CN104074933A - Speed-changing unit - Google Patents
Speed-changing unit Download PDFInfo
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- CN104074933A CN104074933A CN201410113849.XA CN201410113849A CN104074933A CN 104074933 A CN104074933 A CN 104074933A CN 201410113849 A CN201410113849 A CN 201410113849A CN 104074933 A CN104074933 A CN 104074933A
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- Prior art keywords
- gear
- main shaft
- motor
- speed change
- output shaft
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—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
- F16H3/087—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
- F16H3/093—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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a speed-changing unit, and the speed-changing unit is provided with a first main shaft (4) and a second main shaft (5) which input a driving force from an engine (100) through clutches (2, 3); an output shaft (8) which is parallel to the first and second main shafts (4, 5); a first gear group which is disposed on the first main shaft (4) or the second main shaft (5); and a second gear group which is disposed on the output shaft (8). The second gear group comprises a parking gear (PG) which is fixed on the output shaft (8) and can be limited by a parking clamping block (31). The PG is overlapped with a second fixed gear (11a) in the axial direction of the output shaft (8). The diameter of the second fixed gear (11a) in gears (11a, 12a), not engaged with the second gear group, of the first gear group is minimum. The speed-changing unit provided by the invention is compact and has the parking gear.
Description
Technical field
The present invention relates to a kind of automatic mechanical transmission.
Background technique
As the speed change gear of vehicle, known have a kind of automatic mechanical transmission that does not use fluid torque converter.In this automatic mechanical transmission, by utilizing actuator to make the operation (speed change and gearshift) of the variable-speed motor in manual gear shifting and the disconnection of clutch be engaged into action work, thereby can not need the automatic speed changing of fluid torque converter.This speed change gear for example patent documentation 1 is such, has: by the 1st clutch, transmit the 1st input shaft from the power of motor; The 2nd main shaft, described the 2nd main shaft is configured in the coaxial upper of the 1st main shaft, and transmits the power from motor by the 2nd clutch; And with countershaft and the output shaft of the 1st main shaft and the 2nd main shaft parallel configuration, by synchronous sleeve, optionally connect and be located at the gear train on the 1st input shaft or the 2nd input shaft and be located at the gear train on countershaft or output shaft, thus changeable a plurality of speed change level.
Patent documentation 1: No. 2013/008544th, International Publication
In the such mechanical type speed change gear of above-mentioned patent documentation 1, there is in the same manner parking gear with using the automatic transimission of fluid torque converter.Parking gear is fixed on output shaft, has following function: utilize the latch for printed circuit Dui Gai parking gear of claw-like for example to lock and limit the rotation of output shaft, preventing thus vehicle runaway.
Invent problem to be solved
In the structure that so utilizes latch for printed circuit to lock parking gear, in order to suppress the required intensity of latch for printed circuit, and must guarantee that the diameter of parking gear is larger.Therefore, for example, near the end of output shaft, parking gear is set, likely increases the axial size of speed change gear, the lift-launch of vehicle is declined.
Summary of the invention
The present invention makes for solving above-mentioned this problem, and its object is the mechanical type speed change gear that a kind of compactness is provided and has parking gear.
For solving the means of problem
For achieving the above object, speed change gear of the present invention has: input is from the primary input axle of the driving force of motor; The 1st main shaft, described the 1st main shaft is passed the driving force of primary input axle selectively by the 1st clutch; The 2nd main shaft, described the 2nd main shaft is configured in coaxial going up with the 1st main shaft, and by the 2nd clutch, is passed the driving force of primary input axle; With respect to the 1st main shaft and the 2nd main shaft and the output shaft of parallel configuration; Be located at the 1st gear train on the 1st main shaft or the 2nd main shaft; And be located at the 2nd gear train on output shaft, the 2nd gear train comprises parking gear, parking gear can engaged part part restricting rotation, the feature of this speed change gear is, parking gear output shaft axially on the 1st gear overlapping configuration, described the 1st gear in the 1st gear train not with the 2nd gear train meshed gears in diameter minimum.
Adopt the speed change gear of the invention described above, due to parking gear output shaft axially on, with in the 1st gear train being located on the 1st main shaft or the 2nd main shaft not with the 1st gear overlapping configuration that is located at the 2nd gear train engagement on output shaft, described the 1st main shaft or the input of the 2nd main shaft are from the driving force of motor, therefore, can, in the axial direction by parking gear and the 1st gear centralized configuration, can suppress the axial dimension of speed change gear and make its compactness.
In addition, due to the 1st gear in the 1st gear train not with the 2nd gear train meshed gears in diameter minimum, therefore, can increase the diameter of parking gear.Therefore, can with less Li Dui parking gear, lock by latch for printed circuit, can suppress the desirable strength of latch for printed circuit and make latch for printed circuit and speed change gear integral miniaturization.
In addition, the 1st gear also can be configured on the position nearest with motor in the 1st gear train.
The speed change gear that adopts the invention described above, because the 1st gear is configured on the position nearest with motor in the 1st gear train, therefore, parking gear is also configured on the position that approaches motor.Therefore, at speed change gear, parking gear is configured in and starts pusher side and suppress output shaft and extend to the opposition side of motor, thereby can further make speed change gear compactness.
In addition, the 2nd gear train also can comprise output gear, the rotary driving force of described output gear output output shaft, and output gear is configured on the position nearest with motor in the 2nd gear train.
Adopt the speed change gear of the invention described above, owing to thering is output gear with the nearest position of motor in the 2nd gear train on being located at output shaft, therefore, can the parking gear and the output gear that be configured in the position that approaches motor be approached to axially configuration along with the axial position of the 1st gear.Thus, when discouraging of parking gear rotates, can reduce the torsion of the output shaft between output gear and parking gear, efficiently the rotation of discouraging of parking gear.
In addition, speed change gear also can further have: with respect to the 1st main shaft and the 2nd main shaft and the countershaft of parallel configuration; And motorized motions gear, motorized motions gear is located on countershaft and by motoring, the 1st gear output shaft axially on motorized motions gear overlapping configuration.
Adopt the speed change gear of the invention described above, due to the 1st gear in the axial direction with by electric motor driven motorized motions gear overlapping configuration, therefore, the 1st gear, motorized motions gear and parking gear be overlapping configuration in the axial direction.Thus, can form and contain input from the speed change gear of the motorized motions gear of the driving force of motor, thereby can suppress the axial dimension of this speed change gear and make its compactness.
In addition, the 1st gear also can be configured to mesh with motorized motions gear.
Adopt the speed change gear of the invention described above, because the 1st gear arrangement becomes and the engagement of motorized motions gear, therefore, by motorized motions gear and the 1st gear, can, by driving force input the 1st main shaft from motor, can form compactly the speed change gear that is suitable for the hybrid vehicle to inputting from the driving force of motor and motor.
Accompanying drawing explanation
Fig. 1 is the summary construction diagram of the 1st embodiment's of the present invention speed change gear.
The diagram of the bang path of the driving force of the speed change gear that Fig. 2 means the 1st embodiment of the present invention when 1 speed.
The diagram of the bang path of the driving force of the speed change gear that Fig. 3 means the 1st embodiment of the present invention when 2 speed.
The diagram of the bang path of the driving force of the speed change gear that Fig. 4 means the 1st embodiment of the present invention when 3 speed.
The diagram of the bang path of the driving force of the speed change gear that Fig. 5 means the 1st embodiment of the present invention when 4 speed.
The diagram of the bang path of the driving force of the speed change gear that Fig. 6 means the 1st embodiment of the present invention when 5 speed.
The diagram of the bang path of the driving force of the speed change gear that Fig. 7 means the 1st embodiment of the present invention when 6 speed.
The diagram of the bang path of the driving force of the speed change gear that Fig. 8 means the 1st embodiment of the present invention when reversing.
Fig. 9 means the general structural map of parking lock mechanism in the 1st embodiment's of the present invention speed change gear.
Figure 10 is the summary construction diagram of the 2nd embodiment's of the present invention speed change gear.
Symbol description
1 variable-speed motor portion
2 the 1st clutches
3 the 2nd clutches
4 the 1st main shafts
5 the 2nd main shafts
8 output shafts
11a the 2nd fixed gear (the 1st gear)
11e the 8th fixed gear (motorized motions gear)
16d output gear
31 parking fixture blocks
52 the 3rd countershafts (countershaft)
100 motors
120 motor
PG parking gear
Embodiment
Below, according to Figure of description, embodiments of the present invention are described.
[the 1st embodiment]
Fig. 1 is the summary construction diagram of the 1st embodiment's of the present invention speed change gear.Below, the structure of the 1st embodiment's of the present invention speed change gear is described.
The variable-speed motor portion 1 (speed change gear) of the present embodiment is double-clutch type automatic gear shifting device, carries on vehicle, is installed on the transmission of power circuit between motor 100 and the driving wheel of vehicle.
As shown in Figure 1, variable-speed motor portion 1 has: two clutches (the 1st clutch the 2, the 2nd clutch 3), be configured in coaxial two main shafts (the 1st main shaft the 4, the 2nd main shaft 5), two countershafts (the 1st countershaft the 6, the 2nd countershaft 7) and output shaft 8.
The 1st main shaft 4 is configured to cylindric, by the 1st clutch 2 being connected with one end, is passed the power from the primary input axle 9 of the output shaft as motor 100.The 2nd main shaft 5 is configured in the 1st main shaft 4, by the 2nd clutch 3 being connected with one end, is passed the power from primary input axle 9.
Two countershafts 6,7 and output shaft 8, make the 1st main shaft 4 and the 2nd main shaft 5 separate respectively abreast configuration with axis.Near the end of motor 100 sides of output shaft 8, be fixed with output gear 16d, this output shaft 8 is configured to, and can the driving force from output gear 16d be passed to the driving wheel of not shown vehicle by differential mechanism 110 and transmission shaft 111.
On the 1st main shaft 4, from the opposition side (opposition side of motor 100) of primary input axle 9, be fixed with successively the 1st fixed gear 10a and the 2nd fixed gear 11a (the 1st gear) rotating with the 1st main shaft 4 one.The 2nd main shaft 5 outstanding from the 1st main shaft 4 with positions motor 100 opposition sides, and at this outstanding position, from the opposition side of motor 100, be provided with successively the 1st unloaded gear 12a, the 2nd unloaded gear 13a and the 3rd fixed gear 14a.The 1st unloaded gear 12a and the 2nd unloaded gear 13a are with the relative rotation on pivot Zhi 2 main shafts 5.In addition, the 3rd fixed gear 14a is fixed to and the 2nd main shaft 5 one rotations.
On the 1st countershaft 6, from the opposition side of motor 100, be provided with successively the 4th fixed gear 12b, the 5th fixed gear 13b, the 3rd unloaded gear 15b and the 4th unloaded gear 11b.The 3rd unloaded gear 15b and the 4th unloaded gear 11b are with the relative rotation on pivot Zhi 1 countershaft 6.In addition, the 4th fixed gear 12b and the 5th fixed gear 13b are fixed to and the 1st countershaft 6 one rotations.
On the 2nd countershaft 7, from the opposition side of motor 100, be fixed with successively the 6th fixed gear 15c and the 7th fixed gear 10c rotating with the 2nd countershaft 7 one.
In addition, on output shaft 8, from the opposition side of motor 100, be provided with successively the 5th unloaded gear 13d, the 6th unloaded gear 14d, the 7th unloaded gear 10d, the PG of parking gear and aforesaid output gear 16d.The 5th unloaded gear 13d, the 6th unloaded gear 14d and the 7th unloaded gear 10d with the relative rotation pivot prop up on output shaft 8.In addition, the PG of parking gear and output gear 16d are fixed to and output shaft 8 one rotations.
And, the 1st fixed gear 10a and the 7th unloaded gear 10d and the 7th fixed gear 10c, the 2nd fixed gear 11a and the 4th unloaded gear 11b, the 1st unloaded gear 12a and the 4th fixed gear 12b, the 2nd unloaded gear 13a and the 5th fixed gear 13b and the 5th unloaded gear 13d, the 3rd fixed gear 14a and the 6th unloaded gear 14d, the 3rd unloaded gear 15b and the 6th fixed gear 15c, be as one man adapted to respectively engagement all the time in the axial direction.
In addition, in variable-speed motor portion 1, have: the 1st synchronous sleeve 21, the 2nd synchronous sleeve 22, the 3rd synchronous sleeve 23 and the 4th synchronous sleeve 24.
The 1st synchronous sleeve 21 is configured on output shaft 8, and described output shaft 8 is more positioned at the opposition side of motor 100 than the 5th unloaded gear 13d, and is configured to, and can utilize not shown shifting fork to slide on the axial direction of output shaft 8 mobile.By the 1st synchronous sleeve 21, slide and move to the 5th unloaded gear 13d side (A in figure), thereby output shaft 8 is connected with the 5th unloaded gear 13d.In addition, by the 1st synchronous sleeve 21, be not positioned at slidably and movingly neutral position or move to the opposition side of the 5th unloaded gear 13d, thereby output shaft 8 is not connected with the 5th unloaded gear 13d.
The 2nd synchronous sleeve 22 is configured on the output shaft 8 between the 6th unloaded gear 14d and the 7th unloaded gear 10d, and is configured to, and can utilize not shown shifting fork to slide on the axial direction of output shaft 8 mobile.By the 2nd synchronous sleeve 22, slide and move to the 6th unloaded gear 14d side (B in figure), thereby output shaft 8 is connected with the 6th unloaded gear 14d, by the 2nd synchronous sleeve 22, slide and move to the 7th unloaded gear 10d side (C in figure), thereby output shaft 8 is connected with the 7th unloaded gear 10d.In addition, by the 2nd synchronous sleeve 22, be not positioned at slidably and movingly neutral position, thereby output shaft 8 is not connected with the 6th unloaded gear 14d and the 7th unloaded gear 10d.
The 3rd synchronous sleeve 23 is configured on the 2nd main shaft 5 between the 1st unloaded gear 12a and the 2nd unloaded gear 13a, and is configured to, and can utilize not shown shifting fork to slide on the axial direction of the 2nd main shaft 5 mobile.By the 3rd synchronous sleeve 23, slide and move to the 1st unloaded gear 12a side (G in figure), thereby the 2nd main shaft 5 is connected with the 1st unloaded gear 12a, by the 3rd synchronous sleeve 23, slide and move to the 2nd unloaded gear 13a side (D in figure), thereby the 2nd main shaft 5 is connected with the 2nd unloaded gear 13a.In addition, by the 3rd synchronous sleeve 23, be not positioned at slidably and movingly neutral position, thereby the 2nd main shaft 5 is not connected with the 1st unloaded gear 12a and the 2nd unloaded gear 13a.
The 4th synchronous sleeve 24 is configured on the 1st countershaft 6 between the 3rd unloaded gear 15b and the 4th unloaded gear 11b, and is configured to, and can utilize not shown shifting fork to slide on the axial direction of the 1st countershaft 6 mobile.By the 4th synchronous sleeve 24, slide and move to the 4th unloaded gear 11b side (E in figure), thereby the 1st countershaft 6 is connected with the 4th unloaded gear 11b, by the 4th synchronous sleeve 24, slide and move to the 3rd unloaded gear 15b side (F in figure), thereby the 1st countershaft 6 is connected with the 3rd unloaded gear 15b.In addition, by the 4th synchronous sleeve 24, be not positioned at slidably and movingly neutral position, thereby the 1st countershaft 6 is not connected with the 3rd unloaded gear 15b and the 4th unloaded gear 11b.
Utilize structure as described above, in the variable-speed motor portion 1 as double-clutch type variable-speed motor, by optionally making respectively each synchronous sleeve 21,22,23,24 slide mobile, clutch 2,3 is disconnected to joint, thereby speed change level can be switched to selectively to 6 speed of advancing (1 speed, 2 speed, 3 speed, 4 speed, 5 speed, 6 speed) and reversing.
Fig. 2～Fig. 7 means the explanatory drawing of the bang path of the power in the variable-speed motor portion 1 of each speed change level.
When 1 speed, connect the 1st clutch 2, cut off the 2nd clutch 3, the 2nd synchronous sleeve 22 is moved to the 6th unloaded gear 14d side (B), the 3rd synchronous sleeve 23 is moved to the 1st unloaded gear 12a side (G), the 4th synchronous sleeve 24 is moved to the 4th unloaded gear 11b side (E).Thus, as shown in the thick line in Fig. 2, the outputting power of motor 10 is delivered to differential mechanism 110 and transmission shaft 111 by primary input axle 9, the 1st clutch the 2, the 1st main shaft the 4, the 2nd fixed gear 11a, the 4th unloaded gear 11b, the 1st countershaft the 6, the 4th fixed gear 12b, the 1st unloaded gear 12a, the 2nd main shaft the 5, the 3rd fixed gear 14a, the 6th unloaded gear 14d, output shaft 8 and output gear 16d.
When 2 speed, cut off the 1st clutch 2, connect the 2nd clutch 3, the 2nd synchronous sleeve 22 is moved to the 6th unloaded gear 14d side (B).Thus, as shown in the thick line in Fig. 3, the outputting power of motor 10 is delivered to differential mechanism 110 and transmission shaft 111 by primary input axle 9, the 2nd clutch the 3, the 2nd main shaft the 5, the 3rd fixed gear 14a, the 6th unloaded gear 14d, output shaft 8 and output gear 16d.
When 3 speed, connect the 1st clutch 2, cut off the 2nd clutch 3, the 1st synchronous sleeve 21 is moved to the 5th unloaded gear 13d side (A), the 4th synchronous sleeve 24 is moved to the 4th unloaded gear 11b side (E).Thus, as shown in the thick line in Fig. 4, the outputting power of motor 100 is delivered to differential mechanism 110 and transmission shaft 111 by primary input axle 9, the 1st clutch the 2, the 1st main shaft the 4, the 2nd fixed gear 11a, the 4th unloaded gear 11b, the 1st countershaft the 6, the 5th fixed gear 13b, the 2nd unloaded gear 13a, the 5th unloaded gear 13d, output shaft 8 and output gear 16d.
When 4 speed, cut off the 1st clutch 2, connect the 2nd clutch 3, the 1st synchronous sleeve 21 is moved to the 5th unloaded gear 13d side (A), the 3rd synchronous sleeve 23 is moved to the 2nd unloaded gear 13a side (D).Thus, as shown in the thick line in Fig. 5, the outputting power of motor 100 is delivered to differential mechanism 110 and transmission shaft 111 by primary input axle 9, the 2nd clutch the 3, the 2nd main shaft the 5, the 2nd unloaded gear 13a, the 5th unloaded gear 13d, output shaft 8 and output gear 16d.
When 5 speed, connect the 1st clutch 2, cut off the 2nd clutch 3, the 2nd synchronous sleeve 22 is moved to the 7th unloaded gear 10d side (C).Thus, as shown in the thick line in Fig. 6, the outputting power of motor 100 is delivered to differential mechanism 110 and transmission shaft 111 by primary input axle 9, the 1st clutch the 2, the 1st main shaft the 4, the 1st fixed gear 10a, the 7th unloaded gear 10d, output shaft 8 and output gear 16d.
When 6 speed, cut off the 1st clutch 2, connect the 2nd clutch 3, the 2nd synchronous sleeve 22 is moved to the 7th unloaded gear 10d side (C), the 3rd synchronous sleeve 23 is moved to the 2nd unloaded gear 13a side (D), the 4th synchronous sleeve 24 is moved to the 4th unloaded gear 11b side (E).Thus, as shown in the thick line in Fig. 7, the outputting power of motor 100 is delivered to differential mechanism 110 and transmission shaft 111 by primary input axle 9, the 2nd clutch the 3, the 2nd main shaft the 5, the 2nd unloaded gear 13a, the 5th fixed gear 13b, the 1st countershaft the 6, the 4th unloaded gear 11b, the 2nd fixed gear 11a, the 1st main shaft the 4, the 1st fixed gear 10a, the 7th unloaded gear 10d, output shaft 8 and output gear 16d.
When reversing, connect the 1st clutch 2, cut off the 2nd clutch 3, the 2nd synchronous sleeve 22 is moved to the 6th unloaded gear 14d side (B), the 3rd synchronous sleeve 23 is moved to the 1st unloaded gear 12a side (G), the 4th synchronous sleeve 24 is moved to the 3rd unloaded gear 15b side (F).Thus, as shown in the thick line in Fig. 8, the outputting power of motor 100 is delivered to differential mechanism 110 and transmission shaft 111 by primary input axle 9, the 1st clutch the 2, the 1st main shaft the 4, the 1st fixed gear 10a, the 7th fixed gear 10c, the 2nd countershaft the 7, the 6th fixed gear 15c, the 3rd unloaded gear 15b, the 1st countershaft the 6, the 4th fixed gear 12b, the 1st unloaded gear 12a, the 2nd main shaft the 5, the 3rd fixed gear 14a, the 6th unloaded gear 14d, output shaft 8 and output gear 16d.
So, by each synchronous sleeve 21～24 and each clutch 2,3 are carried out to action control, thereby utilize selectively the 1st main shaft the 4, the 2nd main shaft 5 and the 1st countershaft the 6, the 2nd countershaft 7 and can finally set a plurality of paths via output shaft 8, utilize the combination of each gear, and can guarantee the velocity ratio of each speed change level.
In addition, as mentioned above, because the speed change level adjacent is switched two clutches 2,3, therefore, when speed change (gear up, gear down) arrives adjacent speed change level, before the clutch 2,3 that speed change level before cutting off speed change connects, can, in advance with the grading action edge transmission of speed change of speed change target, can shift gears in advance.In detail, when carrying out gear up, gear down, the clutch that speed change level before cutting off speed change connects 2,3 o'clock, by making each synchronous sleeve 21～24 actions guarantee the bang path of the speed change level of speed change target, thereby needs only switch clutch 2,3 with regard to variable speed.Thus, can promptly carry out gear up and gear down.
Fig. 9 is the general structural map of parking lock mechanism 30.
The variable-speed motor portion 1 of the present embodiment has parking lock mechanism 30.As shown in Figure 9, parking lock mechanism 30 comprises: be located at the PG of parking gear on output shaft 8; And can lock the parking fixture block 31 (latch for printed circuit) on the PG of parking gear.On same of the parking fixture block 31Yu PG of parking gear, can swingingly be supported on housing 32, this housing 32 is taken in for example each gear train of variable-speed motor portion 1.When the parking fixture block 31Xiang PG of parking gear swings, the tip portion 31a of parking fixture block 31 locks (locking) in the gear part of the peripheral part in the PG of parking gear.In addition, when parking fixture block 31 swings to the direction of leaving the PG of parking gear, the locking of the gear part of the PG of tip portion 31aYu parking gear of parking fixture block 31 is just disengaged (freedom).Parking fixture block 31 moves by the control cables of for example shifting gears, and when the operation equipment of variable-speed motor is operable to vehicle stop state, parking fixture block 31 just moves the paired PG of parking gear and locks.Thus, the rotation of restriction output shaft 8, thus can be by the rotation of differential mechanism 110 and transmission shaft 111 restriction driving wheel of vehicle.
And, at the present embodiment, be characterised in that: be located at the PG of parking gear on output shaft 8 output shaft 8 axially on, with the 2nd fixed gear 11a overlapping configuration, in the 1st gear train (10a, 11a, 12a, 13a, 14a) of described the 2nd fixed gear 11a on being located at the 1st main shaft 4 or the 2nd main shaft 5 with to be located in the 2nd gear train (10d, 13d, 14d, PG, 16d) meshed gears (11a, 12a) on output shaft 8 diameter minimum.
So, due to the axial and 2nd fixed gear 11a overlapping configuration of the PG of parking gear at output shaft 8, described the 2nd fixed gear 11a is in being located at 1st main shaft 4 or 1st gear train 2nd main shaft 4 on of input from motor 100 driving forces, not with the 2nd gear train engagement being located on output shaft 8, therefore, the PG of Ke Jiang parking gear is centralized configuration together with the 2nd fixed gear 11a in the axial direction, thereby can suppress the axial dimension of variable-speed motor portion 1, makes variable-speed motor portion 1 compactness.
In addition, due to the 2nd fixed gear 11a in the 1st gear train be configured in the nearest position of motor 100 on, therefore, the PG of parking gear is also configured on the position that approaches motor 100 in variable-speed motor portion 1 with this.
Thus, because output shaft 8 has the PG of parking gear, therefore, needn't be for example by output shaft 8, the opposition side to motor 100 extends and in its end, the PG of parking gear is set, thereby can suppress output shaft 8 axially on size increase and there is the PG of parking gear, suppressing variable-speed motor portion 1 integral body size in the axial direction increases, thereby suppresses the cost of variable-speed motor portion 1 and the increase of weight, and can improve vehicle boarded property.
In addition, due to the 2nd fixed gear 11a in the 1st gear train not with the 2nd gear train meshed gears in diameter minimum, therefore can increase the diameter of the PG of parking gear.Therefore, the available less PG of Li Dui parking gear locks, and suppress to lock the required intensity of parking fixture block 31 of the PG of parking gear, thereby can make to stop fixture block 31 and support its housing 32 miniaturizations.
In addition, due to output gear 16d be configured in the 2nd gear train with the nearest position of motor 100 on, and the PG of parking gear is configured in locational the 2nd fixed gear 11a overlapping configuration that approaches motor 100 most in the axial direction with the 1st gear train, therefore can shorten the axial distance of the output shaft 8 between the output gear 16dYu PG of parking gear.Thus, when locking, the PG of parking gear can reduce the torsion of output shaft 8, discouraging of parking gear PG rotation efficiently.
[the 2nd embodiment]
Below, the 2nd embodiment's of the present invention speed change gear is described.
The 2nd embodiment's variable-speed motor portion 51 is for having motor 100 and the hybrid vehicle of motor 120 as the driving source that travels.
In the 2nd embodiment's variable-speed motor portion 51, with respect to above-mentioned the 1st embodiment, in variable-speed motor portion 51, increase: the driving force of motor 100 is carried out to auxiliary motor 120; And increase this motor 120 and required gear and countershaft, below, to describing with above-mentioned the 1st embodiment's difference.
Figure 10 is the summary construction diagram of the present invention the 2nd embodiment's speed change gear.
As shown in figure 10, the variable-speed motor portion 51 of the present embodiment also has the 3rd countershaft 52 (countershaft) with respect to the 1st embodiment's variable-speed motor portion 1, and the 3rd countershaft 52 is provided with the 8th fixed gear 11e (motorized motions gear).The 8th fixed gear 11e and the 2nd fixed gear 11a be overlapping configuration in the axial direction engagingly all the time.
And along the side of variable-speed motor portion 51 and configure motor 120, the motor output gear 11f being fixed on the output shaft 121 of motor 120 is configured to mesh all the time with the 8th fixed gear 11e.
As mentioned above, in the 2nd embodiment, can be by motor output gear 11f and the 8th fixed gear 11e and the driving force of motor 120 is delivered to the 1st main shaft 4.Thus, when 1 speed, 3 speed, 5 speed and during reversing, each synchronous sleeve 21～24 is still under above-mentioned the 1st embodiment's operating position, the mobile synchronous sleeve 21～24 that makes not slide suitably slides mobile, with 2 speed, 4 speed and 6 whens speed transferring power between the 1st main shaft 4 and output shaft 8, thereby the transmission of power of motor 100 and motor 120 can be arrived to output shaft 8.
And, in the 2nd embodiment, due to the 8th fixed gear 11e being driven by motor 120 by motor output gear 11f, in the axial direction with the 2nd fixed gear 11a overlapping configuration, therefore, with the stacked PG of parking gear of the 2nd fixed gear 11a and the 8th fixed gear 11e and the 2nd fixed gear 11a all output shaft 8 axially on overlapping configuration.
Thus, for thering is motor 100 and motor 120 as the variable-speed motor portion 51 of the present embodiment of the hybrid vehicle of the driving source that travels, due to by the PG of parking gear and the 8th fixed gear 11e being driven by motor 120 and the 2nd fixed gear 11a overlapping configuration, described the 2nd fixed gear 11a is at the 1st gear train (10a being located on the 1st main shaft 4 and the 2nd main shaft 5, 11a, 12a, 13a, 14a) not with the 2nd gear train (10d being located on output shaft 8, 13d, 14d, PG, 16d) meshed gears (11a, 12a), diameter is minimum, therefore, the variable-speed motor portion 51 that can make to contain the 8th fixed gear 11e and the PG of parking gear is compactness in the axial direction.
In addition, because the 8th fixed gear 11e being driven by motor 120 is configured to mesh with the 2nd fixed gear 11a, therefore, the driving force of motor 120 can be delivered to the 1st main shaft 4.Thus, can form compactly and be suitable for input from the variable-speed motor portion 51 of the hybrid vehicle of the driving force of motor 120 and motor 100.
Be more than the explanation of working of an invention mode, but form of the present invention is not limited to above-mentioned mode of execution.For example, in the above-described embodiment, although gear progression is made and advances 6 grades, be not limited to this, the present application can be applied to the variable-speed motor of various gear stage.
Claims (6)
1. a speed change gear, has:
Input is from the primary input axle of the driving force of motor;
The 1st main shaft, described the 1st main shaft is passed the driving force of described primary input axle selectively by the 1st clutch;
The 2nd main shaft, described the 2nd main shaft is configured in coaxial going up with described the 1st main shaft, and by the 2nd clutch, is passed the driving force of described primary input axle;
With respect to described the 1st main shaft and described the 2nd main shaft and the output shaft of parallel configuration;
Be located at the 1st gear train on described the 1st main shaft or described the 2nd main shaft; And
Be located at the 2nd gear train on described output shaft,
Described the 2nd gear train comprises parking gear, and described parking gear can engaged part part restricting rotation, and this speed change gear is characterised in that,
Described parking gear described output shaft axially on the 1st gear overlapping configuration, described the 1st gear in described the 1st gear train not with described the 2nd gear train meshed gears in diameter minimum.
2. speed change gear as claimed in claim 1, is characterized in that, described the 2nd gear train comprises output gear, and described output gear is exported the rotary driving force of described output shaft,
Described output gear in described the 2nd gear train, be configured in the nearest position of described motor on.
3. speed change gear as claimed in claim 1, is characterized in that, described the 1st gear in described the 1st gear train, be configured in the nearest position of described motor on.
4. speed change gear as claimed in claim 3, is characterized in that, described the 2nd gear train comprises output gear, and described output gear is exported the rotary driving force of described output shaft,
Described output gear in described the 2nd gear train, be configured in the nearest position of described motor on.
5. the speed change gear as described in any one in claim 1 to 4, is characterized in that, also has:
With respect to described the 1st main shaft and described the 2nd main shaft and the countershaft of parallel configuration; And
Motorized motions gear, described motorized motions gear is located on described countershaft and by motoring,
Described the 1st gear described output shaft axially on described motorized motions gear overlapping configuration.
6. speed change gear as claimed in claim 5, is characterized in that, described the 1st gear arrangement becomes and described motorized motions gear engagement.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2013-062311 | 2013-03-25 | ||
| JP2013062311A JP2014185742A (en) | 2013-03-25 | 2013-03-25 | Transmission device |
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| Publication Number | Publication Date |
|---|---|
| CN104074933A true CN104074933A (en) | 2014-10-01 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410113849.XA Pending CN104074933A (en) | 2013-03-25 | 2014-03-25 | Speed-changing unit |
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| Country | Link |
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| JP (1) | JP2014185742A (en) |
| CN (1) | CN104074933A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10807457B2 (en) * | 2016-06-13 | 2020-10-20 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Transaxle device for hybrid vehicle having connection/disconnection mechanism that enables or disables transmission of power of electric machine |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08270750A (en) * | 1995-03-30 | 1996-10-15 | Aisin Aw Co Ltd | Transmission gear device for vehicle |
| CN1626852A (en) * | 2003-12-10 | 2005-06-15 | 现代自动车株式会社 | Double clutch transmission device |
| CN1637327A (en) * | 2003-12-24 | 2005-07-13 | 现代自动车株式会社 | Double clutch transmission for a hybrid electric vehicle and method for operating the same |
| CN101504059A (en) * | 2008-02-07 | 2009-08-12 | 三菱自动车工业株式会社 | Vehicular transmission |
| EP2500604A1 (en) * | 2011-03-15 | 2012-09-19 | C.R.F. Società Consortile per Azioni | Gear change device for a motor-vehicle |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2965877A1 (en) * | 2010-10-11 | 2012-04-13 | Renault Sa | COMPACT GEARBOX WITH SIX GEARS AND DOUBLE CLUTCH |
-
2013
- 2013-03-25 JP JP2013062311A patent/JP2014185742A/en active Pending
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2014
- 2014-03-25 CN CN201410113849.XA patent/CN104074933A/en active Pending
Patent Citations (6)
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|---|---|---|---|---|
| JPH08270750A (en) * | 1995-03-30 | 1996-10-15 | Aisin Aw Co Ltd | Transmission gear device for vehicle |
| CN1626852A (en) * | 2003-12-10 | 2005-06-15 | 现代自动车株式会社 | Double clutch transmission device |
| CN100356092C (en) * | 2003-12-10 | 2007-12-19 | 现代自动车株式会社 | Double clutch transmission device |
| CN1637327A (en) * | 2003-12-24 | 2005-07-13 | 现代自动车株式会社 | Double clutch transmission for a hybrid electric vehicle and method for operating the same |
| CN101504059A (en) * | 2008-02-07 | 2009-08-12 | 三菱自动车工业株式会社 | Vehicular transmission |
| EP2500604A1 (en) * | 2011-03-15 | 2012-09-19 | C.R.F. Società Consortile per Azioni | Gear change device for a motor-vehicle |
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| JP2014185742A (en) | 2014-10-02 |
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Application publication date: 20141001 |