JP2015127583A - Transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a torque-split type transmission for a vehicle which suitably simplifies a structure of a brake for forward/reverse switching of the vehicle, and can reduce a manufacturing cost.SOLUTION: A torque-split type transmission A for a vehicle comprises a brake B1 which switches a forward/reverse mode of the vehicle by stopping the rotation of a carrier 63 of a planetary gear mechanism 6 and releasing the stop. The brake B1 is of a dog clutch type having first engagement teeth 91 arranged at a rotating member 52 which is drive-connected to the carrier 63, and second engagement teeth 92 in non-rotatable states. An operation for switching the brake B1 to a brake-on state from a brake-off state can be performed in a state that a split clutch C1 is turned on at a stop of the traveling of the vehicle, and the rotation of the rotating member 52 is stopped.

Description

  The present invention relates to a vehicular transmission that includes a belt-type transmission mechanism and a gear-type transmission mechanism and that can set a so-called torque split mode.

One example of a vehicle transmission that can set the torque split mode is described in Patent Document 1.
The vehicle transmission described in this document includes a belt-type transmission mechanism, a gear-type transmission mechanism, and a planetary gear mechanism, and the engine output is transmitted to both the belt-type transmission mechanism and the gear-type transmission mechanism. , The two types of driving force decelerated through these two mechanisms are input to the planetary gear mechanism, and the combined driving force is output from the planetary gear mechanism to the wheel side (differential gear unit side). It is possible. The belt-type speed change mechanism is capable of stepless speed change and eliminates a speed change shock, but generally has a disadvantage that it is inferior in power transmission efficiency due to slippage between the belt and the pulley. . On the other hand, the gear-type speed change mechanism has excellent power transmission efficiency, but there is a speed change shock, and in order to increase the speed change width, the apparatus becomes larger. On the other hand, by combining the two types of transmission mechanisms described above, it is possible to exhibit the superior performance of each transmission mechanism while eliminating the disadvantages described above.

  In the vehicle transmission described above, a brake for stopping the rotation of the carrier of the gear-type transmission mechanism is used as means for switching the vehicle forward and backward. In the state where the rotation of the carrier is allowed, the forward mode of the vehicle is set. On the contrary, when the carrier is stopped using the brake, the reverse mode of the vehicle is set.

  However, there is still room for improvement in the prior art as described below.

That is, for example, when a wet or dry clutch plate type brake is used as the brake, there is a disadvantage that slipping occurs when the clutch is engaged or energy loss occurs due to the generation of drag torque when the clutch is not engaged. . The price is also high.
Therefore, the present inventor has conceived that the brake is a dog clutch (meshing clutch) type. However, in such a dog clutch type, it is necessary to eliminate these rotational differences when meshing a set of meshing teeth of the dog clutch. If a dedicated synchronization mechanism is used as a means for this, disadvantages such as a complicated structure and an increase in cost are incurred.

JP 59-110594 A

  The present invention has been conceived under the circumstances as described above, and it is preferable to simplify the structure of a brake for switching forward and backward of a vehicle and to reduce the manufacturing cost. An object of the present invention is to provide a split-type vehicle transmission.

  In order to solve the above problems, the present invention takes the following technical means.

  A vehicle transmission provided by the present invention includes a power transmission system that transmits engine output to a belt-type transmission mechanism, and a configuration that is connected to the power transmission system via a split clutch or that includes a split clutch in the middle. A gear-type transmission mechanism that is capable of receiving a driving force from the power transmission system, a driving force output from each of the belt-type transmission mechanism and the gear-type transmission mechanism, and a combined drive thereof A planetary gear mechanism capable of outputting force to the axle side, a brake for forward / reverse switching for switching the vehicle forward / reversely by causing the carrier of this planetary gear mechanism to stop rotating and release it, and The vehicle transmission includes: a forward / reverse switching brake that is drivably coupled to the carrier. A brake having a first meshing tooth provided on the member and a second meshing tooth in a non-rotating state facing the first meshing tooth, and the first and second meshing teeth are separated from each other It is a dog clutch type brake that can be switched between an off state and a brake on state that are meshed close to each other, and the operation of switching this brake from the brake off state to the brake on state is performed when the vehicle stops traveling. The split clutch is turned on and the rotation of the rotary member is stopped.

According to such a configuration, the rotation of the rotating member is stopped and released using the forward / reverse switching brake, and accordingly, the rotation of the planetary gear mechanism is stopped and released. It is possible to appropriately switch the forward / reverse mode of the vehicle. Further, the following effects can be obtained.
First, since the forward / reverse switching brake is a dog clutch type, the configuration of the brake can be simplified and the cost can be reduced. Further, unlike the clutch plate type, there is no slippage at the time of meshing, and there is no energy loss such as drag torque.
Secondly, when the first and second meshing teeth of the dog clutch type brake are meshed with each other, they can be brought into close engagement with each other in a stopped state. Therefore, it is possible to smoothly and appropriately perform the meshing operation without damaging the first and second meshing teeth.
Third, as means for setting the first and second meshing teeth of the brake to a rotation stop state without a rotation difference, means for turning on the split clutch when the vehicle stops traveling is applied. Therefore, it is not necessary to separately provide a dedicated synchronization mechanism for eliminating the rotation difference between the first and second meshing teeth. Accordingly, the manufacturing cost can be more suitably reduced. The split clutch is originally intended to switch between a state in which the engine output is transmitted to the gear-type transmission mechanism and a state in which the engine output is not transmitted. It is utilized as a means for eliminating the rotation difference between the two meshing teeth, and its configuration is reasonable.

  Other features and advantages of the present invention will become more apparent from the following description of embodiments of the present invention with reference to the accompanying drawings.

It is a schematic explanatory drawing of the transmission for vehicles concerning the present invention. (A), (b) is a schematic explanatory drawing which shows the operation example of the transmission for vehicles shown in FIG. (A)-(c) is a schematic explanatory drawing which shows the operation example of the transmission for vehicles shown in FIG.

  Hereinafter, preferred embodiments of the present invention will be specifically described with reference to the drawings.

  1 is connected to the output shaft 10a of the engine 10 via a torque converter 11, and the rotational force of the output shaft 11a of the torque converter 11 is connected to the differential gear device 2. This is for transmitting to the pair of axles 3a and 3b. Specifically, this vehicle transmission A includes a belt-type transmission mechanism 4, a gear-type transmission mechanism 5, a planetary gear mechanism 6, a dog clutch type forward / reverse switching brake B1, a split clutch C1, and a drive clutch C2. I have.

  The belt-type transmission mechanism 4 is the same as that conventionally known, and has a structure in which a belt 41 is wound around a pair of pulleys 40a and 40b whose belt engagement diameter can be variably controlled. The power transmission system 7 for transmitting the rotational driving force output from the torque converter 11 to the belt-type transmission mechanism 4 has a gear 70 mounted on the output shaft 11a of the torque converter 11 and a gear 71 meshing with the gear 70. It is configured using an input shaft 72 for a belt type transmission mechanism. The sun gear 60 of the planetary gear mechanism 6 is attached to the output shaft 80 of the belt-type transmission mechanism 4, and the output shaft 81 of the planetary gear mechanism 6 is connected via the drive clutch C2. A gear 82 that meshes with the ring gear 20 of the differential gear device 2 is attached to the output shaft 81.

The gear-type transmission mechanism 5 is a gear train having first to fourth gears 51 to 54 connected to an input shaft 72 for a belt-type transmission mechanism via a split clutch C1. More specifically, the gear-type speed change mechanism 5 is provided coaxially with the input shaft 72 and connected to the input shaft 72 via a split clutch C1, and a second gear meshing with the first gear 51. A gear 52, a third gear 53 connected to the second gear 52, and a fourth gear 54 meshing therewith are provided. The fourth gear 54 is attached to or connected to the carrier 63 of the planetary gear mechanism 6. For this reason, when the split clutch C1 is turned on (connected state), the rotational driving force of the input shaft 72 can be transmitted to the carrier 63 at a predetermined reduction ratio.
The planetary gear mechanism 6 includes a sun gear 60, a pinion gear 61 supported by the carrier 63, and a ring gear 62, and the output shaft 81 is connected to the ring gear 62.

  The brake B1 for forward / reverse switching is for switching the vehicle forward / reverse mode by finally stopping the rotation of the carrier 63 and releasing it. However, the brake B1 is provided so that the second gear 52 of the gear-type transmission mechanism 5 is directly subjected to a braking operation. The second gear 52 corresponds to an example of a “rotating member” as a brake operation target in the present invention. The second gear 52 has a center axis Lb at a position different from the center axis La of the planetary gear mechanism 6 as a rotation center.

  As shown in the partially enlarged explanatory view of FIG. 1, the brake B1 is a dog clutch type and includes a pair of dog clutch members 9a and 9b having a plurality of first and second meshing teeth 91 and 92. One dog clutch member 9a is attached to a second gear 52 as a brake operation target. The other dog clutch member 9b is reciprocally movable in a direction facing the one dog clutch member 9b by a driving means (not shown), and is provided in a state in which a rotation operation is prevented. Therefore, in a state where the dog clutch members 9a and 9b are brought close to each other and the first and second meshing teeth 91 and 92 are meshed, it is possible to set the brake-on state in which the rotation of the second gear 52 is stopped. Of course, if the dog clutch members 9a and 9b are separated to cancel the meshing state, the brake-off state in which the rotation stop state of the second gear 52 is released is obtained.

  Next, the operation of the vehicle transmission device A will be described.

First, the relationship between the three on / off setting states of the split clutch C1, the forward / reverse switching brake B1, and the drive clutch C2 and the driving mode of the vehicle is as shown in Table 1 below.

  Details of the embodiment shown in Table 1 will be described below.

[Forward mode]
When the vehicle moves forward with the shift selector in the D range, one of a belt drive mode and a torque split mode can be selectively set.
FIG. 2A shows a belt driving mode, and a thick line in the figure shows a driving force transmission path. This also applies to other drawings. The belt driving mode is set by turning on the drive clutch C2 and turning off the split clutch C1 and the brake B1 (hereinafter, the split clutch C1, the brake B1, and the drive clutch C2 are turned on / off. Is off unless specifically indicated). In this belt drive mode, the engine output is input from the power transmission system 7 to the belt-type transmission mechanism 4 and the output decelerated via the belt-type transmission mechanism 4 is transmitted to the output shaft 81 of the planetary gear mechanism 6 as it is.

  FIG. 2B shows the torque split mode, in which the split clutch C1 is turned on. In this mode, the driving force of the power transmission system 7 is transmitted to the gear transmission mechanism 5 in addition to the belt transmission mechanism 4. In the planetary gear mechanism 6, the driving forces output from the belt-type transmission mechanism 4 and the gear-type transmission mechanism 5 are combined, and the combined driving force is output to the output shaft 81.

[Reverse mode]
FIG. 3A shows the time when the vehicle moves backward with the shift selector in the R range. In this case, the belt drive mode is set. This mode is set when the brake B1 is turned on and the second gear 52 is stopped. Since the second gear 52 is drivingly connected to the carrier 63 of the planetary gear mechanism 6 via the third gear 53 and the fourth gear 54, the carrier 63 also stops rotating when the second gear 52 is stopped. (In the same figure, the line L1 with a pattern shows a rotation stop part). In this state, the driving force output from the belt-type transmission mechanism 4 and transmitted to the sun gear 60 is transmitted to the ring gear 62 via the pinion gear 61, so that the rotational direction is reversed, and this driving force is output to the output shaft 81. The Since the split clutch C1 is off and the gear-type transmission mechanism 5 is in an edge-cut state with the power transmission system 7, it is possible to accurately set the second to fourth gears 51 to 54 to the rotation stop state. Is possible.

[Switching mode to reverse]
FIG. 3B shows a mode when the shift selector is switched to the R range. This mode is set when the vehicle is in a travel stop state (the axles 3a and 3b are in a rotation stop state) and the split clutch C1 is turned on. In this mode, the ON / OFF setting of the split clutch C1, the brake B1, and the drive clutch C2 is the same as that in the torque split mode described above, and the gear transmission 5 is drivingly connected to the power transmission system 7. Since the axles 3a and 3b and the output shaft 81 of the planetary gear mechanism 6 that is drivingly connected to the axles 3a and 3b are in a rotation stop state (the line L2 with a pattern indicates a rotation stop portion), the gear transmission 5 is stopped. It becomes a state.

  In such a state, one of the dog clutch members 9a in the rotating state among the brakes B1 shown in FIG. 1 is in a rotation stopped state. Therefore, the pair of dog clutch members 9a, 9b can be brought close together in a non-rotating state, and the meshing operation of the first and second meshing teeth 91, 92 can be performed smoothly. Unlike the present embodiment, if the dog clutch members 9a and 9b are rotating relative to each other, the first and second meshing teeth 91 and 92 collide violently when they are brought close to each other, and their tips are damaged. There is a fear. On the other hand, in this embodiment, it is possible to eliminate such a concern and appropriately perform the shift operation to the R range. Since the brake B1 is a dog clutch type having a relatively simple configuration, the manufacturing cost can be reduced. Furthermore, since it is not necessary to provide a dedicated means for eliminating the rotation difference between the dog clutch members 9a and 9b, the manufacturing cost can be further reduced.

[N range mode]
FIG. 3C shows a state when the shift selector is set to the N range, and all of the split clutch C1, the brake B1, and the drive clutch C2 are turned off. In such a set state, even when the vehicle is stopped and the output shaft 81 is in a rotation stopped state, the gear-type transmission mechanism 5 is not in a rotation stopped state but in an idling state (patterned line). L3 indicates the rotation stop portion, and line L4 indicates the idling portion). Therefore, in such a state, it is difficult to positively eliminate the rotational difference between the dog clutch members 9a and 9b of the brake B1. Also in comparison with the N range mode, it can be understood that the mode shown in FIG. 3B is a mode suitable for switching to the reverse mode.

[About points such as downsizing]
In the present embodiment, as described with reference to FIG. 1, the forward / reverse switching brake B <b> 1 has the second gear 52 centered on the center axis Lb that is displaced from the center axis La of the planetary gear mechanism 6. Is provided for braking operation. Therefore, for example, unlike the case where the brake B1 is provided close to the planetary gear mechanism 6 so as to be coaxial with the central axis La of the planetary gear mechanism 6, the structure of the peripheral portion of the installation location of the planetary gear mechanism 6 is complicated. The increase in size and size is preferably eliminated. As a result, the overall size reduction of the vehicle transmission A can be promoted. In addition, the manufacturing cost can be suitably reduced based on the fact that the brake B1 is a dog clutch system and that there is no need to provide a dedicated means for eliminating the rotation difference between the dog clutch members 9a and 9b. As described above, advantages can also be obtained.

The present invention is not limited to the contents of the above-described embodiment. The specific configuration of each part of the vehicle transmission according to the present invention can be variously modified within the range intended by the present invention.

  In the above-described embodiment, the gear-type transmission mechanism 5 is connected to the power transmission system 7 via the split clutch C1, but instead, a configuration in which a split clutch is provided in the middle of the gear-type transmission mechanism 5 is provided. (For example, a configuration in which the first gear 51 is directly attached to the power transmission system 7 and the split clutch C1 is provided at the position of the second gear 52).

  In the above-described embodiment, the brake operation target of the forward / reverse switching brake is the second gear 52, but is not limited thereto. For example, other gears of the gear-type transmission mechanism 5 can be set as the brake operation targets. From the viewpoint of preventing an increase in the size of the periphery of the planetary gear mechanism 6, it is preferable that the rotating member to be braked is centered on another central axis that is displaced from the central axis La of the planetary gear mechanism 6. However, it is not limited to this. Therefore, for example, the fourth gear 54 of the above-described embodiment can be a brake operation target. Specific configurations such as a belt-type transmission mechanism and a gear-type transmission mechanism are not limited.

A Vehicle transmission device B1 Forward / reverse switching brake C1 Split clutch C2 Drive clutch 2 Differential gear device 3a, 3b Axle 4 Belt transmission mechanism 5 Gear transmission mechanism 6 Planetary gear mechanism 7 Power transmission system (belt transmission mechanism) Against)
10 Engine 52 Second gear (rotating member subject to brake operation)
63 Carrier (of planetary gear mechanism)
91,92 first and second meshing teeth

Claims (1)

A power transmission system for transmitting engine output to a belt-type transmission mechanism;
A gear-type transmission mechanism connected to the power transmission system via a split clutch, or provided with a split clutch in the middle, and capable of receiving a driving force from the power transmission system;
A planetary gear mechanism capable of receiving a driving force output from each of the belt-type transmission mechanism and the gear-type transmission mechanism and outputting a combined driving force to the axle side;
A brake for forward / reverse switching for performing forward / reverse switching of the vehicle by causing rotation stop and release operation of the carrier of the planetary gear mechanism;
A vehicle transmission comprising:
The forward / reverse switching brake includes a first meshing tooth provided on a rotating member that is drivingly connected to the carrier, and a non-rotating second meshing tooth facing the first meshing tooth. And a dog clutch type brake capable of switching between a brake-off state in which the first and second meshing teeth are separated from each other and a brake-on state in which the first and second meshing teeth are close to each other and meshed with each other.
The operation of switching the brake from the brake-off state to the brake-on state can be performed in a state where the split clutch is turned on and the rotation of the rotating member is stopped when the vehicle stops traveling. A transmission for a vehicle characterized by the above.

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