JP2003035352A - Automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize miniaturization of an automatic transmission by shortening a dimension in the axial direction in the automatic transmission provided with an advancing clutch and a retreating clutch, and at the same time, to provide the automatic transmission which is high in versatility such that parts or the like can be made commonly usable among different automatic transmissions even at the time of multi-kind production. SOLUTION: The automatic transmission has the first axis 11 which inputs power from an engine 2, the second/third axes 12, 13 parallel with the first axis 11, the advancing clutch 21, the retreating clutch 22, and a shifting mechanism 23 which are provided to the axes 11, 12, and 13, the first gear row 30 provided between the first axis 11 and the second axis 12, the second gear row 40 provided among the first axis 11, the second axis 12, and the third axis 13, a fastening state changing means to change the fastening state of the clutches 21 and 22, and the gear row 50 which transmits the output of the shifting mechanism 23 to driving axes 61a, 61b.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission, and more particularly, to an automatic transmission having a forward clutch and a reverse clutch for switching between forward and backward travel states, and to the technical field of a transmission mounted on a vehicle.

[0002]

2. Description of the Related Art Generally, an automatic transmission mounted on a vehicle or the like is composed of a planetary gear or the like, a stepped transmission capable of generating a stepwise gear ratio, a toroidal type transmission mechanism or the like, and It is roughly classified into a continuously variable transmission capable of generating a continuous gear ratio in stages.

In the case of a stepped transmission, the means for realizing the reverse drive state of these automatic transmissions is, for example, the direction of rotation of rotary elements such as a sun gear and a pinion carrier which constitute a planetary gear, and a clutch or Change by selectively engaging or disengaging friction engagement elements such as brakes,
For changing the power transmission path, on the other hand, in the case of a toroidal type continuously variable transmission, for example, the tilt angle of the roller interposed between the input and output disks, and the planetary provided separately for the transmission. There are various methods, such as changing the rotation state of gears or the like, or, as a method that can handle both cases, providing a forward clutch and a reverse clutch to change the fastening state of these clutches. is there.

For example, Japanese Patent Application Laid-Open No. 7-243513 discloses an automatic transmission equipped with a forward clutch and a reverse clutch. The automatic transmission has a first speed change unit including a torque converter, a gear reduction mechanism, and a forward / reverse switching mechanism, and a second speed change unit including a toroidal speed change mechanism. For example, the first speed change unit during starting or accelerating. While the gear shift is performed by, the second gear shift portion is configured to shift during high speed traveling. Further, in the automatic transmission, switching between forward and backward movement is
It is configured to be realized by changing the engagement state of the forward clutch and the reverse clutch provided in the forward / reverse switching mechanism of the first transmission unit. For example, while the forward clutch is in the engaged state, When the reverse clutch is in the disengaged state, it is in the forward state, and when the reverse clutch is in the engaged state, it is in the reverse state.

[0005]

However, in the automatic transmission of the above publication, the forward clutch and the reverse clutch are arranged on the same axis, so that the axial size is large. And, this is a factor for limiting the miniaturization of the vehicle and a factor for reducing the degree of freedom in design.

On the other hand, in the case of high-mix low-volume production, parts must be designed and manufactured for each vehicle type, which increases the production cost. Therefore, to control the production cost,
It is necessary to standardize the parts designed for each vehicle type.

Therefore, the present invention realizes downsizing of an automatic transmission in an automatic transmission provided with a forward clutch and a reverse clutch by reducing the dimension in the axial direction, and at the time of producing a wide variety of products. Another object is to provide an automatic transmission with high versatility in which parts can be shared by different automatic transmissions.

[0008]

In order to solve the above-mentioned problems, the present invention is characterized by having the following constitution.

First, in the invention according to claim 1 of the present application, a first shaft to which power from the engine is input, and a second shaft and a third shaft which are respectively arranged in parallel to the first shaft, First above
A forward clutch provided on the shaft, a reverse clutch provided on the second shaft, a transmission mechanism provided on the third shaft, and a power input side of the forward clutch on the first shaft. A first reverse gear that is provided, an idler gear that meshes with the first reverse gear, a second reverse gear that is fixed to the power input side of the reverse clutch of the second shaft and that meshes with the idler gear, A third reverse gear, which is disposed on the power output side of the reverse clutch in the second shaft and is coupled to the second reverse gear when the reverse clutch is engaged, and a power output of the forward clutch in the first shaft. And is engaged with the third reverse gear and is engaged with the first forward clutch when the forward clutch is engaged.
A first output gear coupled to the reverse gear, and a transmission mechanism input gear fixed to the power input side of the transmission mechanism of the third shaft and meshing with the first output gear,
A second output gear that is fixed to the power output side of the speed change mechanism of the third shaft and transmits the power changed by the speed change mechanism to the drive wheels, and the engaged state of the forward drive clutch and the reverse drive clutch. And a fastening state changing means for changing.

According to the present invention, when the forward clutch is engaged and the reverse clutch is released by the engagement state changing means, the engine output is the first shaft,
It is transmitted to the speed change mechanism through the forward clutch, the first output gear, and the speed change mechanism input gear, and the forward speed state is established. Further, when the forward clutch is released by the engagement state changing means and the reverse clutch is engaged by the engagement state changing means, the engine output is the first shaft, the first reverse gear, the idler gear, the second gear.
It is transmitted to the speed change mechanism through the reverse gear, the second shaft, the reverse clutch, the third reverse gear, the first output gear, and the speed change mechanism input gear, and the reverse speed state is established.

Further, since the forward clutch and the reverse clutch are provided separately for the first shaft and the second shaft, which are arranged in parallel to each other, compared to the case where they are provided in series on the same axis, The axial dimension of the automatic transmission is shortened, and the automatic transmission can be downsized. Further, since another component can be arranged in the space generated by the miniaturization, it becomes possible to effectively utilize the space in each part of the vehicle body, for example, the space in the engine room.

Further, although various devices can be connected to the shaft, an increase in the number of shafts leads to an increase in the number of connection points for connecting other devices. For example, a device such as a motor that drives the shaft or a device such as an alternator or a generator that is driven by rotation of the shaft can be connected to the shaft. That is, it is not necessary to change the configuration of the automatic transmission when installing these devices. That is, it is not necessary to design and manufacture the parts for each connected device, and the parts can be shared. Moreover, this can reduce the production cost.

The invention according to claim 2 of the present application is characterized in that, in the invention according to claim 1, the forward clutch is located closer to the transmission mechanism than the reverse clutch.

According to the present invention, since the forward clutch is located closer to the transmission mechanism than the reverse clutch, the power transmission path for forward travel is shorter than for reverse travel. That is, it is possible to reduce energy loss due to power transmission during forward movement, which is more frequently used than backward movement, and to suppress energy consumption.

The invention according to claim 3 of the present application is as follows.
The invention according to claim 1 or 2 is characterized in that a motor capable of driving the second shaft is connected to the power output side of the reverse clutch on the second shaft.

According to the present invention, when the motor is actuated, the engine for inputting power to the first shaft via the second shaft, the second reverse gear, the idler gear, the first reverse gear, and the first shaft, that is, the first shaft The engine connected to the single shaft will rotate. That is, the engine can be started by the motor.

Further, since the engine can be started by this motor, it is not necessary to separately provide an engine starting motor. In addition, a connecting mechanism for connecting the engine starting motor to the engine is unnecessary. Therefore, a space is created around the engine, and the degree of freedom in design is improved.

Further, when the engine is operating, the drive shaft of this motor is constantly rotating via the first shaft, the first reverse gear, the idler gear, the second reverse gear, and the second shaft. Therefore, if the motor is capable of generating electricity, it is not necessary to separately provide an alternator or a generator.

In that case, as in the case of the engine starting motor, a connecting mechanism for connecting the alternator or the generator to the engine is not necessary. Therefore, the space around the engine is further increased, and the degree of freedom in design is further improved.

The automatic transmission according to claim 3 can be easily realized by connecting the motor to the second shaft without changing the configuration of the automatic transmission according to claim 1. That is, parts can be shared with the automatic transmission according to the first aspect.

The invention according to claim 4 of the present application is
The invention according to claim 1 or 2 is characterized in that a motor capable of driving the support shaft is connected to a support shaft on which an idler gear is fixedly mounted.

According to the present invention, when the motor is actuated, the engine for inputting power to the first shaft through the support shaft, the idler gear, the first reverse gear, and the first shaft, that is, the first shaft
The engine connected to the shaft will rotate. That is, the engine can be started by the motor.

Since the engine can be started by this motor, it is not necessary to separately provide an engine starting motor. In addition, a connecting mechanism for connecting the engine starting motor to the engine is unnecessary. Therefore, a space is created around the engine, and the degree of freedom in design is improved.

When the engine is operating, the drive shaft of the motor is constantly rotating via the first shaft, the first reverse gear, the idler gear, and the support shaft.
Therefore, if the motor is capable of generating electricity, it is not necessary to separately provide an alternator or a generator.

In this case, as in the case of the engine starting motor, the connecting mechanism for connecting the alternator or the generator to the engine is not necessary. Therefore, the space around the engine is further increased, and the degree of freedom in design is further improved.

The automatic transmission according to claim 4 can be easily realized by connecting the motor to the support shaft without changing the structure of the automatic transmission according to claim 1. That is, parts can be shared with the automatic transmission according to the first aspect.

Further, since the motor is connected to the support shaft on which the idler gear is fixedly mounted, a large reduction ratio can be obtained, and in comparison with the motor of the automatic transmission according to claim 3,
The motor can be miniaturized.

The invention according to claim 5 of the present application is
In the invention according to claim 4, the motor is located below the reverse clutch.

According to the present invention, since the motor having a size larger than that of the reverse clutch is located below the reverse clutch, it is possible to reduce the height of the hood, for example, and to mount it on a vehicle. And the flexibility of design is improved. Further, since the motor, which is heavier than the reverse clutch, is located below the reverse clutch, the center of gravity of the automatic transmission is lowered and the vehicle stability is improved.

The invention according to claim 6 of the present application is
In the invention according to claim 4, the motor is located above the reverse clutch.

According to the present invention, for example, when the automatic transmission according to claim 1 is arranged such that the reverse clutch is provided below, without changing the configuration of the automatic transmission according to claim 1. This can be dealt with by providing the motor above the reverse clutch. Therefore, the parts can be shared with the automatic transmission according to the first aspect in which the motor is not provided, and the cost can be reduced.

[0032]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below.

[First Embodiment] <Mechanical Structure> As shown in FIG. 1, an automatic transmission 1 according to a first embodiment includes a damper / an output shaft 3 of an engine 2.
It has the 1st axis | shaft 11 connected via the flywheel 4, and the 2nd axis | shaft 12 and the 3rd axis | shaft 13 respectively arrange | positioned in parallel with this 1st axis | shaft 11.

One end of the first shaft 11 is connected to the damper / flywheel 4 so that the first shaft 11 is rotatable.
a and a first outer shaft 11b that is loosely fitted to the first inner shaft 11a and is relatively rotatable.
A first inner shaft 11 a and a first inner shaft 11 a are provided on the first shaft 11.
Forward clutch 2 that can be connected to the outer shaft 11b
1 is provided. The forward clutch 21 is controlled by a control unit (fastening state changing means) not shown.

The second shaft 12 is composed of a rotatable second inner shaft 12a and a second outer shaft 12b which is loosely fitted to the second inner shaft 12a and relatively rotatable. The second inner shaft 12a is provided on the second shaft 12.
And a reverse clutch 22 capable of connecting the second outer shaft 12b to the second outer shaft 12b. The reverse clutch 22 is
Control unit (not shown) (fastening state changing means)
Controlled by.

The third shaft 13 is composed of a rotatable third inner shaft 13a and a third outer shaft 13b which is loosely fitted to the third inner shaft 13a and relatively rotatable. The third outer shaft 13b is provided on the third shaft 13.
There is provided a speed change mechanism 23 that appropriately changes the power input from the and outputs it to the third inner shaft 13a.

In parallel to the first shaft 11, the second shaft 12, and the third shaft 13, a rotatable fourth shaft 14 (support shaft) and a fifth shaft 15 are provided.
Is provided.

On the other hand, the first reverse gear 31 of the first gear train 30 is fixedly installed on the power input side of the forward clutch 21 in the first inner shaft 11a, and the second inner shaft 1
The second reverse gear 32 is fixedly installed on the power input side of the reverse clutch 22 in 2a.
Are connected by an idler gear 33 fixed to the fourth shaft 14.

Further, the first output gear 41 of the second gear train 40 is fixedly installed on the power output side of the forward clutch 21 in the first outer shaft 11b, and the second outer shaft 12b.
A third reverse gear 42 is fixedly installed on the power output side of the reverse clutch 22 in FIG. Transmission mechanism 23 on the third outer shaft 13b
The transmission mechanism input gear 43 is fixedly installed on the power input side of the above and meshes with the first output gear 41.

The second output gear 5 of the third gear train 50 is provided on the power output side of the speed change mechanism 23 in the third inner shaft 13a.
1 is fixed, the first connecting gear 52 is fixed to the fifth shaft 15, and both gears 51 and 52 are meshed with each other. Further, the second connecting gear 53 is fixed to the fifth shaft 15, and the third output gear 54 is fixed to the differential device 60.
3, 54 are meshed. Differential device 60
Left and right drive wheels (not shown) are provided on drive shafts 61a, 61b extending from the drive shafts.

<Shaft Arrangement> FIG. 2 shows the arrangement of the output shaft 3 of the engine 2, the first, second and third shafts 11 to 13, the shaft center of the drive shafts 61a and 61b of the differential device 60, and the respective shafts. 11 shows the arrangement regions of the forward clutch 21, the reverse clutch 22, the speed change mechanism 23, and the differential device 60 provided in each of 11 to 13. In the drawing,
The left side shows the vehicle front side and the upper side shows the vehicle upper side.

First, each shaft 11-13, 61a, 61b
Are provided parallel to each other and horizontally in the vehicle width direction.

The forward clutch 21 is arranged on the same axis as the output shaft 3 of the engine 2, the reverse clutch 22 is arranged below the front clutch 21, and the transmission mechanism 23 is arranged to move forward. The differential device 60 is disposed above and rearward of the clutch 21 and includes the forward clutch 2
It is arranged at the lower rear of 1.

<Power transmission path during forward movement> As shown in FIGS. 1 and 3, during forward movement, the forward clutch 21 is engaged and the reverse clutch 22 is released by the control unit. The power from the engine 2 is the first inner shaft 11a, the forward clutch 21 in the engaged state, the first outer shaft 11b, the first output gear 41, the transmission mechanism input gear 43, and the third outer shaft 1.
3b, speed change mechanism 23, third inner shaft 13a, second
It is transmitted to the drive wheels via the output gear 51, the first connecting gear 52, the fifth shaft 15, the second connecting gear 53, the third output gear 54, the differential device 60, and the drive shafts 61a and 61b.

<Power transmission path during reverse travel> As shown in FIGS. 1 and 4, the reverse clutch 21 is engaged and the reverse clutch 22 is engaged by the control unit during reverse travel. , The power from the engine 2 is the first inner shaft 11a, the first reverse gear 31, the idler gear 33, the second reverse gear 32, the second
Inner shaft 12a, reverse clutch 2 in the engaged state
2, second outer shaft 12b, third reverse gear 4
2, first output gear 41, speed change mechanism input gear 43, third outer shaft 13b, speed change mechanism 22, third inner shaft 13a, second output gear 51, first connecting gear 52, fifth
It is transmitted to the drive wheels via the shaft 15, the second connecting gear 53, the third output gear 54, the differential device 60, and the drive shafts 61a and 61b.

<Operation> A forward clutch 21 and a reverse clutch 22 are provided in parallel with the first shaft 11 and the second shaft.
Since it is provided separately from the shaft 12, the dimension of the automatic transmission 1 in the axial direction can be shortened and the automatic transmission 1 can be made smaller than in the case where they are provided in series on the same axis. In particular,
In this embodiment, since the engine 2 is a laterally mounted FF vehicle, the size in the vehicle width direction is shortened. Further, since another component can be arranged in the space generated by the miniaturization, it becomes possible to effectively utilize the space in each part of the vehicle body, for example, the space in the engine room.

Further, as the number of shafts increases, the number of connection points for connecting various devices to the automatic transmission 1 also increases. For example, a motor that drives the shaft, an alternator or a generator that is driven by rotation of the shaft, and the like can be easily connected to the automatic transmission 1 without changing the configuration. That is, it is not necessary to design and manufacture the parts for each connected device, and the parts can be shared. Moreover, this can reduce the production cost.

The forward clutch 21 is used for the engine 2
Is arranged on the same axis as the output shaft 3 of the engine 2 and closer to the transmission mechanism 23 than the reverse clutch 22.
Also, the power transmission path between the transmission and the transmission mechanism 23 becomes short. That is, it is possible to reduce energy loss due to power transmission during forward movement, which is more frequently used than backward movement, and to suppress energy consumption.

[Second Embodiment] As shown in FIG. 5, an automatic transmission 101 according to a second embodiment is similar to the automatic transmission 1 according to the first embodiment except that a battery 199 (see FIGS. (See FIG. 10) and the like, which is provided with a motor generator 180 that is connected to a power supply device and that also serves as an engine starting motor and a generator.

<Mechanical Structure> Motor Generator 180
Is the second reverse gear 1 of the second inner shaft 112a.
32 is connected to the end opposite to the one provided.

The automatic transmission 101 has the same structure as the automatic transmission 1 of the first embodiment except that the motor generator 180 is provided. Therefore, the description of the mechanical configuration is omitted, and in the following description, the reference numeral obtained by adding 100 to the reference numeral of the first embodiment is used.

<Shaft Arrangement> As shown in FIG. 6, the motor generator 180 is arranged below the forward clutch 121 and on the same axis as the reverse clutch 122.

As described above, each shaft 103, 111-11
3, 161a and 161b, and the forward clutch 121,
The reverse clutch 122, the transmission mechanism 123, and the differential device 160 are arranged at the same positions as the transmission 1 of the first embodiment.

<Power transmission path during forward movement> As shown in FIGS. 5 and 7, the power from the engine 102 is transmitted through the same path as that of the automatic transmission 1 of the first embodiment. Detailed description is omitted.

<Power transmission path during reverse travel> As shown in FIGS. 5 and 8, the power from the engine 102 is transmitted through the same path as the automatic transmission 1 of the first embodiment. Detailed description is omitted.

<Starting of Engine 102 by Motor Generator 180> As shown in FIGS.
02 is started by the motor generator 180.
That is, the rotation of the drive shaft 180 a of the motor generator 180 is performed by rotating the second inner shaft 112 a, the second reverse gear 132, the idler gear 133, and the first reverse gear 13.
1, the first inner shaft 111a, the damper / flywheel 104, and the output shaft 103 of the engine 102 are transmitted to the engine 102, thereby starting the engine 102. At this time, the forward clutch 121 and the reverse clutch 122 are in the released state.

<Power Generation by Motor Generator 180>
The motor generator 180 is <motor generator 1
Starting the engine 102 by 80>,
Regardless of whether the forward clutch 121 or the reverse clutch 122 is engaged, it is always connected to the engine 102. Therefore, when the engine 102 is operated, the motor generator 180 causes the motor generator 180 to generate the above-mentioned <engine 102 by the motor generator 180, as shown in FIGS. 5 and 10.
The power of the engine 102 is received by a flow reverse to that of the “starting”, and the drive shaft 180a rotates. Therefore, during operation of the engine 102, the motor generator 1
80 is always in a state capable of generating electricity, and can charge the battery 199 and supply electric power to necessary places as necessary.

<Operation> Since the motor 180 can start the engine 102, it is not necessary to separately provide an engine starting motor. In addition, a connecting mechanism for connecting the engine starting motor to the engine 102 is not necessary.
Therefore, a space is created around the engine 102 and the degree of freedom in design is improved.

Since the motor 180 is capable of generating electricity, it is not necessary to separately provide an alternator or a generator. In that case, as in the case of the motor for starting the engine, the connecting mechanism for connecting the alternator or the generator to the engine 102 is also unnecessary. Therefore, a space is further provided around the engine 102, and the degree of freedom in design is further improved.

Then, the automatic transmission 1 of the first embodiment
The automatic transmission 101 having the motor 180 can be realized only by connecting the motor 180 to the second inner shaft 112a without changing the configuration of FIG. That is, the parts can be shared with the automatic transmission 1, and the cost can be reduced.

In the second embodiment, the motor generator 180 is connected to the end of the second inner shaft 112a opposite to the second reverse gear 132.
The motor generator 180 is provided at the same end as the gear 132.
May be connected.

[Third Embodiment] As shown in FIG.
The automatic transmission 201 according to the third embodiment is similar to the automatic transmission 1 according to the first embodiment except that the battery 299 (see FIGS.
A motor generator 280 which is connected to a power supply device such as the above) and serves both as an engine starting motor and a generator is provided at a position different from that of the automatic transmission 101 according to the second embodiment. <Mechanical configuration> Motor generator 2
Reference numeral 80 is connected to the end of the fourth shaft 214 opposite to the side where the idler gear 233 is provided.

The automatic transmission 201 has the same structure as the automatic transmission 1 of the first embodiment except that the motor generator 280 is provided. Therefore, the description of the mechanical configuration is omitted, and in the following description, the reference numeral obtained by adding 200 to the reference numeral of the first embodiment is used.

<Shaft Arrangement> As shown in FIG. 12, the motor generator 280 is located above the forward clutch 221 and on the same axis as the fourth shaft 214 arranged parallel to the shafts 212 to 213. It is arranged.

As described above, each shaft 203, 211-21
3, 261a and 261b, and the forward clutch 221.
The reverse clutch 222, the speed change mechanism 223, and the differential device 260 are arranged at the same positions as those of the transmission 1 of the first embodiment.

<Power transmission path during forward movement> As shown in FIGS. 11 and 7, the power from the engine 202 is divided into the first and the second.
It is transmitted through the same path as the automatic transmissions 1, 101 of the embodiment. Detailed description is omitted.

<Power transmission path during reverse travel> As shown in FIGS. 11 and 8, the power from the engine 202 is supplied to the first and second power sources.
It is transmitted through the same path as the automatic transmissions 1, 101 of the embodiment. Detailed description is omitted.

<Starting of Engine 202 by Motor Generator 280> As shown in FIGS. 11 and 9, the engine 202 is started by the motor generator 280. That is, the drive shaft 280a of the motor generator 280
Is rotated by the fourth shaft 214, the idler gear 233, the first reverse gear 231, the first inner shaft 211a, the damper / flywheel 204, and the output shaft 2 of the engine 202.
03 to the engine 202, which starts the engine 202. At this time, the forward clutch 221 and the reverse clutch 222 are in the released state.

<Power Generation by Motor Generator 280>
The motor generator 280 is <motor generator 2
Starting the engine 202 by 80>,
Regardless of the engaged state of the forward clutch 221 and the reverse clutch 222, it is always connected to the engine 202. Therefore, when the engine 202 is operated, the motor generator 280, as shown in FIG. 11 and FIG.
The above-mentioned <engine 20 by the motor generator 280
2, the drive shaft 280a is rotated by receiving the power of the engine 202 in a flow reverse to that of "Starting of 2". Therefore, while the engine 202 is operating, the motor generator 280 is always in a state of being capable of generating power, and if necessary,
The battery 299 can be charged and electric power can be supplied to necessary portions.

<Operation> Since the engine 202 can be started by the motor 280, it is not necessary to separately provide an engine starting motor. In addition, a connecting mechanism for connecting the engine starting motor to the engine 202 is not necessary.
Therefore, a space is created around the engine 202, and the degree of freedom in design is improved.

Since the motor 280 is capable of generating electric power, it is not necessary to separately provide an alternator or a generator. In that case, as in the case of the engine starting motor, the connecting mechanism for connecting the alternator or the generator to the engine 202 is not necessary. Therefore, there is more room in the space around the engine 202, and the degree of freedom in design is further improved.

Then, the automatic transmission 1 of the first embodiment
The automatic transmission 201 having the motor 280 can be realized only by connecting the motor 280 to the fourth shaft 214 without changing the configuration of FIG. That is, the parts can be shared with the automatic transmission 1, and the cost can be reduced.

Further, since the motor generator 280 is connected to the fourth shaft 214 provided with the idler gear 233, a large reduction gear ratio can be obtained, which is compared with the motor generator 180 of the automatic transmission 101 of the second embodiment. Thus, the motor generator 280 can be downsized.

In the second embodiment, the motor generator 280 is connected to the end of the fourth shaft 214 opposite to the idler gear 233.
A motor generator may be connected to the end on the same side as.

[Modification of Third Embodiment] As shown in FIG. 13, an automatic transmission 201 'of a modification of the third embodiment is similar to that of the automatic transmission 201 of the third embodiment. 2nd axis 2
12 and the reverse clutch 222, and the upper and lower positions of the fourth shaft 214 and the motor generator 280 are exchanged, and the fourth shaft 214 'and the motor generator 280' are replaced by the second
It is provided below the shaft 212 'and the reverse clutch 222'.

<Operation> According to this, the automatic transmission 201
For vehicles equipped with the bonnet A that clears the height of the motor generator 280, the automatic transmission 2
The vehicle equipped with 01 'may be the bonnet A'that clears the height of the reverse clutch 222'. As a result, the vehicle equipped with the automatic transmission 201 'may, for example, be located above the reverse clutch 222'. The height of can be reduced by x. That is, the mountability on the vehicle is improved and the degree of freedom in design is improved. Further, the motor generator 28, which is heavier than the reverse clutch 222 ',
Since 0 'is arranged below the reverse clutch 222', the center of gravity of the automatic transmission 201 'is lowered and the stability of the vehicle is improved.

[Example of Derivation from First Embodiment] As shown in FIG. 14, an automatic transmission 301 derived from the first embodiment has a traction motor 380 as a second drive source for hybrid drive. A starter motor 390 for starting the engine 302 is provided, and a part of the automatic transmission 1 of the first embodiment is modified to accommodate this.

<Mechanical Structure> Traction Motor 380
Is connected to a power supply device such as a battery 399 (see FIGS. 16 to 20) and operates with electric power supplied from the battery 399, while charging the battery 399 under a predetermined condition.

The starter motor 390 is the battery 3
It is connected to a power supply device such as 99 and operates with electric power supplied from the battery 399 when the engine 302 is started.

The automatic transmission 301 includes a first shaft 311 connected to an output shaft 303 of an engine 302 via a damper / flywheel 304, a second shaft 312 arranged in parallel with the first shaft 311, and a second shaft 312. And a third shaft 313.

One end of the first shaft 311 is connected to the damper / flywheel 304 and is rotatable, and the other is a first inner shaft 311a which is freely rotatable. The first shaft 311 is loosely fitted to the first inner shaft 311a and is relatively rotatable. It is composed of an outer shaft 311b. A first clutch 321 capable of connecting the first inner shaft 311a and the first outer shaft 311b is provided on the first shaft 311. The first clutch 321 is controlled by a control unit (not shown).

The second shaft 312 includes a rotatable second inner shaft 312a and a second outer shaft 312b which is loosely fitted to the second inner shaft 312a and is relatively rotatable.
Composed of and. A second clutch 322 is provided on the second shaft 312 so that the second inner shaft 312a and the second outer shaft 312b can be coupled to each other. The second clutch 322 is controlled by a control unit (not shown).

The third shaft 313 includes a rotatable third inner shaft 313a and a third outer shaft 313b which is loosely fitted to the third inner shaft 313a and is relatively movable.
Composed of and. A shift mechanism 323 is provided on the third shaft 313 to appropriately shift the power input from the third outer shaft 313b and output the power to the third inner shaft 313a.

First shaft 311, second shaft 312, third shaft 31
The fourth shaft 314, the fifth shaft 315, and the rotatable fifth shaft 315 are parallel to
And a sixth shaft 316 is provided. The drive shaft 380a of the traction motor 380 is connected to one end of the fourth shaft 314. The drive shaft 390a of the starter motor 390 is connected to one end of the sixth shaft 316.

On the other hand, the first reverse gear 331 of the first gear train 30 is fixedly installed on the power input side of the first clutch 321 in the first inner shaft 311a, and the power input side of the second clutch 322 in the second inner shaft 312a. The second reverse gear 332 is fixedly installed on the both gears 331,
332 is meshed.

The second gear train 340 is provided on the power output side of the first clutch 321 of the first outer shaft 311b.
The first output gear 341 is fixedly mounted, and the first motor gear 342 is fixed to the end of the fourth shaft 314.
342 is meshed. A transmission mechanism input gear 343 is fixedly installed on the power input side of the transmission mechanism 323 in the third outer shaft 313b and meshes with the first output gear 341.

Second Outer Shaft 312b Second
The third output of the fourth gear train 370 is connected to the power output side of the clutch 322.
The reverse gear 371 is fixedly mounted, and the second motor gear 372 is fixedly mounted at the end of the sixth shaft 316.
2 mesh.

The second output gear 351 of the third gear train 350 is fixedly installed on the power output side of the speed change mechanism 323 of the third inner shaft 313a, and the first connecting gear 3 is attached to the fifth shaft 315.
52 is fixed and both gears 351 and 352 are meshed. Further, the second connecting gear 353 is fixed to the fifth shaft 315, and the third output gear 35 is attached to the differential device 360.
4 is fixed, and both gears 353 and 354 mesh with each other. Drive shaft 3 extending from the differential device 360
Left and right drive wheels (not shown) are provided at 61a and 361b.

<Shaft Arrangement> FIG. 15 shows the engine 30.
2 output shaft 303, 1st, 2nd, 3rd, 4th, 6th shafts 311 to 314, 316, differential device 36
No. 0 drive shafts 361a and 361b, and first and second clutches 321 and 322 provided on the shafts 311 to 314 and 316, a speed change mechanism 323, a traction motor 380, a starter motor 390, and a differential. The installation area | region of the apparatus 60 is shown. In the drawings, the left side indicates the vehicle front side and the upper side indicates the vehicle upper side.

First, each shaft 311 to 314, 316, 36
1a and 361b are provided in the vehicle width direction in parallel with each other and in a horizontal state.

The first clutch 321 is arranged on the same axis as the output shaft 3 of the engine 302, the second clutch 322 is arranged above and above the first clutch 321, and the speed change mechanism 323 is arranged at the first position. The differential device 360 is disposed rearward and upward of the clutch 321, the differential device 360 is disposed rearward and downward of the first clutch 321, the traction motor 380 is disposed frontward and downward of the first clutch 321, and the starter motor 390 is the first clutch 321. It is located in front of and above.

<Power transmission path when starting (forward)> FIG. 1
4, as shown in FIG. 16, the vehicle is started by the traction motor 380. That is, the traction motor 3
The power from 80 is the motor drive shaft 380a and the fourth shaft 31.
4, first motor gear 342, first output gear 341, transmission mechanism input gear 343, third outer shaft 313b, transmission mechanism 323, third inner shaft 313a, second output gear 351, first connecting gear 352, fifth shaft 315, second
It is transmitted to the drive wheels via the connecting gear 353, the third output gear 354, the differential device 360, and the drive shafts 361a and 361b.

At this time, both the first clutch 321 and the second clutch 322 are in the released state.

<Running by driving traction motor 380><Running in the same state as in <Power transmission path at start (forward)>

<Transition from Traveling by Driving Traction Motor 380 to Traveling by Driving Engine 302> During traveling by driving the traction motor 380, for example, when the traveling speed of the vehicle reaches a predetermined condition, traveling by driving the engine 302 is performed as follows. Move to.

[Starting of Engine 302] FIGS. 14 and 17
As shown in, the starter motor 390 is started in a state where the vehicle is continuously driven by the traction motor 380. Next, when the control unit shifts the second clutch 322 to the engaged state, the starter motor 39
0 rotation of the drive shaft 390a causes the sixth shaft 316, the second motor gear 372, the third reverse gear 371, the second outer shaft 312b, the second clutch 322 in the engaged state, the second
An inner shaft 312a, a second reverse gear 332, a first reverse gear 331, a first inner shaft 311a,
It is transmitted to the engine 302 via the damper / flywheel 304 and the output shaft 303 of the engine 302, whereby the engine 302 is started.

[Running by Driving Engine 302] FIG.
4, as shown in FIG. 18, when the engine 302 is started, the second clutch 32 is controlled by the control unit.
2 is shifted to the released state, while the first clutch 321 is shifted to the engaged state. As a result, the power from the engine 302 is transmitted to the output shaft 303 of the engine 302, the damper /
Flywheel 304, first inner shaft 311a,
First clutch 321 and first outer shaft 3 in the engaged state
11b, the first output gear 341, and thereafter <running by driving the traction motor 380>, similarly to the motor transmission mechanism input gear 343, the third outer shaft 313b, the transmission mechanism 323, the third inner shaft 313a, the second output gear 3
51, the first connecting gear 352, the fifth shaft 315, the second connecting gear 353, the third output gear 354, the differential device 360, and the drive shafts 361a and 361b.

<Power transmission path during reverse travel> FIGS. 14 and 16
As shown in FIG. 5, the reverse movement is performed by the traction motor 380 as in the case of starting, and the transmission of the power thereof is performed by the <power transmission path at the time of starting (forward movement)> and the <traction motor 38.
Driving with 0 drive> is performed on the same route. In this case, the traction motor 380 has the drive shaft 380a.
Rotates in the direction opposite to that when moving forward, which allows backward movement.

<Power Generation During Driving by Driving Engine 302> As shown in FIGS. 14 and 19, during driving by driving the engine 302, the first output gear 341 is constantly operated as described in [Running by driving the engine 302]. It's spinning. That is, the drive shaft 380a of the traction motor 380 is also rotating via the first motor gear 342 and the fourth shaft 314 meshed with this. Therefore, the engine 30
The traction motor 380 is always in a state of being capable of generating electric power while traveling by two drives, and the battery 3
It is possible to charge 99 and supply power to necessary parts.

<Deceleration during traveling by driving the engine 302> When decelerating while traveling by driving the engine 302,
Stop the engine 302 and rotate the drive shaft 38
The traction energy of 0a is generated by the traction motor 380, converted into electric power, and the battery 399 is charged. After that, when the traveling speed or the like reaches the predetermined condition, the engine 302 is driven to travel as described above.

<Starting of the engine 302 while stopped and power generation by the traction motor 380> As shown in FIGS. 14 and 20, when starting the engine 302 while stopped, the engine 302 is warmed up, or power is supplied to an air conditioner or the like. Is performed when supplying In this case, the engine 302 is started by the starter motor 390 as follows. First, the starter motor 390 is operated. next,
When the control unit shifts the second clutch 322 to the engaged state, the rotation of the drive shaft 390a of the starter motor 390 causes the rotation of the sixth shaft 316 and the second motor gear 37.
2, third reverse gear 371, second outer shaft 31
2b, the second clutch 322 in the engaged state, the second inner shaft 312a, the second reverse gear 332, the first reverse gear 331, the first inner shaft 311a, the damper / flywheel 304, the output shaft 303 of the engine 302, and the engine. It is transmitted to 302, which starts the engine 302.

Then, as shown in FIG. 19, the control unit releases the second clutch 322 while engaging the first clutch 321.
Similarly, the traction motor 380 can generate electric power, and the battery 399 can be charged or electric power can be supplied to necessary places as required.

<Operation> According to this, the basic structure of the automatic transmission 1 of the first embodiment can be changed to the automatic transmission 301 compatible with the hybrid drive by slightly changing the basic structure. That is, since the parts can be shared in a considerable part with the automatic transmission 1 of the first embodiment, the cost of the automatic transmission 301 for hybrid drive can be reduced.

As shown in FIG. 21, the automatic transmission 3
01 fourth shaft 314 and traction motor 380,
The upper and lower positions of the sixth shaft 316 and the starter motor 390 are exchanged, and the sixth shaft 316 ′ and the starter motor 39 are replaced.
0'is the fourth shaft 314 'and the traction motor 38.
It can also be an automatic transmission 301 'located below 0'.

[Types of Transmission Mechanisms Related to First to Third Embodiments and Derivatives] In the description of the first to third embodiments and derivative examples, a toroidal transmission mechanism is shown in the drawings. However, it is widely applicable to other continuously variable transmissions, stepped transmissions, and other transmissions mounted on vehicles.

[0106]

As described above, according to the present invention, in an automatic transmission provided with a forward clutch and a reverse clutch, the size of the automatic transmission is reduced by shortening the axial dimension. At the same time, it is possible to provide a highly versatile automatic transmission in which parts can be shared between different automatic transmissions even in the production of various products.

[Brief description of drawings]

FIG. 1 is a skeleton view of an automatic transmission according to a first embodiment of the present invention.

FIG. 2 is an explanatory diagram of an arrangement of shafts and the like in the transmission.

FIG. 3 is an operation explanatory diagram in the case of the forward movement.

FIG. 4 is an explanatory diagram of an operation in the case of reverse traveling.

FIG. 5 is a skeleton view of an automatic transmission according to a second embodiment of the present invention.

FIG. 6 is an explanatory diagram of an arrangement of shafts and the like in the transmission.

FIG. 7 is an explanatory diagram of an operation in the case of the forward movement.

FIG. 8 is an explanatory diagram of an operation in the case of reverse traveling.

FIG. 9 is an operation explanatory diagram when the engine is started by the motor generator.

FIG. 10 is an operation explanatory diagram in the case of power generation by the motor generator.

FIG. 11 is a skeleton view of an automatic transmission according to a third embodiment of the present invention.

FIG. 12 is an explanatory diagram of an arrangement of shafts and the like in the transmission.

FIG. 13 is an explanatory diagram of an arrangement of shafts and the like in a modified example of the automatic transmission according to the third embodiment.

FIG. 14 is a skeleton diagram of an automatic transmission according to a derivative of the first embodiment of the invention.

FIG. 15 is an explanatory diagram of an arrangement of shafts and the like in the transmission.

FIG. 16 is an operation explanatory view when the vehicle is starting (moving forward) with the traction motor.

FIG. 17 is an operation explanatory diagram when the engine is started during traveling by the traction motor.

FIG. 18 is an operation explanatory diagram when the engine is running.

FIG. 19 is an operation explanatory view when the traction motor generates electric power while the engine is operating.

FIG. 20 is an operation explanatory diagram when the engine is started while the vehicle is stopped.

FIG. 21 is an explanatory diagram of an arrangement of shafts and the like in a modified example of the automatic transmission according to a derivative of the first embodiment of the invention.

[Explanation of symbols]

1, 101, 201, 301 Automatic transmission 2, 102, 202, 302 Engine 11, 111, 211, 311 First shaft 12, 112, 212, 312 Second shaft 13, 113, 213, 313 Third shaft 14, 114, 214, 314 4th shaft (support shaft) 21, 121, 221, 321 Forward clutch,
First clutch 22, 122, 222, 322 reverse clutch,
Second clutch 23,123,223,323 Transmission mechanism 31,131,231,331 First reverse gear 32,132,232,332 Second reverse gear 33,133,233 Idler gear 41,141,241,341 First output Gears 42, 142, 242, 371 Third reverse gears 43, 143, 243, 343 Transmission mechanism input gears 51, 151, 251, 351 Second output gears 180, 280, 380, 390 Motor generator, traction motor, starter motor ( motor)

   ─────────────────────────────────────────────────── ─── Continued front page    F term (reference) 3J051 AA03 BA03 BD02 BE09 CA05                       ED04 ED15 FA01                 3J062 AA01 AB01 AB03 AC03 AC04                       BA11 BA12 BA31 CG01 CG17                       CG32 CG38 CG52 CG66 CG82                       CG83

Claims (6)

[Claims] 1. A first shaft to which power from an engine is input, second and third shafts respectively arranged in parallel with the first shaft, and a forward clutch provided on the first shaft. A reverse clutch provided on the second shaft, a transmission mechanism provided on the third shaft, and a first reverse gear fixedly provided on the power input side of the forward clutch on the first shaft. An idler gear meshing with the first reverse gear, a second reverse gear fixed to the power input side of the reverse clutch of the second shaft and meshing with the idler gear, and the reverse clutch of the second shaft. A third reverse gear that is disposed on the power output side of the first reverse gear and is coupled to the second reverse gear when the reverse clutch is engaged;
A first output gear that is disposed on the power output side of the forward clutch in the shaft, meshes with the third reverse gear, and is coupled to the first reverse gear when the forward clutch is engaged; and the third shaft. In the power input side of the speed change mechanism, fixed to the speed change mechanism input gear that meshes with the first output gear, and the power output side of the speed change mechanism in the third shaft. An automatic transmission comprising: a second output gear that transmits the changed power to the drive wheels, and an engagement state changing means that changes the engagement states of the forward clutch and the reverse clutch. 2. The automatic transmission according to claim 1, wherein the forward clutch is located closer to the transmission mechanism than the reverse clutch. 3. The automatic transmission according to claim 1, wherein a motor capable of driving the second shaft is connected to the power output side of the reverse clutch on the second shaft. . 4. The automatic transmission according to claim 1, wherein a support shaft on which an idler gear is fixedly connected is connected to a motor capable of driving the support shaft. 5. The automatic transmission according to claim 4, wherein the motor is located below the reverse clutch. 6. The automatic transmission according to claim 4, wherein the motor is located above the reverse clutch.