Abstract:
A power transmitting apparatus, such as an automotive transmission, can be configured to reduce the size of a torque converter as well as improve the flexibility of the torque converter&#39;s layout. A power transmitting apparatus configured to transmit power from a driving source of a vehicle to its wheels and can be configured selectively transmit or cutting-off the driving force to the wheels can comprise a torque converter having a torque amplifying function. A clutch mechanism can include a first clutch device to transmit the driving force to the wheels through a power transmitting system of the torque converter and a second clutch to transmit the driving force without the power transmitting system of the torque converter. A selecting device can control the first clutch device or the second clutch device in accordance with conditions of the vehicle including start of a vehicle from a stop. A damping mechanism for damping torque variation can be configured to transmit power between the driving source and the torque converter.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application is a continuation of PCT Application No. PCT/JP2009/006860, filed on Dec. 14, 2009, which claims priority to Japanese Application No. 2008-318379, filed on Dec. 15, 2008, the entire contents of each of which are hereby incorporated by reference. 
       BACKGROUND OF THE DISCLOSURE 
       [0002]    1. Field of the Disclosure 
         [0003]    The present inventions relate to power transmitting apparatuses, such as vehicle transmissions, which transmit power from a driving source of a vehicle to the wheels of the vehicle and which are adapted to properly select transmission of power and cutting-off of power to the wheels. 
         [0004]    2. Description of the Related Art 
         [0005]    Two types of known power transmitting apparatuses for vehicles (e.g., “automatic transmissions”) provide starting power (power for initiating movement of the vehicle from a stop) in different ways. One type uses a torque converter (“torque converter type”) and another type uses a starting clutch (“starting clutch type”) to provide starting power used to start the movement of the vehicle from a stop. In the torque converter type devices, the starting performance benefits from the torque amplifying function of the torque converter. On the other hand, the starting clutch type benefits from increased efficiency because this type of system does not continuously lose power through slippage which occurs in the torque converter types e.g. during a steady running of vehicle. 
         [0006]    Japanese Laid-open Patent Publication No. 3193/2005 discloses a power transmitting apparatus which is a torque converter type automatic transmission combined with a lock-up clutch. In this transmission, the lock-up clutch has a clutch piston connected to a turbine of a torque converter and is movable between a connected position in which it abuts against the inner circumferential surface of a torque converter cover and a non-connected separated position. Thus, the torque converter cover and the turbine can be directly connected and disconnected via the clutch piston. 
       SUMMARY OF THE DISCLOSURE 
       [0007]    An aspect of at least one of the inventions disclosed herein includes the realization that the above-noted known combined-type apparatuses can be simplified, which can reduce apparatus size. For example, in the above-noted known combination-type apparatus, a lock-up clutch that is movable between the connected position and the non-connected position in the hydraulic atmosphere within the torque converter increases the size of torque converter as well as restricts the available options for laying out the torque converter. In some embodiments of the present inventions, the size of a torque converter of a power transmitting apparatus can be reduced and the flexibility of the layout of the torque converter can be improved, for example. 
         [0008]    In accordance with an embodiment, a power transmitting apparatus for selectively transmitting power from a driving source of a vehicle to wheels of the vehicle can comprise a torque converter having a torque amplifying function. A clutch mechanism can comprise a first clutch device configured to transmit the driving force of the driving source to the wheels through the torque converter so as to move the vehicle and a second clutch device configured to transmit the driving force of the driving source to the wheels without the power transmitting system of the torque converter so as to move the vehicle. A selecting device can be configured to selectively operate the first and second clutch devices so as to transmit the driving force of the driving source to the wheels through the power transmitting system of the torque converter and for transmitting the driving force of the driving source to the wheels without the power transmitting system of the torque converter by operating the first clutch device and the second clutch device in accordance with a plurality of different modes of operation of the vehicle, at least one of the modes being a starting mode. A damper mechanism for damping torque variation can be configured to transmit power between the driving source and the torque converter. 
         [0009]    In some embodiments, the power transmitting apparatus can comprise a first driving shaft connected to the first clutch device and configured to be rotated by the driving force of the driving source through the torque converter. A second driving shaft can be connected to the second clutch device and configured to be rotated by the driving force of the driving source without the power transmitting system of the torque converter. The first driving shaft and the second driving shaft can be arranged coaxially. 
         [0010]    In some embodiments, the clutch mechanism can comprise the first clutch device, the second clutch device, and two hydraulic pistons that correspond respectively to the first and second clutch devices contained in the same housing. The first and second clutch devices can be selectively actuated by controlling the hydraulic pressure for actuating the hydraulic pistons. 
         [0011]    In some embodiments, the power transmitting apparatus can comprise an automatic variable speed unit operatively positioned between the clutch mechanism and the wheels to transmit power between them. 
         [0012]    In some embodiments, the automatic variable speed unit can comprise a continuously variable speed unit. 
         [0013]    In embodiments including a damper mechanism for damping torque variation between the driving source and the torque converter, it is not necessary to include any lock-up clutch or damper mechanism within the torque converter. Thus, the size of the torque converter can be reduced and the freedom of torque converter layout can be improved. 
         [0014]    Since the weight (i.e. a primary mass) of a driving source side portion and the portion from the damper mechanism to the driving source can be reduced, the load acting on the driving source can be reduced. Since the weight (i.e. a secondary mass) of a converter side portion and a portion from the damper mechanism to the torque converter can be increased, the vibration damping effect can be increased due to increase of the inertial mass. 
         [0015]    In embodiments wherein the selecting device is configured to selectively operate the first and second clutch devices so as to transmit the driving force of the driving source to the wheels through the power transmitting system of the torque converter and for transmitting the driving force of the driving source to the wheels without the power transmitting system of the torque converter by operating the first clutch device and the second clutch device in accordance with a plurality of different modes of operation of the vehicle, at least one of the modes being a starting mode, the power transmitting apparatus can be simplified, the size of the power transmitting apparatus can be reduced, the starting performance can be improved due to the torque amplifying function of the torque converter, and the power transmitting efficiency during steady operation of vehicle can be improved. 
         [0016]    In embodiments where the first driving shaft and the second driving shaft are arranged coaxially relative to each other, the whole size of the power transmitting apparatus can be reduced compared prior art structures in which the first and second driving shafts are arranged parallel relative to and spaced from each other. 
         [0017]    In embodiments where the clutch mechanism comprises the first clutch device, the second clutch device, and two hydraulic pistons corresponding respectively to the first and second clutch devices all contained in a same housing and the first and second clutch devices can be selectively actuated by controlling the hydraulic pressure for actuating the hydraulic pistons, the power transmitting apparatus can be simplified and the size of whole the power transmitting apparatus can be reduced. 
         [0018]    In embodiments where the power transmitting apparatus comprises an automatic variable speed unit configured to transmit power between the clutch mechanism and the wheels, it is possible to easily achieve a preferable driving force as well as a vehicle operation condition that improves fuel consumption. 
         [0019]    In embodiments where the automatic variable speed unit comprises a continuously variable speed unit, the driving force and vehicle operation conditions can be continuously adjusted to efficiently achieve the preferable driving force as well as a vehicle operating condition that improve fuel consumption. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0020]      FIG. 1  is a longitudinal-section view illustrating a power transmitting apparatus according to an embodiment. 
           [0021]      FIG. 2  is a schematic diagram of the power transmitting apparatus of  FIG. 1 . 
           [0022]      FIG. 3  is an enlarged view illustrating a clutch mechanism of the power transmitting apparatus of  FIG. 1 . 
           [0023]      FIG. 4  is an enlarged view illustrating a third clutch device of the power transmitting apparatus of  FIG. 1 . 
           [0024]      FIG. 5  is a schematic diagram of the power transmitting apparatus of  FIG. 1 . 
           [0025]      FIG. 6  is a schematic diagram of a power transmitting apparatus in which a variable speed unit A comprises a continuously variable speed unit. 
           [0026]      FIG. 7  is a schematic diagram of a planetary gear mechanism used in the power transmitting apparatus of  FIG. 1 . 
           [0027]      FIG. 8  is a table illustrating contents of a control program of a selecting device of the power transmitting apparatus of  FIG. 1 . 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0028]      FIG. 1  illustrates a first embodiment of a power transmitting apparatus configured to transmit or cut off the driving force of an engine (driving source) of an automobile (vehicle) to a driving wheel (or driving wheels) D. Such an apparatus can comprise, as illustrated in  FIGS. 1 ,  2  and  5 , a torque converter  1 , a clutch mechanism  3 , a selecting device  4 , a first driving shaft  5 , a second driving shaft  6 , a damper mechanism  7 , and a third clutch device  8 .  FIG. 1  is a longitudinal-section view illustrating a main part of the power transmitting apparatus, and  FIGS. 2 and 5  are schematic diagrams of the power transmitting apparatus of  FIG. 1 . 
         [0029]    As illustrated in  FIGS. 2 and 5 , the torque converter  1  and a transmission  2  can be configured to perform as a power transmitting system that transmits power from the engine E as the driving source of a vehicle to the wheels D. The transmission  2  can include the clutch mechanism  3 , the third clutch device  8  and a variable speed unit A. As illustrated in  FIG. 1 , an input shaft  11  can extend from the engine E and an output shaft  15  can extend to the variable speed unit A. 
         [0030]    The torque converter  1  can provide a torque amplifying function for amplifying the torque from the engine E and transmitting it to the transmission  2 . The torque converter  1  is rotated around its shaft by the driving force transmitted from the engine E. The torque converter  1  can comprise torque converter covers  1   a  and  13  for containing a liquid (operating oil). A pump P can be formed on the torque converter cover  1   a  and can thus rotate together with the torque converter. A turbine T can be arranged oppositely to the pump P and rotatable at a side of the torque converter cover  13 . 
         [0031]    The input shaft  11  can be connected to the torque converter cover  13  through a cover member  12 . When the input shaft  11  is rotated by the driving force of the engine E, the cover member  12 , the torque converter covers  13  and  1   a , and the pump P are rotated. The rotational torque is transmitted to the turbine T through the liquid (operating oil) with the torque being amplified. The turbine T is then rotated by the amplified torque and thus the amplified torque is transmitted to the transmission  2  through a first driving shaft  5  spline-fitted with the turbine T via a connecting member  16 . The term “power transmitting system of the torque converter” used herein means a power transmitting system formed by the torque converter cover  1   a , the pump P and turbine T. 
         [0032]    On the other hand, the torque converter cover  13  is connected to a cover member  12  through the damper mechanism  7  comprising a connecting member  14 , and coil springs  7   a  and the cover member  12 . The damper mechanism  7  is further connected to the input shaft  11 . Accordingly when the input shaft  11  is rotated by the driving force of the engine E, the cover member  12 , the cover member  12 , the damper mechanism  7 , the torque converter cover  13 , the connecting member  16 , and the first driving shaft  5  are rotated and thus the driving torque of the engine E is transmitted to the transmission  2 . 
         [0033]    Accordingly, the first driving shaft  5  can be rotated by the driving force of the engine E through the power transmitting system of the torque converter  1  and can be connected to a first clutch device  3   a  through a housing  10  and the second driving shaft  6  can be directly rotated by the driving force of the engine E without the power transmitting system of the torque converter  1  and can be connected to a second clutch device  3   b . The first driving shaft  5  can be a hollow cylindrical member and the second driving shaft  6  can be rotationally arranged within the first driving shaft  5 . That is, the first driving shaft  5  and the second driving shaft  6  can be coaxially arranged. Thus, the first driving shaft  5  can be rotationally arranged around the second driving shaft  6  and, on the other hand, the second driving shaft  6  can be rotatable within the first driving shaft  5 . The first driving shaft  5  and the second driving shaft  6  can be independently rotated in accordance with operations selected by the clutch mechanism  3 . 
         [0034]    The clutch mechanism  3  can comprise the first clutch device  3   a  operable on advancement of an automobile (vehicle) and adapted to transmit the driving force of the engine (driving source) E to the wheels (driving wheels D) through a power transmitting system of the torque converter  1 . A second clutch device  3   b  can be adapted to transmit the driving force of the engine E to the wheels D without the power transmitting system of the torque converter  1 . The first and second clutch devices  3   a  and  3   b  respectively can comprise a plurality of driving side clutch discs  3   aa  and  3   ba , and a plurality of driven side clutch discs  3   ab  and  3   bb  slidable to right and left directions in drawings, and thus each form multiple disc clutches. 
         [0035]    In the first clutch device  3   a , the driving side clutch discs  3   aa  can be mounted on the housing  10  and the driven side clutch discs  3   ab  can be mounted on an interlocking member  17  connected to the output shaft  15 , and the driving side clutch discs  3   aa  and the driven side clutch discs  3   ab  can be alternately arranged to form a laminated structure. These driving side clutch discs  3   aa  and the driven side clutch discs  3   ab  can be pressed together and separated from each other to connect and cut-off the power therebetween. 
         [0036]    In the second clutch device  3   b , the driving side clutch discs  3   ba  can be mounted on an interlocking member  18  connected to the second driving shaft  6  and interlocking therewith and the driven side clutch discs  3   bb  can be mounted on the housing  10 , and the driving side clutch discs  3   ba  and the driven side clutch discs  3   bb  can be alternately arranged to form a laminated structure. These driving side clutch discs  3   ba  and the driven side clutch discs  3   bb  can be pressed together or separated from each other to transmit or cut off transmission of power between them. The term “separated” used herein means a condition in which a pressure applied to the clutch discs is released while the clutch discs may remain in contact with each other, for example, while slipping. Thus, the term “separated” is not limited only to a physically separated condition. The transmission of driving force is allowed under the press-together condition and cut off under the separated condition. 
         [0037]    As illustrated in  FIG. 3 , the clutch mechanism  3  can comprise the first clutch device  3   a , the second clutch device  3   b , and two hydraulic pistons P 1  and P 2  corresponding respectively to the first and second clutch devices  3   a  and  3   b  contained in the same housing  10 . The first and second clutch devices  3   a  and  3   b  can be selectively actuated by controlling the hydraulic pressure for actuating the hydraulic pistons P 1  and P 2 . 
         [0038]    For example, the hydraulic piston P 1  can be moved toward the left direction in  FIG. 3  against an urging force of a return spring  3   c  by supplying operating oil into a hydraulic chamber S 1  between the housing  10  and the hydraulic piston P 1  and thus the first clutch device  3   a  is pressed by tips formed on the hydraulic piston P 1  to press the driving side clutch discs  3   aa  and the driven side clutch discs  3   ab  against each other. The tips formed on the hydraulic piston P 1  can be passed through recesses formed on the peripheries of the driving side clutch discs  3   ba  and the driven side clutch discs  3   bb  of the second clutch device  3   b.    
         [0039]    The hydraulic piston P 2  can be moved toward the left direction in  FIG. 3  against an urging force of a return spring  3   c  by supplying operating oil into a hydraulic chamber S 2  between the hydraulic piston P 1  and the hydraulic piston P 2  and thus the second clutch device  3   b  is pressed by tips formed on the hydraulic piston P 2  to press the driving side clutch discs  3   ba  and the driven side clutch discs  3   bb  against each other. Thus, the first clutch device  3   a  and the second clutch device  3   b  can be selectively actuated by controlling the hydraulic pressures operating the hydraulic pistons P 1  and P 2 . 
         [0040]    The housing  10  forming part of the clutch mechanism  3  can be connected to a ring gear  9   c  of a planetary gear mechanism  9 . As illustrated in  FIG. 7 , the planetary gear mechanism  9  can comprise a sun gear  9   a  rotatable at the center of the planetary gear mechanism  9 , a pair of planetary gears  9   b  each mating with the sun gear  9   a  such that they rotate and revolve, a carrier  9   ba  extending from the planetary gears  9   b  interlocking therewith, and a ring gear  9   c  mating with the planetary gears  9   b  and rotatable therearound. When the housing  10  is rotated by the driving force of the engine E, the driving force is inputted to the ring gear  9   c  and transmitted to the output shaft  15  through the planetary gears  9   b  and the sun gear  9   a.    
         [0041]    The carrier  9   ba  can be extended to the third clutch device  8  such that its rotation is allowed or restrained by the third clutch device  8 . The third clutch device  8  can comprise, as illustrated in  FIG. 4 , driving side clutch discs  8   a  mounted on the tip end of the carrier  9   ba , stationary clutch discs  8   b  formed on a stationary member  19 , and a piston P 3  for pressing together the driving side clutch discs  8   a  and the stationary clutch discs  8   b . The hydraulic piston P 3  can be moved toward the right direction in  FIG. 4  against the urging force of a Belleville spring h by introducing operating oil into a hydraulic chamber S 3  and pushing the third clutch device  8  with its tip end so as to press together the driving side clutch discs  8   a  and the stationary clutch discs  8   b . Thus, the third clutch device  8  can be selectively operated by controlling the hydraulic pressure for operating the hydraulic piston P 3 . 
         [0042]    The rotation of the carrier  9   ba  can be restrained by actuation of the third clutch device  8 . Accordingly, when the housing  10  is rotated by the driving force of the engine E, the driving power is input to the ring gear  9   c , the rotation of planetary gears  9   b  is reversed and driving power is transmitted to the output shaft  15  through the sun gear  9   a . In this way, reverse vehicle operation can be achieved. 
         [0043]    The selecting device  4  can selectively actuate the first clutch device  3   a  or the second clutch device  3   b  by selective operation of the hydraulic pistons P 1  or P 2  through supply of operating oil at a predetermined pressure into the hydraulic chamber S 1  or S 2  according to conditions (e.g. running speed of a vehicle, an inclined angle of a vehicle body etc.) of a vehicle during its forward mode to transmit the driving force of the engine E to the driving wheel D through or without the power transmitting system of the torque converter  1 . 
         [0044]    The selecting device  4  can be formed in an ECU (not shown) for controlling the engine E. In some embodiments, the selecting device  4  can be in the form of one or more hard-wired circuits, dedicated processors and memory, and/or a general purpose processor and memory running one or a plurality of control programs for performing the functions described herein. In embodiments where the selecting device  4  includes one or more processors, the control methods described herein can be in the form of computer implemented instructions, computer programs, modules, etc., stored in a memory device and executed by the one or more processors. In addition, various components, functions and aspects of the selecting device  4  and its components may be grouped and/or separated into sub-devices, sub modules, or separate devices. The selecting device can be programmed, as illustrated in  FIG. 8 , to actuate the first clutch device  3   a  and not to actuate the second and the third clutch devices  3   b ,  8  when the driving force of the engine E is transmitted to the driving wheel D through the power transmitting system of the torque converter  1  in the forward mode of a vehicle. In addition, the selecting device  4  can be controlled to actuate the second clutch device  3   b  in addition to the first clutch device  3   a  and not to actuate the third clutch device  8  when the driving force of the engine E is transmitted to the driving wheel D without the power transmitting system of the torque converter  1 . 
         [0045]    In addition, in reverse vehicle operation, the selecting device  4  can be controlled, as illustrated in  FIG. 8 , so that the first and second clutch devices  3   a ,  3   b  are not actuated and, on the other hand, the third clutch device  8  is actuated. Since the vehicle can be operated in a reverse mode by operating the third clutch device  8  as described above, the size of the power transmitting apparatus can be reduced compared with that of the prior art which includes a separate output shaft for the reverse mode. 
         [0046]    The damper mechanism  7  for damping the torque variation can be positioned operatively between the engine E (driving source) and the torque converter  1  to transmit power between them. Thus, a lock-up clutch or a damper mechanism is not needed within the torque converter  1  and the size of the torque converter  1  can be reduced while greater options are provided for laying out the torque converter  1 . Since the weight (i.e. a primary mass) of a driving source side portion and a portion from the damper mechanism to the driving source can be reduced, the load acting on the engine E can be reduced. Since the weight (i.e. a secondary mass) of a converter side portion and a portion from the damper mechanism to the torque converter can be increased, the vibration damping effect can be increased due to increase of the inertial mass. 
         [0047]    Where the power transmitting apparatus comprises the selecting device  4  configured to selectively operate the first and second clutch devices so as to transmit the driving force of the driving source to the wheels through the power transmitting system of the torque converter and for transmitting the driving force of the driving source to the wheels without the power transmitting system of the torque converter by operating the first clutch device and the second clutch device in accordance with a plurality of different modes of operation of the vehicle, at least one of the modes being a starting mode, the power transmitting apparatus can be simplified, the size of the power transmitting apparatus can be reduced, the starting performance can be improved due to the torque amplifying function of the torque converter  1 , and the power transmitting efficiency during steady operation of vehicle can be improved. 
         [0048]    Since the first driving shaft  5  and the second driving shaft  6  can be arranged coaxially each other, the whole size of the power transmitting apparatus can be reduced as compared with the prior art structures in which the first and second driving shafts are arranged separated from and parallel relative to each other. Since the clutch mechanism can comprise the first clutch device  3   a , the second clutch device  3   b  and two hydraulic pistons P 1 , P 2  corresponding respectively to the first and second clutch devices  3   a ,  3   b  all contained in the same housing  10 , and that the first and second clutch devices  3   a ,  3   b  can be selectively actuated by controlling the hydraulic pressure for actuating the hydraulic pistons P 1 , P 2 , the power transmitting apparatus can be simplified and its size reduced. 
         [0049]    The variable speed unit A can be an automatic variable speed unit, or a continuously variable speed unit  20  (e.g. CVT: Continuously Variable Transmission) as illustrated in  FIG. 6 . In this case, the continuously variable speed unit  20  can be operatively positioned between the second clutch device  3   b  of the clutch mechanism  3  and the driving wheels D to transmit power between them. 
         [0050]    Such a continuously variable speed unit  20  can comprise two pulleys Q 1 , Q 2  and a belt V extending therebetween and can achieve a desired speed by independently changing diameters of the pulleys Q 1 , Q 2  on which the belt V runs by a hydraulic pressure control circuit. The continuously variable speed unit  20  can further comprise a CVT ECU electrically connected to a brake switch of a brake pedal, a position sensor of a shifting lever, an engine ECU (not shown) etc. The hydraulic control circuit can be controlled by the CVT ECU. The hydraulic pistons P 1 -P 3  previously described can be controlled by the hydraulic pressure control circuit. 
         [0051]    In embodiments where an automatic variable speed unit is operatively interposed between the clutch mechanism  3  and the driving wheel D, the driving force and running condition can be easily adjusted for fuel efficiency. The provision of a continuously variable speed unit  20 , as illustrated in  FIG. 6 , permits continuous adjustment to attain a desirable driving force and fuel consumption. The vehicle can comprise a differential gear F ( FIG. 6 ). 
         [0052]    Although the present inventions have been described above, the present inventions are not limited to that described and shown herein. For example, the selecting device  4  can be configured such that it can select an operating mode in accordance with inclination angle of a vehicle body. Although certain embodiments have been disclosed wherein the first and second driving shafts  5  and  6  are coaxially arranged relative to each other, they can be separated from and arranged parallel relative to each other in some embodiments. 
         [0053]    Although certain embodiments have been disclosed wherein reverse vehicle operation is achieved by a combination of the third clutch device  8  and the planetary gear mechanism  9 , in some embodiments the vehicle can have a reverse operation mode with a separately arranged output shaft dedicated to the reverse operation mode. The driving source is not limited to the engine E and other driving sources, e.g. an electric motor, can be used. Although certain embodiments have been disclosed herein the selecting device  4  is formed in the ECU, the selecting device can be formed in a separately arranged microcomputer, for example.