JP2009154610A - Multi-clutch type transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a compact multi-clutch type transmission mounted with an electric motor capable of power running and regeneration. <P>SOLUTION: The multi-clutch type transmission has input shafts 3 and 4 connected to clutches C1 and C2 for receiving torque output from a power supply 1, output shafts 5 and 6 to output its output torque to an output member 12, and switching mechanisms S1-S4 for selectively setting a transmission mechanism arranged between the input shafts 3 and 4 and the output shafts 5 and 6 in a power transmission state, and sets a plurality of shift stages by controlling an engaging or releasing state of the clutches C1 and C2 and the switching mechanisms S1-S4. Backward stage gear pairs 13 for setting a backward stage are composed of a driven gear 13b arranged on one output shaft 6, an idler gear 13c and a driving gear 13a arranged between the other output shaft 5 and the input shafts 3 and 4 and meshing with the driven gear 13b, and one output shaft 6 and a motor generator 17 are connected so that power can be transmitted. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a so-called multi-clutch transmission having a plurality of clutch means for inputting power.

  An example of this type of transmission is described in Patent Document 1. The transmission described in Patent Document 1 is a so-called twin-clutch type automatic transmission having two input clutches for inputting power, and torque is respectively transmitted through the first clutch and the second clutch. The first input shaft and the second input shaft arranged concentrically and the first input shaft and the second input shaft arranged in parallel to the first input shaft and the second input shaft, and the first input shaft and the second input shaft via a plurality of gear pairs. A first output shaft and a second output shaft connected to the two input shafts; and a final reduction gear to which power is transmitted from the first output shaft or the second output shaft, and transmits torque among a plurality of gear pairs. A parallel-shaft multi-stage transmission for a vehicle that switches gear ratios by selectively selecting a gear pair, in order to transmit torque from the first output shaft and the second output shaft to the final reduction gear. Of different diameters 1 final drive gear and the second final drive gear is configured to be provided respectively on the first output shaft and the second output shaft.

  Further, Patent Document 2 includes first and second transmission device input shafts to which an internal combustion engine or an electric motor / generator is operatively coupled using a clutch, and one transmission device output shaft. Loose gears provided between the output shaft and the transmission device input shaft are non-rotatably connectable to one shaft, and engage with the loose gear and are non-rotatably arranged with the cooperating shaft. A transmission device formed from a fixed gear, that is, a twin clutch transmission is described.

  Patent Document 3 discloses a dual clutch transmission mounted on a hybrid vehicle, in which a transmission is connected to a crankshaft of an engine via a motor generator and a transmission clutch so as to be intermittently inserted into a main shaft. A plurality of drive gears, and a plurality of driven gears fitted into a counter shaft provided in parallel to the main shaft and meshing with the plurality of drive gears, respectively, and a plurality of gear trains by the plurality of drive gears and the plurality of driven gears A transmission in which is constructed, that is, a twin clutch transmission is described.

  Patent Document 4 includes first and second intermediate shafts arranged in parallel to the input shaft, and the reverse gear is a low-speed stage drive gear arranged on the input shaft, and a first intermediate shaft. A low-speed stage driven gear disposed on the shaft and meshing with the low-speed stage driving gear, a reverse-stage dedicated drive gear disposed on the first intermediate shaft, and a reverse-stage dedicated drive gear; A reverse gear synchronizer that engages and disengages the low speed driven gear and the reverse drive gear; and a medium speed driven gear that is disposed on the second intermediate shaft and meshes with the reverse drive gear. The manual transmission comprised including is described. That is, the transmission described in Patent Document 4 has a configuration in which the reverse gear (reverse) idler gear and the idler shaft are eliminated.

  In Patent Document 5, the output torque of the engine to the transmission input shaft is selected from the reverse input gear via the reverse counter gear, the idler shaft, and the reverse main gear in the reverse gear (reverse) selection state. An automatic clutch transmission configured to transmit to a shaft is described. Patent Document 5 describes a configuration in which the output torque of an assist motor that assists the torque of a transmission output shaft is input to a reverse idler gear.

  Further, Patent Document 6 discloses a manual transmission mounted on a hybrid vehicle that rotates in conjunction with a main shaft connected to an engine, a reverse first gear that rotates in conjunction with the main shaft, and a countershaft. A reverse counter shaft that supports the reverse second gear to be rotatable relative to the reverse gear, and a synchro mechanism that establishes the reverse speed (reverse speed) by connecting the reverse first gear and the reverse second gear. Describes a manual transmission configured to be input from the motor output gear to the reverse second gear.

  That is, the transmissions described in Patent Documents 5 and 6 include an idler gear of a reverse gear pair that forms a reverse gear (reverse), and an idler gear of a counter gear pair that transmits power between the motor and the transmission. It becomes the composition which shared.

JP 2003-301895 A JP 2002-89594 A JP 2005-329813 A JP 2002-39288 A JP 2002-340170 A JP 2004-306646 A

  The so-called twin clutch type transmissions described in Patent Documents 1 to 3 perform gear shifting by alternately engaging two input clutches, thereby preventing a torque interruption from a power source without causing a torque interruption. Can be executed. And especially by installing an electric motor (for example, a motor generator) having a function of a generator like the twin clutch type transmission described in Patent Documents 2 and 3, for example, from the transmission at the time of shifting transient When torque fluctuation occurs in the output torque of the motor, torque assist or torque compensation can be performed by the output of the motor / generator, and input from the output side of the transmission due to the braking force or inertia force of the vehicle, etc. Energy by torque can be regenerated.

  However, when the motor / generator is connected to the transmission and the transmission and the motor / generator are unitized as in the twin clutch type transmission described in Patent Documents 2 and 3 above, There has been a demand for downsizing the units of the transmission and the motor / generator from the viewpoint of mounting on a vehicle, and there is still room for improvement in this respect.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a compact multi-clutch transmission equipped with an electric motor.

  The first multi-clutch transmission of the present invention includes a plurality of clutches coupled to a transmission shaft for transmitting output torque of a power source, and the output torque coupled to output sides of the plurality of clutches. A plurality of input shafts that are input, a plurality of output shafts that output the output torque transmitted from the input shaft to an output member, and a gear ratio that are respectively disposed between the input shaft and the output shaft. A plurality of different gear pairs, and a state in which power transmission can be selectively transmitted or cut off in each power transmission path that enables power transmission between the input shaft and the output shaft via the gear pairs. By changing the transmission state of the power transmitted from the transmission shaft to the output member, a multi-clutch transmission having a shift switching mechanism capable of setting a plurality of shift speeds. A reverse gear pair arranged on a power transmission path between the input shaft and the output shaft set in a power transmission state when setting the reverse gear among the plurality of gear pairs sets the reverse gear And a reverse gear disposed on an output shaft that is different from the output shaft on which the reverse gear forming driven gear is disposed. A drive gear for forming a reverse gear, and a drive gear for forming a reverse gear arranged on an input shaft that is set to a power transmission state when setting the reverse gear, and the drive gear for forming the reverse gear is arranged A power transmission state on a power transmission path between the input shaft and the output shaft on which the reverse gear forming idler gear is arranged can be transmitted via the reverse gear forming drive gear and the reverse gear forming idler gear. The forward speed can be set by , And the said reverse gear forming the driven gear to the arrangement output shaft, the electric motor is connected in a power transmission.

  Also, in the present invention, the switching unit of the shift switching mechanism is disposed only on the output shaft, and the plurality of gear pairs have power when the predetermined forward low speed stage having a relatively large speed ratio is set. Including a predetermined low-speed gear pair that is set in a transmittable state, and the motor is connected to the predetermined low-speed gear pair via a motor gear pair that is disposed at substantially the same position in the axial direction of the transmission. Are preferably connected.

  According to the present invention, the switching portion of the shift switching mechanism is disposed only on the output shaft, and the output member extends from the output member on an axis parallel to the axial direction of the transmission. There is a possibility that the shaft is connected so as to be able to transmit power, and that the output shaft having the shortest distance from the drive shaft among the plurality of output shafts interferes with the drive shaft on the end portion side shaft far from the output member. It is preferable that a certain gear pair is not arranged.

  On the other hand, the second multi-clutch transmission of the present invention includes a plurality of clutches connected to a transmission shaft for transmitting output torque of a power source, and the outputs connected to the output sides of the plurality of clutches. A plurality of input shafts to which torque is input, a plurality of output shafts that output the output torque transmitted from the input shaft to an output member, and a gear that is disposed between the input shaft and the output shaft, respectively. A plurality of gear pairs with different ratios, and a state in which power transmission can be selectively transmitted on each power transmission path that enables power transmission between the input shaft and the output shaft via the gear pairs, or A multi-clutch type shift mechanism having a shift switching mechanism capable of switching a transmission state of power transmitted from the transmission shaft to the output member and setting a plurality of shift stages by setting the shut-off state. In the machine, a reverse gear pair disposed on a power transmission path between the input shaft and the output shaft set in a power transmission state when the reverse gear is set among the plurality of gear pairs, A reverse gear forming driven gear arranged on the output shaft set in the power transmission state when setting, and a reverse gear arranged on the input shaft set in the power transmission state when setting the reverse gear A driving gear for forming, and a reverse gear forming idler gear for connecting the driven gear for forming the reverse gear and the driving gear for forming the reverse gear so that power can be transmitted, and the driving gear for forming the reverse gear is disposed. A power transmission state on a power transmission path between the input shaft and the output shaft on which the forward gear forming driven gear is arranged is in a state capable of being transmitted via the reverse gear forming drive gear and the forward gear forming driven gear. To set the predetermined forward speed The motor is connected to the output shaft on which the reverse gear for forming the reverse gear is arranged via a motor idler gear arranged on an idler shaft that supports the idler gear for forming the reverse gear. ing.

  In the present invention, it is preferable that the switching portion of the shift switching mechanism is disposed only on the output shaft.

  Moreover, in this invention, it is preferable that the said electric motor is connected with respect to all the said several gear pairs so that power transmission is possible.

  Further, in the present invention, the output shaft on which the reverse gear forming driven gear and the electric motor are integrated with an electric motor driving gear that rotates integrally with the rotating shaft of the electric motor, the electric motor idler gear, and the other predetermined gears. It is preferable that the gears of the reverse gear and the gears of the motor gear pair are set equal to each other so that power can be transmitted via a motor gear pair composed of a drive gear for forming a forward gear. .

  The third multi-clutch transmission of the present invention includes a plurality of clutches coupled to a transmission shaft for transmitting output torque of a power source, and the outputs coupled to the output sides of the plurality of clutches. A plurality of input shafts to which torque is input, a plurality of output shafts that output the output torque transmitted from the input shaft to an output member, and a gear that is disposed between the input shaft and the output shaft, respectively. A plurality of gear pairs with different ratios, and a state in which power transmission can be selectively transmitted on each power transmission path that enables power transmission between the input shaft and the output shaft via the gear pairs, or A multi-clutch type comprising a shift switching mechanism capable of setting a plurality of shift stages by switching a transmission state of power transmitted from the transmission shaft to the output member by setting the shut-off state. In speed machine includes an electric motor, an electric motor switching mechanism for setting said electric motor and said input shaft or said output member or the output shaft to selectively power transmitting state.

  According to the present invention, it is possible to provide a compact multi-clutch transmission equipped with an electric motor.

  A multiple clutch transmission according to the present invention includes a plurality of clutches coupled to a transmission shaft for transmitting output torque of a power source, and a plurality of inputs coupled to output sides of the plurality of clutches to receive output torque. A shaft, a plurality of output shafts that output output torque transmitted from the input shaft to the output member, a plurality of gear pairs that are respectively disposed between the input shaft and the output shaft and have different gear ratios, and Transmit power from the transmission shaft to the output member by selectively enabling or disabling power transmission on each power transmission path that enables power transmission between the input shaft and output shaft via the gear pair. A multi-clutch transmission having a shift switching mechanism capable of setting a plurality of shift speeds by switching the transmission state of the power to be driven, when setting a reverse gear among a plurality of gear pairs The reverse gear pair arranged on the power transmission path between the input shaft and the output shaft set in the force transmission state is arranged on the output shaft set in the power transmission state when setting the reverse gear. The reverse gear forming driven gear, the reverse gear forming idler gear arranged on an output shaft different from the output shaft where the reverse gear forming driven gear is arranged, and the power transmission state are set when the reverse gear is set. Between the input shaft on which the reverse gear forming drive gear is arranged and the output shaft on which the reverse gear forming idler gear is arranged. The forward transmission stage can be set by setting the power transmission state on the transmission path through the reverse gear forming drive gear and the reverse gear forming idler gear, and the output in which the reverse gear driven gear is arranged. An electric motor is connected to the shaft so that power can be transmitted. It has been.

  By doing so, the reverse gear forming drive gear and the reverse gear forming idler gear function as the drive gear and driven gear of the reverse gear pair, respectively, and the reverse gear forming idler gear is arranged. The shaft can function as an output shaft for forward stage formation. Therefore, a part of the configuration of the reverse gear pair can be shared as the forward gear pair, so that the transmission can be reduced in size.

  For example, when setting the reverse gear, a reverse gear pair that is set so that power can be transmitted between any input shaft and any output shaft is arranged on any output shaft. It is arranged between the driven gear for forming the reverse gear and any other output shaft other than any one of the output shafts and any one of the input shafts. And a predetermined forward gear pair that is set in a state where power can be transmitted to and from the input shaft. That is, the reverse gear pair includes a drive gear and a driven gear constituting a predetermined forward gear pair and a reverse gear forming driven gear. Therefore, when the output torque of the power source is transmitted from one of the input shafts to the drive gear of the predetermined forward gear pair, the output torque is generated through the driven gear of the predetermined forward gear pair. Is transmitted to the driven gear and the output shaft. As a result, torque in the rotational direction opposite to the torque transmitted to the output shaft in the forward gear can be transmitted to the output shaft. That is, the reverse gear can be formed by causing the driven gear of the predetermined forward gear pair to function as an idler gear for forming the reverse gear. Therefore, the dedicated idler gear for forming the reverse gear can be eliminated, and accordingly, the transmission can be reduced in size. In addition, since the electric motor is connected to the reverse gear for the reverse gear forming the reverse gear pair that forms the reverse gear so that power can be transmitted, when the reverse gear is set, the motor is controlled for power running and output from the transmission Torque can be assisted.

  In the present invention, the switching unit of the shift switching mechanism is disposed only on the output shaft, and a plurality of gear pairs can transmit power when setting a predetermined forward low speed stage having a relatively large gear ratio. Including a predetermined low-speed gear pair set in a state, and the electric motor is connected to the predetermined low-speed gear pair via a motor gear pair disposed at substantially the same position in the axial direction of the transmission. Is preferred.

  By doing so, the switching part of the shift switching mechanism is arranged only on the output shaft. That is, the switching part of the shift switching mechanism is not arranged on the input shaft. For this reason, it is possible to avoid interference between the switching portions of the shift switching mechanism between the input shaft and the output shaft, and accordingly, the distance between the input shaft and the output shaft can be shortened. Further, the motor gear pair provided for transmitting power between the motor and the transmission is a predetermined low speed gear pair that sets a predetermined forward low speed stage having a relatively large gear ratio, in other words, a forward gear. The predetermined low-speed gear pair to which the torque in the direction is transmitted after being decelerated is arranged at the same position or substantially the same position in the axial direction of the transmission. That is, the electric motor gear pair and the predetermined low-speed gear pair are arranged at a position where they substantially overlap in the axial direction of the transmission. Accordingly, the drive gear of the predetermined low-speed gear pair and the driven gear of the electric gear pair are arranged in the axial direction of the transmission by being configured as a reduction gear pair and having a relatively small number of teeth (that is, a small diameter). Can be placed in an open state. Therefore, the distance between the input shaft and the output shaft can be shortened. Alternatively, with respect to the predetermined inter-axis distance between the input shaft and the output shaft, the motor gear pair facing the drive gear of a predetermined low-speed gear pair having a relatively small diameter without extending the inter-axis distance. The diameter of the driven gear can be made relatively large, the motor gear pair can be configured as a reduction gear pair, and the output torque of the motor can be amplified and transmitted to the transmission.

  In addition, the switching portion of the transmission switching mechanism is disposed only on the output shaft, and the output member is connected to the drive shaft extending from the output member on an axis parallel to the axial direction of the transmission so that power can be transmitted. Preferably, a gear pair that may interfere with the drive shaft is not arranged on the shaft on the end portion side far from the output member of the output shaft having the shortest distance from the drive shaft among the plurality of output shafts.

  By doing so, the switching part of the shift switching mechanism is arranged only on the output shaft. That is, the switching part of the shift switching mechanism is not arranged on the input shaft. For this reason, it is possible to avoid interference between the switching portions of the shift switching mechanism between the input shaft and the output shaft, and accordingly, the distance between the input shaft and the output shaft can be shortened. In addition, for example, when a wheel is connected to the tip of a drive shaft that extends from the output member to the left and right on an axis parallel to the axial direction of the transmission, The drive shaft also moves in the vertical direction according to the movement of the wheel. In that case, since the gear pair is not arranged on the shaft on the end portion far from the output member of the output shaft having the closest distance to the drive shaft, that is, on the shaft on the end portion close to the wheel, A movable range can be secured and interference between the drive shaft and the transmission can be prevented or suppressed.

  The multiple clutch transmission of the present invention includes a plurality of clutches coupled to a transmission shaft for transmitting output torque of a power source, and a plurality of clutches coupled to the output sides of the plurality of clutches to which output torque is input. An input shaft, a plurality of output shafts that output output torque transmitted from the input shaft to an output member, a plurality of gear pairs that are arranged between the input shaft and the output shaft and have different gear ratios, By selectively setting the power transmission on each power transmission path that enables power transmission between the input shaft and the output shaft via the respective gear pairs to be able to transmit or cut off the power transmission shaft, A multi-clutch transmission comprising a shift switching mechanism capable of setting a plurality of shift stages by switching a transmission state of power transmitted to an output member, wherein the reverse gear of a plurality of gear pairs When the reverse gear pair arranged on the power transmission path between the input shaft and the output shaft set in the power transmission state when setting is set on the input shaft set in the power transmission state when setting the reverse gear A reverse-stage-forming driven gear, and a reverse-stage-forming idler gear that connects the reverse-stage-forming driven gear and the reverse-stage-forming drive gear so that power can be transmitted. The power transmission state on the power transmission path between the input shaft on which the gear is arranged and the output shaft on which the driven gear for forming the forward gear is arranged is transmitted via the drive gear for forming the reverse gear and the driven gear for forming the forward gear. A predetermined forward stage can be set by enabling the motor, and the motor idler is disposed on the idler shaft that supports the reverse stage forming idler gear on the output shaft on which the reverse stage forming driven gear is disposed. Power through gears Has been reach linked.

  By doing so, the reverse gear forming idler gear and the motor idler gear of the reverse gear pair are arranged together on one idler shaft. In other words, the idler shaft of the reverse gear forming idler gear and the idler shaft of the motor idler gear are shared. Therefore, it is possible to simplify the structure by reducing the number of shafts of the transmission, and accordingly, it is possible to reduce the size of the transmission and improve the ease of assembly of the transmission.

  Moreover, it is preferable that the switching part of the transmission switching mechanism is disposed only on the output shaft.

  By doing so, the switching part of the shift switching mechanism is arranged only on the output shaft. That is, the switching part of the shift switching mechanism is not arranged on the input shaft. For this reason, it is possible to avoid interference between the shift switching mechanisms between the input shaft and the output shaft, and accordingly, it is possible to reduce the distance between the input shaft and the output shaft.

  Moreover, it is preferable that the electric motor is connected to all of the plurality of gear pairs so that power can be transmitted.

  By doing so, all the gear pairs forming the gear stage and the electric motor are connected so as to allow power transmission. Therefore, torque assist or energy regeneration by the electric motor can be performed at the time of setting all the gears and at the time of shifting transition. In addition, the gear ratio between the motor and the output shaft can be appropriately set by appropriately selecting and setting a gear pair that transmits power between the motor and the output shaft by controlling the speed change mechanism. That is, it is possible to shift the power transmission between the electric motor and the output shaft. For example, when a large output torque is required, the output torque of the motor can be amplified and transmitted to the output shaft by setting a large gear ratio between the motor and the output shaft. Alternatively, by setting the gear ratio between the electric motor and the output shaft to be small, it is possible to suppress the high rotation of the electric motor.

  The output shaft on which the reverse gear for forming the reverse gear and the electric motor are arranged from an electric motor drive gear that rotates integrally with the rotary shaft of the electric motor, an electric motor idler gear, and the other predetermined forward gear forming drive gear. It is preferable that the power transmission is coupled via the configured motor gear pair so that the gear ratio of the reverse gear pair and the gear ratio of the motor gear pair are set to be equal.

  By doing so, the idler shaft of the reverse gear pair and the idler shaft of the electric gear pair are shared. Therefore, it is possible to simplify the structure by reducing the number of shafts of the transmission, and accordingly, it is possible to reduce the size of the transmission and improve the ease of assembly of the transmission. Further, since the gear ratio of the reverse gear pair and the gear ratio of the motor gear pair are set to the same value, the reverse gear pair and the motor gear pair sharing the idler shaft with each other when the reverse gear is set. It is possible to prevent the idler shaft from being locked due to the different gear ratios, that is, so-called double lock.

  In the multi-clutch transmission of the present invention, a plurality of clutches coupled to a transmission shaft that transmits output torque of a power source and the output torque are coupled to the output sides of the plurality of clutches, respectively. A plurality of input shafts, a plurality of output shafts for outputting output torque transmitted from the input shafts to the output member, and a plurality of gear pairs arranged between the input shaft and the output shaft and having different gear ratios, respectively. The power transmission can be selectively transmitted or cut off on each power transmission path that enables power transmission between the input shaft and the output shaft through the gear pairs. A multi-clutch transmission comprising a shift switching mechanism capable of setting a plurality of shift stages by switching a transmission state of power transmitted from a shaft to the output member, and an electric motor; And an electric motor switching mechanism for setting the force shaft or the output member or the output shaft and the electric motor to selectively possible power transmission state.

  By doing so, the electric motor is connected to the input shaft and the output member or the output shaft so that power can be selectively transmitted. Therefore, when a large output torque is required, torque assist by the motor can be performed by setting the power transmission state between the input shaft and the motor. Moreover, the energy regeneration by an electric motor can be performed by setting to the state which can transmit motive power between an output member or an output shaft, and an electric motor.

(First embodiment)
Next, the present invention will be described based on specific examples. FIG. 1 is a skeleton diagram showing a first embodiment of the configuration of the transmission TM according to the present invention. The transmission TM of the present invention is a so-called twin clutch type transmission TM having first and second two clutches C1 and C2 as input clutches for transmitting and interrupting output torque of a power source. Is a power source 1, and reference numeral 2 indicates a transmission shaft for transmitting the torque output from the power source 1 to each of the clutches C1 and C2. The power source 1 may be a general power source used in a vehicle such as an internal combustion engine (for example, an engine), an electric motor, or a combination of these.

  A first input shaft 3 and a second input shaft 4 are disposed on the same axis as the transmission shaft 2 and the clutches C1 and C2. That is, in the configuration shown in FIG. 1, the second input shaft 4 connected to the output side member of the clutch C2 is connected to the output side member of the first clutch C1 and formed as a hollow shaft on the outer peripheral side of the second input shaft 4. A first input shaft 3 that is rotatable relative to the input shaft 4 is disposed. Therefore, the transmission shaft 2 and the second input shaft 4 are selectively connected by the second clutch C2. Further, the transmission shaft 2 and the first input shaft 3 are selectively connected by the first clutch C1.

  The first clutch C1 and the second clutch C2 are constituted by, for example, friction clutches, and can be controlled to a completely engaged state, a released state where torque is not transmitted, and a slip state which is an intermediate state between them. It is configured.

  A first output shaft 5 and a second output shaft 6 are arranged in parallel with the transmission shaft 2 and the input shafts 3 and 4. A plurality of gear pairs having different gear ratios are provided between the input shafts 3 and 4 and the output shafts 5 and 6, respectively. Further, a meshing clutch mechanism that selectively connects the plurality of gear pairs to the first output shaft 5 or the second output shaft 6 and corresponds to the speed change switching mechanism of the present invention is provided for each output shaft 5, 6 is provided.

  Specifically, a first speed gear pair 7 is provided between the first output shaft 5 and the second input shaft 4. The first speed gear pair 7 is rotatably held coaxially with the first speed forming drive gear 7a provided integrally with the second input shaft 4 and the first output shaft 5, in other words. The first speed-forming driven gear 7b is supported on the first output shaft 5 so as to be free to rotate, and transmits torque at the first forward speed. The first speed gear pair 7 has the number of teeth of the driven gear 7b larger than the number of teeth of the drive gear 7a. Therefore, when torque is transmitted from the drive gear 7a to the driven gear 7b, the first speed gear pair 7 performs a speed reducing action. It is like that.

  A third speed gear pair 8 is provided between the first output shaft 5 and the second input shaft 4. The third speed gear pair 8 is rotatably held on the same axis as the third speed forming drive gear 8a provided integrally with the second input shaft 4 and the first output shaft 5, in other words. The third speed-forming driven gear 8b is supported on the first output shaft 5 so as to be freely rotatable, and transmits torque at the third forward speed. The third speed gear pair 8 has a number of teeth of the driven gear 8b that is larger than the number of teeth of the drive gear 8a. Therefore, when the torque is transmitted from the drive gear 8a to the driven gear 8b, a reduction action is performed. It is like that.

  A second speed gear pair 9 is provided between the first output shaft 5 and the first input shaft 3. The second speed gear pair 9 is rotatably held coaxially with the second speed forming drive gear 9a provided integrally with the first input shaft 3 and the first output shaft 5, in other words. The second speed forming driven gear 9b is supported on the first output shaft 5 so as to be free to rotate, and transmits torque at the second forward speed. The second speed gear pair 9 has a number of teeth of the driven gear 9b larger than the number of teeth of the drive gear 9a. Therefore, when torque is transmitted from the drive gear 9a to the driven gear 9b, the second speed gear pair 9 performs a speed reducing action. It is like that.

  A fourth speed gear pair 10 is provided between the first output shaft 5 and the first input shaft 3. The fourth speed gear pair 10 is rotatably held coaxially with the fourth output shaft 5 and the fourth speed forming drive gear 10a provided integrally with the first input shaft 3, in other words. The fourth speed-forming driven gear 10b is supported on the first output shaft 5 so as to be freely rotatable, and transmits torque at the fourth forward speed.

  An output gear 11 provided integrally with the first output shaft 5 is always meshed with a ring gear 12a of a differential 12 corresponding to the output member of the present invention. That is, the 1st output shaft 5 and the output member 12 are connected so that power transmission is always possible.

  On the other hand, a reverse gear pair 13 is provided between the second output shaft 6 and the second input shaft 4. The reverse gear 13 is rotatably held on the same axis as the first speed gear pair 7 and the second output shaft 6. In other words, the reverse gear 13 is supported so as to be freely rotatable on the second output shaft 6. And a reverse speed forming driven gear 13b meshed with the first speed forming driven gear 7b of the first speed gear pair 7 to transmit torque in the reverse speed.

  That is, the reverse gear 13 includes the first speed formation drive gear 7a, the first speed formation driven gear 7b meshed with the first speed formation drive gear 7a, and the first speed formation. The rear driven gear 13b is engaged with the driven gear 7b. In other words, the first speed forming drive gear 7a also serves as the reverse speed forming drive gear 13a that functions as the drive gear of the reverse gear pair 13, and the first speed forming driven gear 7b. Also serves as a reverse gear forming idler gear 13c that functions as an idler gear of the reverse gear pair 13. In short, the reverse gear 13 is configured to share the first speed forming drive gear 7 a and the first speed forming driven gear 7 b with the first speed gear pair 7.

  Therefore, when the reverse gear is set, as shown in FIG. 2, the output torque of the power source 1 transmitted to the second input shaft 4 is first from the first speed forming drive gear 7a, that is, the reverse gear forming drive gear 13a. It is transmitted to the reverse gear forming driven gear 13b and the second output shaft 6 via the speed forming driven gear 7b, that is, the reverse gear forming idler gear 13c.

  A fifth speed gear pair 14 is provided between the second output shaft 6 and the second input shaft 4. The fifth speed gear pair 14 is rotatably held on the same axis as the fifth speed forming drive gear 14a provided integrally with the second input shaft 4 and the second output shaft 6, in other words. The fifth speed-forming driven gear 14b is supported on the second output shaft 6 so as to be freely rotatable, and transmits torque at the fifth forward speed.

  A sixth speed gear pair 15 is provided between the second output shaft 6 and the first input shaft 3. The sixth speed gear pair 15 is rotatably held coaxially with the above-described fourth speed forming drive gear 10a provided integrally with the first input shaft 3 and the second output shaft 6. In other words, it consists of a sixth speed-forming driven gear 15b supported on the second output shaft 6 so as to be free to rotate, and transmits torque at the sixth forward speed.

  Thus, the above-described fourth speed forming drive gear 10a also serves as the sixth speed forming drive gear 15a that constitutes the sixth speed gear pair 15 together with the sixth speed forming driven gear 15b. That is, the sixth speed gear pair 15 is configured to share the fourth speed forming drive gear 10 a with the fourth speed gear pair 10. In other words, the fourth speed gear pair 10 is configured to share the fourth speed forming drive gear 10a, that is, the sixth speed forming drive gear 15a, with the sixth speed gear pair 15.

  Further, the output gear 16 provided integrally with the second output shaft 6 is always meshed with the ring gear 12a of the differential 12 together with the output gear 11 of the first output shaft 5 described above. That is, the output gear 16 and the output member 12 are connected so that power can be transmitted at all times.

  A motor / generator 17 corresponding to the electric motor of the present invention is connected to the second output shaft 6 through the electric motor gear pair 18 in a state where power can be transmitted at all times. Specifically, the motor drive gear 18a provided integrally with the rotating shaft 17a of the motor / generator 17, the arrangement position of the fifth speed forming driven gear 14b of the second output shaft 6, and the sixth speed forming driven gear. A motor driven gear 18b provided integrally with the position 15b is always meshed with the motor idler gear 18c. That is, the motor / generator 17 and the second output shaft 6 are coupled so as to be able to transmit power at all times.

  The motor gear pair 18 that couples the motor / generator 17 to the transmission TM so that power can be transmitted is between the fifth speed gear pair 14 and the sixth speed gear pair 15 of the second output shaft 6. In the axial direction of the transmission TM, the second speed gear pair 9 is disposed at substantially the same position in the axial direction of the transmission TM. Here, when the second speed gear pair 9 sets the second forward speed, which is the low speed stage in which the gear ratio is the second largest after the first forward speed in the forward stage set by the transmission TM, the first output shaft 5 is a gear pair that is set in a power transmission state and corresponds to the predetermined low-speed gear pair of the present invention.

  Therefore, as described above, the electric motor gear pair 18 and the second speed gear pair 9 that is the low-speed gear pair are substantially overlapped in the axial direction of the transmission TM, in other words, substantially overlap in the axial direction of the transmission. Placed in position. Therefore, the second speed forming drive gear 9a and the motor driven gear 18b, which are configured as a reduction gear pair and have a relatively small number of teeth relative to the second speed forming driven gear 9b, are arranged in the axial direction of the transmission. Can be arranged in a line. That is, the motor driven gear 18b of the motor gear pair 18 is effectively used by effectively utilizing the space between the second speed forming drive gear 9a and the second output shaft 6 having a relatively small number of teeth, that is, a small diameter. Can be arranged. As a result, the inter-axis distance between the first input shaft 3 and the second output shaft 6 can be shortened. Alternatively, the diameter of the driven gear 18b of the motor gear pair 18 is set to be larger than that of the drive gear 18a without extending the inter-axis distance with respect to a predetermined inter-axis distance between the first input shaft 3 and the second output shaft 6. When torque is transmitted from the drive gear 18a to the driven gear 18b, the motor gear pair 18 can be configured as a reduction gear pair and the gear ratio can be set large. That is, the output torque of the motor / generator 17 can be amplified and transmitted to the transmission TM.

  As described above, the first speed forming driven gear 7b, the third speed forming driven gear 8b, the second speed forming driven gear 9b, the fourth speed on the first output shaft 5 from the left side of FIG. Four meshing gears for forming the four gear stages of the forming driven gear 10b are rotatably arranged, that is, freely rotatable, and two meshing clutches for selectively connecting these gears to the first output shaft 5 A mechanism is provided. Further, on the second output shaft 6, from the left side of FIG. 1, there are three speed-stage forming gears: a reverse gear forming driven gear 13b, a fifth speed forming driven gear 14b, and a sixth speed forming driven gear 15b. The gears are arranged so as to be rotatable, that is, freely rotatable, and two meshing clutch mechanisms for selectively connecting the gears to the second output shaft 6 are provided.

  Specifically, a clutch hub 19 integrated with the first output shaft 5 between the first speed forming driven gear 7b and the third speed forming driven gear 8b of the first output shaft 5, and its A hub sleeve 20 that is spline-fitted to the clutch hub 19 is disposed. Then, the hub sleeve 20 is moved to the first speed forming driven gear 7b side (left side in FIG. 1) and engaged with the spline 21 integrated with the first speed forming driven gear 7b. The first speed forming driven gear 7b is connected to the first output shaft 5 so that power can be transmitted. Conversely, the hub sleeve 20 is moved to the third speed forming driven gear 8b side (the right side in FIG. 1) to move to the third speed. By engaging the spline 22 integrated with the forming driven gear 8b, the third speed forming driven gear 8b is connected to the first output shaft 5 so that power can be transmitted.

  Accordingly, the meshing clutch mechanism constituted by the clutch hub 19, the hub sleeve 20, and the splines 21 and 22 selectively selects the first speed forming driven gear 7b and the third speed forming driven gear 8b as the first output shaft 5. And a first switching mechanism S1 corresponding to the shift switching mechanism of the present invention.

  Further, on the first output shaft 5, between the second speed forming driven gear 9b and the fourth speed forming driven gear 10b, the clutch hub 23 integrated with the first output shaft 5 and its clutch A hub sleeve 24 that is spline-fitted to the hub 23 is disposed. Then, the hub sleeve 24 is moved to the second speed forming driven gear 9b side (left side in FIG. 1) and engaged with the spline 25 integrated with the second speed forming driven gear 9b. The second speed forming driven gear 9b is connected to the first output shaft 5 so as to be able to transmit power. On the other hand, the hub sleeve 24 is moved to the fourth speed forming driven gear 10b side (the right side in FIG. 1) to move to the fourth speed. By engaging with a spline 26 integrated with the forming driven gear 10b, the fourth speed forming driven gear 10b is connected to the first output shaft 5 so that power can be transmitted.

  Therefore, the meshing clutch mechanism constituted by the clutch hub 23, the hub sleeve 24, and the splines 25 and 26 selectively selects the second speed forming driven gear 9b and the fourth speed forming driven gear 10b as the first output shaft 5. And a second switching mechanism S2 corresponding to the shift switching mechanism of the present invention.

  On the other hand, a clutch hub 27 integrated with the second output shaft 6 between the reverse gear 13b and the fifth speed-forming driven gear 14b on the second output shaft 6, and the clutch hub. A hub sleeve 28 that is spline-fitted to 27 is disposed. Then, the hub sleeve 28 is moved to the reverse gear forming driven gear 13b side (left side in FIG. 1) and engaged with a spline 29 integrated with the reverse gear forming driven gear 13b, thereby forming the reverse gear. The driven gear 13b is connected to the second output shaft 6 so as to be able to transmit power, and on the contrary, the hub sleeve 28 is moved to the fifth gear forming driven gear 14b side (the right side in FIG. 1) to drive the fifth gear. By engaging the spline 30 integrated with the gear 14b, the fifth speed-forming driven gear 14b is connected to the second output shaft 6 so as to be able to transmit power.

  Therefore, the meshing clutch mechanism constituted by the clutch hub 27, the hub sleeve 28, and the splines 29 and 30 selectively selects the reverse gear 13b and the fifth speed gear 14b as the second output shaft 6. This is a mechanism that is coupled so as to be able to transmit power, and constitutes a third switching mechanism S3 corresponding to the switching mechanism for shifting according to the present invention.

  Then, the clutch hub 31 integrated with the second output shaft 6 and the clutch hub 31 are spline-fitted on the second output shaft 6 at a position adjacent to the sixth speed forming driven gear 15b. A hub sleeve 32 is disposed. Then, the hub sleeve 32 is moved to the sixth speed forming driven gear 15b side (the right side in FIG. 1) and engaged with the spline 33 integrated with the sixth speed forming driven gear 15b. The sixth speed forming driven gear 15b is connected to the second output shaft 6 so as to be able to transmit power.

  Therefore, the meshing clutch mechanism constituted by the clutch hub 31, the hub sleeve 32, and the spline 33 is a mechanism that selectively connects the sixth speed forming driven gear 15b to the second output shaft 6 so as to be able to transmit power. A fourth switching mechanism S4 corresponding to the shift switching mechanism of the present invention is configured.

  Thus, each switching mechanism S1, S2, S3, S4, specifically, each hub sleeve 20, 24, 28, 32 corresponding to the switching portion of the shifting switching mechanism of the present invention is provided with the first output shaft 5 And it is arrange | positioned only on the 2nd output shaft 6, and is not arrange | positioned on each input shaft 3 and 4. FIG. Therefore, the interference between the hub sleeves of the switching mechanisms between the input shafts 3 and 4 and the output shafts 5 and 6 can be avoided. Accordingly, the input shafts 3 and 4 and the output shafts 5 and 6 can be avoided. The distance between the axes can be shortened.

  In the transmission TM configured as shown in FIG. 1, six forward speeds and one reverse speed can be set. FIG. 3 shows the engagement / release states of the clutches C1 and C2 and the switching mechanisms S1, S2, S3, and S4 for setting these shift speeds. In FIG. 3, “L” indicates a state in which each hub sleeve 20, 24, 28, 32 of each switching mechanism S1, S2, S3, S4 is engaged with a gear located on the left side of FIG. , “R” indicates a state in which each hub sleeve 20, 24, 28, 32 of each switching mechanism S1, S2, S3, S4 is engaged with a gear located on the right side of FIG. “N” indicates a state where a neutral (off) position where no gear is engaged is set. Also, the ● mark indicates the state of engaging and transmitting torque, the ○ mark indicates the state where it is essential to set the neutral position, and the Δ mark indicates the state of engaging and waiting for the downshift. , ▽ marks indicate a state of engaging and waiting for an upshift. A blank indicates a released state.

  Hereinafter, each gear stage will be described. In the forward first speed, the hub sleeve 20 of the first switching mechanism S1 is positioned on the left side of FIG. 1 to connect the first speed-forming driven gear 7b to the first output shaft 5, and the hub of the third switching mechanism S3. It is set by setting the sleeve 28 to the neutral position.

  Therefore, at the first forward speed, as shown by a thick line in FIG. 4, the output torque of the power source 1 transmitted via the second clutch C2 is transmitted from the second input shaft 4 to the first speed gear pair 7 and the first speed gear. It is transmitted to the first output shaft 5 via the 1 switching mechanism S1. As a result, the first speed gear pair 7 performs a speed reducing action, and the first speed with the largest speed ratio is set at the forward speed.

  In this forward first speed state, the hub sleeve 24 of the second switching mechanism S2 is positioned on the left side of FIG. 1 and the second speed forming driven gear 9b is connected to the first output shaft 5, A standby state for upshifting to the second speed, that is, a so-called preshift (preupshift) state is established. Accordingly, in this state, the second forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1. The hub sleeve 24 of the second switching mechanism S2 is always set to the neutral position.

  In the forward second speed, as indicated by a thick line in FIG. 5, the output torque of the power source 1 transmitted via the first clutch C1 is changed from the first input shaft 3 to the second speed gear pair 9 and the second switching. It is transmitted to the first output shaft 5 via the mechanism S2. In this case, since the gear ratio of the second speed gear pair 9 is set to be smaller than the gear ratio of the first speed gear pair 7, the second speed is smaller than the first speed.

  In the state of the second forward speed, the hub sleeve 20 of the first switching mechanism S1 is positioned on the right side of FIG. 1 and the third speed forming driven gear 8b is connected to the first output shaft 5. Then, a standby state (pre-upshift state) for upshifting to the third speed is set. Accordingly, the third forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2 in this state. Note that the hub sleeve 28 of the third switching mechanism S3 is always set to the neutral position.

  At the third forward speed, as shown by a thick line in FIG. 6, the output torque of the power source 1 transmitted via the second clutch C2 is transmitted from the second input shaft 4 to the third speed gear pair 8 and the first switching. It is transmitted to the first output shaft 5 via the mechanism S1. In this case, since the gear ratio of the third speed gear pair 8 is set to be smaller than the gear ratio of the second speed gear pair 9, the third speed becomes smaller than the second speed.

  In the state of the third forward speed, the hub sleeve 24 of the second switching mechanism S2 is positioned on the right side of FIG. 1 and the fourth speed forming driven gear 10b is connected to the first output shaft 5. Then, a standby state (pre-upshift) for upshifting to the fourth speed is entered. Accordingly, the fourth forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1 in this state. Note that the hub sleeve 32 of the fourth switching mechanism S4 is always set to the neutral position.

  In the forward fourth speed, as shown by a thick line in FIG. 7, the output torque of the power source 1 transmitted via the first clutch C1 is changed from the first input shaft 3 to the fourth speed gear pair 10 and the second switching. It is transmitted to the first output shaft 5 via the mechanism S2. In this case, since the gear ratio of the fourth speed gear pair 10 is set smaller than the gear ratio of the third speed gear pair 8, the fourth speed is smaller than the third speed.

  When the hub sleeve 28 of the third switching mechanism S3 is positioned on the right side of FIG. 1 in the state of the fourth forward speed, the fifth speed forming driven gear 14b is connected to the second output shaft 6, A standby state (pre-upshift) for upshifting to the fifth speed is established. Accordingly, the fifth forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2 in this state.

  In the forward fifth speed, as shown by a thick line in FIG. 8, the output torque of the power source 1 transmitted via the second clutch C2 is changed from the second input shaft 4 to the fifth speed gear pair 14 and the third switching. It is transmitted to the second output shaft 6 via the mechanism S3. In this case, since the gear ratio of the fifth speed gear pair 14 is set smaller than the gear ratio of the fourth speed gear pair 10, the fifth speed is smaller than the fourth speed.

  In the forward fifth speed state, the hub sleeve 32 of the fourth switching mechanism S4 is positioned on the right side of FIG. 1 and the sixth speed forming driven gear 15b is connected to the second output shaft 6, A standby state (pre-upshift) for upshifting to the sixth speed is established. Accordingly, in this state, the sixth forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1.

  In this forward sixth speed, as shown by a thick line in FIG. 9, the output torque of the power source 1 transmitted via the first clutch C1 is changed from the first input shaft 3 to the sixth speed gear pair 15 and the fourth switching. It is transmitted to the second output shaft 6 via the mechanism S4. In this case, since the gear ratio of the sixth speed gear pair 15 is set smaller than the gear ratio of the fifth speed gear pair 14, the sixth speed is smaller than the fifth speed.

  In the case of a downshift, the clutches C1 and C2 and the switching mechanisms S1, S2, S3, and S4 may be operated in the opposite manner to the upshift described above. That is, in the state of forward sixth speed, the hub sleeve 28 of the third switching mechanism S3 is positioned on the right side of FIG. 1 and the fifth speed forming driven gear 14b is connected to the second output shaft 6. Then, the vehicle enters a standby state (pre-downshift) for downshifting to the fifth speed. Therefore, in this state, the fifth forward speed is achieved by gradually releasing the first clutch C1 and gradually engaging the second clutch C2.

  Further, in the state of the fifth forward speed, the hub sleeve 24 of the second switching mechanism S2 is positioned on the right side of FIG. 1 and the fourth speed forming driven gear 10b is connected to the first output shaft 5. , A standby state (pre-downshift) for downshifting to the fourth speed is established. Accordingly, in this state, the second clutch C2 is gradually released and the first clutch C1 is gradually engaged, whereby the fourth forward speed is achieved.

  Further, in the fourth forward speed state, the hub sleeve 20 of the first switching mechanism S1 is positioned on the right side in FIG. 1 and the third speed forming driven gear 8b is connected to the first output shaft 5. Then, a standby state (pre-downshift) for downshifting to the third speed is set. Accordingly, in this state, the forward third speed is achieved by gradually releasing the first clutch C1 and gradually engaging the second clutch C2.

  Further, in the state of the third forward speed, the hub sleeve 24 of the second switching mechanism S2 is positioned on the left side of FIG. 1 and the second speed forming driven gear 9b is connected to the first output shaft 5. Then, a standby state (pre-downshift) for downshifting to the second speed is established. Accordingly, in this state, the second clutch C2 is gradually released and the first clutch C1 is gradually engaged, whereby the second forward speed is achieved.

  Then, in the state of the second forward speed, the hub sleeve 20 of the first switching mechanism S1 is positioned on the left side of FIG. 1 and the first speed forming driven gear 7b is connected to the first output shaft 5. , A standby state (pre-downshift) for downshifting to the first speed is entered. Accordingly, in this state, the first clutch C1 is gradually released and the second clutch C2 is gradually engaged, thereby achieving the first forward speed.

  As described above, according to the transmission TM having the configuration shown in the first embodiment, the first clutch C1 and the first clutch C1 can be used regardless of whether the forward shift speed is set or the upshift or the downshift. A predetermined forward shift speed is set by switching the engagement / release state of the second clutch C2 gradually and alternately so that the engagement / release states are opposite to each other. That is, when the transmission TM is upshifted or downshifted from a predetermined forward shift stage to a preceding or subsequent shift stage, the engagement / release states of the first clutch C1 and the second clutch C2 are opposite to each other. The first clutch C1 and the second clutch C2 are not released at the same time, that is, the power transmission between the power source 1 and the input shafts 3 and 4 is not interrupted. Shifting can be performed. Therefore, the so-called torque loss at the time of shifting can be prevented, and the power performance of the transmission TM can be improved.

  Next, the reverse gear will be described. As described above, in the transmission TM configured as shown in FIG. 1, one reverse speed can be set. That is, in the reverse gear, the hub sleeve 28 of the third switching mechanism S3 is positioned on the left side of FIG. 1, the reverse gear forming driven gear 13b is connected to the second output shaft 6, and the hub of the first switching mechanism S1. It is set by setting the sleeve 20 to the neutral position.

  Therefore, at this reverse speed, as indicated by a thick line in FIG. 10, the output torque of the power source 1 transmitted via the second clutch C2 is transmitted from the second input shaft 4 to the reverse gear pair 13 and the third switching mechanism. It is transmitted to the second output shaft 6 via S3.

  As described above, the reverse gear 13 includes the reverse gear 13b that is rotatably held coaxially with the second output shaft 6, the drive gear 7a and the driven gear of the first speed gear pair 7. 7b. Therefore, the output torque of the power source 1 transmitted to the second input shaft 4 is changed from the first speed forming drive gear 7a, that is, the reverse gear forming drive gear 13a, to the first speed forming driven gear 7b, that is, the reverse gear forming gear. It is transmitted to the reverse gear 13b and the second output shaft 6 via the idler gear 13c. Therefore, torque in the opposite direction to the rotational direction of the torque transmitted to one of the output shafts 5 and 6 in the forward gear is transmitted to the second output shaft 6. In other words, a reverse gear whose rotation direction is opposite to the forward gear is set.

  As described above, in the transmission TM configured as shown in the first embodiment, the reverse gear pair 13 connected to the second output shaft 6 so as to be able to transmit power when the reverse gear is set has the first speed. The drive gear 7a, that is, the reverse gear forming drive gear 13a, and the first speed forming driven gear 7b, that is, the reverse gear forming idler gear 13c are configured to be shared with the first speed gear pair 7. . In other words, the first speed forming driven gear 7b also serves as the reverse gear forming idler gear 13c. Therefore, there is no need to provide an idler gear dedicated to the reverse gear pair 13, that is, an idler gear dedicated to the reverse gear pair 13 can be eliminated, and the structure of the transmission TM is simplified correspondingly. The physique can be reduced in size.

  As described above, when the reverse gear is set by causing the driven gear 7b of the first speed gear pair 7 to function as the idler gear 13c of the reverse gear pair 13, by not providing an idler gear dedicated to the reverse gear pair 13. The desired reduction ratio for the reverse gear may not be obtained. Therefore, as described above, the transmission TM having the configuration shown in the first embodiment has the second output shaft that outputs torque to the output member 12 when setting the reverse gear, in other words, the reverse gear drive. When the gear 13b is arranged and the reverse gear is set, the second output shaft 6 connected in a state capable of transmitting power to the reverse gear 13b is used as a motor and a generator. The motor / generator 17 having both functions is coupled in a state where power can be transmitted. Therefore, even if the desired reduction ratio cannot be obtained by the reverse gear pair 13, the motor / generator 17 is subjected to power running control, and the output torque is transmitted to the second output shaft 6, so that the second output shaft 6 By supplementing this torque, it is possible to avoid a situation in which the output torque from the transmission TM at the time of reverse gear setting, that is, the driving force at the time of reverse gear setting is insufficient.

(Second embodiment)
FIG. 11 is a skeleton diagram showing a second embodiment of the configuration of the transmission TM according to the present invention. The same parts as those shown in FIG. 1 are denoted by the same reference numerals as those in FIG. 1 and detailed description thereof is omitted.

  In FIG. 11, a first speed gear pair 34 is provided between the first output shaft 5 and the second input shaft 4. The first speed gear pair 34 is rotatably held coaxially with the first speed forming drive gear 34a provided integrally with the second input shaft 4 and the first output shaft 5, in other words. The first speed-forming driven gear 34b is supported on the first output shaft 5 so as to be freely rotatable, and transmits torque at the first forward speed. The first speed gear pair 34 has a number of teeth of the driven gear 34b larger than the number of teeth of the driving gear 34a. Therefore, when the torque is transmitted from the driving gear 34a to the driven gear 34b, a speed reducing action is performed. It is like that.

  A fourth speed gear pair 35 is provided between the first output shaft 5 and the first input shaft 3. The fourth speed gear pair 35 is rotatably held on the same axis as the fourth speed forming drive gear 35a provided integrally with the first input shaft 3 and the first output shaft 5, in other words. The fourth speed-forming driven gear 35b is supported on the first output shaft 5 so as to be freely rotatable, and transmits torque at the fourth forward speed.

  Further, a reverse gear pair 36 is provided between the first output shaft 5 and the first input shaft 3. The reverse gear pair 36 is selectively rotated integrally with the first speed gear pair 34 described above and the first speed forming driven gear 34b of the first speed gear pair 34 by a second switching mechanism S12 described later. A reverse speed forming idler gear 36c and a second speed forming driven gear 39b, which will be described later, meshed with the reverse speed forming idler gear 36c are connected to transmit torque in the reverse speed. .

  Here, the reverse gear forming idler gear 36c is rotatably held coaxially with the first output shaft 5 and the rotation shaft 34s of the first speed forming driven gear 34b, in other words, the first output shaft. The shaft 5 and the rotating shaft 34s are supported so as to be free to rotate. That is, the reverse gear forming idler gear 36c is supported on the outer peripheral side of the rotating shaft 34s of the first speed forming driven gear 34b on the first output shaft 5 so as to be free-wheeling.

  Thus, the first speed forming drive gear 34 a of the first speed gear pair 34 also serves as the reverse gear forming driven gear 36 a that functions as the drive gear of the reverse gear pair 36. In short, the first speed gear pair 34 is configured to share the first speed forming drive gear 34 a with the reverse gear pair 36.

  An output gear 11 provided integrally with the first output shaft 5 is always meshed with the ring gear 12a of the differential 12 of the present invention. That is, the 1st output shaft 5 and the output member 12 are connected so that power transmission is always possible. The differential 12 is connected to a drive shaft 12s extending left and right in the axial direction of the ring gear 12a of the differential 12 (left and right in FIG. 11). The transmission TM is configured such that the distance between the first output shaft 5 and the drive shaft 12s is short, and the distance between the second output shaft 6 and the drive shaft 12s is short. That is, in this transmission TM, the first output shaft 5 is the output shaft that is the closest (short) to the drive shaft 12s.

  On the other hand, a third speed gear pair 37 is provided between the second output shaft 6 and the second input shaft 4. The third speed gear pair 37 is rotatably held on the same axis as the third speed forming drive gear 37a provided integrally with the second input shaft 4 and the second output shaft 6, in other words. The third speed forming driven gear 37b is supported on the second output shaft 6 so as to be free to rotate, and transmits torque at the third forward speed. The third speed gear pair 37 has a number of teeth of the driven gear 37b more than the number of teeth of the drive gear 37a. Therefore, when the torque is transmitted from the drive gear 37a to the driven gear 37b, a reduction action is performed. It is like that.

  A fifth speed gear pair 38 is provided between the second output shaft 6 and the second input shaft 4. This fifth speed gear pair 38 is rotatably held coaxially with the second output shaft 6 and the fifth speed forming drive gear 38a provided integrally with the second input shaft 4. The fifth-speed driven gear 38b is supported on the second output shaft 6 so as to be free to rotate, and transmits torque at the fifth forward speed.

  Further, a second speed gear pair 39 is provided between the second output shaft 6 and the first input shaft 3. The second speed gear pair 39 is rotatably held coaxially with the second speed forming drive gear 39a provided integrally with the first input shaft 3 and the second output shaft 6, in other words. The second speed-forming driven gear 39b is supported on the second output shaft 6 so as to be freely rotatable, and transmits torque at the second forward speed. The second speed gear pair 39 has a number of teeth of the driven gear 39b more than the number of teeth of the drive gear 39a. Therefore, when the torque is transmitted from the drive gear 39a to the driven gear 39b, a speed reducing action is performed. It is like that.

  As described above, the second speed forming driven gear 39b of the second speed gear pair 39 also serves as the reverse gear forming driven gear 36b that functions as the driven gear of the reverse gear pair 36 described above. In short, the second speed gear pair 39 is configured to share the second speed forming driven gear 39b with the reverse gear pair 36.

  A sixth speed gear pair 40 is provided between the second output shaft 6 and the first input shaft 3. The sixth speed gear pair 40 is rotatably held coaxially with the above-described fourth speed forming drive gear 35a provided integrally with the first input shaft 3 and the second output shaft 6. In other words, it consists of a sixth speed forming driven gear 40b supported so as to be free to rotate on the second output shaft 6, and transmits torque at the sixth forward speed.

  As described above, the fourth speed forming drive gear 35a also serves as the sixth speed forming drive gear 40a constituting the sixth speed gear pair 40 together with the sixth speed forming driven gear 40b. That is, the sixth speed gear pair 40 is configured to share the fourth speed forming drive gear 35 a with the fourth speed gear pair 35. In other words, the sixth speed gear pair 40 is configured to share the fourth speed forming drive gear 35a, that is, the sixth speed forming drive gear 40a, with the fourth speed gear pair 35.

  Further, the output gear 16 provided integrally with the second output shaft 6 is always meshed with the ring gear 12a of the differential 12 together with the output gear 11 of the first output shaft 5 described above. That is, the output gear 16 and the output member 12 are connected so that power can be transmitted at all times.

  A motor / generator 41 corresponding to the electric motor of the present invention is connected to the second output shaft 6 via the electric motor gear pair 42 in a state where power can be transmitted at all times. Specifically, the motor drive gear 42a provided integrally with the rotation shaft 41a of the motor / generator 41, the arrangement position of the second speed forming driven gear 39b of the second output shaft 6, and the fifth speed forming driven gear. The motor driven gear 42b provided integrally with the position 38b is always meshed with the motor idler gear 42c. That is, the motor / generator 41 and the second output shaft 6 are connected so as to be able to transmit power at all times.

  As described above, on the first output shaft 5, from the left side of FIG. 11, there are three shift speeds of the first speed forming driven gear 34b, the reverse speed forming idler gear 36c, and the fourth speed forming driven gear 35b. The forming gears are rotatably arranged, that is, freely rotatable, and two meshing clutch mechanisms that selectively connect these gears to the first output shaft 5 are provided. Further, on the second output shaft 6, from the left side of FIG. 11, the third speed forming driven gear 37b, the fifth speed forming driven gear 38b, the second speed forming driven gear 39b, that is, the reverse gear forming driven gear. The gears for forming four shift stages of the 36b and the sixth speed forming driven gear 40b are rotatably arranged, that is, freely rotatable, and these gears are selectively connected to the second output shaft 6. Two meshing clutch mechanisms are provided.

  Specifically, the clutch hub 43 integrated with the first output shaft 5 and the clutch hub 43 are spline-fitted at a position adjacent to the first speed forming driven gear 34b of the first output shaft 5. A hub sleeve 44 is disposed. Then, the hub sleeve 44 is moved to the first speed forming driven gear 34b side (the right side in FIG. 11) and engaged with the spline 45 integrated with the first speed forming driven gear 34b. The first speed forming driven gear 34b is connected to the first output shaft 5 so that power can be transmitted.

  Therefore, the meshing clutch mechanism constituted by the clutch hub 43, the hub sleeve 44, and the spline 45 is a mechanism for selectively connecting the first speed forming driven gear 34b to the first output shaft 5 so as to be able to transmit power. The first switching mechanism S11 corresponding to the shift switching mechanism of the present invention is configured.

  Further, the clutch hub 46 integrated with the first output shaft 5 between the reverse gear forming idler gear 36c and the fourth speed forming driven gear 35b on the first output shaft 5, and the clutch hub thereof. A hub sleeve 47 that is spline-fitted to 46 is disposed. Then, the hub sleeve 47 is moved to the reverse gear forming idler gear 36c side (the left side in FIG. 11), so that the spline 48 and the first speed forming driven gear 34b are integrated with the reverse gear forming idler gear 36c. By engaging with the integrated spline 49, the reverse gear forming idler gear 36c can transmit power to the rotating shaft 34s of the first speed forming driven gear 34b, that is, the first speed forming driven gear 34b. And the reverse gear forming idler gear 36c are connected so as to rotate integrally, and on the contrary, the hub sleeve 47 is moved to the fourth speed forming driven gear 35b side (the right side in FIG. 11) to drive the fourth speed forming driven gear. By engaging with the spline 50 integrated with the gear 35b, the fourth speed forming driven gear 35b is connected to the first output shaft 5 so as to be able to transmit power. There.

  Therefore, the meshing clutch mechanism constituted by the clutch hub 46, the hub sleeve 47, and the splines 48, 49, 50 includes the first speed forming driven gear 34b, the reverse gear forming idler gear 36c, and the fourth speed forming driven gear. This is a mechanism for selectively connecting 35b to the first output shaft 5 so as to be able to transmit power, and constitutes a second switching mechanism S12 corresponding to the shift switching mechanism of the present invention.

  As described above, the first output shaft 5 having the shortest (short) distance to the drive shaft 12s is arranged on the shaft on the end portion side (left end side in FIG. 11) far from the differential 12 of the first output shaft 5. The pair is not arranged. For example, when the transmission TM is mounted on a vehicle and a wheel is connected to the tip of a drive shaft (drive shaft) 12s, the wheel moves in the vertical direction while the vehicle travels, and therefore follows the movement of the wheel. The drive shaft 12s is also configured to operate in the vertical direction. In that case, as described above, the gear pair is not arranged on the end portion side of the first output shaft 5 that is the closest to the drive shaft 12 s from the differential 12, that is, on the end portion side near the wheel. Thus, the movable range of the drive shaft 12s can be secured, and interference between the drive shaft 12s and the transmission TM can be prevented or suppressed.

  On the other hand, between the third speed forming driven gear 37b and the fifth speed forming driven gear 38b on the second output shaft 6, the clutch hub 51 integrated with the second output shaft 6 and its clutch A hub sleeve 52 that is spline-fitted to the hub 51 is disposed. Then, the hub sleeve 52 is moved to the third speed forming driven gear 37b side (left side in FIG. 11) and engaged with the spline 53 integrated with the third speed forming driven gear 37b. The third speed forming driven gear 37b is connected to the second output shaft 6 so as to be able to transmit power, and conversely, the hub sleeve 52 is moved to the fifth speed forming driven gear 38b side (the right side in FIG. 11) to move to the fifth speed. By engaging with the spline 54 integrated with the forming driven gear 38b, the fifth speed forming driven gear 38b is connected to the second output shaft 6 so that power can be transmitted.

  Accordingly, the meshing clutch mechanism constituted by the clutch hub 51, the hub sleeve 52, and the splines 53 and 54 selectively selects the third speed forming driven gear 37b and the fifth speed forming driven gear 38b as the second output shaft 6. And a third switching mechanism S13 corresponding to the shift switching mechanism of the present invention.

  The second output shaft 6 is integrated with the second output shaft 6 between the second speed forming driven gear 39b, that is, the reverse gear forming driven gear 36b and the sixth speed forming driven gear 40b. A clutch hub 55 and a hub sleeve 56 that is spline-fitted to the clutch hub 55 are arranged. Then, the hub sleeve 56 is moved to the second speed forming driven gear 39b (reverse gear forming driven gear 36b) side (left side in FIG. 11), and the second speed forming driven gear 39b (reverse gear forming driven gear). 36b), the second speed forming driven gear 39b (reverse gear forming driven gear 36b) is connected to the second output shaft 6 so as to be able to transmit power, and vice versa. The hub sleeve 56 is moved to the sixth speed forming driven gear 40b side (the right side in FIG. 11) and engaged with the spline 58 integrated with the sixth speed forming driven gear 40b. The forming driven gear 40b is configured to be coupled to the second output shaft 6 so that power can be transmitted.

  Therefore, the meshing clutch mechanism constituted by the clutch hub 55, the hub sleeve 56, and the splines 57 and 58 includes the second speed forming driven gear 39b (the reverse gear forming driven gear 36b) and the sixth speed forming driven gear 40b. Is selectively coupled to the second output shaft 6 so as to be capable of transmitting power, and constitutes a fourth switching mechanism S14 corresponding to the shift switching mechanism of the present invention.

  Also in the transmission TM configured as shown in FIG. 11, six forward speeds and one reverse speed can be set. FIG. 12 shows the engagement / release states of the clutches C1 and C2 and the switching mechanisms S11, S12, S13, and S14 for setting these shift speeds together. In FIG. 12, “L” indicates a state in which each hub sleeve 44, 47, 52, 56 of each switching mechanism S11, S12, S13, S14 is engaged with a gear located on the left side of FIG. , “R” indicates a state in which each hub sleeve 44, 47, 52, 56 of each switching mechanism S11, S12, S13, S14 engages with a gear located on the right side of FIG. “N” indicates a state where a neutral (off) position where no gear is engaged is set. Also, the ● mark indicates the state of engaging and transmitting torque, the ○ mark indicates the state where it is essential to set the neutral position, and the Δ mark indicates the state of engaging and waiting for the downshift. , ▽ marks indicate a state of engaging and waiting for an upshift. A blank indicates a released state.

  Hereinafter, each gear stage will be described. For the forward first speed, the hub sleeve 44 of the first switching mechanism S11 is positioned on the right side of FIG. 11 to connect the first speed forming driven gear 34b to the first output shaft 5, and the hub of the third switching mechanism S13. It is set by setting the sleeve 52 to the neutral position. Instead of positioning the hub sleeve 44 of the first switching mechanism S11 on the right side of FIG. 11, the hub sleeve 43 of the second switching mechanism S12 is positioned on the left side of FIG. One output shaft 5 may be connected.

  Therefore, at the first forward speed, as indicated by a thick line in FIG. 13, the output torque of the power source 1 transmitted via the second clutch C2 is transmitted from the second input shaft 4 to the first speed gear pair 34 and the first gear. It is transmitted to the first output shaft 5 via the 1 switching mechanism S11. As a result, the first speed gear pair 34 performs a deceleration action, and the first speed with the largest speed ratio is set at the forward speed.

  In the state of the first forward speed, the hub sleeve 56 of the fourth switching mechanism S14 is positioned on the left side of FIG. 11 and the second speed forming driven gear 39b is connected to the second output shaft 6, A standby state (pre-upshift state) for upshifting to the second speed is established. Accordingly, in this state, the second forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1. Note that the hub sleeve 47 of the second switching mechanism S12 is always set to the neutral position.

  In the forward second speed, as shown by a thick line in FIG. 14, the output torque of the power source 1 transmitted via the first clutch C1 is changed from the first input shaft 3 to the second speed gear pair 39 and the fourth switching. It is transmitted to the second output shaft 6 via the mechanism S14. In this case, since the gear ratio of the second speed gear pair 39 is set to be smaller than the gear ratio of the first speed gear pair 34, the second speed is smaller than the first speed.

  In the state of the second forward speed, the hub sleeve 52 of the third switching mechanism S13 is positioned on the left side in FIG. 11 and the third speed forming driven gear 37b is connected to the second output shaft 6. Then, a standby state (pre-upshift state) for upshifting to the third speed is set. Accordingly, the third forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2 in this state. The hub sleeve 44 of the first switching mechanism S11 and the hub sleeve 47 of the second switching mechanism S12 are always set to the neutral position.

  In this forward third speed, as indicated by a thick line in FIG. 15, the output torque of the power source 1 transmitted via the second clutch C2 is transferred from the second input shaft 4 to the third speed gear pair 37 and the third switching. It is transmitted to the second output shaft 6 via the mechanism S13. In this case, since the gear ratio of the third speed gear pair 37 is set to be smaller than the gear ratio of the second speed gear pair 39, the third speed is smaller than the second speed.

  In the state of the third forward speed, the hub sleeve 47 of the second switching mechanism S12 is positioned on the right side of FIG. 11 and the fourth speed forming driven gear 35b is connected to the first output shaft 5. Then, a standby state (pre-upshift) for upshifting to the fourth speed is entered. Accordingly, the fourth forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1 in this state. The hub sleeve 56 of the fourth switching mechanism S14 is always set to the neutral position.

  In the forward fourth speed, as shown by a thick line in FIG. 16, the output torque of the power source 1 transmitted via the first clutch C1 is transmitted from the first input shaft 3 to the fourth speed gear pair 35 and the second switching. It is transmitted to the first output shaft 5 via the mechanism S12. In this case, since the gear ratio of the fourth speed gear pair 35 is set to be smaller than the gear ratio of the third speed gear pair 37, the fourth speed is smaller than the third speed.

  In the state of the forward fourth speed, the hub sleeve 52 of the third switching mechanism S13 is positioned on the right side of FIG. 11 and the fifth speed forming driven gear 38b is connected to the second output shaft 6, A standby state (pre-upshift) for upshifting to the fifth speed is established. Accordingly, the fifth forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2 in this state.

  In the forward fifth speed, as shown by a thick line in FIG. 17, the output torque of the power source 1 transmitted via the second clutch C2 is changed from the second input shaft 4 to the fifth speed gear pair 38 and the third switching. It is transmitted to the second output shaft 6 via the mechanism S13. In this case, since the gear ratio of the fifth speed gear pair 38 is set to be smaller than the gear ratio of the fourth speed gear pair 35, the fifth speed is smaller than the fourth speed.

  In this forward fifth speed state, the hub sleeve 56 of the fourth switching mechanism S14 is positioned on the right side of FIG. 11 and the sixth speed forming driven gear 40b is connected to the second output shaft 6, thereby A standby state (pre-upshift) for upshifting to the sixth speed is established. Accordingly, in this state, the sixth forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1.

  In the forward sixth speed, as shown by a thick line in FIG. 18, the output torque of the power source 1 transmitted via the first clutch C1 is changed from the first input shaft 3 to the sixth speed gear pair 40 and the fourth switching. It is transmitted to the second output shaft 6 via the mechanism S14. In this case, since the gear ratio of the sixth speed gear pair 40 is set smaller than the gear ratio of the fifth speed gear pair 38, the sixth speed is smaller than the fifth speed.

  In the case of a downshift, the clutches C1 and C2 and the switching mechanisms S11, S12, S13, and S14 may be operated in the opposite manner to the upshift described above. In other words, in the state of forward sixth speed, the hub sleeve 52 of the third switching mechanism S13 is positioned on the right side of FIG. 11 and the fifth speed forming driven gear 38b is connected to the second output shaft 6. Then, the vehicle enters a standby state (pre-downshift) for downshifting to the fifth speed. Therefore, in this state, the fifth forward speed is achieved by gradually releasing the first clutch C1 and gradually engaging the second clutch C2.

  Further, in the state of the fifth forward speed, the hub sleeve 47 of the second switching mechanism S12 is positioned on the right side of FIG. 11 and the fourth gear forming driven gear 35b is connected to the first output shaft 5. , A standby state (pre-downshift) for downshifting to the fourth speed is established. Accordingly, in this state, the second clutch C2 is gradually released and the first clutch C1 is gradually engaged, whereby the fourth forward speed is achieved.

  Further, in the state of the fourth forward speed, the hub sleeve 52 of the third switching mechanism S13 is positioned on the left side of FIG. 11 and the third speed forming driven gear 37b is connected to the second output shaft 6. Then, a standby state (pre-downshift) for downshifting to the third speed is set. Accordingly, in this state, the forward third speed is achieved by gradually releasing the first clutch C1 and gradually engaging the second clutch C2.

  Further, in the state of the third forward speed, the hub sleeve 56 of the fourth switching mechanism S14 is positioned on the left side of FIG. 11 and the second speed forming driven gear 39b is connected to the second output shaft 6. Then, a standby state (pre-downshift) for downshifting to the second speed is established. Accordingly, in this state, the second clutch C2 is gradually released and the first clutch C1 is gradually engaged, whereby the second forward speed is achieved.

  Then, in the state of the second forward speed, the hub sleeve 44 of the first switching mechanism S11 is positioned on the right side of FIG. 11 and the first speed forming driven gear 34b is connected to the first output shaft 5. , A standby state (pre-downshift) for downshifting to the first speed is entered. Accordingly, in this state, the first clutch C1 is gradually released and the second clutch C2 is gradually engaged, thereby achieving the first forward speed.

  Thus, also in the transmission TM having the configuration shown in the second embodiment, the first clutch C1 and the first clutch C1 and the second clutch can be set regardless of whether upshifting or downshifting is set. A predetermined forward shift stage is set by switching the engagement / release state of the two clutches C2 gradually and alternately so that the engagement / release states are opposite to each other. That is, when the transmission TM is upshifted or downshifted from a predetermined forward shift stage to a preceding or subsequent shift stage, the engagement / release states of the first clutch C1 and the second clutch C2 are opposite to each other. The first clutch C1 and the second clutch C2 are not released at the same time, that is, the power transmission between the power source 1 and the input shafts 3 and 4 is not interrupted. Shifting can be performed. Therefore, the so-called torque loss at the time of shifting can be prevented, and the power performance of the transmission TM can be improved.

  Next, the reverse gear will be described. As described above, in the transmission TM configured as shown in FIG. 11, one reverse speed can be set. That is, in the reverse gear, the hub sleeve 46 of the second switching mechanism S12 is positioned on the left side of FIG. 11, and the reverse gear forming idler gear 36c and the first speed forming driven gear 34b are connected so as to be integrally rotatable, and The hub sleeve 56 of the fourth switching mechanism S14 is positioned on the left side of FIG. 11, the second speed forming driven gear 39b (reverse gear forming driven gear 36b) is connected to the second output shaft 6, and the first switching is performed. It is set by setting the hub sleeve 44 of the mechanism S11 to the neutral position.

  Therefore, at this reverse speed, as shown by a thick line in FIG. 19, the output torque of the power source 1 transmitted via the second clutch C2 is transmitted from the second input shaft 4 to the first speed gear pair 34 and the second switching gear. This is transmitted to the second output shaft 6 via the mechanism S12, the reverse gear 36 and the fourth switching mechanism S14. Specifically, the output torque of the power source 1 is transmitted from the second input shaft 4 to the first speed gear pair 34, and is transmitted through the first speed forming driven gear 34b and the reverse gear forming idler gear 36c. This is transmitted to the second speed forming driven gear 39b, that is, the reverse gear forming driven gear 36b. Then, it is transmitted to the second output shaft 6 by the fourth switching mechanism S14 via the second speed forming driven gear 39b, that is, the reverse gear forming driven gear 36b.

  Thus, also in the transmission TM having the configuration shown in the second embodiment, the reverse gear pair 36 connected to the second output shaft 6 so as to be able to transmit power when setting the reverse gear is provided in the first speed. The formation drive gear 34a, that is, the reverse gear formation drive gear 36a, and the second speed formation driven gear 39b, that is, the reverse gear formation driven gear 36b, are connected between the first speed gear pair 34 and the second speed gear pair 39. It is configured to be shared. In other words, the first speed forming drive gear 34a also serves as the reverse gear forming drive gear 36a, and the second speed forming driven gear 39b forms the reverse gear forming of the reverse gear pair 36. It also serves as the driven gear 36b. Therefore, there is no need to provide a drive gear and a driven gear dedicated to the reverse gear pair 36, that is, the drive gear and the driven gear dedicated to the reverse gear pair 36 can be eliminated, and the structure of the transmission TM is simplified accordingly. In addition, the size of the transmission TM can be reduced.

(Third embodiment)
FIG. 20 is a skeleton diagram showing a third embodiment of the configuration of the transmission TM according to the present invention. The same parts as those shown in FIG. 1 and FIG. 2 are given the same reference numerals as those in FIG. 1 and FIG.

  In FIG. 20, a first speed gear pair 59 is provided between the first output shaft 5 and the second input shaft 4. The first speed gear pair 59 is rotatably held coaxially with the first speed forming drive gear 59a provided integrally with the second input shaft 4 and the first output shaft 5, in other words. The first speed forming driven gear 59b is supported on the first output shaft 5 so as to be freely rotatable, and transmits torque at the first forward speed. The first speed gear pair 59 has a number of teeth of the driven gear 59b more than the number of teeth of the drive gear 59a. Therefore, when torque is transmitted from the drive gear 59a to the driven gear 59b, the first speed gear pair 59 performs a deceleration action. It is like that.

  A third speed gear pair 60 is provided between the first output shaft 5 and the second input shaft 4. The third speed gear pair 60 is rotatably held on the same axis as the third speed forming drive gear 60a provided integrally with the second input shaft 4 and the first output shaft 5, in other words. The third speed forming driven gear 60b is supported on the first output shaft 5 so as to be free to rotate, and transmits torque at the third forward speed. The third speed gear pair 60 has a number of teeth of the driven gear 60b more than the number of teeth of the drive gear 60a. Therefore, when the torque is transmitted from the drive gear 60a to the driven gear 60b, a reduction action is performed. It is like that.

  A second speed gear pair 61 is provided between the first output shaft 5 and the first input shaft 3. The second speed gear pair 61 is rotatably held coaxially with the second speed forming drive gear 61a provided integrally with the first input shaft 3 and the first output shaft 5, in other words. The second speed forming driven gear 61b is supported on the first output shaft 5 so as to be free to rotate, and transmits torque at the second forward speed. The second speed gear pair 61 has a smaller number of teeth of the driven gear 61b than the number of teeth of the drive gear 61a. Therefore, when the torque is transmitted from the drive gear 61a to the driven gear 61b, a speed reducing action is performed. It is like that.

  A fourth speed gear pair 62 is provided between the first output shaft 5 and the first input shaft 3. The fourth speed gear pair 62 is rotatably held on the same axis as the fourth speed forming drive gear 62a provided integrally with the first input shaft 3 and the first output shaft 5, in other words. The fourth speed-forming driven gear 62b is supported on the first output shaft 5 so as to be free to rotate, and transmits torque at the fourth forward speed.

  An output gear 11 provided integrally with the first output shaft 5 is always meshed with the ring gear 12a of the differential 12 of the present invention. That is, the 1st output shaft 5 and the output member 12 are connected so that power transmission is always possible.

  On the other hand, a fifth gear pair 63 is provided between the second output shaft 6 and the second input shaft 4. The fifth speed gear pair 63 is rotatably held on the same axis as the fifth speed forming drive gear 63a provided integrally with the second input shaft 4 and the second output shaft 6, in other words. The fifth speed forming driven gear 63b is supported on the second output shaft 6 so as to be free to rotate, and transmits torque at the fifth forward speed.

  Further, a reverse gear pair 64 is provided between the second output shaft 6 and the second input shaft 4. The reverse gear pair 64 is rotatably held coaxially with the first speed forming drive gear 59a of the first speed gear pair 59 and the second output shaft 6, in other words, the second output. The reverse gear forming driven gear 64b that is supported on the shaft 6 so as to be free-wheeling, and the first speed forming drive gear 59a and the reverse gear forming driven gear 64b are respectively engaged with the idler shaft 64s. It comprises two idler gears 64c and 64d that are provided and rotate together, and transmit torque in the reverse stage.

  Specifically, the reverse gear pair 64 includes a reverse gear forming driven gear 64b and one end of an idler shaft 64s disposed in parallel with the input shafts 3 and 4 and the output shafts 5 and 6. And a reverse gear forming idler gear 64c meshed with a reverse gear forming driven gear 64b, and an idler shaft 64s having a reverse gear forming idler gear 64c fixed at one end thereof. The first-speed gear-forming drive of the first-speed gear pair 59 is fixed to the other end side of the idler shaft 64s so as to rotate integrally with the idler gear 64c and the idler shaft 64s. The rear stage idler gear 64d is meshed with the gear 59a and has a larger diameter than the reverse stage idler gear 64c (ie, has a larger number of teeth). Therefore, the first speed forming drive gear 59 a described above also serves as the reverse speed forming drive gear 64 a that functions as the drive gear of the reverse speed gear pair 64. In short, the reverse gear pair 64 is configured to share the first speed forming drive gear 59 a with the first speed gear pair 59.

  Accordingly, when the reverse gear is set, the output torque of the power source 1 transmitted to the second input shaft 4 is changed from the first speed forming drive gear 59a, that is, the reverse gear forming drive gear 64a to the reverse gear forming idler gear 64d and the idler. The gear is transmitted to the reverse gear forming driven gear 64b and the second output shaft 6 via the shaft 64s and the reverse gear forming idler gear 64c.

  A sixth speed gear pair 65 is provided between the second output shaft 6 and the first input shaft 3. The sixth speed gear pair 65 is rotatably held coaxially with the above-described fourth speed forming drive gear 62a provided integrally with the first input shaft 3 and the second output shaft 6. In other words, it comprises a sixth speed forming driven gear 65b supported on the second output shaft 6 so as to be able to rotate freely, and transmits torque at the sixth forward speed.

  As described above, the fourth speed forming drive gear 62a also serves as the sixth speed forming drive gear 65a constituting the sixth speed gear pair 65 together with the sixth speed forming driven gear 65b. That is, the sixth speed gear pair 65 is configured to share the fourth speed forming drive gear 62 a with the fourth speed gear pair 62. In other words, the sixth speed gear pair 65 is configured to share the fourth speed forming drive gear 62a, that is, the sixth speed forming drive gear 65a, with the fourth speed gear pair 62.

  Further, the output gear 16 provided integrally with the second output shaft 6 is always meshed with the ring gear 12a of the differential 12 together with the output gear 11 of the first output shaft 5 described above. That is, the output gear 16 and the output member 12 are connected so that power can be transmitted at all times.

  A motor / generator 66 corresponding to the electric motor of the present invention is connected to the second output shaft 6 through the electric motor gear pair 67 in a state where power can always be transmitted. Specifically, the motor drive gear 67a provided integrally with the rotating shaft 66a of the motor / generator 66 and the side opposite to the side where the output gear 16 of the second output shaft 6 is provided (left side in FIG. 20). An electric motor driven gear 67b provided integrally at the end is supported in a freely rotatable manner at the tip of the above-described reverse gear pair 64 on the idler shaft 64s side of the idler shaft 64s (the left side in FIG. 20). The motor idler gear 67c, which rotates together with the motor idler gear 67c, and the motor idler gear 67d having a larger diameter (that is, having a larger number of teeth) than the motor idler gear 67c are always meshed with each other. That is, the motor / generator 66 and the second output shaft 6 are coupled so as to be able to transmit power at all times.

  As described above, on the first output shaft 5, from the left side of FIG. 20, the first speed forming driven gear 59b, the third speed forming driven gear 60b, the second speed forming driven gear 61b, and the fourth speed. Two meshing clutches for selectively connecting the four gears to the first output shaft 5 are arranged so that the four gears for forming the gear stage of the driven gear 62b for forming are rotatable, that is, freely rotatable. A mechanism is provided. Further, on the second output shaft 6, from the left side of FIG. 20, there are three shift speed forming gears: a fifth gear forming driven gear 63b, a reverse gear forming driven gear 64b, and a sixth gear forming driven gear 65b. The gears are arranged so as to be rotatable, that is, freely rotatable, and two meshing clutch mechanisms for selectively connecting the gears to the second output shaft 6 are provided.

  Specifically, the clutch hub 68 integrated with the first output shaft 5 and the clutch hub 68 are spline-fitted at a position adjacent to the first speed forming driven gear 59b of the first output shaft 5. A hub sleeve 69 is disposed. Then, the hub sleeve 69 is moved to the first speed forming driven gear 59b side (left side in FIG. 20) and engaged with the spline 70 integrated with the first speed forming driven gear 59b. The first speed forming driven gear 59b is connected to the first output shaft 5 so as to be able to transmit power, and conversely, the hub sleeve 69 is moved to the third speed forming driven gear 60b side (the right side in FIG. 20) to move to the third speed. By engaging with a spline 71 integrated with the forming driven gear 60b, the third speed forming driven gear 60b is connected to the first output shaft 5 so that power can be transmitted.

  Accordingly, the meshing clutch mechanism constituted by the clutch hub 68, the hub sleeve 69, and the splines 70 and 71 selectively selects the first speed forming driven gear 59b and the third speed forming driven gear 60b as the first output shaft 5. And a first switching mechanism S21 corresponding to the shift switching mechanism of the present invention.

  Further, a clutch hub 72 integrated with the first output shaft 5 between the second speed forming driven gear 61b and the fourth speed forming driven gear 62b on the first output shaft 5, and the clutch thereof. A hub sleeve 73 that is spline-fitted to the hub 72 is disposed. Then, the hub sleeve 73 is moved to the second speed forming driven gear 61b side (left side in FIG. 20) and engaged with the spline 74 integrated with the second speed forming driven gear 61b. The second speed forming driven gear 61b is connected to the first output shaft 5 so as to be able to transmit power, and conversely, the hub sleeve 73 is moved to the fourth speed forming driven gear 62b side (the right side in FIG. 20). By engaging with a spline 75 integrated with the forming driven gear 62b, the fourth speed forming driven gear 62b is connected to the first output shaft 5 so that power can be transmitted.

  Therefore, the meshing clutch mechanism constituted by the clutch hub 72, the hub sleeve 73, and the splines 74 and 75 selectively selects the second speed forming driven gear 61b and the fourth speed forming driven gear 62b as the first output shaft 5. And a second switching mechanism S22 corresponding to the shift switching mechanism of the present invention.

  On the other hand, the clutch hub 76 integrated with the second output shaft 6 and the clutch hub 76 are spline-fitted on the second output shaft 6 at a position adjacent to the fifth speed forming driven gear 63b. A hub sleeve 77 is arranged. Then, the hub sleeve 77 is moved to the fifth speed forming driven gear 63b side (the right side in FIG. 1) and engaged with the spline 78 integrated with the fifth speed forming driven gear 63b. The fifth speed forming driven gear 63b is connected to the second output shaft 6 so as to be able to transmit power.

  Therefore, the meshing clutch mechanism constituted by the clutch hub 76, the hub sleeve 77, and the spline 78 is a mechanism for selectively connecting the fifth speed forming driven gear 63b to the second output shaft 6 so as to be able to transmit power. A third switching mechanism S23 corresponding to the transmission switching mechanism of the present invention is configured.

  A clutch hub 79 integrated with the second output shaft 6 between the reverse gear forming driven gear 64b and the sixth speed forming driven gear 65b on the second output shaft 6, and the clutch hub. A hub sleeve 80 that is spline-fitted to 79 is disposed. Then, the hub sleeve 80 is moved to the reverse gear forming driven gear 64b side (left side in FIG. 20) and engaged with the spline 81 integrated with the reverse gear forming driven gear 64b, thereby forming the reverse gear. The driven gear 64b is connected to the second output shaft 6 so as to be able to transmit power. On the other hand, the hub sleeve 80 is moved to the sixth speed forming driven gear 65b side (the right side in FIG. 20) to drive the sixth speed forming driven. By engaging with a spline 82 integrated with the gear 65b, the sixth speed-forming driven gear 65b is connected to the second output shaft 6 so as to be able to transmit power.

  Therefore, the meshing clutch mechanism constituted by the clutch hub 79, the hub sleeve 80, and the splines 81 and 82 selectively sets the reverse gear forming driven gear 64b and the sixth speed forming driven gear 65b to the second output shaft 6. A mechanism that is connected so as to be capable of transmitting power, and constitutes a fourth switching mechanism S24 corresponding to the shifting mechanism of the present invention.

  Also in the transmission TM configured as shown in FIG. 20, six forward speeds and one reverse speed can be set. FIG. 21 shows the engagement / release states of the clutches C1 and C2 and the switching mechanisms S21, S22, S23, and S24 for setting these shift speeds. In FIG. 21, “L” indicates a state in which each hub sleeve 69, 73, 77, 80 of each switching mechanism S21, S22, S23, S24 engages with a gear located on the left side of FIG. "R" indicates a state in which each hub sleeve 69, 73, 77, 80 of each switching mechanism S21, S22, S23, S24 is engaged with a gear located on the right side of FIG. “N” indicates a state where a neutral (off) position where no gear is engaged is set. Also, the ● mark indicates the state of engaging and transmitting torque, the ○ mark indicates the state where it is essential to set the neutral position, and the Δ mark indicates the state of engaging and waiting for the downshift. , ▽ marks indicate a state of engaging and waiting for an upshift. A blank indicates a released state.

  Hereinafter, each gear stage will be described. For the forward first speed, the hub sleeve 69 of the first switching mechanism S21 is positioned on the left side of FIG. 20, the first speed forming driven gear 59b is connected to the first output shaft 5, and the hub of the third switching mechanism S23. It is set by setting the sleeve 77 to the neutral position.

  Therefore, at the first forward speed, as shown by a thick line in FIG. 22, the output torque of the power source 1 transmitted through the second clutch C2 is transmitted from the second input shaft 4 to the first speed gear pair 59 and the first speed gear pair. It is transmitted to the first output shaft 5 via the 1 switching mechanism S21. As a result, the first speed gear pair 59 performs a deceleration action to set the first speed with the largest speed ratio at the forward speed.

  In the state of the first forward speed, the hub sleeve 73 of the second switching mechanism S22 is positioned on the left side of FIG. 20 and the second speed forming driven gear 61b is connected to the first output shaft 5, A standby state (pre-upshift state) for upshifting to the second speed is established. Accordingly, in this state, the second forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1. The hub sleeve 80 of the fourth switching mechanism S24 is always set to the neutral position.

  In the forward second speed, as shown by a thick line in FIG. 23, the output torque of the power source 1 transmitted via the first clutch C1 is transmitted from the first input shaft 3 to the second speed gear pair 61 and the second switching gear. It is transmitted to the first output shaft 5 via the mechanism S22. In this case, since the gear ratio of the second speed gear pair 61 is set to be smaller than the gear ratio of the first speed gear pair 59, the second speed is smaller than the first speed.

  In the state of the second forward speed, the hub sleeve 69 of the first switching mechanism S21 is positioned on the right side of FIG. 20 and the third speed forming driven gear 60b is connected to the first output shaft 5. Then, a standby state (pre-upshift state) for upshifting to the third speed is set. Accordingly, the third forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2 in this state. Note that the hub sleeve 77 of the third switching mechanism S23 is always set to the neutral position.

  In the forward third speed, as shown by a thick line in FIG. 24, the output torque of the power source 1 transmitted via the second clutch C2 is transmitted from the second input shaft 4 to the third speed gear pair 60 and the first switching. It is transmitted to the first output shaft 5 via the mechanism S21. In this case, since the gear ratio of the third speed gear pair 60 is set to be smaller than the gear ratio of the second speed gear pair 61, the third speed becomes smaller than the second speed.

  In the state of the third forward speed, the hub sleeve 73 of the second switching mechanism S22 is positioned on the right side of FIG. 20 and the fourth gear forming driven gear 62b is connected to the first output shaft 5. Then, a standby state (pre-upshift) for upshifting to the fourth speed is entered. Accordingly, the fourth forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1 in this state. The hub sleeve 80 of the fourth switching mechanism S24 is always set to the neutral position.

  In the forward fourth speed, as shown by a thick line in FIG. 25, the output torque of the power source 1 transmitted via the first clutch C1 is transmitted from the first input shaft 3 to the fourth speed gear pair 62 and the second switching. It is transmitted to the first output shaft 5 via the mechanism S22. In this case, since the gear ratio of the fourth speed gear pair 62 is set to be smaller than the gear ratio of the third speed gear pair 60, the fourth speed becomes smaller than the third speed.

  By placing the hub sleeve 77 of the third switching mechanism S23 on the right side of FIG. 20 in the state of the fourth forward speed, the fifth speed forming driven gear 63b is connected to the second output shaft 6, A standby state (pre-upshift) for upshifting to the fifth speed is established. Accordingly, the fifth forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2 in this state.

  In the forward fifth speed, as indicated by a thick line in FIG. 26, the output torque of the power source 1 transmitted via the second clutch C2 is changed from the second input shaft 4 to the fifth speed gear pair 63 and the third switching. It is transmitted to the second output shaft 6 via the mechanism S23. In this case, since the gear ratio of the fifth speed gear pair 63 is set to be smaller than the gear ratio of the fourth speed gear pair 62, the fifth speed is smaller than the fourth speed.

  In this forward fifth speed state, the hub sleeve 80 of the fourth switching mechanism S24 is positioned on the right side of FIG. 20 and the sixth speed forming driven gear 65b is connected to the second output shaft 6, A standby state (pre-upshift) for upshifting to the sixth speed is established. Accordingly, in this state, the sixth forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1.

  In the forward sixth speed, as shown by a thick line in FIG. 27, the output torque of the power source 1 transmitted via the first clutch C1 is changed from the first input shaft 3 to the sixth speed gear pair 65 and the fourth switching. It is transmitted to the second output shaft 6 via the mechanism S24. In this case, since the gear ratio of the sixth speed gear pair 65 is set smaller than the gear ratio of the fifth speed gear pair 63, the sixth speed is smaller than the fifth speed.

  In the case of a downshift, the clutches C1 and C2 and the switching mechanisms S21, S22, S23, and S24 may be operated in the opposite manner to the upshift described above. That is, in the state of the sixth forward speed, the hub sleeve 77 of the third switching mechanism S23 is positioned on the right side of FIG. 20 and the fifth gear forming driven gear 63b is connected to the second output shaft 6. , A standby state (pre-downshift) for downshifting to the fifth speed is established. Therefore, in this state, the fifth forward speed is achieved by gradually releasing the first clutch C1 and gradually engaging the second clutch C2.

  Further, in the state of the fifth forward speed, the hub sleeve 73 of the second switching mechanism S22 is positioned on the right side of FIG. 20 and the fourth speed forming driven gear 62b is connected to the first output shaft 5. , A standby state (pre-downshift) for downshifting to the fourth speed is established. Accordingly, in this state, the second clutch C2 is gradually released and the first clutch C1 is gradually engaged, whereby the fourth forward speed is achieved.

  Further, in the state of the fourth forward speed, the hub sleeve 69 of the first switching mechanism S21 is positioned on the right side of FIG. 20 and the third speed forming driven gear 60b is connected to the first output shaft 5. Then, a standby state (pre-downshift) for downshifting to the third speed is set. Accordingly, in this state, the forward third speed is achieved by gradually releasing the first clutch C1 and gradually engaging the second clutch C2.

  Further, in the state of the forward third speed, the hub sleeve 73 of the second switching mechanism S22 is positioned on the left side of FIG. 20 and the second speed forming driven gear 61b is connected to the first output shaft 5. Then, a standby state (pre-downshift) for downshifting to the second speed is established. Accordingly, in this state, the second clutch C2 is gradually released and the first clutch C1 is gradually engaged, whereby the second forward speed is achieved.

  Then, in the state of the second forward speed, the hub sleeve 69 of the first switching mechanism S21 is positioned on the left side of FIG. 20 and the first speed forming driven gear 59b is connected to the first output shaft 5. , A standby state (pre-downshift) for downshifting to the first speed is entered. Accordingly, in this state, the first clutch C1 is gradually released and the second clutch C2 is gradually engaged, thereby achieving the first forward speed.

  As described above, also in the transmission TM having the configuration shown in the third embodiment, the first clutch C1 and the first clutch C1 and the second clutch can be set regardless of whether the forward shift speed is set or the upshift or the downshift. A predetermined forward shift stage is set by switching the engagement / release state of the two clutches C2 gradually and alternately so that the engagement / release states are opposite to each other. That is, when the transmission TM is upshifted or downshifted from a predetermined forward shift stage to a preceding or subsequent shift stage, the engagement / release states of the first clutch C1 and the second clutch C2 are opposite to each other. The first clutch C1 and the second clutch C2 are not released at the same time, that is, the power transmission between the power source 1 and the input shafts 3 and 4 is not interrupted. Shifting can be performed. Therefore, the so-called torque loss at the time of shifting can be prevented, and the power performance of the transmission TM can be improved.

  Next, the reverse gear will be described. As described above, in the transmission TM configured as shown in FIG. 20, one reverse speed can be set. That is, in the reverse gear, the hub sleeve 80 of the fourth switching mechanism S24 is positioned on the left side of FIG. 20, the reverse gear forming driven gear 64b is connected to the second output shaft 6, and the hub of the first switching mechanism S21. It is set by setting the sleeve 69 to the neutral position.

  Therefore, in this reverse speed, as shown by a thick line in FIG. 28, the output torque of the power source 1 transmitted via the second clutch C2 is transmitted from the second input shaft 4 to the first speed gear pair 59 and the reverse speed gear. It is transmitted to the second output shaft 6 via the pair 64 and the fourth switching mechanism S24.

  Thus, in the transmission TM configured as shown in the third embodiment, as described above, the idler gears 67c of the electric motor gear pair 67 that couples the motor / generator 66 to the transmission TM so as to be able to transmit power. 67d is supported on an idler shaft 64s provided with reverse gears 64c and 64d. In other words, the idler shaft of the reverse gear pair 64 and the idler shaft of the motor vehicle pair 67 are shared. Therefore, it is not necessary to provide an idler shaft dedicated to the electric motor gear pair 67, and the number of shafts of the transmission TM can be reduced correspondingly to simplify the structure. As a result, it is possible to reduce the size of the transmission TM and improve the assembling property during the assembly work of the transmission TM.

(Fourth embodiment)
FIG. 29 is a skeleton diagram showing a fourth embodiment of the configuration of the transmission TM according to the present invention. In the fourth embodiment, with respect to the transmission TM in the third embodiment having the configuration shown in FIG. 20, the motor is connected to all the gear pairs forming each gear stage so that power can be transmitted. is there. Therefore, since the configuration other than the connecting portion between the electric motor and the transmission TM is the same as the configuration shown in FIG. 20 described above, the same reference numerals as those in FIG. Omitted. Further, the description of each shift stage is the same as that of the transmission TM having the configuration shown in FIG. 20, that is, the same contents as described with reference to FIGS. 21 to 28 in the third embodiment described above. Therefore, the detailed description is abbreviate | omitted.

  In FIG. 29, a motor / generator 83 corresponding to the electric motor of the present invention can transmit power to a reverse gear forming gear 64d for a reverse gear formed integrally with an idler shaft 84 of a reverse gear pair 64. It is connected in the state. That is, the electric motor drive gear 85a provided integrally with the rotating shaft 83a of the motor / generator 83 and the reverse gear forming idler gear 64d are meshed with each other. That is, the motor / generator 83 and the idler shaft 84 are coupled so as to be able to transmit power at all times.

  In the fourth embodiment, the idler shaft 84 extends in the axial direction from the end of the idler shaft 64s on the reverse gear forming stage 64c side to the position where the sixth speed gear pair 65 is disposed. While extending, the support part of the idler gears 67c and 67d of the motor gear pair 67 formed at the end of the idler shaft 64s on the side of the idler gear 64d for the reverse travel is omitted. The idler shaft 84 has a motor idler gear 85b meshed with the driven gear 63b of the fifth speed gear pair 63, a motor idler gear 85c meshed with the drive gear 60a of the third speed gear pair 60, and The motor idler gear 85d meshed with the driven gear 61b of the second speed gear pair 61 and the driven gear 64b of the reverse gear pair 64, and the driven gear 62b of the fourth speed gear pair 62 and the driven gear of the sixth speed gear pair 65. Motor idler gears 85e meshed with 65b are provided integrally with the idler shaft 84, respectively.

  Therefore, in the transmission TM having the configuration shown in the fourth embodiment, the motor / generator 83 can change any of the gears in any of the first to sixth gears and the reverse gear. It is connected to a drive gear or driven gear of a gear pair for forming a step so that power can be transmitted. Therefore, torque assist or energy regeneration by the motor / generator 83 can be performed at the time of setting all the gears and at the time of shift transition. Further, by controlling each switching mechanism S21, S22, S23, S24 and appropriately selecting and setting a gear pair for transmitting power between the motor generator 83 and each output shaft 5, 6, the motor The gear ratio between the generator 83 and each of the output shafts 5 and 6 can be set as appropriate. In other words, the power transmission between the motor generator 83 and the output shafts 5 and 6 can be changed.

(Fifth embodiment)
FIG. 30 is a skeleton diagram showing a fifth embodiment of the configuration of the transmission TM according to the present invention. The fifth embodiment is different from the transmission TM in the third embodiment having the configuration shown in FIG. 20 described above in terms of the gear ratio of the reverse gear pair and the power between the motor and the second output shaft 6. By making the gear ratios of the electric motor gear pairs connected so as to be able to be transmitted to be equal, the configuration of the idler shaft that supports the idler gear of the reverse gear pair and the idler gear of the electric gear pair is simplified. Therefore, since the parts other than the configuration of the idler shaft, the reverse gear pair and the motor gear pair are the same as those shown in FIG. 20, the same reference numerals as those in FIG. Detailed description is omitted. Further, the description of each shift stage is the same as that of the transmission TM having the configuration shown in FIG. 20, that is, the same contents as described with reference to FIGS. 21 to 28 in the third embodiment described above. Therefore, the detailed description is abbreviate | omitted.

  In FIG. 30, a motor / generator 86 corresponding to the electric motor of the present invention can transmit power to a reverse gear forming idler gear 64d that is provided integrally with an idler shaft 87 of a reverse gear pair 64. It is connected in the state. That is, the electric motor drive gear 88a integrally provided on the rotating shaft 86a of the motor / generator 86 and the reverse gear forming idler gear 64d are meshed with each other. That is, the motor / generator 86 and the idler shaft 87 are coupled so as to be able to transmit power at all times.

  The motor drive gear 88a and the motor driven gear 88b provided integrally at the end of the second output shaft 6 opposite to the side on which the output gear 16 is provided (left side in FIG. 30), The idler shaft 87 is always meshed with a motor idler gear 88c that is integrally provided at the tip of the reverse-stage forming idler gear 64d (left side in FIG. 30). That is, the above-mentioned motor drive gear 88a, the reverse gear forming idler gear 64d meshed with the motor drive gear 88a, the reverse gear forming idler gear 64d and the motor idler gear 88c rotating integrally with the idler shaft 87, A gear pair composed of a motor driven gear 88b meshed with the motor idler gear 88c is a motor gear pair 88 that connects the motor generator 86 and the second output shaft 6 so as to be able to transmit power.

  Thus, the reverse-stage-forming idler gear 64d also serves as the motor idler gear 88d that functions as the idler gear of the motor gear pair 88 together with the motor idler gear 88c. In short, the motor gear pair 88 is configured to share the reverse gear forming idler gear 64d with the reverse gear pair 64. The electric gear pair 88 and the reverse gear pair 64 in the fifth embodiment are configured such that the gear ratio of the electric gear pair 88 and the reverse gear pair 64 are equal to each other. .

  Therefore, in the transmission TM configured as shown in the fifth embodiment, the idler gear 64d of the reverse gear pair 64 and the idler gear 88d of the motor gear pair 88 are shared, and each of these idler gears is supported. The idler shaft of the reverse gear pair 64 and the idler shaft of the motor gear pair 88 are shared. Therefore, the number of gears and shafts constituting the transmission TM can be reduced and the structure of the transmission TM can be simplified. As a result, it is possible to reduce the size of the transmission TM and improve the assembling property during the assembly work of the transmission TM.

  Further, since the gear ratio of the reverse gear pair 64 and the gear ratio of the electric motor gear pair 88 are set to the same value, the reverse gear pair 64 sharing the idler shaft 87 with each other when the reverse gear is set. A state where the idler shaft 87 is locked due to a difference in gear ratio with the electric motor gear pair 88, that is, a so-called double lock can be prevented.

(Sixth embodiment)
FIG. 31 is a skeleton diagram showing a sixth embodiment of the configuration of the transmission TM according to the present invention. In the sixth embodiment, the power transmission state between the electric motor and the transmission TM can be selectively changed. The structure of the transmission TM of the transmission TM in the sixth embodiment other than the connecting portion between the electric motor and the transmission TM is the same as that of the transmission TM in the third embodiment having the structure shown in FIG. Therefore, the components other than the connecting portion between the motor and the transmission TM are denoted by the same reference numerals as those in FIG. Further, the description of each shift stage is the same as that of the transmission TM having the configuration shown in FIG. 20, that is, the same contents as described with reference to FIGS. 21 to 28 in the third embodiment described above. Therefore, the detailed description is abbreviate | omitted.

  In FIG. 31, a motor / generator 89 corresponding to the electric motor of the present invention selectively transmits power to a transmission shaft gear 91 and an output member, that is, a ring gear 12a of a differential 12 provided so as to rotate integrally with the transmission shaft 2. Connected as possible. Specifically, the motor output gear 90 meshed with the ring gear 12a of the differential 12 and the transmission shaft 2 from the side closer to the main body of the motor / generator 89 (left side in FIG. 31) on the rotation shaft 89a of the motor / generator 89. The two gears of the electric motor input gear 92 meshed with the transmission shaft gear 91 that rotates integrally with the gear shaft 91 are rotatably, that is, freely rotatable, and these gears are arranged between the two gears on the rotary shaft 89a. Is provided with a motor switching mechanism S5 that is selectively coupled to the motor.

  In the electric motor switching mechanism S5, a clutch hub 93 that is integrated with the rotary shaft 89a and a hub sleeve 94 that is spline-fitted to the clutch hub 93 are arranged. Then, the hub sleeve 94 is moved to the motor output gear 90 side (left side in FIG. 31) and engaged with the spline 95 integrated with the motor output gear 90, whereby the motor output gear 90 is attached to the rotating shaft 89a. On the contrary, the hub sleeve 94 is moved to the motor input gear 92 side (the right side in FIG. 31) and engaged with the spline 96 integrated with the motor input gear 92, so that the motor input is achieved. The gear 92 is connected to the rotary shaft 89a so as to be able to transmit power.

  Therefore, in the transmission TM configured as shown in the sixth embodiment, the motor / generator 89 can selectively transmit power to the input shafts 3 and 4 and the output shafts 5 and 6, that is, the output member 12. Are connected. Therefore, for example, when a large output torque is required temporarily, such as when the vehicle starts, by setting the power transmission between the input shafts 3 and 4 and the motor generator 89, Torque assist by the motor / generator 89 can be performed. In addition, by setting the output member 12, that is, the output shafts 5 and 6, and the motor / generator 89 in a state where power can be transmitted, the motor / generator 89 can perform energy regeneration.

  The present invention is not limited to the specific examples described above. For example, in each of the specific examples described above, the output shafts 5 and 6 are arranged in parallel with the input shafts 3 and 4 so that power is output in a direction parallel to the center axis of the engine (the transmission shaft 2). Therefore, such a configuration is suitable for a vehicle of a type in which a so-called engine is placed horizontally. However, an output member is provided coaxially with each input shaft 3, 4, and the output member and each output shaft 5 are provided. 6 can be connected with a transmission mechanism such as a gear or a chain. With such a configuration, power can be output in the direction in which the axis of the engine is extended. The configuration is suitable for a vehicle.

  Further, the first clutch C1 and the second clutch C2 for inputting the output torque of the power source 1 may be arranged on either the power source 1 side or the opposite side of the power source 1 with respect to the gear train, and either These clutches may be arranged on the power source 1 side, the other clutches on the opposite side of the power source 1, and the clutches may be arranged on both sides of the gear train. In short, the arrangement of the components including the input clutch can be changed as necessary. Further, according to the present invention, the meshing clutch mechanism, that is, each switching mechanism S1, S2, S3, S4, S11, S12, S13, S14, S21, S22, S23, S24, S5 is a synchronous mechanism (including a taper ring). A device incorporating a synchronizer can be employed.

  Each transmission mechanism, that is, each gear pair 7, 8, 9, 10, 13, 14, 15, 34, 35, 36, 37, 38, 39, 40, 59, 60, 61, 62, 63, 64, In addition to the mechanism using a gear, 65 may be configured by a winding transmission mechanism such as a roller chain transmission device using a roller chain and a sprocket wheel, or a belt transmission device using a belt and a pulley.

  Each of these transmission mechanisms only needs to be able to set an appropriate gear ratio, and the number of fixed gear ratios as a whole may be smaller than this, in addition to the seventh speed including the reverse gear, or On the contrary, it may be 7th speed or more, and it may be a transmission mechanism in which the gear ratio continuously changes.

1 is a skeleton diagram showing a first embodiment of a transmission according to the present invention. FIG. It is a schematic diagram which shows the arrangement | positioning relationship of each axis | shaft in the transmission shown in FIG. 2 is a table collectively showing engagement and disengagement states of a clutch and a shift switching mechanism for setting each of six forward speeds and one reverse speed with the transmission shown in FIG. 1. FIG. 2 is a schematic diagram showing a torque transmission path at a first forward speed in the transmission shown in FIG. 1. FIG. 3 is a schematic diagram showing a torque transmission path at a second forward speed in the transmission shown in FIG. 1. FIG. 4 is a schematic diagram showing a torque transmission path at a third forward speed in the transmission shown in FIG. 1. FIG. 6 is a schematic diagram showing a torque transmission path at a fourth forward speed in the transmission shown in FIG. 1. FIG. 6 is a schematic diagram showing a torque transmission path at a forward fifth speed in the transmission shown in FIG. 1. FIG. 6 is a schematic diagram showing a torque transmission path at a sixth forward speed in the transmission shown in FIG. 1. FIG. 2 is a schematic diagram showing a torque transmission path at a reverse speed in the transmission shown in FIG. 1. It is a skeleton figure which shows the 2nd Example of the transmission which concerns on this invention. FIG. 12 is a table collectively showing engagement and disengagement states of a clutch and a shift switching mechanism for setting each of six forward speeds and one reverse speed with the transmission shown in FIG. 11. FIG. 12 is a schematic diagram showing a torque transmission path at the first forward speed in the transmission shown in FIG. 11. FIG. 12 is a schematic diagram showing a torque transmission path at a second forward speed in the transmission shown in FIG. 11. FIG. 12 is a schematic diagram showing a torque transmission path at a third forward speed in the transmission shown in FIG. 11. FIG. 12 is a schematic diagram showing a torque transmission path at the fourth forward speed in the transmission shown in FIG. 11. FIG. 12 is a schematic diagram showing a torque transmission path at the fifth forward speed in the transmission shown in FIG. 11. FIG. 12 is a schematic diagram showing a torque transmission path at forward sixth speed in the transmission shown in FIG. 11. FIG. 12 is a schematic diagram illustrating a torque transmission path at a reverse speed in the transmission illustrated in FIG. 11. It is a skeleton figure which shows the 3rd Example of the transmission which concerns on this invention. FIG. 21 is a table collectively showing engagement and disengagement states of a clutch and a shift switching mechanism for setting each of six forward speeds and one reverse speed with the transmission shown in FIG. 20. FIG. 21 is a schematic diagram showing a torque transmission path at the first forward speed in the transmission shown in FIG. 20. FIG. 21 is a schematic diagram showing a torque transmission path at the second forward speed in the transmission shown in FIG. 20. FIG. 21 is a schematic diagram showing a torque transmission path at the third forward speed in the transmission shown in FIG. 20. FIG. 21 is a schematic diagram showing a torque transmission path at the fourth forward speed in the transmission shown in FIG. 20. FIG. 21 is a schematic diagram showing a torque transmission path at the fifth forward speed in the transmission shown in FIG. 20. FIG. 21 is a schematic diagram showing a torque transmission path at the sixth forward speed in the transmission shown in FIG. 20. It is a schematic diagram which shows the transmission path of the torque in the reverse stage in the transmission shown in FIG. It is a skeleton figure which shows the 4th Example of the transmission which concerns on this invention. It is a skeleton figure which shows the 5th Example of the transmission which concerns on this invention. It is a skeleton figure which shows the 6th Example of the transmission which concerns on this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Power source 3 ... 1st input shaft 4 ... 2nd input shaft 5 ... 1st output shaft 6 ... 2nd output shaft 7, 8, 9, 10, 14, 15, 34, 35, 37 , 38, 39, 40, 59, 60, 61, 62, 63, 65 ... 1st to 6th (forward gear) gear pairs, 12 ... Differential (output member), 13, 36, 64 ... Reverse gears 13b, 36b, 64b ... reverse gear driven gear, 13c, 36c, 64c, 64d ... reverse gear idler gear, 17, 41, 66, 83, 86, 89 ... motor / generator (motor), 18 , 42, 67, 88 ... motor gear pair, 18a, 42a, 67a, 85a, 88a ... motor drive gear, 18c, 42c, 67c, 67d, 85b, 85c, 85d, 85e ... motor idler gear, 64s, 84, 87 ... Idler shaft, C1... First clutch, C2... Second clutch, S1, S2, S3, S4, S11, S12, S13, S14, S21, S22, S23, S24. Mechanism), S5 ... electric motor switching mechanism, TM ... transmission.

Claims (8)

A plurality of clutches coupled to a transmission shaft for transmitting the output torque of the power source;
A plurality of input shafts connected to the output sides of the plurality of clutches to receive the output torque;
A plurality of output shafts for outputting the output torque transmitted from the input shaft to an output member;
A plurality of gear pairs that are respectively disposed between the input shaft and the output shaft and have different gear ratios;
By selectively setting power transmission on each power transmission path that enables power transmission between the input shaft and the output shaft via the respective gear pairs to be in a transmittable state or in a cut-off state, the transmission shaft A multi-clutch transmission including a shift switching mechanism capable of setting a plurality of shift stages by switching a transmission state of power transmitted from the power to the output member;
A reverse gear pair disposed on a power transmission path between the input shaft and the output shaft set in a power transmission state when setting the reverse gear among the plurality of gear pairs,
A reverse gear forming driven gear disposed on an output shaft set in a power transmission state when setting the reverse gear;
A reverse gear forming idler gear disposed on an output shaft different from the output shaft on which the reverse gear forming driven gear is disposed;
A reverse gear forming drive gear disposed on an input shaft that is set to a power transmission state when setting the reverse gear;
The power transmission state on the power transmission path between the input shaft on which the reverse gear forming drive gear is disposed and the output shaft on which the reverse gear idler gear is disposed is the reverse gear forming drive gear and the reverse gear. The forward gear can be set by making it possible to transmit via the gear idler gear for step formation,
A multi-clutch transmission, wherein an electric motor is coupled to an output shaft on which the reverse gear for forming the reverse gear is disposed so that power can be transmitted. The switching portion of the shift switching mechanism is disposed only on the output shaft,
The plurality of gear pairs includes a predetermined low-speed gear pair that is set in a state where power can be transmitted when setting a predetermined forward low-speed gear having a relatively large gear ratio.
2. The multi-clutch transmission according to claim 1, wherein the electric motor is connected to the predetermined low-speed gear pair via an electric gear pair disposed at substantially the same position in the axial direction of the transmission. The switching portion of the shift switching mechanism is disposed only on the output shaft,
The output member is connected to a drive shaft extending from the output member on an axis parallel to the axial direction of the transmission so that power can be transmitted.
The gear pair that may interfere with the drive shaft is not disposed on the shaft on the end portion side of the output shaft having the shortest distance from the drive shaft among the plurality of output shafts. The multiple clutch transmission according to claim 1. A plurality of clutches coupled to a transmission shaft for transmitting the output torque of the power source;
A plurality of input shafts connected to the output sides of the plurality of clutches to receive the output torque;
A plurality of output shafts for outputting the output torque transmitted from the input shaft to an output member;
A plurality of gear pairs that are respectively disposed between the input shaft and the output shaft and have different gear ratios;
By selectively setting power transmission on each power transmission path that enables power transmission between the input shaft and the output shaft via the respective gear pairs to be in a transmittable state or in a cut-off state, the transmission shaft A multi-clutch transmission including a shift switching mechanism capable of setting a plurality of shift stages by switching a transmission state of power transmitted from the power to the output member;
A reverse gear pair disposed on a power transmission path between the input shaft and the output shaft set in a power transmission state when setting the reverse gear among the plurality of gear pairs,
A reverse gear forming driven gear disposed on an output shaft set in a power transmission state when setting the reverse gear;
A reverse gear forming drive gear disposed on an input shaft set in a power transmission state when setting the reverse gear;
A reverse gear forming idler gear for connecting the reverse gear forming driven gear and the reverse gear forming drive gear so as to be able to transmit power;
The power transmission state on the power transmission path between the input shaft on which the reverse gear forming drive gear is disposed and the output shaft on which the forward gear driven gear is disposed is the reverse gear forming drive gear and the forward gear. A predetermined forward speed can be set by making it possible to transmit via the forming driven gear,
An electric motor is connected to an output shaft on which the reverse gear for forming the reverse gear is arranged via a motor idler gear arranged on an idler shaft that supports the idle gear for forming the reverse gear. A multi-clutch transmission characterized.   The multi-clutch transmission according to claim 4, wherein a switching portion of the shift switching mechanism is disposed only on the output shaft.   The multi-clutch transmission according to claim 4 or 5, wherein the electric motor is connected to all of the plurality of gear pairs so that power can be transmitted. The output shaft on which the driven gear for forming the reverse gear is disposed and the electric motor include an electric motor driving gear that rotates integrally with a rotating shaft of the electric motor, the electric idler gear, and another predetermined forward gear forming driving gear. Are connected to be able to transmit power through a pair of electric gears composed of
The multiple clutch transmission according to claim 4 or 5, wherein a gear ratio of the reverse gear pair and a gear ratio of the electric gear pair are set to be equal. A plurality of clutches coupled to a transmission shaft for transmitting the output torque of the power source;
A plurality of input shafts connected to the output sides of the plurality of clutches to receive the output torque;
A plurality of output shafts for outputting the output torque transmitted from the input shaft to an output member;
A plurality of gear pairs that are respectively disposed between the input shaft and the output shaft and have different gear ratios;
By selectively setting power transmission on each power transmission path that enables power transmission between the input shaft and the output shaft via the respective gear pairs to be in a transmittable state or in a cut-off state, the transmission shaft A multi-clutch transmission including a shift switching mechanism capable of setting a plurality of shift stages by switching a transmission state of power transmitted from the power to the output member;
An electric motor,
A multi-clutch transmission comprising an electric motor switching mechanism that sets the input shaft or the output member or the output shaft and the electric motor to a state in which power can be selectively transmitted.

Images