JP2010261544A - Power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission device that can add a gear train to a continuously variable transmission mechanism while attaining miniaturization and weight reduction. <P>SOLUTION: The power transmission device 10 includes a clutch mechanism 15 coaxial with input shafts 16, 17 and capable of selecting the first input shaft 16 and second input shaft 17; second drive gear trains 19, 36 arranged on the second input shaft 17 to transmit power to reverse gear trains 20, 31, 32, 36 and an output shaft 34; a selecting mechanism 21 coaxial with the second input shaft 17 and capable of selecting the reverse gear trains 20, 31, 32, 36 or the second drive gear trains 19, 36; and third drive gear trains 33, 36 arranged between a first intermediate shaft 22 and the output shaft 34 to transmit power to the output shaft 34 through the continuously variable transmission mechanism CVT. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power transmission device including a continuously variable transmission mechanism and a gear train.

In a power transmission device including a drive pulley, a driven pulley, and a continuously variable transmission mechanism having a V-belt, a maximum transmission ratio that minimizes the pulley diameter of the drive pulley and a minimum transmission ratio that minimizes the pulley diameter of the driven pulley. As a result, the transmission efficiency of the V-belt decreases.
Therefore, in some conventional power transmission devices, a continuously variable transmission mechanism and a low gear train that secures a maximum gear ratio are arranged in parallel so that power transmission at the maximum gear ratio is handled by the low gear train ( For example, see Patent Document 1).
This power transmission device includes an input shaft, an output shaft, and an intermediate shaft. Between the input shaft and the intermediate shaft, a drive pulley provided on the input shaft so as to be relatively rotatable, and a drive pulley provided on the intermediate shaft. A continuously variable transmission mechanism having a driven pulley and a V-belt provided between the drive pulley and the driven pulley is disposed. The input shaft is provided with a starting clutch. The driving clutch is operated and the drive pulley is coupled to the input shaft, thereby enabling power transmission by the continuously variable transmission mechanism.

The input shaft is also provided with a low drive gear, and the low drive gear meshes with a load-driven gear provided on the intermediate shaft so as to be relatively rotatable via an idler gear. The low drive gear, idler gear, and load-driven gear constitute a low gear train. The intermediate shaft is provided with a low clutch. The low clutch is operated, and the load-driven gear is coupled to the intermediate shaft, thereby enabling power transmission in the low gear train.
Japanese Patent Laid-Open No. 2004-257408

However, in the conventional power transmission device, when adding a low drive gear or an overdrive gear in addition to the continuously variable transmission mechanism, for example, a low clutch dedicated to the low gear train or an overdrive clutch is required. There is a problem that the shaft length becomes long and the transmission becomes larger and heavier.
SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to solve the above-mentioned problems of the prior art, and to achieve a reduction in size and weight, a power transmission device capable of adding a gear train such as an overdrive gear to a continuously variable transmission mechanism. Is to provide.

In order to solve the above-mentioned problems, the present invention provides a first input shaft, a second input shaft, and any one of a first intermediate shaft and a second intermediate shaft that are parallel to the input shaft. To the output shaft, and between the input shaft and the first intermediate shaft, a drive pulley on the input shaft, a driven pulley on the first intermediate shaft, and a V-belt hung between both pulleys A power transmission device having a continuously variable transmission mechanism having a clutch mechanism capable of selecting a first input shaft and a second input shaft coaxially with the input shaft, and a reverse gear on the second input shaft A second drive gear train for transmitting power to the train and the output shaft, and a selection mechanism capable of selecting a reverse gear train or a second drive gear train on the same axis as the second input shaft. A third drive gear train that transmits power to the output shaft via the continuously variable transmission mechanism is disposed between the output shafts. And wherein the door.
According to the above configuration, the second drive gear train, the third drive gear train (including the continuously variable transmission mechanism), and the reverse gear train can be selected simply by providing the clutch mechanism and the selection mechanism. A second drive gear train (for example, an overdrive gear train) can be added to the continuously variable transmission mechanism while reducing the size and weight. And all the operation mode switching becomes smooth.

In the above configuration, when the first input shaft is selected by the clutch mechanism and the second input shaft is not selected, the selection mechanism can previously select a reverse gear train or a second drive gear train on the second input shaft. It may be configured.
According to the above configuration, when the first input shaft is selected, the reverse gear train or the second drive gear train disposed on the non-rotating second input shaft is not selected and is selected in advance by the selection mechanism. Therefore, the clutch mechanism is smoothly separated by so-called two-clutch switching, in which the clutch mechanism is disconnected from one of the first input shaft and the second input shaft that has already been connected, and is connected to the other of the first input shaft and the second input shaft. Direct shifting is possible.

In the above configuration, a part of the third drive gear train that connects the first intermediate shaft and the output shaft is disposed on the same straight line as the second drive gear train. A part may also serve as a part of the second drive gear train.
According to the above configuration, since it is not necessary to separately provide a part of the second drive gear train, the number of gears can be reduced and the output shaft can be shortened.

In the above configuration, a part of the third drive gear train that connects the first intermediate shaft and the output shaft is arranged on the same straight line as a part of the reverse gear train, and the gear train May also serve as a part of the reverse gear train.
According to the above configuration, it is not necessary to separately provide a part of the reverse gear train, so that the number of gears can be reduced and the output shaft can be shortened.

The said structure WHEREIN: The said clutch mechanism may serve as the starting clutch which isolate | separates an engine and a 1st input shaft or a 2nd input shaft.
According to the above configuration, it is not necessary to provide a separate starting clutch, so the input shaft can be shortened.

In the above-described configuration, the input shaft includes an inner main shaft and an outer main shaft fitted to the outer periphery of the inner main shaft so as to be relatively rotatable. Both shafts can be selected by the clutch mechanism, and the outer main shaft is a shaft. A first outer main shaft and a second outer main shaft that are divided in a direction, the second drive gear train is arranged on the first outer main shaft, and the reverse gear train is arranged on the second outer main shaft May be.
According to the above configuration, since the input shaft is formed in a double structure of the inner and outer main shafts, the input shaft can be shortened compared to the case where the respective shafts are arranged in series.

The said structure WHEREIN: The 1st drive gear train which transmits motive power to an output shaft may be arrange | positioned on the said 1st input shaft.
According to the above configuration, the first drive gear train, the second drive gear train, the third drive gear train (including the continuously variable transmission mechanism), and the reverse gear can be switched by simply providing the clutch mechanism and the selection mechanism. Since a train can be selected, a first drive gear train (for example, a low gear train) and a second drive gear train (for example, an overdrive gear train) can be added to the continuously variable transmission mechanism while reducing the size and weight. And all the operation mode switching becomes smooth.

In the above configuration, the first drive gear train may be constituted by a drive gear on the first input shaft and a driven gear on the output shaft meshing with the drive gear.
According to the above configuration, since it is not necessary to provide the first drive gear train on the intermediate shaft, the number of gears can be reduced and the intermediate shaft can be shortened.

In the above configuration, a one-way clutch capable of transmitting power from the first drive gear train only in the direction of the output shaft may be disposed between the first drive gear train and the output shaft.
According to the above configuration, when the driving force of the engine is transmitted to the output shaft via the second driving gear train, the third driving gear train or the reverse gear train, the one-way clutch rotates idly, so that the driving force is output to the output shaft. Can be prevented from being transmitted back to the first drive gear train. In addition, the one-way clutch is smaller than a connection / disconnection clutch that is operated by hydraulic pressure, and does not require a driving force to generate hydraulic pressure, so that the fuel consumption can be improved as compared with the case where a connection / disconnection clutch is provided.

In the above configuration, a power transmission device for a hybrid vehicle that transmits an output of an engine and an electric motor to an output shaft, the rotor constituting the electric motor is disposed on an outer periphery of the clutch mechanism so as to be integrally rotatable with the clutch mechanism, A stator may be disposed on the outer periphery of the rotor.
According to the above configuration, since the electric motor of the hybrid vehicle is arranged on the outer periphery of the clutch mechanism, the input shaft can be shortened.

The said structure WHEREIN: You may form integrally the clutch part which isolate | separates the said engine in the said clutch mechanism.
According to the above configuration, since the clutch portion for the electric motor is formed integrally with the clutch mechanism, the input shaft can be shortened.

  According to the present invention, the clutch mechanism and the selection mechanism are provided because the clutch mechanism capable of selecting the first input shaft and the second input shaft and the selection mechanism capable of selecting the reverse gear train or the second drive gear train are provided. Therefore, the second drive gear train, the third drive gear train (including a continuously variable transmission mechanism), and the reverse gear train can be selected by switching, so that the continuously variable transmission mechanism can be reduced in size and weight. A second drive gear train (for example, an overdrive gear train) can be added to. And all the operation mode switching becomes smooth.

  The selection mechanism is configured to be able to select in advance a reverse gear train or a second drive gear train on the second input shaft when the first input shaft is selected by the clutch mechanism and the second input shaft is not selected. Therefore, when the first input shaft is selected, the reverse gear train or the second drive gear train disposed on the non-rotating second input shaft is not selected and is selected in advance by the selection mechanism. The mechanism can be directly and smoothly shifted by so-called two-clutch switching, in which the mechanism is separated from one of the first input shaft and the second input shaft that has already been coupled and is coupled to the other of the first input shaft and the second input shaft. The time required for shifting can be shortened, and vibration during shifting can be reduced.

  A part of the third drive gear train that connects the first intermediate shaft and the output shaft is arranged on the same straight line as the second drive gear train, and a part of the gear train is the second drive gear train. Since it also serves as a part of the drive gear train, it is not necessary to separately provide a part of the second drive gear train, so that the number of gears can be reduced and the output shaft can be shortened. As a result, the size and weight can be reduced.

  Further, a part of the third drive gear train that connects the first intermediate shaft and the output shaft is arranged on the same straight line as a part of the reverse gear train, and a part of the gear train reverses. Since it also serves as a part of the gear train, it is not necessary to separately provide a part of the reverse gear train, so that the number of gears can be reduced and the output shaft can be shortened. As a result, reduction in size and weight can be achieved.

  Also, since the clutch mechanism also serves as a starting clutch that separates the engine from the first input shaft or the second input shaft, there is no need to provide a separate starting clutch, so the input shaft can be shortened, resulting in a reduction in size and weight. Can be planned.

  The input shaft includes an inner main shaft and an outer main shaft divided in the axial direction into a first outer main shaft and a second outer main shaft, and a second drive gear train is arranged on the first outer main shaft. Since the reverse gear train is arranged on the second outer main shaft, the input shaft is formed in a double structure consisting of the inner and outer main shafts. As a result, the size and weight can be reduced.

  Further, since the first drive gear train for transmitting power to the output shaft is disposed on the first input shaft, the first drive gear train and the second drive gear can be switched by simply providing a clutch mechanism and a selection mechanism. Since a train, a third drive gear train (including a continuously variable transmission mechanism), and a reverse gear train can be selected, the first drive gear train (for example, a low gear train) is added to the continuously variable transmission mechanism while reducing size and weight. And a second drive gear train (eg, an overdrive gear train) can be added. And all the operation mode switching becomes smooth.

  In addition, since the first drive gear train is composed of a drive gear on the first input shaft and a driven gear on the output shaft meshing with the drive gear, it is not necessary to provide the first drive gear train on the intermediate shaft. And the intermediate shaft can be shortened. As a result, the size and weight can be reduced.

  In addition, since the one-way clutch capable of transmitting power only from the first drive gear train to the output shaft is disposed between the first drive gear train and the output shaft, the driving force of the engine is the second drive gear train, When transmitted to the output shaft via the third drive gear train or the reverse gear train, the one-way clutch rotates idly, so that it is possible to prevent the drive force from being reversely transmitted from the output shaft to the first drive gear train. In addition, the one-way clutch is smaller than a connection / disconnection clutch that is operated by hydraulic pressure, and does not require a driving force to generate hydraulic pressure, so that the fuel consumption can be improved as compared with the case where a connection / disconnection clutch is provided.

  A power transmission device for a hybrid vehicle that transmits output of an engine and an electric motor to an output shaft, wherein a rotor constituting the electric motor is disposed on an outer periphery of the clutch mechanism so as to be integrally rotatable with the clutch mechanism, and a stator is disposed on the outer periphery of the rotor. Since the motor is arranged on the outer periphery of the clutch mechanism, the input shaft can be shortened, and as a result, the size and weight can be reduced.

  Furthermore, since the clutch part for separating the engine is integrally formed in the clutch mechanism so as to enable running in the EV mode, the clutch part for the electric motor is integrally formed in the clutch mechanism, so that the input shaft can be shortened, and as a result , Miniaturization and weight reduction can be achieved.

Preferred embodiments of the present invention will be described below with reference to the drawings.
[First embodiment]
FIG. 1 is a skeleton diagram showing a power transmission device according to a first embodiment of the present invention.
In FIG. 1, E indicates an engine. The engine E is started by cranking the crankshaft 11. A power transmission device 100 is connected to the engine E. The power transmission device 100 has a start mechanism 14, and the start mechanism 14 is connected to the crankshaft 11 of the engine E. The starting mechanism 14 is configured to include a starting clutch and a damper made of a wet or dry friction mechanism. The starting mechanism 14 may be configured using only a damper, or may be configured using, for example, a fluid coupling such as a torque converter or a fluid coupling, or an electromagnetic powder clutch or brake. The starting mechanism 14 is connected to a clutch mechanism 15 that can rotate integrally with the starting mechanism 14. The clutch mechanism 15 is a hydraulic multi-plate clutch, and has a rotatable inner main shaft 16 and a hollow outer main shaft 17 that is fitted to the outer periphery of the inner main shaft 16 so as to be relatively rotatable. The rotation of the main shaft 16 or the rotation of the outer main shaft 17 can be selected. That is, the clutch mechanism 15 also serves as a conventional starting clutch that separates the engine E side from the inner and outer main shafts 16 and 17. For this reason, it is not necessary to separately provide a starting clutch, and the inner and outer main shafts 16 and 17 can be shortened as compared with a case where a starting clutch and a selection mechanism are separately provided.

The outer main shaft 17 is divided in the axial direction, and is divided into two parts in order from the clutch mechanism 15 side into a first outer main shaft 17A and a second outer main shaft 17B. The inner main shaft 16 constitutes a first input shaft, and the outer main shaft 17, the first outer main shaft 17A, and the second outer main shaft 17B constitute a second input shaft. With this configuration, the input shaft is formed in a double structure comprising the inner and outer main shafts 16 and 17, so that the input shaft can be shortened compared to the case where the first input shaft and the second input shaft are arranged in series. become.
A low drive gear (drive gear) 18 is provided at the end of the inner main shaft 16 opposite to the clutch mechanism 15, an overdrive gear 19 is provided on the first outer main shaft 17A, and a second outer main shaft 17B. Is provided with a reverse gear 20.

A selection mechanism 21 is arranged between the first outer main shaft 17A and the second outer main shaft 17B, and the selection mechanism 21 is switched by switching the first outer main shaft 17A (overdrive gear 19) or the first outer main shaft 17B. 2. The rotation of the outer main shaft 17B (reverse gear 20) can be selected. The selection mechanism 21 is configured by using, for example, a synchromesh mechanism, and operates in the axial direction to selectively connect the first outer main shaft 17A or the second outer main shaft 17B to the outer main shaft 17. That is, the selection mechanism 21 also serves as a conventional reverse clutch that separates the outer main shaft 17 and the reverse gear 20. For this reason, it is not necessary to provide a separate reverse clutch, and the inner and outer main shafts 16 and 17 can be shortened as compared with the case where the reverse clutch and the selection mechanism are provided separately.
A rotatable first intermediate shaft 22 is disposed in parallel with the inner and outer main shafts 16 and 17. A continuously variable transmission mechanism CVT is disposed between the inner main shaft 16 and the first intermediate shaft 22.
The continuously variable transmission mechanism CVT includes a drive pulley 23 provided on the inner main shaft 16, a driven pulley 24 provided on the first intermediate shaft 22, and a V belt provided between the drive pulley 23 and the driven pulley 24. 25.

The drive pulley 23 is axially fixed so as to rotate integrally with the fixed pulley half 23A fixed on the inner main shaft 16 and the fixed pulley half 23A and to approach and separate from the fixed pulley half 23A. And a movable pulley half body 23B provided to be movable. A drive oil chamber 23C is formed on the side surface of the movable pulley half 23B, and a drive control hydraulic pressure is supplied to the drive oil chamber 23C to control the axial movement of the movable pulley half 23B. .
The driven pulley 24 has a fixed pulley half 24A fixed on the first intermediate shaft 22 and a shaft that rotates integrally with the fixed pulley half 24A and moves toward and away from the fixed pulley half 24A. And a movable pulley half 24B that is movable in the direction. A driven oil chamber 24C is formed on the side surface of the movable pulley half 24B. Driven hydraulic pressure is supplied to the driven oil chamber 24C to control the axial movement of the movable pulley half 24B. .

The gear ratio of the continuously variable transmission mechanism CVT changes steplessly by controlling the hydraulic pressure supply to the drive oil chamber 23C and the driven oil chamber 24C according to the load and rotation speed of the engine E. For example, the movable pulley half 23B of the drive pulley 23 is moved closer to the fixed pulley half 23A to increase the pulley diameter of the drive pulley 23, and the movable pulley half 24B of the driven pulley 24 is fixed to the fixed pulley half 24A. If the pulley diameter of the driven pulley 24 is reduced by moving away from the transmission gear 24, the transmission ratio of the continuously variable transmission mechanism CVT decreases steplessly.
Conversely, the movable pulley half 23B of the drive pulley 23 is moved away from the fixed pulley half 23A to reduce the pulley diameter of the drive pulley 23, and the movable pulley half 24B of the driven pulley 24 is fixed to the fixed pulley half. When the pulley diameter of the driven pulley 24 is increased by approaching 24A, the gear ratio of the continuously variable transmission mechanism CVT increases steplessly.

A first gear 33 is provided at the end of the first intermediate shaft 22 on the clutch mechanism 15 side. The first gear 33 is arranged on the same straight line as the overdrive gear 19.
The second intermediate shaft 26 is provided with a first reverse idler gear 31 and a second reverse idler gear 32 that are engaged with the reverse gear 20 in order from the opposite side of the clutch mechanism 15. The second reverse idler gear 32 is arranged on the same straight line as the overdrive gear 19.
On the output shaft 34 parallel to the first intermediate shaft 22, the second gear meshing with the final drive gear 35, the overdrive gear 19, the first gear 33, or the second reverse idler gear 32 in order from the clutch mechanism 15 side. 36 and a load-driven gear (driven gear) 128 that meshes with the low drive gear 18 are provided. The load-driven gear 128 is supported on the output shaft 34 via the one-way clutch 130.

The one-way clutch 130 is coupled to the output shaft 34 when the driving force is transmitted from the inner main shaft 16 side to the output shaft 34 side when the vehicle travels forward, and idles when the driving force is transmitted in the opposite direction. . The one-way clutch 130 is smaller than a connection / disconnection clutch that is operated by hydraulic pressure, and does not require a driving force to generate a hydraulic pressure.
The final drive gear 35 meshes with a final driven gear 38 connected to the differential gear 37. An axle 39 extending to left and right wheels (not shown) is connected to the differential gear 37.

FIG. 2 is a diagram showing the shaft arrangement position of the power transmission device 100.
As shown in FIG. 2, the first intermediate shaft 22 is disposed rearward and upper with respect to the inner and outer main shafts 16 and 17 disposed on the same axis, and the output shaft 34 is disposed rearward and lower with respect to the first intermediate shaft 22. An axle 39 is disposed rearward and lower with respect to the output shaft 34.
The second intermediate shaft 26 is disposed below the inner and outer main shafts 16 and 17 and below the output shaft 34.

Generally, in the continuously variable transmission mechanism CVT, the starting mechanism 14, the drive pulley 23, the driven pulley 24, and the final driven gear 38 occupy a large CVT arrangement space.
In this configuration, as is apparent from the shaft arrangement position shown in FIG. 2, the added low drive gear 18, load driven gear 128, overdrive gear 19, first gear 33, second gear 36, etc. It is generally within the layout space.
With this shaft arrangement position, the size of the power transmission device 100 including the continuously variable transmission mechanism CVT is reduced, and an increase in size of the power transmission device 100 is avoided.

FIG. 3 shows the gear position of the power transmission device 100.
The power transmission device 100 has, as operation modes, neutral speed stages N, low speed L (FIG. 4), drive speed D (FIG. 5), overdrive speed OD (FIG. 6), and reverse speed R (FIG. 7). Is provided.
In the neutral stage N, the clutch mechanism 15 shown in FIG. 1 is released, and the driving force from the engine E is not transmitted to the inner and outer main shafts 16 and 17.

When the clutch mechanism 15 is coupled to the inner main shaft 16 from the state of the neutral stage N, the shift stage of the power transmission device 100 changes from the neutral stage N to the low stage L as shown in FIG.
In the low stage L, the driving force of the engine E is from the clutch mechanism 15 to the inner main shaft 16, the low drive gear 18, the load driven gear 128, the one-way clutch 130, the output shaft 34, and the final drive gear, as shown by a thick line in FIG. 35, the final driven gear 38, and the differential gear 37 are transmitted to the axle 39.
This path is defined as the first driving force transmission path (low stage L). The low drive gear 18 and the load-driven gear 128 constitute a first drive gear train (low gear train).

In the low stage L, the selection mechanism 21 is coupled to the second outer main shaft 17B, and the reverse gear 20 is indirectly connected to the outer main shaft 17 in advance. In the low gear L, the driving force in the wheel driving direction is transmitted by the action of the one-way clutch 130, but the driving force in the opposite direction is not transmitted.
The power transmission device 100 is configured such that power transmission is handled by the first driving force transmission path, that is, the low gear trains 18 and 128, at the maximum gear ratio at which the pulley diameter of the drive pulley 23 is minimized and the transmission efficiency of the V-belt 25 is reduced. Has been. For this reason, the power transmission device 100 can obtain a higher driving force than when the continuously variable transmission mechanism has the maximum gear ratio, and as a result, the vehicle can be started smoothly or the vehicle can be efficiently driven at low speed. Can be made.

In the neutral stage N state, the speed ratio of the continuously variable transmission mechanism CVT is controlled to the maximum speed ratio (the pulley diameter of the drive pulley 23 is the minimum and the pulley diameter of the driven pulley 24 is the maximum). Then, at the low speed L, the rotational speed of the engine E increases, the speed ratio of the continuously variable transmission mechanism CVT is less than the maximum speed ratio, and the minimum speed ratio (the pulley diameter of the drive pulley 23 is the maximum and driven). If the pulley diameter of the pulley 24 is controlled to be larger than the minimum.), The gear stage of the power transmission device 100 becomes the drive stage D as shown in FIG.
That is, the gear ratio of the low gear L is set to be approximately the same as the maximum gear ratio of the drive gear D at which the gear ratio of the continuously variable transmission mechanism CVT is the maximum gear gear ratio. And the rotational speed of the load-driven gear 128 becomes substantially the same. Therefore, the one-way clutch 130 is coupled to the output shaft 34, and the driving force of the engine E is transmitted to the axle 39 through the low-stage L gear train.

However, when the rotational speed of the engine E exceeds the low gear L and increases to the drive gear D, the output shaft 34 rotates faster than the load-removed gear 128, so that the one-way clutch 130 rotates idly.
In the drive stage D, the driving force of the engine E is changed from the clutch mechanism 15 to the inner main shaft 16, the continuously variable transmission mechanism CVT, the first intermediate shaft 22, the first gear 33, and the second gear, as indicated by a thick line in FIG. 5. 36, the output shaft 34, the final drive gear 35, the final driven gear 38, and the differential gear 37 are transmitted to the axle 39.
This path is defined as a third driving force transmission path (drive stage D). The first gear 33 and the second gear 36 constitute a third drive gear train.
In the drive stage D, the selection mechanism 21 is coupled to the first outer main shaft 17A, and the overdrive gear 19 is indirectly connected to the outer main shaft 17 in advance.

When the speed ratio of the continuously variable transmission mechanism CVT is controlled to the minimum speed ratio from the state of the drive stage D, the speed stage of the power transmission device 100 is changed from the drive stage D to the overdrive stage OD as shown in FIG. It becomes.
In the overdrive stage OD, the driving force of the engine E is from the clutch mechanism 15 to the outer main shaft 17, the first outer main shaft 17A, the overdrive gear 19, the second gear 36, and the output shaft, as shown by a thick line in FIG. 34, the final drive gear 35, the final driven gear 38, and the differential gear 37 are transmitted to the axle 39.
This path is defined as a second driving force transmission path (overdrive stage OD). The overdrive gear 19 and the second gear 36 constitute a second drive gear train (overdrive gear train).

At this time, since the first outer main shaft 17A (overdrive gear 19) is connected to the outer main shaft 17 in advance by the selection mechanism 21, the clutch mechanism 15 is separated from the inner main shaft 16 and coupled to the outer main shaft 17. By simply doing this, the driving force transmission path is smoothly and directly changed from the third driving force transmission path to the second driving force transmission path.
The power transmission device 100 seems to handle power transmission by the second driving force transmission path, that is, the overdrive gear trains 19 and 36, at the minimum speed ratio at which the pulley diameter of the driven pulley 24 is minimized and the transmission efficiency of the V-belt 25 is reduced. It is configured. For this reason, the power transmission device 100 can efficiently drive the vehicle at a high speed as compared with the case where the continuously variable transmission mechanism has the minimum gear ratio.

When the speed ratio of the continuously variable transmission mechanism CVT is controlled to be greater than the minimum speed ratio and less than the maximum speed ratio from the overdrive stage OD, the speed stage of the power transmission device 100 is changed from the overdrive stage OD to the drive stage. D.
Even in this case, the clutch mechanism 15 is disconnected from the outer main shaft 17 and coupled to the inner main shaft 16 so that the driving force transmission path can be smoothly and directly changed from the second driving force transmission path to the third driving force transmission path. Is done.
When the gear position of the power transmission device 100 is changed between the drive speed D and the overdrive speed OD, the first outer main shaft 17A (overdrive gear 19) is previously connected to the outer main shaft 17 by the selection mechanism 21. It is connected. As a result, the power transmission device 100 only disconnects the clutch mechanism 15 from one of the inner main shaft 16 and the outer main shaft 17 that has already been coupled, and also couples the clutch mechanism 15 to the other of the inner main shaft 16 and the outer main shaft 17. By so-called two-clutch switching, it is possible to smoothly shift directly, shorten the time required for shifting, and reduce vibration during shifting.

When the low gear L is changed to the reverse gear R, the clutch mechanism 15 is disconnected from the inner main shaft 16 and coupled to the outer main shaft 17 as shown in FIG.
In the reverse stage R, the driving force of the engine E is changed from the outer main shaft 17 to the second outer main shaft 17B, the reverse gear 20, the first reverse idler gear 31, and the second intermediate shaft 26, as shown by a thick line in FIG. The second reverse idler gear 32, the second gear 36, the output shaft 34, the final drive gear 35, the final driven gear 38, and the differential gear 37 are transmitted to the axle 39.
This path is defined as the fourth driving force transmission path. The reverse gear 20, the first reverse idler gear 31, the second reverse idler gear 32, and the second gear 36 constitute a reverse gear train.
At this time, since the second outer main shaft 17B (reverse gear 20) is connected in advance to the outer main shaft 17 by the selection mechanism 21, the transmission path of the driving force can be changed to the first driving force only by switching the clutch mechanism 15. The transmission path is smoothly and directly changed to the fourth driving force transmission path.

Even when the reverse stage R is changed to the low stage L, the clutch mechanism 15 is disconnected from the outer main shaft 17 and coupled to the inner main shaft 16 so that the driving force transmission path can be changed from the fourth driving force transmission path. The first driving force transmission path is changed smoothly and directly.
When changing between the low gear L and the reverse gear R, the second outer main shaft 17B (reverse gear 20) is connected in advance to the outer main shaft 17 by the selection mechanism 21. As a result, the power transmission device 100 only disconnects the clutch mechanism 15 from one of the inner main shaft 16 and the outer main shaft 17 that has already been coupled, and also couples the clutch mechanism 15 to the other of the inner main shaft 16 and the outer main shaft 17. By so-called two-clutch switching, it is possible to smoothly shift directly, shorten the time required for shifting, and reduce vibration during shifting.

Thus, in the power transmission device 100, the low gear trains 18, 128, the overdrive gear trains 19, 36, the third drive gear trains 33, 36, and the reverse gear trains 20, 31, 32, 36 are the clutch mechanism 15 and the selection mechanism. 21 can be selected. Therefore, the power transmission device 100 of this configuration can add the low gear trains 18 and 128 and the overdrive gear trains 19 and 36 to the continuously variable transmission mechanism CVT only by providing the clutch mechanism 15 and the selection mechanism 21.
Further, in the power transmission device 100, when the inner main shaft 16 is selected by the clutch mechanism 15 and the outer main shaft 17 is not selected and is not rotating, the second gear is set when the gear position of the power transmission device 100 is the low gear L. The outer main shaft 17B (reverse gear 20) is preselected by the selection mechanism 21, and in the case of the drive stage D, the first outer main shaft 17A (overdrive gear 19) is preselected by the selection mechanism 21.

  In the present embodiment, a part of the third drive gear trains 33, 36 (second gear 36) is arranged on the same straight line as the overdrive gear trains 19, 36, and a part of the third drive gear trains 33, 36 is provided. The (second gear 36) also serves as part of the overdrive gear trains 19 and 36 (second gear 36). Further, a part of the third drive gear trains 33, 36 (second gear 36) is arranged on the same straight line as a part of the reverse gear train 20 → 36 (second reverse idler gear 32 and second gear 36), Part of the third drive gear trains 33 and 36 (second gear 36) also serves as part of the reverse gear train 20 → 36 (second gear 36). Therefore, in this configuration, it is not necessary to separately provide a part of the overdrive gear trains 19 and 36 (second gear 36) and a part of the reverse gear train 20 → 36 (second gear 36), and the overdrive gear train. 19, 36 and the space for arranging the reverse gear train 20 → 36 can be reduced.

  The low gear trains 18, 128, the overdrive gear trains 19, 36, the third drive gear trains 33, 36, and the reverse gear train 20 → 36 are the overdrive gear 19, the first gear 33, the second reverse idler gear 32, and The second gear 36, the reverse gear 20, the first reverse idler gear 31, the low drive gear 18, and the load-removed gear 128 are arranged in three rows. Therefore, since the number of drive gear trains or the number of gear trains with respect to the number of drive force transmission paths is reduced, the number of gears is reduced, and the inner and outer main shafts 16 and 17, the first intermediate shaft 22 and the second intermediate shaft 26 are reduced. And the output shaft 34 can be shortened, and the size and weight can be reduced.

The gear ratio of the low gear L is set substantially the same as the maximum gear ratio of the drive gear D.
The speed ratio of the overdrive stage OD is set to be equal to or less than the minimum speed ratio of the drive stage D. The transmission ratio of the overdrive stage OD may be set to an appropriate predetermined value near the minimum transmission ratio of the drive stage D, for example, a value slightly larger than the minimum transmission ratio, in accordance with the characteristics of the vehicle. Further, the speed ratio of the overdrive stage OD may be set to the most frequent speed ratio.

As described above, according to the present embodiment, the clutch mechanism 15 capable of selecting the inner main shaft 16 and the outer main shaft 17 and the reverse gear train 20 → 36 or the overdrive gear trains 19 and 36 can be selected. A low gear train 18, 128 that includes a selection mechanism 21 and transmits power to the output shaft 34 is disposed on the inner main shaft 16. Therefore, only by providing the clutch mechanism 15 and the selection mechanism 21, the low gear trains 18 and 128, the overdrive gear trains 19 and 36, and the third drive gear trains 33 and 36 (including the continuously variable transmission mechanism CVT are included). ) And reverse gear train 20 → 36. Therefore, the power transmission device 100 can add the low gear trains 18 and 128 and the overdrive gear trains 19 and 36 to the continuously variable transmission mechanism CVT while reducing the size and weight. And all the operation mode switching becomes smooth.
That is, the power transmission device 100 is configured to handle power transmission by the low gear trains 18 and 128 at the maximum gear ratio at which the pulley diameter of the drive pulley 23 is minimized and the transmission efficiency of the V-belt 25 is reduced. At the minimum gear ratio at which the pulley diameter is minimized and the transmission efficiency of the V-belt 25 is reduced, the power transmission is performed by the overdrive gear trains 19 and 36. For this reason, the power transmission device 100 can obtain a higher driving force than when the continuously variable transmission mechanism has the maximum gear ratio, and as a result, the vehicle can be started smoothly or the vehicle can be efficiently driven at low speed. The vehicle can be efficiently driven at a high speed as compared with the case where the continuously variable transmission mechanism is responsible for the minimum speed ratio.

  Further, according to the present embodiment, the selection mechanism 21 is the reverse gear indirectly connected to the outer main shaft 17 when the inner main shaft 16 is selected by the clutch mechanism 15 and the outer main shaft 17 is not selected. The row 20 → 36 or the overdrive gear row 19, 36 can be selected in advance. For this reason, when the inner main shaft 16 is selected, the reverse gear train 20 → 36 or the overdrive gear trains 19 and 36 indirectly connected to the non-rotating outer main shaft 17 is not selected. Is selected in advance. Therefore, the power transmission device 100 is a so-called one in which the clutch mechanism 15 is disconnected from one of the inner main shaft 16 and the outer main shaft 17 that has already been coupled and is coupled to the other of the inner main shaft 16 and the outer main shaft 17. By switching between the two clutches, it is possible to shift directly and smoothly, and as a result, it is possible to reduce the time required for shifting and to reduce vibration during shifting.

  Further, according to the present embodiment, of the third drive gear trains 33, 36, a part of the gear train (second gear 36) connecting the first intermediate shaft 22 and the output shaft 34 is overdriven. The gear trains 19 and 36 are arranged on the same straight line, and part of the gear train (second gear 36) also serves as part of the overdrive gear trains 19 and 36 (second gear 36). For this reason, it is not necessary to provide a part of the overdrive gear trains 19 and 36 (second gear 36) separately, so that the number of gears can be reduced and the output shaft 34 can be shortened, resulting in reduction in size and weight. I can plan.

  Further, according to the present embodiment, of the third drive gear trains 33, 36, a part of the gear train (second gear 36) connecting the first intermediate shaft 22 and the output shaft 34 is the reverse gear. Arranged on the same straight line as part of the row 20 → 36 (second reverse idler gear 32 and second gear 36), part of the gear train (second gear 36) is part of the reverse gear train 20 → 36 ( It also serves as the second gear 36). For this reason, it is not necessary to separately provide a part of the reverse gear train 20 → 36 (second gear 36), so that the number of gears can be reduced and the output shaft 34 can be shortened. As a result, reduction in size and weight can be achieved. .

  Further, according to the present embodiment, the clutch mechanism 15 also serves as a starting clutch that separates the engine E from the inner and outer main shafts 16 and 17. For this reason, the power transmission device 100 does not need to be provided with a separate starting clutch, and can shorten the inner and outer main shafts 16 and 17 as compared with the case where a starting clutch and a clutch mechanism are provided separately. As a result, the power transmission device 100 can be reduced in size and weight. .

  Further, according to the present embodiment, the input shaft includes the inner main shaft 16 and the outer main shaft 17 divided in the axial direction into the first outer main shaft 17A and the second outer main shaft 17B. Overdrive gear trains 19 and 36 are arranged on the outer main shaft 17A, and reverse gear trains 20 → 36 are arranged on the second outer main shaft 17B. For this reason, since the power transmission device 100 is formed in a double structure in which the input shaft is composed of the inner and outer main shafts 16 and 17, the input shaft is made to be different from the case where the first input shaft and the second input shaft are arranged in series. As a result, the size and weight can be reduced.

  Further, according to the present embodiment, the low gear trains 18 and 128 are constituted by the low drive gear 18 on the inner main shaft 16 and the load-removed gear 128 on the output shaft 34 that meshes with the low drive gear 18. For this reason, since it is not necessary to provide the low gear trains 18 and 128 on the intermediate shafts 22 and 27, the number of gears can be reduced and the intermediate shafts 22 and 27 can be shortened. As a result, reduction in size and weight can be achieved.

  Further, according to the present embodiment, the one-way clutch 130 capable of transmitting power only in the direction from the load-driven gear 128 to the output shaft 34 is disposed between the load-driven gear 128 and the output shaft 34. Therefore, when the driving force of the engine E is transmitted to the output shaft 34 via the third drive gear train 33, 36, the overdrive gear train 19, 36, or the reverse gear train 20 → 36, the one-way clutch 130 is Since idling, it is possible to prevent the driving force from being reversely transmitted from the output shaft 34 to the load-driven gear 128. Further, the one-way clutch 130 is smaller than a connection / disconnection clutch that is operated by hydraulic pressure, and does not require a driving force for generating a hydraulic pressure, so that fuel efficiency can be improved as compared with the case where a connection / disconnection clutch is provided.

[Second Embodiment]
Next, a second embodiment will be described with reference to FIG. In FIG. 8, the same parts as those of the power transmission device 100 shown in FIG.
The power transmission device 300 according to the third embodiment includes an electric motor 301 and is applied to a hybrid vehicle. The power transmission device 300 includes a damper 13, and the damper 13 is connected to the crankshaft 11 of the engine E.
A clutch device 302 is connected to the damper 13. The clutch device 302 includes a drum-shaped clutch housing 302A, and integrally includes a clutch mechanism 15 and a clutch portion 303 that separates the engine E side from the clutch mechanism 15 in the clutch housing 302A. The clutch portion 303 is configured such that the output shaft 13A of the damper 13 can be coupled to the clutch mechanism 15 by switching. An electric motor 301 driven by power supplied from a battery (not shown) mounted on the vehicle is disposed on the outer periphery of the clutch housing 302A. The electric motor 301 includes a rotor 301A and a stator 301B. The rotor 301A is disposed on the outer periphery of the clutch housing 302A so as to be rotatable integrally with the clutch housing 302A. The stator 301B is disposed on the outer periphery of the rotor 301A and is fixed to the fixed portion.

The power transmission device 300 includes, as drive modes, a normal mode driven by the engine E, an assist mode driven by the engine E and the electric motor 301, an EV mode driven by the electric motor 301, and a regenerative mode for regeneratively braking the electric motor 301. Is provided.
In the normal mode, the clutch unit 303 is engaged, and the driving force of the engine E is output to the power transmission device 300. In the normal mode, the gear stages of the power transmission device 300 are the gear stages of the neutral stage N, the low stage L, the drive stage D, the overdrive stage OD, and the reverse stage R, similarly to the power transmission apparatus 100 shown in FIG. The speed is changed. The gear train in each stage has the same configuration as the corresponding gear train shown in FIG.

When the electric motor 301 is driven in the normal mode, the assist mode for transmitting the driving force of the engine E and the electric motor 301 is set. In the assist mode, the gear stages of the power transmission device 300 are the gear stages of the neutral stage N, the low stage L, the drive stage D, the overdrive stage OD, and the reverse stage R as in the power transmission apparatus 100 shown in FIG. The speed is changed. In the assist mode, the driving force of the engine E is assisted by the driving force of the electric motor 301.
In the EV mode, the clutch unit 303 is released, and the driving force of the electric motor 301 is output to the power transmission device 300. As in the power transmission device 100 shown in FIG. 1, the gears of the power transmission device 300 are shifted to the gears of the neutral gear N, the low gear L, the drive gear D, the overdrive gear OD, and the reverse gear R. .

When the vehicle is decelerated in the EV mode, the driving force is reversely transmitted from the axle 39, and the regenerative mode in which the electric motor 301 is rotated to perform regenerative braking is set.
When the electric motor 301 is regeneratively braked, it is desirable that the rotational speed of the electric motor 301 is close to the rotational speed at which the regenerative efficiency is highest. Therefore, the gear is shifted to the low gear L, the overdrive gear OD, and the drive gear D according to the vehicle speed. When shifting to the drive stage D including the continuously variable transmission mechanism CVT, the transmission ratio of the continuously variable transmission mechanism CVT is controlled so that the rotational speed of the electric motor 301 matches the rotational speed at which the regeneration efficiency becomes the highest. As a result, the kinetic energy of the vehicle can be efficiently recovered as electric energy.

  In the EV mode or the regeneration mode, the crankshaft 11 is cranked and the engine E is driven. In this case, by releasing the clutch portion 303 that separates the engine E side from the clutch mechanism 15, vibration due to the start of the engine E is not transmitted to the clutch mechanism 15, and vibration and noise at the start of the engine E can be prevented. .

  As described above, according to the present embodiment, in the power transmission device 300 for a hybrid vehicle that transmits the output of the engine E and the electric motor 301 to the output shaft 34, the rotor 301A constituting the electric motor 301 is replaced with the clutch housing 302A. The stator 301B is disposed on the outer periphery of the rotor 301A. Thereby, since the electric motor 301 is arrange | positioned in the outer periphery of the clutch mechanism 15 in the power transmission device 300, the inner and outer main shafts 16 and 17 can be shortened, and as a result, size reduction and weight reduction can be achieved.

  Further, according to the present embodiment, since the clutch portion 303 for separating the engine E is formed integrally with the clutch mechanism 15, the clutch portion 303 for the electric motor 301 is formed integrally with the clutch mechanism 15. , 17 can be shortened, and as a result, the size and weight can be reduced.

It is a skeleton figure which shows the power transmission device which concerns on 1st embodiment of this invention. It is a figure which shows the shaft arrangement position of a power transmission device. It is a figure which shows the gear stage of a power transmission device. It is a skeleton figure which shows the power transmission device at the time of a low stage. It is a skeleton figure which shows the power transmission device at the time of a drive stage. It is a skeleton figure which shows the power transmission device at the time of an overdrive stage. It is a skeleton figure which shows the power transmission device at the time of a reverse stage. It is a skeleton figure which shows the power transmission device which concerns on 2nd embodiment of this invention.

100, 300 Power transmission device 15 Clutch mechanism 16 Inner main shaft (first input shaft)
17 Outer main shaft (second input shaft)
17A First outer main shaft (second input shaft)
17B Second outer main shaft (second input shaft)
18 Low drive gear (drive gear, first drive gear train)
19 Overdrive gear (second drive gear train)
20 Reverse gear (reverse gear train)
21 selection mechanism 22 first intermediate shaft 23 drive pulley 24 driven pulley 25 V-belt 26 second intermediate shaft 28 load-driven gear (driven gear, first drive gear train)
130 One-way clutch 31 First reverse idler gear (reverse gear train)
32 Second reverse idler gear (reverse gear train)
33 1st gear (1st drive gear train, 3rd drive gear train)
34 Output shaft 36 Second gear (first drive gear train, second drive gear train, third drive gear train, reverse gear train)
301 Electric motor 301A Rotor 301B Stator 303 Clutch part CVT Continuously variable transmission mechanism E Engine

Claims (11)

The output from the engine is transmitted to the output shaft through the first input shaft, the second input shaft on the same axis, and the first intermediate shaft and the second intermediate shaft parallel to the input shaft. Power transmission comprising a continuously variable transmission mechanism having a drive pulley on the input shaft, a driven pulley on the first intermediate shaft, and a V-belt hung between both pulleys between the shaft and the first intermediate shaft A device,
A clutch mechanism that can select the first input shaft and the second input shaft coaxially with the input shaft;
A reverse drive gear train and a second drive gear train for transmitting power to the output shaft are disposed on the second input shaft;
A selection mechanism capable of selecting a reverse gear train or a second drive gear train coaxially with the second input shaft;
A power transmission device, wherein a third drive gear train that transmits power to the output shaft through the continuously variable transmission mechanism is disposed between the first intermediate shaft and the output shaft. The selection mechanism is:
When the first input shaft is selected by the clutch mechanism and the second input shaft is not selected, the reverse gear train or the second drive gear train on the second input shaft can be selected in advance. The power transmission device according to claim 1. Of the third drive gear train,
A part of the gear train that connects between the first intermediate shaft and the output shaft is arranged on the same straight line as the second drive gear train, and a part of the gear train is a part of the second drive gear train. The power transmission device according to claim 1, wherein the power transmission device is also used. Of the third drive gear train,
A part of the gear train that connects between the first intermediate shaft and the output shaft is arranged on the same straight line as a part of the reverse gear train, and a part of the gear train also serves as a part of the reverse gear train. The power transmission device according to claim 1, wherein the power transmission device is a power transmission device.   The power transmission device according to any one of claims 1 to 4, wherein the clutch mechanism also serves as a starting clutch that separates the engine from the first input shaft or the second input shaft. The input shaft includes an inner main shaft and an outer main shaft fitted to the outer periphery of the inner main shaft so as to be relatively rotatable. Both shafts can be selected by the clutch mechanism, and the outer main shaft is divided in the axial direction. A first outer main shaft and a second outer main shaft,
The second drive gear train is arranged on the first outer main shaft;
The power transmission device according to any one of claims 1 to 5, wherein the reverse gear train is arranged on a second outer main shaft.   The power transmission device according to claim 1, wherein a first drive gear train that transmits power to the output shaft is disposed on the first input shaft.   The power transmission device according to claim 7, wherein the first drive gear train includes a drive gear on the first input shaft and a driven gear on the output shaft meshing with the drive gear.   The one-way clutch capable of transmitting power from the first drive gear train only in the direction of the output shaft is disposed between the first drive gear train and the output shaft. Power transmission device. A power transmission device for a hybrid vehicle that transmits output of an engine and an electric motor to an output shaft,
The rotor constituting the electric motor is arranged on the outer periphery of the clutch mechanism so as to be rotatable integrally with the clutch mechanism, and a stator is arranged on the outer periphery of the rotor. Power transmission device.   The power transmission device according to claim 10, wherein a clutch portion for separating the engine is formed integrally with the clutch mechanism.

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