JP2012225365A - Vehicle transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle transmission that is adapted to provide a parking brake function by a simple constitution.SOLUTION: There is arranged a synchronous sleeve 24 which makes a synchronizing ring member 22 and a fixed gear 23 engaged with and fit to each other, the synchronizing ring member 22 and the fixed gear 23 are made to be engaged with and fit to each other by the operation of the synchronous sleeve 24, and the rotation of an output shaft 17 is fixed, thus making the vehicle possess the parking brake function.

Description

  The present invention relates to a vehicle transmission, and is suitable for application to a transmission of an electric vehicle.

  An automobile (electric vehicle) using an electric motor as a driving source for traveling has been put into practical use. The electric vehicle uses a speed reduction mechanism in which the reduction ratio is fixed to one stage, and ascending / acceleration performance and high speed performance are secured by the performance of the electric motor. For this reason, the climbing / acceleration performance and the high-speed performance depend on the performance of the electric motor. In order to improve the climbing / acceleration performance and the high-speed performance at the same time, it is necessary to improve the performance of the electric motor.

  In order to improve the climbing / acceleration performance, it is necessary to make the gear ratio large, and in order to improve the high speed performance, it is necessary to make the gear ratio small. Therefore, there is a limit to improving the contradictory functions at the same time only by improving the performance of the electric motor.

  Under such circumstances, a high-speed gear train with a small gear ratio and a low-speed gear train with a large gear ratio are provided between the input shaft and the output shaft, and the high-speed gear train and the input shaft are connected via an electromagnetic clutch. Conventionally, an electric vehicle including a transmission that switches between a low speed gear and a high speed gear by connecting and disconnecting has been proposed (see Patent Document 1).

  Since an electric vehicle travels by driving an electric motor, a conventionally proposed electric vehicle can obtain a wide range of travel performance without complicating the configuration of the transmission gear stage, and has a relatively simple configuration. It is possible to apply a transmission. On the other hand, in an electric vehicle, the function of brakes other than service brakes, for example, parking brakes, is mechanically configured in a separate system as in the case of an automobile using an internal combustion engine.

  For this reason, in the transmission which can be used for an electric vehicle, it is a fact that it is calculated | required to add another function, without making a structure complicated. Not only an electric vehicle but also a vehicle transmission with a simple structure has a room to add other functions.

Japanese Utility Model Publication No. 60-61548

  The present invention has been made in view of the above situation, and an object of the present invention is to provide a vehicle transmission capable of having a parking brake function without complicating the configuration.

  In order to achieve the above object, a vehicle transmission according to a first aspect of the present invention includes an input shaft supported by a transmission case and connected to an output side of a drive source of the vehicle; An output shaft connected to the drive wheel side, a transmission gear group for transmitting power by switching a plurality of shift stages between the input shaft and the output shaft, a fixed gear fixed to the transmission case, A synchronization ring member provided on an output shaft, and a synchronization sleeve that fixes rotation of the output shaft by engaging the synchronization ring member and the fixed gear into meshing engagement. .

  In the first aspect of the present invention, the rotation of the output shaft can be fixed and the rotation on the drive wheel side can be fixed by meshing engagement of the synchronization ring member and the fixed gear with the synchronization sleeve. it can. As a result, it becomes possible to give the transmission a parking brake function without complicating the configuration.

  As the synchronization ring member, a synchronization mechanism is used in which the rotational speed difference is made equal by a frictional force corresponding to the fitting of the synchronization sleeve. For this reason, the function of a parking brake can be given to the transmission using the synchronization mechanism.

  A vehicle transmission according to a second aspect of the present invention is the vehicle transmission according to the first aspect, wherein a reverse gear is provided on the output shaft side so as to face the synchronization ring member. When the output shaft is rotated in the reverse direction, the synchronization ring member and the reverse rotation gear are engaged with each other by the synchronization sleeve.

  In the present invention according to claim 2, by using the synchronizing sleeve for fixing the rotation of the output shaft, the synchronizing ring member and the reverse gear are brought into meshing engagement state, so that the input shaft rotated in the reverse direction The rotation can be transmitted to the output shaft. That is, the reverse gear can be achieved using a synchronization mechanism for achieving the parking brake.

  A vehicle transmission according to a third aspect of the present invention is the vehicle transmission according to the first or second aspect, wherein the drive source of the vehicle is an electric motor, and the output of the electric motor is It is transmitted to the output shaft.

  According to the third aspect of the present invention, a wide range of driving performance can be obtained without complicating the configuration of the shift speed, and a transmission for an electric vehicle that can have a relatively simple configuration can be obtained.

  The vehicle transmission of the present invention can have a parking brake function without complicating the configuration.

It is a structure conceptual diagram showing the principal part of the electric vehicle provided with the transmission for vehicles which concerns on one Example of this invention. It is a schematic block diagram of the specific mechanism of an electromagnetic clutch. It is explanatory drawing of a power transmission condition. It is explanatory drawing of a power transmission condition. It is explanatory drawing of a power transmission condition. It is explanatory drawing of a power transmission condition.

  FIG. 1 shows a structural concept representing an essential part of an electric vehicle equipped with a vehicle transmission according to an embodiment of the present invention, and FIG. 2 shows an example of a specific mechanism of an electromagnetic clutch.

  As shown in FIG. 1, an electric vehicle 1 of the present invention has a transmission 3 to which an output of an electric motor 2 as a drive source is input, and an output from the transmission 3 is transmitted through a differential (difference) 4. Left and right drive wheels 5. The transmission 3 includes a high-speed gear train 7 on the high-speed gear side with a small gear ratio and a low-speed gear train 8 on the low-speed gear side with a large gear ratio (transmission gear group). The transmission path is switched. The low-speed gear train 8 is provided with a reverse gear mechanism, and a parking mechanism 10 for fixing the output to the differential 4 is provided in the case 6 (transmission case) of the transmission 3.

  Although the electric vehicle using the electric motor 2 as a drive source has been described, the present invention relates to a parking mechanism, so that the vehicle is driven by an internal combustion engine, but is a gasoline vehicle, a hybrid vehicle using both the internal combustion engine and the electric motor (HV). ) May be applied to the transmission. The electric vehicle is an automobile using an electric motor as a driving source for traveling, and the electric vehicle includes an electric vehicle (EV) and a hybrid vehicle.

  The configuration of the transmission 3 will be specifically described.

  An input shaft 11 extending in the vehicle width direction (left-right direction in the figure) is rotatably supported on the case 6 of the transmission 3, and the output side of the electric motor 2 is connected to the input shaft 11. An electromagnetic clutch 9 is provided at the end of the input shaft 11 (one end of the case 6: the left end in the figure). Although a specific example will be described later, the electromagnetic clutch 9 includes a plurality of input side clutch plates 12 attached to the input shaft 11 side, and an output side clutch plate 13 is disposed between the input side clutch plates 12. That is, the multi-plate electromagnetic clutch 9 is formed by laminating a large number of clutch plates.

  Note that various clutches such as a mechanical type and a fluid type can be applied instead of the electromagnetic clutch 9.

  The electromagnetic clutch 9 is in a state in which the input side clutch plate 12 and the output side clutch plate 13 are connected in a state where electric power is not supplied (a state where an electromagnetic coil described later is not excited), and the input shaft 11 rotates. It is transmitted to the output side clutch plate 13 side. In addition, the input side clutch plate 12 and the output side clutch plate 13 are disconnected from each other when power is supplied (a state where an electromagnetic coil described later is excited), and the rotation of the input shaft 11 causes the output side clutch plate to rotate. The rotation is made free without being transmitted to the side 13.

  The output side clutch plate 13 is attached to the clutch case 14, and a high speed gear 15 (on the high speed stage side) constituting the high speed gear train 7 is provided near the electric motor 2 of the clutch case 14. The input shaft 11 between the high speed gear 15 and the electric motor 2 is provided with a low speed gear 16 (on the low speed stage side) constituting the low speed gear train 8.

  An output shaft 17 extending in the same direction parallel to the input shaft 11 is rotatably supported on the case 6 of the transmission 3, and a high speed transmission gear 18 that meshes with the high speed gear 15 is provided on the output shaft 17. The output shaft 17 is provided with a low-speed transmission gear 19 that meshes with the low-speed gear 16 via a one-way clutch 20. In the one-way clutch 20, when the electric motor 2 rotates forward, the rotation of the low-speed transmission gear 19 input from the low-speed gear 16 is transmitted to the output shaft 17, and the reverse rotation is not transmitted.

  That is, when the input-side clutch plate 12 and the output-side clutch plate 13 of the electromagnetic clutch 9 are in the connected state (when electric power is not supplied to the electromagnetic clutch 9), the rotation of the input shaft 11 causes the output-side clutch plate 13 to rotate. The output shaft 17 rotates through the clutch case 14, the high speed gear 15 and the high speed transmission gear 18, and a high speed stage is achieved. In this case, the low-speed transmission gear 19 is allowed to be relatively reversely rotated by the one-way clutch 20, and the rotation of the low-speed transmission gear 19 is not transmitted to the output shaft 17.

  When the input side clutch plate 12 and the output side clutch plate 13 of the electromagnetic clutch 9 are not connected (when electric power is supplied to the electromagnetic clutch 9), the rotation of the input shaft 11 causes the output side clutch plate to rotate. The clutch case 14, the high speed gear 15 and the high speed transmission gear 18 are free to rotate without being transmitted to the 13th side. In this case, the rotation of the low-speed transmission gear 19 is transmitted to the output shaft 17 via the one-way clutch 20, and the output shaft 17 rotates via the low-speed transmission gear 19 to achieve the low speed stage.

  An output gear 30 that meshes with the input gear 21 of the differential 4 is provided on the output shaft 17 between the high-speed transmission gear 18 and the low-speed transmission gear 19, that is, on the output shaft 17 that is located at the central portion of the case 6 of the transmission 3. Is provided. The power of the electric motor 2 transmitted to the output shaft 17 is transmitted to the differential 4 via the output gear 30 and the input gear 21, and the drive wheel 5 is driven to rotate.

  Therefore, no electric power is supplied to the electromagnetic clutch 9 on the high speed stage side where the traveling frequency is high. Even if the driving system achieves both climbing / acceleration performance by achieving the low speed stage and high speed performance by achieving the high speed stage, Consumption can be suppressed. As a result, it is possible to improve both the climbing / acceleration performance and the high-speed performance regardless of the performance of the electric motor 2 with the power consumption suppressed.

  In addition, an electromagnetic clutch 9 is provided at one end of the case 6, and a gear train that transmits power to the differential 4 side via a high-speed gear train 7 and a low-speed gear train 8 is provided. Since the transmission 3 is positioned at the central portion of the case 6, the electromagnetic clutch 9 and the gear train that transmits power to the drive wheels 5 are offset in the vehicle width direction.

  For this reason, the space between the electromagnetic clutch 9 and the gear train that transmits power to the drive wheel 5 is not limited. That is, the clutch plate can be set to a large diameter in order to improve the connection performance of the electromagnetic clutch 9 without being affected by the space of the gear train. Further, the gear ratio can be arbitrarily set by selecting the gear diameter of the gear train without being affected by the space of the electromagnetic clutch 9.

  In addition, an electromagnetic clutch 9 is provided at one end of the case 6 of the transmission 3, and the gear train for transmitting power to the differential 4 side is positioned at the central portion of the case 6. Another functional member, for example, the parking mechanism 10 can be provided at the end, and the degree of freedom in designing the function in the transmission 3 can be improved.

  The parking mechanism 10 will be described.

  A synchronization ring member 22 is provided on the output shaft 17 on the other side of the case 6 of the transmission 3 (opposite side of the electromagnetic clutch 9: right side in the figure), and the case of the transmission 3 is coaxial with the synchronization ring member 22. A fixed gear 23 is fixed to the inner wall on the other side of 6. The synchronization ring member 22 is provided with a synchronization sleeve 24 that moves to the fixed gear 23 side. When the synchronization sleeve 24 moves to the fixed gear 23 side, the synchronization ring member 22 and the fixed gear 23 are meshed and engaged. The

  The synchronizing ring member 22 is, for example, a member provided with a synchronizing hub and a synchronizing ring, and the synchronizing sleeve 24 equalizes the rotational speed difference between the synchronizing ring member 22 and the fixed gear 23 by a frictional force, that is, the synchronizing ring. This is a mechanism in which the rotation of the member 22 (rotation of the output shaft 17) is fixed. That is, the parking brake function is provided in the transmission 3. The movement of the synchronization sleeve 24 is performed in conjunction with the operation of the driver by an electric motor or a rope.

  The reverse gear mechanism will be described.

  A surface of the low-speed transmission gear 19 on the side of the synchronization ring member 22 is provided with a reverse gear 25 so as to face the synchronization ring member 22, and the synchronization sleeve 24 can also move to the reverse gear 25 side. Yes. When the synchronization sleeve 24 moves to the reverse gear 25 side, the synchronous ring member 22 and the reverse gear 25 are meshed and engaged. When the electric motor 2 is reversely rotated to reverse the vehicle, electric power is supplied to the electromagnetic clutch 9 and the synchronization sleeve 24 is engaged with and engaged with the synchronization ring member 22 and the reverse rotation gear 25.

  Thereby, the reverse rotation of the input shaft 11 is not transmitted to the output side clutch plate 13 side, and the clutch case 14, the high speed gear 15 and the high speed transmission gear 18 are freely rotated. Then, the one-way clutch 20 is allowed to rotate in the reverse direction of the low-speed transmission gear 19, and the output shaft 17 rotates in the reverse direction via the reverse gear 25 and the synchronizing ring member 22, thereby achieving the reverse gear.

  As described above, since the rotation of the output shaft 17 can be fixed by meshing engagement of the synchronization ring member 22 and the fixed gear 23 by the synchronization sleeve 24, the parking brake can be operated without complicating the configuration. The function can be given to the transmission 3. Further, by using the synchronizing sleeve 24 for fixing the rotation of the output shaft 17 and engaging the synchronizing ring member 22 and the reverse gear 25, the reverse stage can be achieved.

  An example of a specific mechanism of the electromagnetic clutch 9 will be described based on FIG. FIG. 2 shows the configuration of an electromagnetic clutch for explaining the mechanism. An input side clutch plate 12 of the electromagnetic clutch 9 shown in FIG. 1 is arranged from the radially outer side toward the center side, and a clutch case 14 is shown. Corresponds to the output-side shaft of FIG. 2, and the output-side clutch plate 13 is arranged outward from the radial center side. The same members or the same function members as those of the electromagnetic clutch 9 shown in FIG.

  As shown in FIG. 2, a casing 31 is provided on the input shaft 11, and a plurality of input side clutch plates 12 are provided inside the casing 31. Further, the output side shaft 32 (corresponding to the clutch case 14 in FIG. 1) is provided with a plurality of output side clutch plates 13, and the input side clutch plates 12 and the output side clutch plates 13 are arranged alternately, and each of them is axially arranged. It is supposed to be movable.

  A cam mechanism 34 with a ball 33 interposed is provided at the end of the electromagnetic clutch, and the cam mechanism 34 operates when a pilot clutch 35 is connected. That is, when the pilot clutch 35 is connected and the input shaft 11 rotates, the cam mechanism 34 is expanded and the input side clutch plate 12 is pressed against the output side clutch plate 13. Thereby, an electromagnetic clutch is made into a connection state. The electromagnetic clutch is provided with a compression coil spring 36 that urges the pilot clutch 35 to a connected state, and the pilot clutch 35 is connected by the compression coil spring 36 when the electromagnetic coil 37 is not excited. .

  The electromagnetic clutch is provided with an electromagnetic coil 37. When the electromagnetic coil 37 is excited, the pilot clutch 35 is disconnected from the urging force of the compression coil spring 36. When the pilot clutch 35 is brought into the disconnected state, the pressing action of the input side clutch plate 12 by the cam mechanism 34 is released, the connection state between the input side clutch plate 12 and the output side clutch plate 13 is released, and the input shaft 11 is released. However, the rotation of the output side shaft 32 is free.

  In the electromagnetic clutch described above, the pilot clutch 35 is brought into the connected state by the urging force of the compression coil spring 36, and the cam mechanism 34 is operated by the rotation of the input shaft 11 so that the input side clutch plate 12 and the output side clutch plate 13 are connected. To be.

  For this reason, since the pilot clutch 35 is connected by the biasing force of the compression coil spring 36 and the input side clutch plate 12 and the output side clutch plate 13 are connected by the cam mechanism 34, the biasing force of the compression coil spring 36 is increased. Thus, the electromagnetic clutch can be surely brought into the connected state without the need to do so. Further, since it is not necessary to increase the urging force of the compression coil spring 36, the pilot clutch 35 can be disconnected from the urging force of the compression coil spring 36 by exciting the electromagnetic coil 37 with a small amount of electric power. .

  Based on FIG. 3 to FIG. 6, the transmission state of power when each shift stage is achieved and when the parking mechanism is operated will be described. FIG. 3 to FIG. 6 show the power transmission state, and the power is transmitted through the path indicated by the solid line in each figure.

  The power transmission path when the low speed stage is achieved will be described with reference to FIG.

  When the low speed stage is achieved, electric power is supplied to the electromagnetic clutch 9 with the synchronization sleeve 24 fitted only to the synchronization ring member 22. By supplying electric power to the electromagnetic clutch 9, the input side clutch plate 12 is disconnected from the output side clutch plate 13.

  When the input side clutch plate 12 and the output side clutch plate 13 are disconnected, the high speed gear 15 and the high speed transmission gear 18 are rotated freely, and the rotation of the input shaft 11 is changed from the low speed gear 16 to the low speed transmission gear 19. This is transmitted to the output shaft 17 via the one-way clutch 20. Thus, the rotational power from the low speed gear train 8 is output to the differential 4 via the output gear 30 and transmitted to the drive wheels 5 (see FIG. 1), and the low speed stage is achieved.

  The power transmission path when the high speed stage is achieved will be described with reference to FIG.

  When the high speed stage is achieved, the supply of electric power to the electromagnetic clutch 9 is stopped with the synchronization sleeve 24 fitted only to the synchronization ring member 22. When the supply of electric power to the electromagnetic clutch 9 is stopped, the input side clutch plate 12 and the output side clutch plate 13 are brought into a connected state.

  When the input side clutch plate 12 and the output side clutch plate 13 are in the connected state, the rotation of the input shaft 11 is transmitted to the output shaft 17 through the high speed gear 15 and the high speed transmission gear 18. At this time, the low-speed transmission gear 19 is allowed to be relatively reversely rotated by the one-way clutch 20, and the rotation of the low-speed transmission gear 19 is not transmitted to the output shaft 17. As a result, the rotational power from the high-speed gear train 7 is output to the differential 4 via the output gear 30 and transmitted to the drive wheels 5 (see FIG. 1), and the high-speed stage is achieved.

  A power transmission path when the reverse gear is achieved will be described with reference to FIG.

  When the reverse gear is achieved, the one-way clutch 20 is locked by moving the synchronization sleeve 24 toward the reverse gear 25 to engage and engage the synchronous ring member 22 and the reverse gear 25, and electromagnetically. Electric power is supplied to the clutch 9. By supplying electric power to the electromagnetic clutch 9, the input side clutch plate 12 is disconnected from the output side clutch plate 13.

  When the electric motor 2 rotates in the reverse direction, the reverse rotation of the input shaft 11 is not transmitted to the output side clutch plate 13 side, and the clutch case 14, the high speed gear 15 and the high speed transmission gear 18 become free. The rotation of the input shaft 11 in the reverse direction is transmitted to the output shaft 17 via the low speed gear 16, the low speed transmission gear 19, the reverse rotation gear 25, and the synchronization ring member 22. As a result, the rotational power in the reverse direction of the output shaft 17 is output to the differential 4 via the output gear 30 and transmitted to the drive wheels 5 (see FIG. 1), and the reverse gear is achieved.

  The power transmission path when the parking mechanism is operated will be described with reference to FIG.

  When the output shaft 17 is fixed by operating the parking mechanism, the synchronization ring member 22 and the fixed gear 23 are engaged with each other by moving the synchronous sleeve 24 to the fixed gear 23 side. Thereby, the rotation of the synchronizing ring member 22, that is, the rotation of the output shaft 17, is fixed, the driving wheel 5 (see FIG. 1) is fixed, and the parking mechanism is activated.

  The transmission 3 configured as described above is provided with a synchronization sleeve 24 that meshes and engages the synchronization ring member 22 and the fixed gear 23, and the rotation of the output shaft 17 can be fixed by the operation of the synchronization sleeve 24. A parking brake function can be provided with a simple configuration. Further, by using the synchronizing sleeve 24 constituting the parking brake, the synchronizing ring member 22 and the reverse gear 25 can be engaged and engaged to achieve the reverse stage.

  The present invention can be used in the industrial field of vehicle transmissions.

1 Electric Car 2 Electric Motor 3 Transmission 4 Differential (Differential)
DESCRIPTION OF SYMBOLS 5 Drive wheel 6 Case 7 High speed gear train 8 Low speed gear train 9 Electromagnetic clutch 10 Parking mechanism 11 Input shaft 12 Input side clutch plate 13 Output side clutch plate 14 Clutch case 15 High speed gear 16 Low speed gear 17 Output shaft 18 High speed transmission gear DESCRIPTION OF SYMBOLS 19 Low-speed transmission gear 20 One-way clutch 21 Input gear 22 Synchronization ring member 23 Fixed gear 24 Synchronization sleeve 25 Reverse gear 30 Output gear 31 Casing 32 Output shaft 33 Ball 34 Cam mechanism 35 Pilot clutch 36 Compression coil spring 37 Electromagnetic coil

Claims (3)

An input shaft supported by the transmission case and connected to the output side of the drive source of the vehicle;
An output shaft supported by the transmission case and connected to the drive wheel side of the vehicle;
A transmission gear group that transmits power by switching a plurality of shift stages between the input shaft and the output shaft;
A fixed gear fixed to the transmission case;
A synchronizing ring member provided on the output shaft;
A vehicle transmission comprising: a synchronization sleeve that fixes rotation of the output shaft by bringing the synchronization ring member and the fixed gear into meshing engagement. The vehicle transmission according to claim 1, wherein
A reverse gear is provided on the output shaft side to face the synchronizing ring member,
The vehicle transmission, wherein when the output shaft is rotated in the reverse direction, the synchronizing ring member and the reverse gear are engaged with each other by the synchronizing sleeve. The vehicle transmission according to claim 1 or 2,
The vehicle transmission is characterized in that the drive source of the vehicle is an electric motor, and an output of the electric motor is transmitted to an output shaft.

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