hole (32) is formed in a surface opposing the hub (20), and a first engagement element (40) is disposed in the first hole (32). In the second member (60), a second hole (62) is formed in a surface opposing the hub (20), and a second engagement element (70) is disposed in the second hole (62). The hub (20) is provided with: a first surface (21) where a third hole (22), with which the first engagement element (40) is engaged, is formed; and a second surface (25) where a fourth hole (26), with which the second engagement element (70) is engaged, is formed. The selection device (90) is provided with: a first selector (97) that is disposed between the hub (20) and the second member (60); a second selector (101) that is disposed between the hub (20) and the first member (30); and a fork member (92) that moves the first selector (97) and the second selector (101) in the axial direction.
Provided is a clutch device (10) whereby assembly workability can be improved. The clutch device (10) is provided with a first member (20), which has a first surface (24), and a second member (40), which has a second surface (42) facing the first surface (24) in the direction of an axis line (O), and a first hole (25) formed in the first surface (24) penetrates the clutch device. An engagement element (51) disposed on a third surface (27) of the first hole (25), said third surface facing the second member (40) side, engages with the first hole (25) and a second hole (43) of the second member (40) when torque is transmitted. The third member (60) covers the first hole (25), and a compression spring (50) is disposed between the engagement element (51) and a third member (60).
A transmission mechanism includes a first gear coaxially fixed to a rotational shaft having a hollow shape, a second gear, and a third gear. The second and third gears are rotatably and coaxially disposed on an outer periphery of the rotational shaft such that the second and third gears are opposed to each other. A gear select clutch is disposed between the second and third gears, and configured to select one of a state in which the second and first gears are coupled and the third and first gears are decoupled, and a state in which the third and first gears are coupled and the second and first gears are decoupled. A clutch operation unit is configured to couple an operation shaft disposed in a hollow part of the rotational shaft to operate the gear select clutch by advancing and retreating the operation shaft in an axial direction.
F16H 3/083 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
F16H 3/091 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
F16D 11/14 - Clutches in which the members have interengaging parts with clutching members movable only axially
F16H 3/093 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
Provided is a transmission wherein two clutches can be connected and power can be transmitted while simplifying the clutch switching operation. The transmission is equipped with a plurality of clutches for engaging and disengaging shafts and gears, and the plurality of clutches includes a first clutch group comprising two or more clutches and a second clutch group comprising two or more clutches different from the clutches belonging to the first clutch group. In a prescribed first gear speed one of the clutches in the first clutch group and one of the clutches in the second clutch group are connected, and when the speed is increased one gear at a time from the first gear speed the one clutch in the second clutch group is disconnected while the one clutch in the first clutch group remains connected, and another clutch in the second clutch group that is different from the one clutch is connected.
F16H 3/093 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
Provided is a clutch with which torque can be transmitted smoothly even when the relative speed and phase difference between an input shaft and an output shaft is large, and energy loss during torque transmission can be reduced. The clutch (10) comprises a dog clutch (40) for transmitting forward-direction and reverse-direction torque from an input shaft (11) to an output shaft (12), and a friction clutch (20) for transmitting torque from the input shaft (11) to the output shaft (12) and provided in parallel with the dog clutch (40), and switching between transmitting/interrupting torque between the input shaft (11) and the output shaft (12) is carried out.
12 - Land, air and water vehicles; parts of land vehicles
Goods & Services
Vessels and their parts and fittings, other than air cushion
vehicles; air cushion vehicles; aircraft and their parts and
fittings; railway rolling stock and their parts and
fittings; automobiles and their parts and fittings;
two-wheeled motor vehicles, bicycles and their parts and
fittings; baby carriage [prams]; rickshaws; sleighs and
sleds [vehicles]; trolleys [mobile carts]; carts; horse
drawn carriages; carts [riyakah]; adhesive rubber patches
for repairing tubes or tires.
12 - Land, air and water vehicles; parts of land vehicles
Goods & Services
Agricultural machines and agricultural implements, other
than hand-operated, and their parts and fittings; parts of
non-electric prime movers for land vehicles. Non-electric prime movers for land vehicles, not including
their parts; machine elements for land vehicles; automobiles
and their parts and fittings; hybrid electric automobiles
and their parts and fittings; electric automobiles and their
parts and fittings; two-wheeled motor vehicles, bicycles and
their parts and fittings.
The present invention provides a power transmission device (10) that is capable of mechanically cutting torque. This power transmission device (10) is provided with: an input member (12) and an output member (16) with a plurality of rollers (18) interposed therebetween; a first cam (30) coupled to the input member (12) or the output member (16); a second cam (40) that faces the first cam (30) and is restricted in movement in the axial direction; and a spring (43) that applies an elastic force so as to separate the cam surfaces from each other. The first cam (3) and the second cam (40) are engaged with each other when the elastic force, which is a product of the mass of the second cam (40) and the absolute value of the acceleration of the first cam (30) in the rotation direction as seen from the second cam (40), is greater than the elastic force of the spring (43).
F16D 43/206 - Internally controlled automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure of the ratchet type with intermediate balls or rollers moving axially between engagement and disengagement
F16D 41/061 - Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by movement having an axial component
A transfer (10) is provided for which it is possible to decrease the length in the axial direction. The transfer (10) comprises: a first device (51) that separably connects a first gear (21) to an input axle (11) or a first output axle (12); and a second device (52) that separably connects a second gear (22) to the input axle (11) or the first output axle (12). The first gear (21) and the second gear (22) are disposed between the first device (51) and the second device (52) in the axial direction.
B60K 17/344 - Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
F16H 37/06 - Combinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings with a plurality of driving or driven shaftsCombinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings with arrangements for dividing torque between two or more intermediate shafts
12 - Land, air and water vehicles; parts of land vehicles
Goods & Services
Vessels and their structural parts and fittings, other than air cushion vehicles; air cushion vehicles; aircraft and their structural parts and fittings; railway rolling stock and their structural parts and fittings; automobiles and their structural parts and fittings; two-wheeled motor vehicles, bicycles and their structural parts and fittings; baby carriages; rickshaws; sleighs for transport purposes and sleds for transport purposes; trolleys; carts; horse drawn carriages; adhesive rubber patches for repairing tubes or tires
Provided is a power transmission device capable of increasing a torque that is output by a second motor to an output shaft. The power transmission device includes: first and second input shafts that are coupled to first and second motors respectively and arranged coaxially; a first deceleration mechanism that transmits a rotation of the first input shaft to an output shaft via an intermediate shaft; a second deceleration mechanism that transmits a rotation of the second input shaft to the output shaft via the intermediate shaft at a reduction ratio different from that of the first deceleration mechanism; and a first clutch that disconnects or connects power of the first deceleration mechanism.
12 - Land, air and water vehicles; parts of land vehicles
Goods & Services
Agricultural machines and agricultural implements, other than hand-operated, namely, incorporators, coulters, seed drills, hay balers and their parts and fittings; parts of non-electric prime movers for land vehicles in the nature engine cylinders, fuel pumps, internal combustion engine parts in the nature of connecting rods Non-electric prime movers for land vehicles, not including their parts, in the nature of engines for land vehicles; machine elements for land vehicles, namely, gearboxes, transmissions, brakes, clutches, turbines, joysticks, couplings, spindles; automobiles and their structural parts and fittings therefor; hybrid electric automobiles and their structural parts and fittings therefor; electric automobiles and their structural parts and fittings therefor; two-wheeled motor vehicles and their structural parts therefor; bicycles and their parts and fittings therefor
Provided is a transmission device (10, 70) capable of reducing the load on bearings that support gears on a sixth shaft (16) and the loss due to engaging of gears that transmit torque. The transmission device (10, 70) is provided with a first clutch (51) to a tenth clutch (60) and a first gear (21) to a twentieth gear (40) on six shafts, a first shaft (11) to a sixth shaft (16). By performing switching operations of the first clutch (51) to the tenth clutch (60), shifting among the first gear (21) to the twentieth gear (40) according to the gear ratios of the various mutually engaging gears is achieved.
F16H 3/093 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
A rotating element train (9) that includes a transmission mechanism (16) is arranged inside of a transmission case (8), and the transmission mechanism is arranged at the bottommost part of the rotating element train. Further, a lubricant oil (52) is stored inside of the transmission case, and at least part of the transmission mechanism is immersed in the lubricant oil (52). A baffle plate (46), arranged in a position surrounding the bottom region of the transmission mechanism in the lubricating oil, prevents fluctuations in the oil surface level accompanying rotation of the rotating element train from reaching the transmission mechanism side.
F16H 57/04 - Features relating to lubrication or cooling
F16H 3/091 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
This transmission mechanism is provided with: a first gear (18) fixed coaxially to a hollow rotation shaft (17); a second gear (20) and a third gear (21) which are opposite of each other on the outer periphery of the rotation shaft and are arranged coaxially and capable of rotation; a gear selection clutch (50) which is arranged between the second gear and the third gear, and which selects either a state in which the second gear and the first gear are coupled and the third gear and the first gear are uncoupled, or a state in which the third gear and the first gear are coupled and the second gear and the first gear are uncoupled; and a clutch operation unit (51) which links an operation shaft (40) arranged in the hollow portion of the rotation shaft to the gear selection clutch and which operates the gear selection clutch by axially advancing and retracting the operation shaft.
F16H 3/091 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
According to the present invention, during starts, rotational force is transmitted by a first clutch (50) from a turbine (30) to an input shaft (2), and transmission of rotational force by a second clutch (60) from a rotational body (11) to the input shaft (2) is cut off. During lock-up, transmission of rotational force by the first clutch (50) from the turbine (30) to the input shaft (2) is cut off, and rotational force is transmitted by the second clutch (60) from the rotational body (11) to the input shaft (2). The present invention can suppress transmission loss during lock-up because the first clutch (50) and the second clutch (60) transmit rotational force as a result of the engagement of a plurality of rollers (53, 63). The present invention can suppress shock during lock-up and improve transmission efficiency during lock-up because the rollers (53, 63) absorb shock during engine torque fluctuations or the like.
According to the present invention, when torque is transmitted from an engine (3) side to a transmission (5) side, as a result of the relative rotation of an inner ring (12) with respect to a first outer ring (15), a first roller (17) rotates between an input raceway surface (13) and an output raceway surface (16) and revolves around a center axis O. The inner ring (12) and the first outer ring (15) move relative to each other in the axial direction, and the first roller (17) engages the inner ring (12) and the first outer ring (15). The present invention can absorb large torque fluctuations because the rotation/revolution of the first roller (17), the elastic deformation of the input raceway surface (13) and the output raceway surface (16), etc. ensure damping from a low torque region to a high torque region.
A power transmission apparatus (10) to be disposed in a power transmission pathway for transmitting torque and rotation speed. Shock during torque transmission can be absorbed because an inner ring (12) and a first outer ring (15) engage with first rollers (17) and move relative to each other in the axial direction during torque transmission. A limiting device (30) limits the movement of the first outer ring (15) in the axial direction when the inner ring (12) and the first outer ring (15) engage with the first rollers (17). As a result, the rolling of the first rollers (17) is restricted, inhibiting torque increase and making it possible to cut torque appropriately without a sense of anything being strange.
F16D 43/22 - Internally controlled automatic clutches actuated entirely mechanically controlled by both speed and torque
F16D 43/26 - Internally controlled automatic clutches actuated entirely mechanically acting at definite angular position or disengaging after a definite number of rotations
F16H 13/04 - Gearing for conveying rotary motion with constant gear ratio by friction between rotary members without members having orbital motion with balls or with rollers acting in a similar manner
Provided is a transmission which eliminates torque loss during gear shift and with which the processing of components can be simplified. When an axial force is generated in a protrusion (105) due to a guide portion (82) that is inclined relative to the axial direction, a clutch ring (90) separates from a transmission gear in the axial direction by the same amount as the axial length of the guide portion (82). An axial force is generated in the protrusion (105) by means of a first portion (77) during gear shift from a low gear to a high gear, and when a low-speed transmission gear and the clutch ring (90) separate from each other, a high-speed transmission gear and the clutch ring (90) interlock. Since the guide portion (82) can be formed in a second wall (75) when providing a groove portion (73), an increase in the processing workload required to provide the guide portion (82) can be suppressed, and there is no need for processing to provide a slope in the clutch ring (90).
F16D 11/10 - Clutches in which the members have interengaging parts actuated by moving a non-rotating part axially with clutching members movable only axially
F16H 3/083 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
Provided is a transmission which eliminates torque loss during gear shift and with which the processing of components can be simplified. An axial force is generated in a protrusion (105) by means of a first portion (77) during gear shift from a low gear to a high gear, and when a low-speed transmission gear and a clutch ring (90) separate from each other, a high-speed transmission gear and the clutch ring (90) interlock. Since relative movement of the protrusion (105) in a neutral direction is suppressed by means of a first retaining portion (134) during coasting, gear disengagement whereby the transmission gears and the clutch ring (90) separate from each other can be suppressed. Since the first retaining portion (134) can be formed in a first wall (132) when providing a groove portion (131), an increase in the component processing workload can be suppressed.
F16D 11/10 - Clutches in which the members have interengaging parts actuated by moving a non-rotating part axially with clutching members movable only axially
F16H 3/083 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
Provided is a stepless transmission (10) having a simplified hydraulic circuit. Drive force in a forward and backward movement direction relative to a variator (11) is applied to a carriage (17) by a hydraulic cylinder (20) having first and second oil chambers (23, 24). A first oil passage (31) and a second oil passage (32) are connected to the first and second oil chambers (23, 24), respectively, and a first hydraulic pump (33) is connected to the first oil passage (31) and the second oil passage (32). A pump drive device (34) drives the hydraulic pump (33) in a first direction and a second direction which is opposite the first direction; therefore the single hydraulic pump (33) can supply hydraulic oil to the first and second oil chambers (23, 24) through the first oil passage (31) and the second oil passage (32). As a result, the hydraulic circuit can be simplified.
F16H 15/38 - Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface with two members B having hollow toroid surfaces opposite to each other, the member or members A being adjustably mounted between the surfaces
Provided is a torque converter (10) such that shock during lockup can be suppressed. A transmission device input shaft (4) is coupled to a first element (53) of a planetary gear device (50), a turbine (30) is coupled to a second element (51), and a rotary body (11) is coupled to a third element (54) in a disconnectable manner. A clutch device (60) transfers or interrupts the transmission of turning force between two elements of the planetary gear device (50) and between the rotary body (11) and the third element (54). Torque amplification or lockup can be performed with the clutch device (60). Because the rotary body (11) and the input shaft (4) are coupled via the planetary gear device (50) during lockup, torque fluctuation and the like can be absorbed by the planetary gear device (50) and shock can be suppressed.
F16H 47/08 - Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the type with members having orbital motion
Provided is a torque converter with a structure that can be simplified. When the turning force of a motor is input to a pump (20), the turning force is transmitted to a turbine (30) via a fluid. When a rotary body (11) and the turbine (30) are disconnected from each other by a clutch device (50), the turning force of the motor (2) is amplified. Meanwhile, when the turning force is transmitted between the rotary body (11) and the turbine (30) via the clutch device (50), the torque converter can be locked up so that the turning force is output to the turbine (30) without having to be transmitted via the fluid. Since the pump (20) and the turbine (30) are built into a case (12) and the fluid is enclosed in the case (12), the structure can be simplified compared to conventional torque converters that are integrated with a transmission device.
F16H 41/30 - Rotary fluid gearing of the hydrokinetic type Details relating to venting, lubrication, cooling, circulation of the cooling medium
F16D 15/00 - Clutches with wedging balls or rollers or with other wedgeable separate clutching members
F16D 41/06 - Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
F16D 41/08 - Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action
F16H 45/02 - Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
Provided is a vehicle dual-clutch transmission in which a clutch mechanism and a transmission mechanism are integrated into a single structure, thereby allowing a reduction in overall length. The vehicle dual-clutch transmission is provided with: a main shaft (11) to which power from an engine (7) is input; a first input shaft (31) and a second input shaft (32) that are arranged coaxially with the main shaft (11); a first friction clutch (21) that can transmit the power from the main shaft (11) to the first input shaft (31); a second friction clutch (22) that can transmit the power from the main shaft (11) to the second input shaft (32); a gear shift mechanism (40) that can select any one of a plurality of shift positions by connecting/disconnecting the power from the first input shaft (31) and the second input shaft (32) and shift gears; and an output shaft (12) that outputs the power from the gear shift mechanism (40). The gear shift mechanism (40) is disposed between a plane (21a) including the output-side end surface of the first friction clutch (21) and a plane (22a) including the output-side end surface of the second friction clutch (22).
F16H 3/093 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
Provided is a clutch device capable of reliably transmitting predetermined torque. Power is transmitted from an outer ring to a second gear through a first gear. The teeth of the first gear are formed so that the lines of the teeth are non-parallel to the center axis. The direction of axial force generated by the reaction force of the second gear and acting on the first gear is set to be the same as the direction of movement of the outer ring. When rollers engage with raceway surfaces and power is transmitted from the first gear to the second gear, the reaction force of the second gear promotes the movement of the outer ring in the axial direction. Predetermined torque can be reliably transmitted because axial pull-in force between an inner ring and the outer ring increases.
F16D 41/061 - Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by movement having an axial component
F16D 7/00 - Slip couplings, e.g. slipping on overload, for absorbing shock
F16D 41/067 - Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls all members having the same size and only one of the two surfaces being cylindrical and the members being distributed by a separate cage encircling the axis of rotation
F16D 43/21 - Internally controlled automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members
F16H 1/00 - Toothed gearings for conveying rotary motion
F16D 15/00 - Clutches with wedging balls or rollers or with other wedgeable separate clutching members
A first countershaft (20), that comprises a gear that is always meshed with a gear provided on an input shaft (10), comprises a gear that is always meshed with a gear provided on a first intermediate shaft (30). A second countershaft (60), that comprises a gear that is always meshed with a gear provided on a second intermediate shaft (40), comprises a gear that is always meshed with a gear provided on an output shaft (50). A reverse speed can be configured using the gears used in forward speeds by switching between a state in which the gears provided on the shafts turn relative to the shafts and a state in which the gears turn together with the shafts. Consequently, a clutch, idle shaft, and idle gear dedicated to reverse speed can be omitted.
F16H 3/093 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
A first strut (31) is restricted from swinging toward an engaging concavity (15) by a restricting member (60) until one end of a second strut (32) engages in the engaging concavity (15). As a result, the first strut (31) can be prevented from starting to swing when a notch plate (10) is rotating in a first direction relative to a pocket plate (20). Consequently, it is possible to prevent shocks caused by changes in inertia that occur together with the engaging of the first strut (31). Furthermore, one end of the first strut (31) can be prevented from hitting the engaging concavity (15) before the one end of the first strut (31) is sufficiently inserted into the engaging concavity (15). Consequently, it is possible to prevent the one end of the first strut (31) and the wall surface of the engaging concavity (15) from being damaged by concentrated loads.
Provided is an engine balancer that can be made light in weight and compact in size. An engine balancer (10) is provided with a transmission mechanism (20) that can rotate with respect to the rotation of a crankshaft (110) and is disposed coaxially with the crankshaft (110), and balance weights (30) that reduce vibration due to inertia associated with the rotation of the crankshaft (110) by way of the transmission mechanism (20). The balance weights (30) are disposed at prescribed intervals around the axis of the crankshaft (110) and are provided to the transmission mechanism (20) so as to adjust the amount of imbalance in accordance with the angle of rotation of the crankshaft (110).
A dual clutch transmission (1) which has two systems of odd-numbered-speed and even-numbered-speed clutches and change gears, and changes gears by alternately reconnecting the two systems, wherein rotation power is transmitted between a first intermediate shaft (6) on which odd-numbered-speed change gears are disposed, and a second intermediate shaft (7) on which even-numbered-speed change gears are disposed by a linkage mechanism (40). The ratio between the numbers of rotations of the first intermediate shaft (6) and the second intermediate shaft (7) is increased or decreased by the linkage mechanism (40), and the respective change gears can be brought into a synchronized state with respect to the first intermediate shaft (6) or the second intermediate shaft (7). By the linkage mechanism (40), rapid gear change becomes possible, and the device configuration can be simplified and reduced in size and weight.
F16H 3/093 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
F16H 3/083 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
Provided is a transmission device that enables the transmission torque capacity of the respective clutches of two systems to be small and can reduce overall length. When a second input shaft (108) and a first transmission gear (111) are coupled by a first switching clutch (131), motive force from a drive shaft (2) is transmitted to a transmission gear train (110). It is possible to transmit torque to an output shaft (3) by simultaneously coupling a first clutch (107) and a second clutch (109), and so the respective transmission torque capacities of the first clutch (107) and second clutch (109) (clutches of two systems) can be made small. Also, the first clutch (107) and second clutch (109) are disposed in parallel, and so it is possible to reduce the length (overall length) in the axial direction of the transmission device (101) compared to the case that the first clutch and second clutch are disposed in series.
F16H 3/083 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
Provided is a speed reduction mechanism that can be made lightweight and compact. A speed reduction mechanism (20) comprises: a first gear mechanism (21a) comprising a first sun gear (22), and a first pinion gear (24) meshing with the first sun gear (22); a second gear mechanism (21b) comprising a second sun gear (23), and a second pinion gear (25) meshing with the second sun gear (23); and a planetary carrier (26) that rotatably supports both the first and second pinion gears (24, 25) and can input and output rotary power to the first sun gear (22) and the second sun gear (23). The speed reduction ratio is apportioned by way of the first gear mechanism (21a) and the second gear mechanism (21b).
Provided is a clutch device capable of reliably transmitting predetermined torque. Power is transmitted from an outer ring (10) to a second gear (13) through a first gear (12). The teeth (12a) of the first gear (12) are formed so that the lines of the teeth (12a) are non-parallel to the center axis (o). The direction of axial force generated by the reaction force of the second gear (13) and acting on the first gear (12) is set to be the same as the direction of movement of the outer ring (10). When rollers (8) engage with raceway surfaces (4a, 10a) and power is transmitted from the first gear (12) to the second gear (13), the reaction force of the second gear (13) promotes the movement of the outer ring (10) in the axial direction. Predetermined torque can be reliably transmitted because axial pull-in force between an inner ring (4) and the outer ring (10) increases.
Provided is a roller clutch device which enables easier manufacturing. A roller clutch device is provided with a first inner ring (11) (first member) and a second inner ring (12) (second member) which are provided side by side in an axial direction, and is provided with a plurality of first rollers (31) and second rollers (32) which are provided to face the first member and the second member, respectively, and an outer ring (20) is laid across the plurality of first rollers (31) and second rollers (32). When rotational power is inputted from the second inner ring (12) (second member), the first rollers (31) and the second rollers (32) engage with outer peripheral raceway surfaces (11a, 12a) and inner peripheral raceway surfaces (21a, 22a), and the rotational power is transmitted to the outer ring (20) and outputted to the first inner ring (11) (first member). The structure can be simplified, thereby enabling easier manufacturing.
F16D 41/08 - Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action
F16D 15/00 - Clutches with wedging balls or rollers or with other wedgeable separate clutching members
Provided is a solar tracking device with which the output can easily be detected. Light-receiving parts (9) which receive sunlight are supported by a first shaft (7) constructed so as to be capable of rotating in response to the bearing of the sun and a second shaft (8) constructed so as to be capable of rotating in response to the elevation of the sun. The first shaft (7) is arranged with the center of the rotational axis (O) inclined with respect to the gravity axis (G), so when the first shaft (7) rotates, a first tilt sensor (41) affixed to the first shaft (7) rotates around the center of the rotational axis (O) while the angle of the gravity axis (G) and the detection axis (D) changes - in other words, while the sensor output changes. The output can easily be detected by correlating the rotational angle of the first shaft (7) and the sensor output of the first tilt sensor (41). When the first tilt sensor (41) is affixed to the second shaft (8), which rotates in conjunction with the first shaft (7), or to the light-receiving parts (9), the output can easily be detected in the same manner.
F24J 2/38 - employing tracking means (F24J 2/02, F24J 2/06 take precedence;rotary supports or mountings therefor F24J 2/54;supporting structures of photovoltaic modules for generation of electric power specially adapted for solar tracking systems H02S 20/32)
F21S 11/00 - Non-electric lighting devices or systems using daylight
Provided is a sun tracking device wherein the number of reduction devices and motors can be reduced, size reduction and weight reduction are possible, and production costs can be reduced. The rotation of a motor (4) in one direction is transferred to a drive shaft (6) from a reduction device (5), and the rotation is transferred in a first transfer part (10) and a second transfer part (20). The rotation is transferred to a first shaft (7) by a first one-way clutch (11) for the first transfer part (10); therefore, the first shaft (7) is at least rotated according to the azimuth or the altitude of the sun. On the other hand, if the rotation of the motor (4) in the other direction is transferred to the drive axis (6), the transfer of the rotation to the first shaft (7) is interrupted by the first one-way clutch (11), and a second transfer part (20) transfers the rotation to a second shaft (8). Thus, without rotating the first shaft (7), the second shaft (8) can be rotated. As a result, the inclination of a light receiving part (9) can be changed freely.
Provided is a fluid force power generation device in which shaft power loss caused by the fact that one propeller works as a brake on the other propeller can be prevented and thereby the power generation efficiency can be improved. A first propeller (5) and a second propeller (6) having different rotational directions from each other are disposed on both ends of a main body (4) and are coupled to a first rotational shaft (7) and a second rotational shaft (8), respectively. The power of the first rotational shaft (7) is transmitted to a first element (41) (differential (40)) by a first one-way clutch (20), and the power of the second rotational shaft (8) is transmitted to a second element (42) (differential (40)) by a second one-way clutch (30). When the number of rotations of the first propeller (5) decreases and the number of rotations of the first rotational shaft (7) becomes relatively smaller than that of the first element (41), the power transmission from the first element (41) to the first rotational shaft (7) is blocked by the first one-way clutch (20). The first propeller (5) is prevented from working as a brake on the second propeller (6) having the larger number of rotations, the shaft power loss can be prevented, and thereby the power generation efficiency can be improved.
[Problem] To provide an electric automobile and an electric power source device for an electric automobile which are configured so that, even if the supply of electric power from either a main electric power source for supplying electric power to motors for driving the drive wheels of the vehicle or an auxiliary electric power source capable of supplying electric power to an electrical component of the vehicle is shut off, the operation of a control device for inverters for supplying an electric current to the motors can be continued by the supply of electric power from the other of the main and auxiliary electric power sources. [Solution] An electric automobile (1) is provided with: inverters (5F, 5R) for supplying an electric current to motors (3F, 3R); a control device (7) for controlling the inverters (5F, 5R); and an electric power source device (100) for operating the motors (3F, 3R) and the control device (7). The electric power source device (100) has a selection circuit (34) capable of supplying electric power to the control device (7) on the basis of a selected one of either the output of a high-voltage battery (10) for supplying a DC current to the inverters (5F, 5R) or the output of a low-voltage battery (30) capable of supplying electric power to an electrical component (8).
[Problem] To provide an electric automobile capable of reducing the load on an on-board CPU. [Solution] An electric automobile (1) is provided with the following: electric motors (3f, 3r) that transmit braking and driving force to the wheels; drive units (6f, 6r) that drive the electric motors (3f, 3r); an information terminal device (10) that comprises a vehicle controller (11), which primarily controls on-board devices other than the drive units (6f, 6r) and has a navigation function for displaying guidance information that includes the path of the vehicle, an external information acquisition function for obtaining from external sources external information that includes information on vehicle position, and a verification function for verifying a user before the drive units (6f, 6r) start up; and a torque controller (7) that, once user verification has been established by the verification function of the vehicle controller (11), primarily controls the drive units (6f, 6r) on the basis of instructions from the user and without relying on the control of the vehicle controller (11).
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
B60R 11/02 - Arrangements for holding or mounting articles, not otherwise provided for for radio sets, television sets, telephones, or the likeArrangement of controls thereof
B60R 16/02 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided forArrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric
G01C 21/26 - NavigationNavigational instruments not provided for in groups specially adapted for navigation in a road network
[Problem] To provide a dual-clutch transmission for vehicles that is capable of reducing the maximum torque transfer capacity of each friction clutch, by combining both a first friction clutch and a second friction clutch at the time of startup. [Solution] A dual-clutch transmission for vehicles is provided with: a first input shaft (21) and a second input shaft (22); a first friction clutch (11) and a second friction clutch (12) capable of transferring power from a power source (8) to the first input shaft (21) and the second input shaft (22); a transmission gear structure (30) having a shared gear (43) provided therein and able to simultaneously connect the first input shaft (21) and the second input shaft (22), connecting the power from the first input shaft (21) and the second input shaft (22), and capable of selecting from a plurality of gears; and an output shaft (27) for outputting power from the transmission gear structure (30). At the time of startup, first gear is selected, both the first friction clutch (11) and the second friction clutch (12) are combined, and the power from the power source (8) is transferred to the output shaft (27) via the first friction clutch (11) and the second friction clutch (12).
F16H 3/083 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
F16H 3/091 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
An electric vehicle (1) is provided with: motors (3f, 3r) which drive the wheels; inverters (8f, 8r) which supply a driving current to the motors (3f, 3r); motor housings (30f, 30r) which cover the motors (3f, 3r) and are formed from a metal material; inverter housings (80f, 80r) which cover the inverters (8f, 8r) and are formed from a metal material; a vehicle body frame (25) to which the motor housings (30f, 30r) and the inverter housings (80f, 80r) are fitted via insulating bodies (20); and ground members (22a-22f) which are connected to the motor housings (30f, 30r) and the inverter housings (80f, 80r) via resistors (21a-21f) and grounded to the earth (23) in such a manner that the ground members (22a-22f) are insulated from the vehicle body frame (25).
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
An electric vehicle (1) is provided with: a motor (3f) for the front wheels, transmitting braking and driving forces to the left and right front wheels; a motor (3r) for the rear wheels, transmitting braking and driving forces to the left and right rear wheels; an inverter (8f) for the front wheels, driving the motor (3f) for the front wheels; and an inverter (8r) for the rear wheels, driving the motor (3r) for the rear wheels. The motor (3f) for the front wheels and the motor (3r) for the rear wheels are arranged line-symmetrically or point-symmetrically with respect to the center (25a) of the vehicle body. The inverter (8f) for the front wheels and the inverter (8r) for the rear wheels are disposed so as to be line-symmetrical when the motor (3f) for the front wheels and the motor (3r) for the rear wheels are disposed line-symmetrically and so as to be point-symmetrical when the motors (3f) for the front wheels and the motors (3r) for the rear wheels are disposed point-symmetrically.
B60K 1/00 - Arrangement or mounting of electrical propulsion units
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
A driving force distribution device includes a sub transmission, a friction clutch, a rotary drive member fixed to an output shaft of an actuator, a friction clutch driving cam to change a pressing force of the friction clutch, a shift cam to shift the sub transmission by converting rotary motion of the actuator into linear motion, and a ratchet lever provided so that a shaft line thereof in a normal direction with respect to the outer surface of the rotary drive member is a rotation center. The ratchet lever is disengaged from the shift cam and is rotated when the rotary drive member is rotationally driven to one side from a predetermined position starting at control origin of the shift cam, and the ratchet lever is rotated in conjunction with the shift cam when the rotary drive member is rotationally driven in a direction opposite to the one side.
F16H 37/06 - Combinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings with a plurality of driving or driven shaftsCombinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings with arrangements for dividing torque between two or more intermediate shafts
A management server (6) of a vehicle rental system (1) comprises steps for accepting reservation information including a usage unit from a user terminal (5), receiving vehicle information from each vehicle, instructing the dispatch of a vehicle to a station near a vehicle allocation destination on the basis of the reservation information and the vehicle information, selecting a control program with reference to selection information on the basis of a vehicle function which is desired to be used, instructing rewriting of the selected control program to the station near the vehicle allocation destination, acquiring information regarding an amount of electrical usage from the vehicle being used, and calculating a rental fee with reference to the usage unit, the utilization time, the used control program, and the acquired amount of electrical usage.
G06Q 50/00 - Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
G08G 1/00 - Traffic control systems for road vehicles
A clutch device which can, if necessary, switch between the transmission of rotation in a specific direction and the interruption of the transmission of the rotation. A load is applied to an inner retainer (5) or an outer retainer (6) by a load application device (20), and the inner retainer (5) and the outer retainer (6) are moved relative to each other about the axis (O). As a result, sprags (4) are tilted, according to the applied load, between portions of an inner ring (2) and an outer ring (3), the portions facing each other, and the inner retainer (5) or the outer retainer (6) is pressed by a pressing member (14) in the direction opposite the direction in which the inner retainer (5) and the outer retainer (6) move relative to each other. This means that driving the load application device (20) enables switching between engagement and disengagement between the sprags (4) and the inner and outer rings (2, 3). Thus, if necessary, the switching between the transmission of rotation in a specific direction and the interruption of the transmission of the rotation can be performed.
F16D 41/08 - Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action
F16D 41/07 - Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by pivoting or rocking, e.g. sprags between two cylindrical surfaces
Provided is a clutch device that can increase reliability of the switching between transmission and isolation of rotation and can secure a degree of freedom of design relating to the disposition of components and the material of members. By means of a load-applying device (20), a contact load is applied to a first rotating section (9) connected to an inner holder (5) and to a second rotating section (11) connected to an outer holder (6). In lockstep with the contact load, the inner holder (5) and the outer holder (6) are caused to move relatively around an axis center (O), and the transmission and isolation of rotation of an inner wheel (2) and an outer wheel (3) is switched. As a result, it is possible to increase reliability of the switching between transmission and isolation of rotation and it is possible to secure a degree of freedom of design as well as to be not susceptible to constraints on the disposition of components and the material of members compared to devices that cause relative motion contactlessly by means of magnetic force.
F16D 41/08 - Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action
F16D 41/07 - Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by pivoting or rocking, e.g. sprags between two cylindrical surfaces
The invention provides a power transmission device in which the switching mechanism and control operation can be simplified. Regions of a first sprag (4) and a second sprag (5) on the side of an inner race (2) are retained by an inner retainer (6), and regions of the first sprag (4) and the second sprag (5) on the side of an outer race (3) are retained by an outer retainer (7). Different directions are established for the relative rotation in which the first sprag (4) engages the inner race (2) and the outer race (3), and the relative rotation in which the second sprag (5) engages the inner and outer races, whereby the inner retainer (6) and the outer retainer (7) are caused to move relative to each other about an axial center O by a load imparting device (20), and either the first sprag (4) or the second sprag (5) can be made to engage the inner race (2) and the outer race (3). The combined retention of the first sprag (4) and the second sprag (5) by the inner retainer (6) and the outer retainer (7) actuates the load imparting device (20) to allow the power transmission direction to be switched all at once, resulting in a simpler switching mechanism and control operation.
F16D 41/08 - Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action
F16D 41/07 - Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by pivoting or rocking, e.g. sprags between two cylindrical surfaces
This invention is concerning a driving torque distribution method for front-and-rear-wheel-independent-drive-type electric vehicles (FRID EVs) in which it is possible to get stable steering on a low friction coefficient road surface. This method is characterized by distributing driving torque to the left and right wheels of the front and rear wheels, considering not only load movement of the longitudinal direction but also load movement of the lateral direction which is generated at cornering. The load movements are estimated by detecting components of the 3-axis directions, i.e., longitudinal and lateral accelerations and yaw rate, and the steering angle and friction coefficient of the road surface. The effectiveness of the proposed driving torque distribution method was verified using simulators equivalent to the prototype FRID EV simulated with Matlab/Simulink and CarSim software. This method is expected to be indispensable to improving running performance of FRID EVs.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
B60L 9/18 - Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
