JP2008039005A - Vehicle transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission which allows stepless speed chane and is excellent in the efficiency of transmitting power and mountability to a vehicle. <P>SOLUTION: The vehicle transmission for transmitting power from two drive shafts 10, 11 to a driven shaft 13 via a plurality of transmission mechanisms and switch mechanisms includes a first planetary gear mechanism 7 disposed coaxially with the drive shafts, a first motor 9, a second planetary gear mechanism 5 disposed coaxially with the driven shaft, and a second motor 6. The ring gear of the first planetary gear mechanism is connected to either of the drive shafts in such a manner as to be capable of transmitting torque. The ring gear of the second planetary gear mechanism is connected to the other of the drive shafts in such a manner as to be capable of transmitting torque. Sun gear shafts integrated with the sun gears of the planetary gear mechanisms pass through the first motor and the second motor along a central axis. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a transmission for a vehicle that includes a plurality of transmission mechanisms such as gear pairs in a power transmission system and is configured to change gears by switching between transmission mechanisms involved in torque transmission, and in particular, a machine such as a gear mechanism. The present invention relates to a transmission capable of using both power transmission by an automatic means and power transmission via pressure fluid such as hydraulic pressure or other energy forms such as electric power.

  An example of this type of transmission is described in Patent Document 1. The transmission described in Patent Document 1 is generated by a mechanical transmission (MT) that switches a torque transmission path in a planetary gear mechanism in accordance with an engagement / release state of a plurality of clutch mechanisms, and a hydraulic pump. A hydrostatic transmission (HST) that supplies pressure oil to a hydraulic motor to transmit power and shifts according to the supply state of the pressure oil is arranged in parallel between the input member and the output member. It is configured. In the transmission described in Patent Document 1, a gear ratio that changes stepwise is set by a mechanical transmission, whereas a gear ratio that is set by a hydrostatic transmission changes continuously. Therefore, the overall gear ratio can be changed continuously, and therefore, it can function as a so-called continuously variable transmission.

  Another example is described in Patent Document 2. The transmission described in Patent Document 2 distributes power output from a power source to a multi-stage transmission mainly including a plurality of gear pairs and a plurality of clutch mechanisms, and an HST (hydrostatic transmission). The power transmitted and shifted by the multi-stage transmission and the HST is synthesized by the planetary gear mechanism and then output. Therefore, in the transmission described in Patent Document 2, the overall gear ratio can be continuously changed by changing the ratio of the power transmitted by each of the multi-stage transmission and the HST by HST.

JP 11-51150 A JP 2000-320644 A

  As described above, in the transmission described in Patent Document 1, power is transmitted via a hydrostatic transmission, and the transmission ratio can be changed steplessly by changing the transmission ratio. However, in this case, power is transmitted through the fluid by directly driving the pump with the power of the power source, sending the generated fluid pressure to the motor and driving it, and outputting the power output by the motor as it is. To communicate to the side. Therefore, there is a possibility that the power transmission efficiency as a whole may not be sufficiently high due to a relatively large power loss, such as an increase in fluid pressure according to the torque to be transmitted.

  Such a situation is the same in the transmission described in Patent Document 2, and the configuration described in Patent Document 2 substantially includes the multi-stage transmission and the HST between the input member and the output member. Since the configuration is arranged in parallel, there is a possibility that the power transmission efficiency as a whole may not be sufficiently high, such as power loss increases when power transmission via HST is performed.

  Further, in any of the transmissions described in Patent Documents 1 and 2, a multi-plate clutch is used as a mechanism for inputting power output from a power source such as an engine to the transmission and shutting off the power. Therefore, power such as hydraulic pressure is consumed to maintain the input, and this may cause an increase in overall power loss or deterioration in power transmission efficiency.

  The present invention has been made paying attention to the technical problems described above, and it is an object of the present invention to provide a transmission that can improve power transmission efficiency and vehicle fuel efficiency, and that is small in size and excellent in vehicle mounting. It is what.

  In order to achieve the above object, the invention of claim 1 is directed to at least two drive shafts to which power is selectively transmitted from a power source, a driven shaft to which power is transmitted from these drive shafts, A plurality of transmission mechanisms disposed between each drive shaft and the driven shaft, and a switching mechanism that selectively enables transmission of power between each drive shaft and the driven shaft via the transmission mechanism. The vehicle transmission has a difference between an input element to which power is transmitted from the power source, a reaction force element to which reaction force against the input element is transmitted, and an output element that outputs power to one of the drive shafts. A first differential mechanism arranged on the same axis as one of the drive shafts for operation, and arranged on the same axis as the first differential mechanism and the reaction in the first differential mechanism Connected to force element A first motor capable of recovering energy and outputting power, another input element to which power is transmitted from the power source, and another reaction force element to which reaction force against the input element is transmitted; A second differential mechanism disposed on the same axis as the driven shaft and performing differential action with another output element that outputs power to another drive shaft; and on the same axis as the second differential mechanism And a second motor connected to the other reaction force element in the second differential mechanism and capable of energy recovery and power output, the input element in any one of the differential mechanisms Alternatively, the shaft integrated with the output element passes through any one of the motors arranged on the same axis as the differential mechanism in the axial direction.

  According to a second aspect of the present invention, there are provided at least two drive shafts to which power is selectively transmitted from a power source, driven shafts to which power is transmitted from the drive shafts, the drive shafts, and the driven shafts. In a vehicle transmission having a plurality of transmission mechanisms arranged between them and a switching mechanism that selectively enables transmission of power between each drive shaft and driven shaft via the transmission mechanisms, A sun gear that is a gear, a ring gear that is an internal gear arranged concentrically with the sun gear, and a carrier that holds a pinion gear arranged between the sun gear and the ring gear. A first planetary gear mechanism disposed on the same axis as at least one of the first planetary gear mechanism and the first planetary gear mechanism disposed on the same axis as the first planetary gear mechanism; A first motor connected to one of the gear gear and the carrier and capable of energy recovery and power output; a sun gear as an external gear; and an internal gear arranged concentrically with the sun gear. A second planetary gear mechanism having a ring gear and a carrier holding a pinion gear disposed between the sun gear and the ring gear and disposed on the same axis as the driven shaft; and the second planetary gear A second motor arranged on the same axis as the mechanism and connected to one of the ring gear and the carrier in the second planetary gear mechanism and capable of energy recovery and power output, A first sun gear shaft integral with a sun gear of one planetary gear mechanism penetrates the first motor along a central axis thereof, and is integral with the sun gear of the second planetary gear mechanism. A first planetary gear is configured such that two sun gear shafts pass through the second motor along the central axis thereof, and the power output from the power source is transmitted to the first sun gear shaft and the second sun gear shaft. One of the carrier and the ring gear of the mechanism is connected to the first motor, the other is connected to one of the drive shafts, and one of the carrier and the ring gear of the second planetary gear mechanism is connected to the first motor. It is connected to two motors, and the other is connected to another drive shaft.

  According to a third aspect of the present invention, in the second aspect of the present invention, the drive shaft is disposed on an axis parallel to the driven shaft in a state of being rotatably fitted to each other, and the first planetary gear mechanism and the first motor Are arranged on the same axis as those drive shafts, and the second planetary gear mechanism and the second motor are arranged on the same axis as the driven shaft. is there.

  According to a fourth aspect of the invention, in the third aspect of the invention, the first motor is disposed on the opposite side of the drive shaft across the first planetary gear mechanism, and the second motor is the second motor. A transmission for a vehicle, characterized in that it is disposed on the opposite side of the driven shaft and adjacent to the outer peripheral side of the first motor across a planetary gear mechanism.

  According to a fifth aspect of the present invention, in the second aspect of the present invention, the drive shaft is disposed on an axis parallel to the driven shaft in a state of being rotatably fitted to each other, and either one of the drive shaft or the driven shaft. The first planetary gear mechanism, the first motor, the second motor, and the second planetary gear mechanism are arranged in the order of the first planetary gear mechanism, the first motor, the second motor, and the second planetary gear mechanism. A transmission for a vehicle characterized by being arranged.

  A sixth aspect of the present invention is the vehicle transmission according to any one of the first to fifth aspects, wherein the first motor and the second motor include fluid pressure pump motors connected to each other. is there.

  A seventh aspect of the invention is the vehicle transmission according to the sixth aspect of the invention, wherein the fluid pressure pump motor includes a variable displacement hydraulic pump motor capable of changing an extrusion volume.

  According to invention of Claim 1, each differential mechanism outputs motive power from an output element according to the reaction force by the motor connected with the reaction force element. Therefore, if a reaction force is generated by one of the motors and the other motor is idled, power is output from the differential mechanism receiving the reaction force to the drive shaft connected to the output element, Power is output from the drive shaft to the driven shaft through a predetermined switching mechanism and transmission mechanism, and a predetermined gear ratio is set. In addition, in a state where each drive shaft is connected to the driven shaft via a switching mechanism and a transmission mechanism provided in correspondence with each drive shaft, one of the motors performs energy regeneration, and the other motor generates driving force. If output, power is transmitted from the two drive shafts to the driven shaft via the transmission mechanism, and a gear ratio intermediate between the gear ratios of the two transmission mechanisms is set. In that case, the gear ratio changes continuously according to the amount of energy regeneration, resulting in a continuously variable transmission. Since each differential mechanism has three rotating elements, the shaft integral with the input element or the output element penetrates the motor in the axial direction. A motor can be arranged on the same axis together with a member that inputs power to the differential mechanism and a member that outputs power from the differential mechanism. Therefore, the above-mentioned members can be arranged on two axes to form a so-called biaxial structure. As a result, the overall outer diameter of the transmission can be reduced and miniaturized, and as a result, the onboard performance is improved. Can be made. In particular, the vehicle-mounting property when mounted in the front-rear direction of the vehicle is improved.

  According to the second aspect of the present invention, the sun gear of each planetary gear mechanism is an input element, and either one of the carrier and the ring gear is an output element, and the other is connected to the motor to be a reaction force element. It has become. The first planetary gear mechanism is arranged on the same axis as the drive shaft, and the second planetary gear mechanism is arranged on the same axis as the driven shaft. Since any one of the motors has a sun gear shaft extending therethrough, the motor can be arranged on the same axis as any planetary gear mechanism. As a result, the planetary gear mechanism and the motor can be arranged on two axes, the same axis as the driven shaft and the same axis as the drive shaft, so that a so-called biaxial configuration can be achieved as a whole. A transmission having a relatively small diameter can be obtained. Therefore, the transmission can be reduced in size and weight, and the on-board performance can be improved. In particular, it is possible to improve the in-vehicle performance when mounting in the front-rear direction of the vehicle. In addition, as the sun gear becomes an input element, the carrier or ring gear can be connected to the motor to be a reaction force element. By doing so, the rotational speed of the motor can be relatively reduced, and the size can be reduced. Can be planned.

  In the invention of claim 2, the power output from the power source is transmitted to each planetary gear mechanism, the power is transmitted from any one of the planetary gear mechanisms to any drive shaft, and the operating state of the switching mechanism. Power is transmitted to the driven shaft through any one of the transmission mechanisms according to the above. In that case, if only one planetary gear mechanism is in a state where the input power is directly output to the drive shaft, the transmission is connected to the planetary gear mechanism and can transmit the power. A transmission ratio determined by the mechanism is set. On the other hand, in a motor connected to one of the planetary gear mechanisms, when a part of the input power is converted in energy form and transmitted to another motor, the other motor Then, power is transmitted to the drive shaft through the planetary gear mechanism connected thereto, and further, power is transmitted from the drive shaft to the driven shaft through a predetermined switching mechanism.

  That is, power transmission accompanied by energy form conversion is performed in parallel, and power transmitted along with the energy form conversion can be continuously changed. It changes continuously. That is, continuously variable transmission is possible. In that case, the transmission of the power accompanied by the conversion of the energy form is for distributing the power inputted from the power source to a plurality of power transmission systems passing through the respective drive shafts. The torque borne by the power transmission can be suppressed, and accordingly, power loss can be prevented or suppressed to improve the power transmission efficiency as a whole.

  According to the invention of claim 3, it is possible to obtain a transmission that has a so-called biaxial configuration as a whole of the transmission, has a small outer diameter, and is excellent in in-vehicle performance.

  According to the invention of claim 4, in addition to obtaining the same effect as that of the invention of claim 2 or 3, the motors can be collectively arranged on one end side in the axial direction. In addition to facilitating connection, each motor can be unitized, and a transmission that is easy to manufacture, assemble, and downsize can be obtained.

  According to the invention of claim 5, each planetary gear mechanism and the motor can be arranged on the same axis, and the planetary gear mechanisms are arranged on both sides of each motor, so that the outer diameter is made smaller. Is possible.

  According to the inventions of claims 6 and 7, in addition to the same effects as those of the inventions of claims 1 to 5, a fluid pressure pump such as a hydraulic pump is used as a member for applying a reaction force to a differential mechanism such as a planetary gear mechanism. Since it is used, speed change control is easy, and power is not consumed to maintain the motor in a fixed state, so that power transmission efficiency can be further improved.

  Next, the present invention will be described based on specific examples. The example shown in FIG. 1 is an example in which four forward speeds and one reverse speed are set as a so-called fixed gear ratio that can be set without changing the form of power (energy) to be transmitted. This is an example configured to be suitable for an FR vehicle (front engine / rear drive vehicle) in which the power source 1 is mounted in the front-rear direction of the vehicle. That is, a mechanism for distributing, transmitting, and interrupting power is arranged on the same axis as the input member 2 connected to the power source 1 and on an axis parallel to the same. Here, the power source 1 may be a general power source used in a vehicle such as an internal combustion engine, an electric motor, or a combination thereof. In the following description, the power source 1 is temporarily referred to as the engine 1. Moreover, the input member 2 should just be a member which can transmit the motive power which the engine (E / G) 1 output, and may be a drive plate or an input shaft. In the following description, the input member 2 is referred to as an input shaft 2. Appropriate transmission means such as a damper, a clutch, and a torque converter can be interposed between the engine 1 and the input shaft 2.

  The mechanism arranged on each axis outputs the input power as it is, or outputs a part of it as it is, and outputs other power by converting the energy form, and further idles. It is a kind of transmission means configured not to transmit power. In the example shown in FIG. 1, a differential mechanism and a reaction force mechanism that applies a reaction force to the differential mechanism and can change the reaction force are configured. The differential mechanism may be any mechanism that performs a differential action by three rotating elements, and is a mechanism that uses gears and rollers as rotating elements. Among them, a single-pinion type planetary gear is used as the gear-type differential mechanism. A mechanism or a double pinion type planetary gear mechanism can be used. The reaction force mechanism may be a mechanism that can selectively output torque, and a hydraulic pump motor such as a hydraulic pressure or a motor / generator that operates electrically may be used.

  In the example shown in FIG. 1, a single pinion type planetary gear mechanism is used as a differential mechanism, and a variable displacement hydraulic pump motor is used as a reaction force mechanism (corresponding to the motor of the present invention) for generating a reaction force. It has been. In the following description, the planetary gear mechanism coaxial with the engine 1 is temporarily referred to as a second planetary gear mechanism 5, and the hydraulic pump motor is temporarily referred to as a second pump motor 6. Further, the planetary gear mechanism arranged in parallel with this will be referred to as a first planetary gear mechanism 7, and the hydraulic pump motor will be referred to as a first pump motor 9. In addition, the 1st pump motor 9 may be described as PM1 in a figure, and the 2nd pump motor 6 may be described as PM2 in a figure.

  The second planetary gear mechanism 5 rotates and rotates a sun gear S2 that is an external gear, a ring gear R2 that is an internal gear disposed concentrically with the sun gear S2, and a pinion gear that meshes with the sun gear S2 and the ring gear R2. This is a single pinion type having a rotating element as a carrier C2 held so as to be freely revolved. The input shaft 2 is connected to the sun gear S2, and therefore the sun gear S2 is an input element. In order to enable such an arrangement, the input shaft 2 or the sun gear shaft 5A integral with the sun gear S2 passes through the second pump motor 6 along the central axis. A second pump motor 6 as a reaction mechanism is connected to the carrier C2. That is, the carrier C2 is a reaction force element. The ring gear R2 is an output element.

  The second pump motor 6 is a variable displacement type that can change the extrusion volume, and is disposed on the same axis as the second planetary gear mechanism 5 on the engine 1 side with respect to the second planetary gear mechanism 5. As this type of second pump motor 6, various types of pumps can be employed. For example, a swash plate pump, a swash shaft pump, or a radial piston pump can be used.

  On the other hand, the first planetary gear mechanism 7 has the same configuration as that of the second planetary gear mechanism 5 described above, and the carrier C1 holds the sun gear S1, the ring gear R1, and the pinion gear meshing with the sun gear S1 and the pinion gear so as to rotate and revolve. Is a single pinion type planetary gear mechanism that performs differential action by these three rotating elements. The sun gear S1 is an input element, the ring gear R1 is an output element, and the carrier C1 is a reaction force element. A first pump motor 9 as a reaction force mechanism is connected to the carrier C1. The first pump motor 9 is a variable displacement type that can change the extrusion volume. In the example shown in FIG. 1, the first pump motor 9 is a so-called one-side swing type that can change the extrusion volume from zero to either positive or negative. The first planetary gear mechanism 7 is disposed on the same axis as the first planetary gear mechanism 7 on the engine 1 side (left side in FIG. 1). In other words, the first pump motor 9 is disposed adjacent to the outer peripheral side of the second pump motor 6. As the first pump motor 9, a swash plate pump, a swash shaft pump, a radial piston pump, or the like can be used as in the second pump motor 6.

  A mechanism for inputting power from the engine 1 to the sun gear S1 that is an input element of the first planetary gear mechanism 7 is provided. For example, the counter gear pair 8 is mainly used. More specifically, the sun gear S1 of the first planetary gear mechanism 7 is integrally provided with a sun gear shaft 7A. The sun gear shaft 7A penetrates the first pump motor 9 along the central axis, and the engine 1 side. It extends to. Therefore, the input shaft 2 and the sun gear shaft 7A are arranged in parallel, a counter drive gear 8A is attached to the input shaft 2, and a counter driven gear 8B meshing with the counter drive gear 8A is attached to the sun gear shaft 7A.

  Two drive shafts, a first drive shaft 10 and a second drive shaft 11, are arranged on the same axis as the first planetary gear mechanism 7 and the first pump motor 9. One of these drive shafts, for example, the second drive shaft 11, has a hollow structure and is fitted to the outer peripheral side of the first drive shaft 10 so as to be rotatable with respect to each other. These drive shafts 10 and 11 are arranged on the opposite side in the axial direction from the first pump motor 9 with the first planetary gear mechanism 7 interposed therebetween. In other words, the first planetary gear mechanism 7 is disposed between the first pump motor 9 and the drive shafts 10 and 11. Accordingly, the sun gear shaft 7A passes through the first pump motor 9 along the axial direction thereof.

  Here, an example of a pump motor having a structure in which a rotary shaft passes through will be described. FIG. 2 shows a swash plate type variable displacement hydraulic pump, in which a hollow rotor shaft 41 is disposed in a state of passing through a housing 40. Both ends thereof are supported by bearings 42. A rotor 44 having a plurality of cylinders 43 formed in the axial direction is attached to the outer peripheral side of the rotor shaft 41, and a piston (or plunger) 45 is accommodated in each cylinder 43 so as to be movable back and forth. Yes. The rear end portions of these pistons 45 protrude from the cylinder 43, and the respective rear end portions engage with the swash plate 46.

  The swash plate 46 is accommodated in the housing 40 so that the inclination angle can be changed by an actuator (not shown), and is fitted so as to be rotatable relative to the rotor shaft 41. A connector 47 having a spherical seat is provided between the swash plate 46 and the rear end portion of each piston 45, and the swash plate 46 and the rotor 44 rotate relative to each other so that each piston 45 moves back and forth in the axial direction. It is supposed to be made. The stroke of each piston 45 changes with the inclination angle of the swash plate 46. Further, on the opposite side of the swash plate 46, a plate 49 in which ports 48 are formed is fixed. As the rotor 44 rotates, the cylinders 43 are sequentially communicated with and shut off from these ports 48. It has become.

  A rotary shaft 50 is rotatably inserted into and penetrates the rotor shaft 41. The rotating shaft 50 corresponds to the sun gear shaft 5A, 7A or the input shaft 2 described above, and one end thereof is rotatably supported by a bearing 51 attached to the inside of the housing 40. The other end is supported by an appropriate bearing (not shown) together with the sun gears S1 and S2 described above, for example. The rotor shaft 41 is connected to the carriers C1 and C2 described above.

  The first drive shaft 10 is connected to the ring gear R1 of the first planetary gear mechanism 7, and thus the ring gear R1 is an output element. The second drive shaft 11 is connected to the ring gear R2 of the second planetary gear mechanism 5 so as to be able to transmit torque. That is, the counter drive gear 12A is connected to the ring gear R2, and the counter driven gear 12B meshed with the counter drive gear 12A is attached to the second drive shaft 11. A counter gear pair (hereinafter, referred to as a second counter gear pair) 12 composed of the counter drive gear 12A and the counter driven gear 12B constitutes a so-called output transmission mechanism, which is a transmission using a friction wheel. It can be replaced with a winding transmission mechanism using a mechanism, a chain or a belt.

  The same shaft as the input shaft 2, the second planetary gear mechanism 5, and the second pump motor 6 so that the driven shaft 13 to which power is transmitted from the drive shafts 10, 11 is parallel to the drive shafts 10, 11. It is arranged on the line. Therefore, the transmission shown in FIG. 1 has a so-called biaxial structure. A plurality of transmission mechanisms for setting different gear ratios are provided between the drive shafts 10 and 11 and the driven shaft 13. Each of these transmission mechanisms is for setting the gear ratio between the input shaft 2 and the driven shaft 13 according to the respective rotation speed ratio when involved in torque transmission. A hanging transmission mechanism, a mechanism using a friction wheel, or the like can be employed. In the example shown in FIG. 1, four gear pairs 14, 15, 16, 17 for forward travel and a gear pair 18 for reverse travel are provided.

  More specifically, the first drive shaft 10 protrudes from the end of the second drive shaft 11 having a hollow structure, and the first speed drive gear 14A and the third speed drive gear 16A are projected on the protruding portions. A reverse drive gear 18A is attached. The arrangement order is the order of the first speed drive gear 14A, the third speed drive gear 16A, and the reverse drive gear 18A from the tip (right end in FIG. 1) side of the first drive shaft 10. Further, a fourth speed drive gear 17A and a second speed drive gear 15A are attached to the second drive shaft 11 in order from the tip side (the right side in FIG. 1). Therefore, an odd-numbered drive gear is attached to one of the first and second drive shafts 10 and 11, and an even-numbered drive gear is attached to the other. In other words, second and fourth speed drive gears may be attached to the first drive shaft 10, and first and third speed drive gears may be attached to the second drive shaft 11.

  The driven gears 14B, 15B, 16B, 17B, 18B in each of the gear pairs 14, 15, 16, 17, 18 are supported by being rotatably fitted to the driven shaft 13. That is, the first speed driven gear 14B is rotatably fitted to the driven shaft 13 while being engaged with the first speed drive gear 14A. Further, the third speed driven gear 16B is rotatably fitted to the driven shaft 13 while being engaged with the third speed drive gear 16A, and is disposed adjacent to the first speed driven gear 14B. Further, the fourth speed driven gear 17B is rotatably fitted to the driven shaft 13 while being engaged with the fourth speed drive gear 17A, and is disposed adjacent to the reverse driven gear 18B. The second speed driven gear 15B is rotatably engaged with the driven shaft 13 while meshed with the second speed driving gear 15A, and is disposed at the end of the driven shaft 13 on the second planetary gear mechanism 5 side. ing. An idle gear 18C is disposed between the reverse driven gear 18B and the reverse drive gear 18A, and is configured such that the rotation direction of the reverse drive gear 18A and the rotation direction of the reverse driven gear 18B are the same. Therefore, the first through fourth gear pairs 14, 15, 16, and 17 correspond to the forward speed transmission mechanism, and the reverse gear pair 18 corresponds to the reverse speed transmission mechanism.

  A switching mechanism is provided for making these gear pairs 14, 15, 16, 17, and 18 selectively transmit power. This switching mechanism is a mechanism that selectively couples each gear pair 14, 15, 16, 17, 18 to any one of the drive shafts 10, 11 and the driven shaft 13, and is therefore synchronized in a conventional manual transmission or the like. A coupling mechanism (synchronizer) can be used, or a meshing clutch (dog clutch), a friction clutch, or the like can be used. Further, when the driven gear is integrally attached to the driven shaft 13, the drive shaft is configured to be rotatable with respect to the drive shaft, and the drive gear is selectively coupled to the drive shaft. A switching mechanism can be provided on the side.

  In the example shown in FIG. 1, a synchronous coupling mechanism is used as a switching mechanism, a first sync 19 is arranged between the first speed driven gear 14B and the third speed driven gear 16B, and a reverse driven gear. A second sync 20 is disposed between 18B and the fourth speed driven gear 17B, and a third sync 22 is provided adjacent to the second speed driven gear 15B.

  These synchros 19, 20, and 22 have the same configuration as that used in conventional manual transmissions, and a sleeve is spline-fitted to a hub integrated with the driven shaft 13, and the sleeve A chamfer or spline that gradually fits into the spline by moving in the axial direction is integrally provided in each driven gear, and further, as the sleeve moves, it gradually rotates in friction with a predetermined member on the driven gear side. A ring to synchronize is provided.

  Accordingly, the first synchro 19 connects the first speed driven gear 14B to the driven shaft 13 by moving the sleeve 19S to the right side in FIG. 1, and moves the sleeve 19S to the left side in FIG. By connecting the third speed driven gear 16B to the driven shaft 13 and further positioning the sleeve 19S in the center, the driven gear 14B is configured to be in a neutral state without being engaged with any of the driven gears 14B and 16B. Further, the second synchro 20 connects the reverse driven gear 18B to the driven shaft 13 by moving the sleeve 20S to the right side in FIG. 1, and moves the sleeve 20S to the left side in FIG. By connecting the fast driven gear 17B to the driven shaft 13 and further positioning the sleeve 20S in the center, the driven gear 17B is configured to be in a neutral state without being engaged with any of the driven gears 18B and 17B. Further, the third synchronizer 22 connects the second speed driven gear 15B to the driven shaft 13 by moving the sleeve 22S to the right in FIG. 1, and the second speed gear 22 by positioning the sleeve 22S in the center. It is configured to be in a neutral state without being engaged with the driven gear 15B.

  Each of the sleeves 19S, 20S, and 22S can be configured to be switched by manual operation through a linkage (not shown), or can be switched by actuators 23, 24, and 26 provided individually. Can be configured. Further, an electronic control unit (ECU) 27 is provided for electrically controlling the extrusion volumes of the pump motors 6 and 9 and for electrically controlling the actuators 23, 24 and 26. The electronic control unit 27 is mainly composed of a microcomputer, and performs calculations according to input data, prestored data and programs, sets the extrusion volume, or operates the synchros 19, 20, and 22. The command signal is output.

  Here, the hydraulic circuit relating to the pump motors 6 and 9 will be briefly described. As shown in FIG. 3, the pump motors 6 and 9 are connected by a closed circuit. That is, the suction ports 6 </ b> S and 9 </ b> S of the pump motors 6 and 9 are communicated with each other through the oil passage 28, and the discharge ports 6 </ b> D and 9 </ b> D are communicated with each other through the oil passage 29. The suction port is a port that has a relatively low pressure when the extrusion volume is set so as to apply a reaction force to the planetary gear mechanism when traveling forward, and the port that has a relatively high pressure discharges. Port. Since inevitable leakage of the pressure oil occurs, a charge pump (not shown) that replenishes the pressure oil may be connected to the above closed circuit.

  Further, a relief valve 30 that opens when the pressure in the oil passage 28 communicating with the suction ports 6S and 9S is higher than the pressure in the oil passage 29 communicating with the discharge ports 6D and 9D by a predetermined value or more. These oil passages 28 and 29 are provided in communication with each other. A relief valve 31 that opens when the pressure in the oil passage 29 communicating with the discharge ports 6D and 9D is higher than the pressure in the oil passage 28 communicating with the suction ports 6S and 9S by a predetermined value or more. These oil passages 28 and 29 are provided in communication with each other. And these relief valves 30 and 31 are comprised so that the relief pressure can be controlled electrically or can be opened electrically.

  Next, the operation of the transmission described above will be described. FIG. 4 shows the first and second pump motors (PM1, PM2) 9, 6 when setting the respective gears determined by the gear ratio of any one of the gear pairs 14, 15, 16, 17, 18, and FIG. 4 is a chart collectively showing the operating states of the synchros 19, 20, 22, where “0” for each pump motor 6, 9 in FIG. 4 makes the pump capacity (extrusion volume) substantially zero, and the rotor No pressure oil is generated even if the shaft is rotated, and the output shaft does not rotate (free) even if hydraulic pressure is supplied. “LOCK” indicates that the rotor is stopped rotating. ing. Furthermore, “PUMP” indicates a state in which the pump capacity is made larger than substantially zero and the pressure oil is discharged, and accordingly, the corresponding first or second pump motor 9 or 6 functions as a pump. “MOTOR” indicates a state in which the pressure oil discharged from one of the pump motors 6 (or 9) is supplied and functions as a motor. Therefore, the corresponding hydraulic pump motor 9 (or 6) has a shaft torque. It has occurred.

  “Right” and “Left” for each of the synchros 19, 20, and 22 indicate the positions of the respective sleeves 19S, 20S, and 22S in FIG. 1, and the parentheses indicate a standby state for downshifting, a key. The parentheses indicate a standby state for upshifting, and “N” indicates a state where the corresponding synchros 19, 20, and 22 are set to the OFF state (neutral position), and italic “N” reduces dragging. Therefore, it indicates that the OFF state (neutral position) is set.

  When the neutral position is selected and the neutral state is set, the extrusion volumes of the pump motors 6 and 9 are set to zero, and the synchros 19, 20, and 22 are set to the “OFF” state. That is, each sleeve 19S, 20S, 22S is set at the center position. Therefore, none of the gear pairs 14, 15, 16, 17, 18 is in a neutral state that is not connected to the driven shaft 13. As a result, the pump motors 6 and 9 are in a so-called idle state. Therefore, even if torque is transmitted from the engine 1 to the sun gears S2 and S1 of the planetary gear mechanisms 5 and 7, no reaction force acts on the carriers C2 and C1, and therefore the gears are connected to the ring gears R2 and R1 that are output elements. Torque is not transmitted to the drive shafts 10 and 11.

  When the shift position is switched to a travel position such as a drive position, the sleeve 19S of the first synchro 19 is moved to the right side in FIG. Accordingly, since the first speed driven gear 14B is coupled to the driven shaft 13, the first drive shaft 10 and the driven shaft 13 are coupled via the first speed gear pair 14. That is, the connected state of the gear pair is a state where the first speed is set.

  In this state, since the vehicle is still stopped, in each planetary gear mechanism 7, 5, power is input from the engine 1 to the sun gears S1, S2 while the ring gears R1, R2 are stopped. C2 rotates in the same direction as the sun gears S1 and S2 at a lower speed than the sun gears S1 and S2. In this state, when the extrusion volume of the first pump motor 9 is gradually increased, the rotational speed of the first pump motor 9 functions as a pump and generates hydraulic pressure. In this case, the relief pressure of the one relief valve 30 described above is relieved while maintaining a predetermined pressure. Since the reaction force accompanying this acts on the carrier C1 in the first planetary gear mechanism 7, a torque for rotating the ring gear R1 in the same direction as the sun gear S1 appears. As a result, power is transmitted to the driven shaft 13 via the first speed gear pair 14. Therefore, the driven shaft 13 is an output member or an output shaft. Then, the extrusion volume of the first pump motor 9 increases to the maximum, and the discharge of the hydraulic pressure from the relief valve 30 stops, so that the rotation of the first pump motor 9 stops, and the first speed that is the fixed gear ratio. It becomes.

  In this state, since the extrusion volume of the second pump motor 6 is set to zero, the second pump motor 6 idles and the first pump motor 9 is locked to stop its rotation. That is, since the closed circuit connecting the pump motors 9 and 6 is closed by the second pump motor 6, the first pump motor 9 having the maximum extrusion volume can supply and discharge the pressure oil. Disappears and its rotation is stopped. As a result, a torque for fixing the carrier C1 of the first planetary gear mechanism 7 acts. Therefore, in the first planetary gear mechanism 7, since power is input to the sun gear S1 with the carrier C1 fixed, a torque is generated in the ring gear R1, which is an output element, to rotate it in the same direction as the sun gear S1, and this is the first. It is transmitted to the driven shaft 13 as the output shaft via the 1 drive shaft 10 and the first speed gear pair 14. Thus, the first speed that is the fixed gear ratio is set.

  If the third synchro 22 is set to the OFF state in the first speed state, that is, if the sleeve 22S is set to the neutral position, a downshift standby state is set. Further, the sleeve 22S of the third synchro 22 is moved to the right side in FIG. 1 while the sleeve 19S of the first synchro 19 is moved to the right side in FIG. 1, and the second speed driven gear 15B is connected to the driven shaft 13. In this case, an upshift standby state to the second speed which is a fixed gear ratio is set.

  A state in which the first speed, which is a fixed gear ratio, is set is shown in the collinear diagram of the planetary gear mechanisms 5 and 7 in FIG. In this state, the second pump motor 6 and the carrier C2 connected thereto are idling in the same direction as the ring gear R2. Therefore, when the extrusion volume of the second pump motor 6 is increased in the positive direction, the second pump motor 6 functions as a pump, and a reaction force associated therewith acts on the carrier C2. As a result, a torque obtained by combining the torque input to the sun gear S2 and the reaction force acting on the carrier C2 acts on the ring gear R2, which rotates in the opposite direction to the sun gear S2, and the rotational speed gradually increases. In other words, the rotational speed of the engine 1 is gradually reduced. Torque is transmitted from the ring gear R2 to the driven shaft 13 through the second counter gear pair 12, the second drive shaft 11, and the second speed gear pair 15.

  The above process is shown in a collinear diagram in FIG. 5B, and the pressure oil generated when the second pump motor 6 functions as a pump flows from the suction port 6S to the suction port 9S of the first pump motor 9. To be supplied. Therefore, the first pump motor 9 functions as a motor and outputs torque, which acts on the carrier C 1 of the first planetary gear mechanism 7. Since power is input from the engine 1 to the sun gear S1 of the first planetary gear mechanism 7, the torque and torque acting on the carrier C1 are combined and output from the ring gear R1 to the first drive shaft 10. In other words, power transmission via hydraulic pressure (denoted as “fluid path” in FIG. 5B) occurs in parallel with mechanical power transmission, and the driven shaft 13 adds power to the power. Is transmitted. And since the rotational speed of the 2nd pump motor 6 falls gradually, the ratio of the mechanical power transmission via the 2nd planetary gear mechanism 5 and the 2nd speed gear pair 15 increases gradually, and the transmission as a whole is increased. The speed ratio gradually decreases from the speed ratio determined by the first speed gear pair 14 to the speed ratio determined by the second speed gear pair 15. The change is a continuous change as in the case of changing to the first speed, which is a fixed gear ratio, after starting. That is, continuously variable transmission is achieved. And the extrusion volume of the 2nd pump motor 6 increases to the maximum, and that rotation stops, and it becomes the 2nd speed which is a fixed gear ratio.

  In this state, the extrusion volume of the first pump motor 9 is set to zero, so that the first pump motor 9 idles and the second pump motor 6 is locked to stop its rotation. That is, since the closed circuit connecting the pump motors 6 and 9 is closed by the first pump motor 9, the second pump motor 6 having the maximum extrusion volume can supply and discharge the pressure oil. Disappears and its rotation is stopped. As a result, a torque for fixing the carrier C2 of the second planetary gear mechanism 5 acts. Therefore, in the second planetary gear mechanism 5, since power is input to the sun gear S2 while the carrier C2 is fixed, a torque is generated in the ring gear R2, which is an output element, to rotate it in the same direction as the sun gear S2. It is transmitted to the driven shaft 13 as the output shaft through the two counter gear pair 12, the second drive shaft 11 and the second speed gear pair 15. Thus, the second speed, which is a fixed gear ratio, is set. This state is shown in a collinear diagram in FIG.

  If the first sync 19 is set to the OFF state in the second speed state, that is, if the sleeve 19S is set to the neutral position, the first pump motor 9 will not be rotated, so that power loss due to so-called drag is reduced. It can be avoided. Further, when the sleeve 19S of the first synchro 19 is moved to the left side in FIG. 1 and the third speed driven gear 16B is connected to the driven shaft 13, an upshift standby state to the third speed, which is a fixed gear ratio, is established. On the other hand, if the sleeve 19S of the first synchronizer 19 is moved to the right in FIG. 1 and the first speed driven gear 14B is connected to the driven shaft 13, a downshift standby state to the first speed is established.

  In the upshift standby state from the second speed to the third speed, the first pump motor 9 and the carrier C1 connected thereto rotate in the direction opposite to the sun gear S1. Therefore, when the extrusion volume of the first pump motor 9 is increased in the positive direction, the first pump motor 9 functions as a pump, and a reaction force associated therewith acts on the carrier C1. As a result, a torque obtained by combining the torque input to the sun gear S1 and the reaction force acting on the carrier C1 acts on the ring gear R1, and the torque is output to the output shaft via the first drive shaft 10 and the third speed gear pair 16. Is transmitted to the driven shaft 13. Further, the rotational speed of the engine 1 is gradually reduced as the speed ratio decreases.

  Pressure oil generated when the first pump motor 9 functions as a pump is supplied from the suction port 9S to the suction port 6S of the second pump motor 6. Therefore, the second pump motor 6 functions as a motor and outputs torque in the forward rotation direction, which acts on the carrier C 2 of the second planetary gear mechanism 5. Since the power is input from the engine 1 to the sun gear S2 of the second planetary gear mechanism 5, the torque and the torque acting on the carrier C2 are combined and the second gear through the second counter gear pair 12 from the ring gear R2. Output to the drive shaft 11. That is, power transmission via hydraulic pressure is generated in parallel with mechanical power transmission, and the combined power is transmitted to the driven shaft 13. As the rotational speed of the first pump motor 9 gradually decreases, the ratio of mechanical power transmission via the first planetary gear mechanism 7 and the third speed gear pair 16 gradually increases, and the transmission as a whole The speed ratio gradually decreases from the speed ratio determined by the second speed gear pair 15 to the speed ratio determined by the third speed gear pair 16. The change is a continuous change as in the case of changing to the first speed that is the fixed gear ratio after the start and the case of upshifting from the first speed to the second speed. That is, continuously variable transmission is achieved. And when the extrusion volume of the 1st pump motor 9 increases to the maximum and the rotation stops, it becomes the 3rd speed which is a fixed gear ratio.

  In this state, the extrusion volume of the second pump motor 6 is set to zero, so that the second pump motor 6 idles and the first pump motor 9 is locked to stop its rotation. That is, since the closed circuit connecting the pump motors 6 and 9 is closed by the second pump motor 6, the first pump motor 9 having the maximum extrusion volume can supply and discharge the pressure oil. Disappears and its rotation is stopped. As a result, a torque for fixing the carrier C1 of the first planetary gear mechanism 7 acts. Therefore, in the first planetary gear mechanism 7, since power is input to the sun gear S1 with the carrier C1 fixed, a torque is generated in the ring gear R1, which is an output element, to rotate it in the same direction as the sun gear S1, and this is the first. It is transmitted to the driven shaft 13 as the output shaft via the 1 drive shaft 10 and the third speed gear pair 16. Thus, the third speed, which is a fixed gear ratio, is set.

  If the second synchro 20 is set to the OFF state in the third speed state, that is, if the sleeve 20S is set to the neutral position, the second pump motor 6 is not rotated, so that the power loss due to so-called drag is reduced. It can be avoided. Further, when the sleeve 20S of the second synchro 20 is moved to the left side in FIG. 1 and the fourth speed driven gear 17B is connected to the driven shaft 13, a state of waiting for an upshift to the fourth speed, which is a fixed gear ratio, is established. On the other hand, when the sleeve 20S of the second synchro 20 is set to the neutral position in the center, a downshift standby state to the second speed is set.

  In the upshift standby state from the third speed to the fourth speed, if the extrusion volume of the second pump motor 6 is increased, the second pump motor 6 functions as a pump, and the reaction force associated therewith acts on the carrier C2. As a result, a torque obtained by synthesizing the torque input to the sun gear S2 and the reaction force acting on the carrier C2 acts on the ring gear R2 and rotates, and the torque is transmitted through the second counter gear pair 12 to the second drive shaft. 11 and further transmitted to the driven shaft 13 as the output shaft through the fourth speed gear pair 17. Further, the rotational speed of the engine 1 is gradually reduced as the speed ratio decreases.

  Pressure oil generated when the second pump motor 6 functions as a pump is supplied from the suction port 6S to the suction port 9S of the first pump motor 9. Therefore, the first pump motor 9 functions as a motor and outputs torque, which acts on the carrier C 1 of the first planetary gear mechanism 7. Since power is input from the engine 1 to the sun gear S1 of the first planetary gear mechanism 7, the torque and torque acting on the carrier C1 are combined and output from the ring gear R1 to the first drive shaft 10. That is, power transmission via hydraulic pressure is generated in parallel with mechanical power transmission, and the combined power is transmitted to the driven shaft 13. As the rotational speed of the second pump motor 6 gradually decreases, the rate of mechanical power transmission through the second planetary gear mechanism 5 and the fourth speed gear pair 17 gradually increases, and the transmission as a whole is increased. The speed ratio gradually decreases from the speed ratio determined by the third speed gear pair 16 to the speed ratio determined by the fourth speed gear pair 17. The change is a continuous change, similar to the shift between the fixed gear ratios described above. That is, continuously variable transmission is achieved. And when the extrusion volume of the 2nd pump motor 6 increases to the maximum and the rotation stops, it becomes the 4th speed which is a fixed gear ratio.

  In this state, the extrusion volume of the first pump motor 9 is set to zero, so that the first pump motor 9 idles and the second pump motor 6 is locked to stop its rotation. That is, since the closed circuit connecting the pump motors 6 and 9 is closed by the first pump motor 9, the second pump motor 6 having the maximum extrusion volume can supply and discharge the pressure oil. Disappears and its rotation is stopped. As a result, a torque for fixing the carrier C2 of the second planetary gear mechanism 5 acts. Therefore, in the second planetary gear mechanism 5, since power is input to the sun gear S2 while the carrier C2 is fixed, a torque is generated in the ring gear R2, which is an output element, to rotate it in the same direction as the sun gear S2. It is transmitted to the second drive shaft 11 via the two counter gear pair 12 and further transmitted to the driven shaft 13 as the output shaft via the fourth speed gear pair 17. Thus, the fourth speed, which is a fixed gear ratio, is set.

  If the first sync 19 is set to the OFF state in the fourth speed state, that is, if the sleeve 19S is set to the neutral position, the first pump motor 9 is not rotated, so that the power loss due to so-called drag is reduced. It can be avoided. Further, if the sleeve 19S of the first synchro 19 is moved to the left side in FIG. 1 and the third speed driven gear 16B is connected to the driven shaft 13, a downshift standby state to the third speed is established.

  Next, the reverse gear will be described. When an instruction to set the reverse gear is made, for example, when the shift position is switched from the neutral position to the reverse position, the sleeve 20S of the second synchro 20 is moved to the right side in FIG. 1, and the reverse driven gear 18B is driven to the driven shaft. 13 is connected.

  In this state, the extrusion volume of the first pump motor 9 is gradually increased. When the vehicle is stopped, power is input from the engine 1 to the sun gear S1 while the ring gear R1 of the first planetary gear mechanism 7 connected to the first drive shaft 10 is fixed, so that the carrier C1 And the 1st pump motor 9 connected with this is rotating in the same direction as sun gear S1.

  Therefore, when the torque capacity of the first pump motor 9 is gradually increased, the first pump motor 9 functions as a pump and generates hydraulic pressure. In this case, the relief pressure of the one relief valve 30 described above is relieved while maintaining a predetermined pressure. The accompanying reaction force acts on the carrier C <b> 1, so that a torque is generated in the ring gear R <b> 1 that is an output element in the same direction as when traveling forward, and this is transmitted to the first drive shaft 10. This state is the same as when starting at the first speed, and is a so-called friction start. The reverse gear pair 18 disposed between the first drive shaft 10 and the driven shaft 13 includes an idle gear 18C. Therefore, when the first drive shaft 10 rotates in the same direction as when traveling forward, the driven gear pair 18 is driven. The shaft 13 rotates in the opposite direction and therefore travels backward. The pressure oil generated by the function of the first pump motor 9 as a pump is released from the relief valve 30, but the first pump motor 9 is locked and the reverse speed is set by restoring the relief pressure. Is done.

  As described above, in the transmission shown in FIG. 1, the forward gear ratio and the reverse gear ratio can be set as so-called fixed gear ratios that can be set without fluid transmission, and the gear ratio between these fixed gear ratios can be set. Can be set continuously, and therefore a continuously variable transmission having a wide speed ratio width as a whole can be performed. Also, since the drive shafts 10, 11 and the driven shafts 13, the planetary gear mechanisms 7, 5 and the pump motors 9, 6 have two so-called two-axis axes, the outer diameter is reduced. As a result, the overall configuration can be reduced in size, and power can be output on an extension line of the rotation center axis of the engine 1 or on an axis parallel to the axis. Therefore, the outer diameter is largely restricted and the axial length is relatively restricted. It can be set as the transmission excellent in the vehicle mountability with respect to a small FR vehicle.

  Furthermore, when setting each fixed gear ratio as a forward gear in the above transmission, the pumping volume of one of the pump motors 6 and 9 is set to zero, and the other pump motors 9 and 6 are locked accordingly. Fluid transmission is not performed at these fixed speed ratios. That is, power can be transmitted without converting the energy form, and no energy is required to maintain the power transmission path in a state where power can be transmitted. Can be improved.

In the configuration shown in FIG. 1 according to the present invention, the rotational speeds of the pump motors 9 and 6 can be relatively reduced. The rotational speed when the pump motor 9.6 in the configuration shown in FIG. 1 is made to function as a pump is Np ′, and the rotational speed when the pump motor 9.6 is made to function as a motor is Nm ′. If the rotation speeds when output from the carrier are Np and Nm, the ratio of these rotation speeds is
Np ′ / Np = ρ ² / (1 + ρ)
Nm ′ / Nm = ρ ² / (1 + ρ)
It becomes. Here, ρ is the gear ratio of each planetary gear mechanism (ratio between the number of teeth of the sun gear and the number of teeth of the ring gear), and this ρ is generally about 0.3 to 0.6. Therefore, in the above transmission according to the present invention, the rotation speed of the pump motors 9 and 6 can be greatly reduced as compared with the case where the so-called ring gear input and carrier output are configured. 6 can be reduced in size, and thus the overall configuration of the transmission can be reduced in size and weight, and further the in-vehicle performance can be improved.

  Next, another example of the present invention will be described. In the example shown in FIG. 6, the planetary gear mechanisms 5 and 7 in the configuration shown in FIG. 1 are changed from a single pinion type to a double pinion type planetary gear mechanism, and other configurations are shown in FIG. It is the same as that. In FIG. 6, the engine 1, the actuators 23, 24, and 26 and the electronic control unit 27 are omitted.

  Therefore, in the transmission having the configuration shown in FIG. 6, the transmission ratio of the four forward speeds and the one reverse speed can be set steplessly as in the transmission having the configuration shown in FIG. For example, it is possible to obtain the same operations and effects as the configuration shown in FIG. In the configuration shown in FIG. 1, the rotation direction of the input shaft 2 and the driven shaft 13 that is the output shaft is opposite, whereas in the configuration shown in FIG. 6, the input shaft 2 and the driven shaft that is the output shaft. The rotation direction with 13 is the same. Therefore, it is possible to use an existing power transmission system configuration such as a differential (not shown) that distributes power to the left and right axles.

  The example shown in FIG. 7 is an example in which the planetary gear mechanisms 5 and 7 and the pump motors 6 and 9 are arranged on the same axis as the driven shaft 13. That is, in order from the input shaft 2 side, the first planetary gear mechanism 7, the first pump motor 9, the second pump motor 6, and the second planetary gear mechanism 5 are arranged on the same axis, and the input shaft 2 is the first The planetary gear mechanism 7 is connected to the sun gear S1. Further, the sun gear shaft 7A of the first planetary gear mechanism 7 passes through the first pump motor 9 in the axial direction and extends to the second planetary gear mechanism 5 side, and the sun gear shaft 5A of the second planetary gear mechanism 5 is the second gear shaft 5A. The pump motor 6 extends in the axial direction to the first planetary gear mechanism 7 side, and the sun gear shafts 7A and 5A are connected to each other.

  Further, the pump motors 9 and 6 are arranged adjacent to each other in a so-called back-to-back state between the planetary gear mechanisms 7 and 5 and communicated as shown in FIG. 3 described above. The counter drive gear 8A constituting the first counter gear pair 8 is attached to the outer peripheral portion of the ring gear R1 in the first planetary gear mechanism 7, and the counter driven gear 8B meshing with the counter drive gear 8B is attached to the first drive shaft 10. It has been.

  Therefore, the transmission having the configuration shown in FIG. 7 is basically different from the configuration shown in FIG. 1 although the arrangement of the first planetary gear mechanism 7 and the first pump motor 9 is changed. Since the configuration is the same as the configuration shown in FIG. 1, the description of the other configuration shown in FIG. 7 is omitted by attaching the same reference numerals as those in FIG. In FIG. 7, the engine 1, the actuators 23, 24, and 26 and the electronic control unit 27 are omitted.

  The transmission having the configuration shown in FIG. 7 can set the transmission ratio of the four forward speeds and the reverse one speed steplessly in the same manner as the transmission having the configuration shown in FIG. In particular, in the configuration shown in FIG. 7, each planetary gear mechanism 7, 5, each pump motor 9, 6 and synchro 19, 20, 22 can be arranged on the same axis, so that the outer diameter of the transmission as a whole can be reduced. It is possible to further reduce the size, and the vehicle-mountability to a so-called FR vehicle is improved. Further, since the pump motors 9 and 6 can be arranged close to each other on the same axis, the configuration of the oil passage is simplified and it is easy to unitize them.

  Furthermore, the example shown in FIG. 8 is an example in which the input elements and reaction force elements of the planetary gear mechanisms 5 and 7 in the configuration shown in FIG. 1 are replaced. That is, the second pump motor 6 is connected to the ring gear R2 of the second planetary gear mechanism 5, and the ring gear R2 is a reaction force element. The drive gear 12A of the second counter gear pair 12 is attached to the carrier shaft 5C integral with the carrier C2 of the second planetary gear mechanism 5. That is, the carrier C2 is an output element. On the other hand, in the first planetary gear mechanism 7, the first pump motor 9 is connected to the ring gear R1, and the ring gear R1 is a reaction force element. The carrier C1 is connected to the first drive shaft 10 and serves as an output element. Since the other configuration is the same as the configuration shown in FIG. 1, the same reference numerals as those in FIG. In FIG. 8, the engine 1, the actuators 23, 24, and 26 and the electronic control unit 27 are omitted.

  Since the transmission having the configuration shown in FIG. 8 is obtained by replacing the input elements and the reaction force elements of the planetary gear mechanisms 5 and 7 in the configuration shown in FIG. Further, by operating the synchros 19, 20, and 22 as shown in FIG. 4 described above, it is possible to set the speed ratio of the forward four speeds and the reverse one speed steplessly. The behavior when setting each gear ratio is basically the same as that described for the transmission having the configuration shown in FIG. 1, although the rotational direction is partially different. As an example, the first speed and the second speed, which are fixed gear ratios, and the intermediate state thereof are shown in collinear charts in FIGS. 9 (a), 9 (b), and 9 (c).

  At the first speed, the extrusion volume of the second pump motor 6 is set to zero, causing it to idle, and the first pump motor 9 is locked, and the first sync 19 makes the first speed driven gear 14B as an output shaft. Connected to the driven shaft 13. Therefore, as shown in FIG. 9A, in the first planetary gear mechanism 7, the power of the engine 1 is input to the sun gear S1 while the ring gear R1 is fixed by the first pump motor 9. The carrier C1 rotates in the same direction at a lower speed than the sun gear S1. The torque of the carrier C1 is transmitted to the driven shaft 13 via the drive shaft 10 and the first speed gear pair 14, and is output therefrom.

  In the upshift standby state from the first speed to the second speed, the carrier C2 of the second planetary gear mechanism 5 is rotated by the torque transmitted from the driven shaft 13, and the sun gear S2 as an input element is rotated. Therefore, the ring gear R2 and the second pump motor 6 connected thereto are idling at a low speed.

  In this state, when the extrusion volume of the second pump motor 6 is gradually increased, as shown in FIG. 9B, this functions as a pump to generate hydraulic pressure, and its rotational speed gradually decreases. That is, a reaction force acts on the ring gear R2 of the second planetary gear mechanism 5 so as to reduce its rotational speed. Along with this, a torque in the forward rotation direction acts on the carrier C2 and the driven shaft 13 connected to the carrier C2 via the second speed gear pair 15. On the other hand, the hydraulic pressure generated by the second pump motor 6 is supplied to the first pump motor 9, which functions as a motor and outputs torque so as to rotate in the same direction as the sun gear S1. Since the torque acts as a reaction force on the ring gear R 1, the torque acts on the carrier C 1, which is an output element, so as to rotate it at an increased speed, and this is driven by the driven shaft 13 via the first speed gear pair 14. Is transmitted to. That is, power is transmitted to the driven shaft 13 by so-called mechanical power transmission and power transmission via fluid pressure (denoted as “fluid path” in FIG. 9B), and the gear ratio is set to each power transmission. It changes continuously according to the ratio.

  Then, when the extrusion volume of the first pump motor 9 is gradually reduced and finally becomes zero, the first pump motor 9 idles and the second pump motor 6 is locked. This is the state shown in FIG. 9C, where the ring gear R2 of the second planetary gear mechanism 5 is fixed by the second pump motor 6, and in this state, power is input from the engine 1 to the sun gear S2. The carrier C2 rotates at a lower speed than the sun gear S2, and the torque is transmitted to the driven shaft 13 via the second speed gear pair 15. On the other hand, in the first planetary gear mechanism 7, the carrier C1 is rotated by receiving torque from the driven shaft 13 while torque is applied to the sun gear S1 from the engine 1 and the sun gear S1 is rotating. The first pump motor 9 connected thereto is idled in the same direction as the carrier C1.

Therefore, even in the case of the configuration shown in FIG. 8, it is possible to continuously set the gear ratio of the fourth forward speed and the first reverse speed by acting in the same manner as the transmission shown in FIG. it can. Moreover, it can reduce in size as a whole as what is called a biaxial structure, and can improve vehicle mounting property. Further, even when configured as shown in FIG. 8, by using the carrier as an output element, the rotational speed when the pump motor functions as a pump, and the rotational speed when the pump motor functions as a motor, Compared with the case where it is configured as a so-called ring gear input (comparative example), it can be reduced. If this is shown in a conclusion, if the pump speed of the configuration shown in FIG. 8 is Np ′, the motor speed is Nm ′, the pump speed of the comparative example is Np, and the motor speed is Nm,
Np '/ Np = ρ ²
Nm '/ Nm = ρ ²
It becomes. Since ρ is generally a value of about 0.3 to 0.6, in the transmission having the configuration of FIG. 8 according to the present invention, the pump motors 9 and 6 are compared with a case where the transmission is configured as a so-called ring gear input. Therefore, the pump motors 9 and 6 can be reduced in size, the overall configuration of the transmission can be reduced in size and weight, and in-vehicle performance can be improved. Further, in the configuration shown in FIG. 8, the rotation directions of the input shaft 2 and the driven shaft 13 as the output shaft are the same. Therefore, it is possible to use an existing power transmission system configuration such as a differential (not shown) that distributes power to the left and right axles.

  Even in the case of so-called sun gear input and carrier output, the planetary gear mechanisms 7 and 5 and the pump motors 9 and 6 are arranged on the same axis as the driven shaft 13 as shown in FIG. It can be set as the arrangement. An example of this is shown in FIG. In the transmission shown in FIG. 10, the first pump motor 9 shown in FIG. 7 is connected to the ring gear R1 instead of the carrier C1 of the first planetary gear mechanism 7, and accordingly the carrier C1 is connected to the first counter gear. It is connected to the first drive shaft 10 via the pair 8. Further, the second pump motor 6 is connected to the ring gear R2 instead of the carrier C2 of the second planetary gear mechanism 5, and accordingly, the carrier C2 is connected to the second drive shaft 11 via the second counter gear pair 12. ing. Since the other configuration is the same as the configuration shown in FIG. 7, the same reference numerals as those in FIG.

  Therefore, even when configured as shown in FIG. 10, the outer diameter of the transmission can be reduced to improve the in-vehicle performance, and the power transmission efficiency can be improved. The same operation and effect as the transmission having the configuration shown can be obtained.

  In each of the specific examples described above, the driven shaft 13 is configured as an output shaft. However, in the present invention, an output shaft is provided separately from the driven shaft 13, and power is transmitted from the driven shaft 13 to the output shaft. May be configured to output from In that case, the output shaft may be disposed on the same axis as the drive shafts 10 and 11 described above. Further, the input shaft in the present invention may be provided on either the first planetary gear mechanism 7 side or the second planetary gear mechanism 5 side. In the present invention, the settable fixed gear ratio may be greater than the fourth speed, or vice versa.

1 is a skeleton diagram schematically showing an example of a transmission according to the present invention. FIG. It is sectional drawing which shows an example of the pump motor of the structure where the rotating shaft penetrated. It is a schematic diagram for demonstrating the communication state of the pump motor. It is a graph which shows collectively the operation state of each hydraulic pump motor and each synchro at the time of setting each gear ratio. FIG. 3 is a collinear diagram for explaining a state in which first and second speeds and an intermediate gear ratio are set for the transmission shown in FIG. 1. It is a skeleton figure which shows typically the other example of the transmission which concerns on this invention. FIG. 6 is a skeleton diagram schematically showing still another example of the transmission according to the present invention. It is a skeleton figure which shows typically the further another example of the transmission which concerns on this invention. FIG. 9 is a collinear diagram for describing a state in which first and second speeds and an intermediate gear ratio are set for the transmission shown in FIG. 8. It is a skeleton figure which shows typically the further another example of the transmission which concerns on this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine (power source), 2 ... Input shaft (input member), 5 ... Planetary gear mechanism (2nd planetary gear mechanism), S2 ... Sun gear, R2 ... Ring gear, C2 ... Carrier, 6 ... Hydraulic pump motor (2nd Pump motor), 7 ... planetary gear mechanism (first planetary gear mechanism), S1 ... sun gear, R1 ... ring gear, C1 ... carrier, 8 ... counter gear pair, 9 ... hydraulic pump motor (first pump motor), 10 ... first 1 drive shaft, 11 ... second drive shaft, 12 ... counter gear pair, 13 ... driven shaft, 14 ... first speed gear pair, 15 ... second speed gear pair, 16 ... third speed gear pair, 17 ... fourth Speed gear pair, 18 ... Reverse gear pair, 19 ... First sync, 20 ... Second sync, 22 ... Third sync.

Claims (7)

At least two drive shafts selectively transmitting power from a power source, driven shafts transmitting power from the drive shafts, and a plurality of drive shafts disposed between the drive shafts and the driven shafts In a vehicle transmission having a transmission mechanism and a switching mechanism that selectively enables transmission of power between each drive shaft and driven shaft via the transmission mechanism,
Any of the above, wherein a differential action is performed by an input element to which power is transmitted from the power source, a reaction force element to which reaction force against the input element is transmitted, and an output element that outputs power to any drive shaft. A first differential mechanism disposed on the same axis as the drive shaft;
A first motor arranged on the same axis as the first differential mechanism and connected to the reaction force element in the first differential mechanism and capable of energy recovery and power output;
Differential action by other input elements to which power is transmitted from the power source, other reaction force elements to which reaction force against the input elements is transmitted, and other output elements that output power to other drive shafts A second differential mechanism disposed on the same axis as the driven shaft;
A second motor arranged on the same axis as the second differential mechanism and connected to the other reaction force element in the second differential mechanism and capable of energy recovery and power output;
A vehicle in which an axis integral with an input element or an output element in any one of the differential mechanisms penetrates any one of the motors arranged on the same axis as the differential mechanism in the axial direction. Transmission. At least two drive shafts selectively transmitting power from a power source, driven shafts transmitting power from the drive shafts, and a plurality of drive shafts disposed between the drive shafts and the driven shafts In a vehicle transmission having a transmission mechanism and a switching mechanism that selectively enables transmission of power between each drive shaft and driven shaft via the transmission mechanism,
The drive having a sun gear as an external gear, a ring gear as an internal gear concentrically with the sun gear, and a carrier holding a pinion gear arranged between the sun gear and the ring gear. A first planetary gear mechanism disposed on the same axis as at least one of the shafts;
A first motor disposed on the same axis as the first planetary gear mechanism and connected to one of the ring gear and the carrier in the first planetary gear mechanism and capable of energy recovery and power output; ,
A sun gear that is an external gear, a ring gear that is an internal gear concentrically arranged with the sun gear, and a carrier that holds a pinion gear disposed between the sun gear and the ring gear. A second planetary gear mechanism disposed on the same axis as the shaft;
A second motor arranged on the same axis as the second planetary gear mechanism and connected to one of the ring gear and the carrier in the second planetary gear mechanism and capable of energy recovery and power output; With
The first sun gear shaft integral with the sun gear of the first planetary gear mechanism penetrates the first motor along the central axis thereof, and the second sun gear shaft integral with the sun gear of the second planetary gear mechanism is the second sun gear shaft. Passing through the motor along its central axis, and configured to transmit the power output by the power source to the first sun gear shaft and the second sun gear shaft,
One of the carrier and the ring gear of the first planetary gear mechanism is connected to the first motor, the other is connected to one of the drive shafts, and one of the carrier and the ring gear of the second planetary gear mechanism. One of the transmissions is connected to the second motor, and the other is connected to another drive shaft.   The drive shaft is disposed on an axis parallel to the driven shaft in a state of being rotatably fitted to each other, and the first planetary gear mechanism and the first motor are disposed on the same axis as those drive shafts. The vehicle transmission according to claim 2, wherein the second planetary gear mechanism and the second motor are arranged on the same axis as the driven shaft.   The first motor is disposed on the opposite side of the drive shaft across the first planetary gear mechanism, and the second motor is disposed on the opposite side of the driven shaft across the second planetary gear mechanism. 4. The vehicle transmission according to claim 3, wherein the vehicle transmission is disposed adjacent to an outer peripheral side of the first motor.   The drive shaft is disposed on an axis parallel to the driven shaft in a state of being rotatably fitted to each other, and the first planetary gear mechanism and the drive shaft are arranged on the same axis as one of the drive shaft and the driven shaft. 3. The first planetary gear mechanism, the first motor, the second motor, and the second planetary gear mechanism are arranged in the order of the first motor, the second motor, and the second planetary gear mechanism. Vehicle transmission.   6. The vehicle transmission according to claim 1, wherein the first motor and the second motor include fluid pressure pump motors connected to each other.   The vehicle transmission according to claim 6, wherein the fluid pressure pump motor includes a variable displacement hydraulic pump motor capable of changing an extrusion volume.

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