JP2017067207A - Power split type continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power split type continuously variable transmission capable of reducing a size and costs, and simplifying control in comparison with a constitution proposed by the applicant.SOLUTION: A power split type continuously variable transmission 4 includes an input shaft 41, an output shaft 42, a continuously variable transmission mechanism 43, a planetary gear mechanism 44 including a sun gear 71, a ring gear 73, and a carrier 72 rotatable integrally with a secondary shaft 52 of the continuously variable transmission mechanism 4, and a split gear mechanism 45 having a constant split gear shift ratio, and including a split drive gear 81 rotatable integrally with the input shaft 41 and a split driven gear 82 to which power from the split drive gear 81 is transmitted. The power is transmitted from the split driven gear 82 to one of the sun gear 71 and the ring gear 73, and the power is transmitted to the output shaft 42 from the other.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a power split continuously variable transmission capable of dividing power input to an input shaft (input shaft) into two systems and transmitting the power to an output shaft (output shaft).

  As a transmission mounted on a vehicle such as an automobile, a continuously variable transmission mechanism that continuously changes engine power, a gear mechanism that transmits engine power without going through a continuously variable transmission mechanism, and a continuously variable transmission mechanism There has been proposed a planetary gear mechanism for synthesizing the power from the gear and the power from the gear mechanism. In this transmission, the power from the engine can be divided into a continuously variable transmission mechanism and a gear mechanism, and the divided powers can be combined by the planetary gear mechanism and transmitted to the wheels.

JP 2004-176890 A

  The applicant has also proposed a transmission capable of dividing and transmitting the power of the drive source into two systems as a power split type continuously variable transmission.

  FIG. 9 is a skeleton diagram showing the configuration of a power split type continuously variable transmission 901 according to the applicant's previous proposal.

  The power split type continuously variable transmission 901 includes a continuously variable transmission mechanism 902 that continuously changes power by changing a transmission ratio, a constant transmission mechanism 903 that changes power at a constant transmission ratio, and an output that outputs power. A planetary gear mechanism 904 is provided.

  The continuously variable transmission mechanism 902 has the same configuration as a known belt-type continuously variable transmission (CVT). The primary shaft 905 is directly connected to the input shaft 906. The secondary shaft 907 supports the sun gear 908 of the output planetary gear mechanism 904 in a relatively non-rotatable manner. An output shaft 910 is connected to the ring gear 909 of the output planetary gear mechanism 904. The rotation of the output shaft 910 is transmitted to the differential gear 913 via the first output idle gear 911 and the second idle gear 912, and is transmitted from the differential gear 913 to the left and right drive wheels.

  The constant speed change mechanism 903 includes a speed increasing planetary gear mechanism 914, a split drive gear 915, a split driven gear 916, and an idle gear 917. The sun gear 918 of the speed increasing planetary gear mechanism 914 is externally fitted to the input shaft 906 so as to be relatively rotatable. The carrier 919 of the speed increasing planetary gear mechanism 914 is supported by the input shaft 906 so as not to be relatively rotatable. The split drive gear 915 is provided so as to be able to rotate integrally with the sun gear 918. The split driven gear 916 is provided so as to rotate integrally with the carrier 920 of the planetary gear mechanism 904 for output. The idle gear 917 meshes with the split drive gear 915 and the split driven gear 916.

  FIG. 10 is a diagram illustrating states of the clutch C1 and the brakes B1 and B2 during forward travel and reverse travel. FIG. 11 is a collinear diagram showing the relationship between the rotational speeds (rotational speeds) of the sun gear 908, the carrier 920, and the ring gear 909 of the output planetary gear mechanism 904.

  In FIG. 10, “◯” indicates that the clutch C1 and the brakes B1 and B2 are engaged. “X” indicates that the clutch C1 and the brakes B1 and B2 are in the released state.

  The power split type continuously variable transmission 901 has, as a power transmission mode, a belt mode (low mode) in which power is transmitted to the output planetary gear mechanism 904 only through the continuously variable transmission mechanism 902, and power is continuously variable. The split mode (high mode) is transmitted to the output planetary gear mechanism 904 via the mechanism 902 and the constant speed change mechanism 903.

  In the belt mode, the clutch C1 is engaged, the sun gear 908 and the ring gear 909 of the output planetary gear mechanism 904 are directly connected, the brakes B1 and B2 are released, and the carrier 920 of the output planetary gear mechanism 904 is free. Put into state. Therefore, when the primary shaft 905 is rotated by the power input to the input shaft 906, the rotation of the primary shaft 905 is transmitted to the secondary shaft 907 via the belt 921, and the sun gear 908 and the ring gear 909 of the output planetary gear mechanism 904 are transmitted. Rotate integrally, and the output shaft 910 rotates integrally with the ring gear 909. Therefore, in the belt mode, the gear ratio (unit gear ratio) of the power split type continuously variable transmission 901 matches the gear ratio (belt gear ratio) of the continuously variable transmission mechanism 902.

  In the split mode, the clutch C1 and the brake B1 are released. Further, by engaging the brake B2, the ring gear 922 of the speed increasing planetary gear mechanism 914 is braked. Therefore, when the primary shaft 905 rotates by the power input to the input shaft 906, the rotation of the primary shaft 905 is transmitted to the secondary shaft 907 via the belt 921, and the sun gear 908 of the output planetary gear mechanism 904 rotates. . On the other hand, since the ring gear 922 of the speed increasing planetary gear mechanism 914 is braked, the rotation of the input shaft 906 causes the carrier 919, the sun gear 918, the split drive gear 915, the idle gear 917, and the split of the speed increasing planetary gear mechanism 914 to rotate. Through the driven gear 916, the speed is increased and transmitted to the carrier 920 of the output planetary gear mechanism 904. Therefore, in the split mode, the larger the belt speed ratio, the smaller the speed ratio (unit speed ratio) of the power split type continuously variable transmission 901, and the speed ratio less than or equal to the speed ratio (split gear speed ratio) of the constant speed change mechanism 903. Can be realized.

  When the vehicle on which the power split type continuously variable transmission 901 is mounted is reverse, the clutch C1 and the brake B2 are released and the brake B1 is engaged. The split drive gear 915 is braked by the engagement of the brake B1. Due to the braking of the split drive gear 915, the idle gear 917 cannot be rotated, and the split driven gear 916 and the carrier 920 of the output planetary gear mechanism 904 cannot be rotated. Therefore, when rotation is transmitted from the input shaft 906 to the sun gear 908 of the output planetary gear mechanism 904 via the primary shaft 905 and the secondary shaft 907, the ring gear 909 of the output planetary gear mechanism 904 rotates in the opposite direction to the sun gear 908. Then, the output shaft 910 rotates in the direction opposite to that when the vehicle moves forward.

  However, in the power split type continuously variable transmission 901, two engagement elements of the clutch C1 and the brake B2 are necessary for switching between the belt mode and the split mode. If the number of engaging elements can be reduced, the number of solenoid valves included in the hydraulic circuit can also be reduced, and the size and cost can be reduced. Further, when the belt mode and the split mode are switched in a state where a differential rotation is generated between the sun gear 908 and the ring gear 909 of the output planetary gear mechanism 904, slipping of the belt 921 and engine speed are caused by the differential rotation. There is a risk of sudden changes. For this reason, it is necessary to switch between the belt mode and the split mode in a state where the belt gear ratio matches the split gear gear ratio, but it is difficult to control the switching with high accuracy.

  An object of the present invention is to provide a power split type continuously variable transmission capable of reducing the size and cost and simplifying control as compared with the configuration according to the previous proposal by the applicant.

  In order to achieve the above object, a power split continuously variable transmission according to the present invention includes an input shaft, an output shaft, a primary shaft to which power is transmitted from the input shaft, a primary pulley supported by the primary shaft, A continuously variable transmission mechanism including a secondary shaft provided in parallel with the primary shaft, a secondary pulley supported by the secondary shaft and a belt wound around the primary pulley and the secondary pulley, and a constant split gear speed ratio; A split gear that includes a split drive gear that is provided so as to be rotatable integrally with the input shaft, and a split driven gear that transmits power from the split drive gear, and a sun gear, a ring gear, and a secondary shaft that are rotatably provided integrally. And a planetary gear mechanism with a carrier. Power is transmitted on one of the sun gear or the ring gear from Ttodoribungiya, power is transmitted to the output shaft from the other one.

  According to this configuration, the power input to the input shaft is transmitted from the input shaft to the primary shaft of the continuously variable transmission mechanism. The power transmitted to the primary shaft is transmitted to the secondary shaft via the primary pulley, the belt, and the secondary pulley, and rotates the carrier of the planetary gear mechanism integrally with the secondary shaft. Also, the power input to the input shaft is transmitted at a constant split gear speed ratio from the split drive gear to the sun gear or ring gear of the planetary gear mechanism via the split driven gear.

  In a configuration in which power is transmitted (input) from the split driven gear to the sun gear, power is transmitted (output) from the ring gear to the output shaft. When the belt transmission ratio of the continuously variable transmission mechanism is increased from the split gear transmission ratio, the rotational speed (rotational speed) of the carrier becomes higher than the rotational speed of the sun gear, and the rotational speed of the ring gear becomes higher than the rotational speed of the carrier. Further, when the belt speed ratio is lowered below the split gear speed ratio, the rotation speed of the carrier becomes lower than the rotation speed of the sun gear, and the rotation speed of the ring gear becomes lower than the rotation speed of the carrier. Therefore, it is possible to ensure a gear ratio width (unit gear ratio width) as a whole unit of the power split continuously variable transmission larger than the belt gear ratio width.

  In a configuration in which power is transmitted (input) from the split driven gear to the ring gear, power is transmitted (output) from the sun gear to the output shaft. When the belt transmission ratio of the continuously variable transmission mechanism is increased from the split gear transmission ratio, the rotation speed (rotation speed) of the carrier becomes higher than the rotation speed of the ring gear, and the rotation speed of the sun gear becomes higher than the rotation speed of the carrier. Further, when the belt speed ratio is lowered below the split gear speed ratio, the carrier rotation speed becomes lower than the ring gear rotation speed, and the sun gear rotation speed becomes lower than the ring gear rotation speed. Therefore, also in this configuration, the unit speed ratio width can be ensured larger than the belt speed ratio width.

  In the power split type continuously variable transmission according to the present invention, the unit speed ratio width can be secured larger than the belt speed ratio width as in the configuration according to the previous proposal by the applicant, that is, the configuration shown in FIG. Therefore, it is possible to improve the acceleration performance of the vehicle equipped with the power split type continuously variable transmission and the fuel efficiency performance at high speed.

  In the power split continuously variable transmission according to the present invention, unlike the configuration according to the previous proposal by the applicant, there is no switching between the belt mode and the split mode. The element is unnecessary. Therefore, the number of engaging elements can be reduced, and the solenoid valve for controlling the engagement / release of the engaging elements can be omitted from the hydraulic circuit. Therefore, the size and cost of the power split continuously variable transmission can be reduced. Can be reduced. Further, by reducing the number of engagement elements, it is possible to simplify the engagement / release control of the engagement elements. As a result, the control of the power split continuously variable transmission can be simplified.

  The power split type continuously variable transmission includes a first engagement element that is engaged / released to transmit / cut power from the input shaft to the primary shaft, and to prohibit / allow rotation of the carrier of the planetary gear mechanism. And a second engagement element to be engaged / released.

  According to this configuration, in a state where the first engagement element is engaged and the second engagement element is released, the power input to the input shaft is divided into two systems, a continuously variable transmission mechanism and a split gear mechanism. Therefore, the unit speed ratio width can be secured larger than the belt speed ratio width.

  On the other hand, in a state where the first engagement element is released and the second engagement element is engaged, the carrier of the planetary gear mechanism is braked (rotation stopped), and the power input to the input shaft is changed to the split gear mechanism. Via the sun gear or the ring gear of the planetary gear mechanism. Therefore, the other of the sun gear or the ring gear rotates in the opposite direction to one of the sun gear or the ring gear. Therefore, reverse (reverse speed) can be configured by releasing the first engagement element and engaging the second engagement element.

  According to the present invention, since the unit speed ratio width can be secured larger than the belt speed ratio width as in the configuration according to the previous proposal by the applicant, the vehicle equipped with the power split type continuously variable transmission can be secured. It is possible to improve acceleration performance and fuel efficiency performance at high speeds. Moreover, according to the present invention, unlike the configuration according to the previous proposal by the applicant, since there is no switching between the belt mode and the split mode, two engagement elements and control for switching the mode are unnecessary. Therefore, the size and cost can be reduced and the control can be simplified as compared with the configuration according to the previous proposal by the applicant.

1 is a skeleton diagram showing a configuration of a drive system of a vehicle equipped with a power split type continuously variable transmission according to a first embodiment of the present invention. It is a collinear diagram (speed diagram) showing the relationship between the rotational speeds (rotational speeds) of the sun gear, carrier and ring gear of the planetary gear mechanism. It is a skeleton figure which shows the structure of the power split type continuously variable transmission which concerns on 2nd Embodiment of this invention. FIG. 4 is a collinear diagram (speed diagram) showing the relationship between the rotational speeds (rotational speeds) of the sun gear, the carrier, and the ring gear of the planetary gear mechanism shown in FIG. It is a skeleton figure which shows the structure of the power split type continuously variable transmission which concerns on 3rd Embodiment of this invention. It is a skeleton figure which shows the structure of the power split type continuously variable transmission which concerns on 4th Embodiment of this invention. It is a skeleton figure which shows the structure of the power split type continuously variable transmission which concerns on 5th Embodiment of this invention. It is a skeleton figure which shows the structure of the power split type continuously variable transmission which concerns on 6th Embodiment of this invention. It is a skeleton figure which shows the structure of the power division type continuously variable transmission which concerns on an applicant's previous proposal. It is a figure which shows the state of each engaging element of the power division type continuously variable transmission at the time of advance and reverse. FIG. 10 is a collinear diagram showing the relationship between the rotational speeds (rotational speeds) of the sun gear, the carrier and the ring gear of the output planetary gear mechanism shown in FIG. 9.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<First Embodiment>
FIG. 1 is a skeleton diagram showing a configuration of a drive system of a vehicle 1 on which a power split type continuously variable transmission 4 according to a first embodiment of the present invention is mounted.

  The vehicle 1 is an automobile that uses the engine 2 as a drive source. The output of the engine 2 is transmitted to driving wheels (for example, left and right front wheels) of the vehicle 1 via the torque converter 3 and the power split type continuously variable transmission 4.

  The engine 2 includes an E / G output shaft 21. The E / G output shaft 21 is rotated by the power generated by the engine 2.

  The torque converter 3 includes a pump impeller 31, a turbine runner 32, and a lockup clutch 33. An E / G output shaft 21 is connected to the center of the pump impeller 31, and the pump impeller 31 is provided so as to be integrally rotatable about the same rotation axis as the E / G output shaft 21. The turbine runner 32 is provided to be rotatable about the same rotation axis as the pump impeller 31. The lockup clutch 33 is provided to directly connect / separate the pump impeller 31 and the turbine runner 32. When the lockup clutch 33 is engaged, the pump impeller 31 and the turbine runner 32 are directly connected, and when the lockup clutch 33 is released, the pump impeller 31 and the turbine runner 32 are separated.

  When the E / G output shaft 21 is rotated in a state where the lockup clutch 33 is released, the pump impeller 31 rotates. When the pump impeller 31 rotates, an oil flow from the pump impeller 31 toward the turbine runner 32 is generated. This oil flow is received by the turbine runner 32 and the turbine runner 32 rotates. At this time, the amplifying action of the torque converter 3 occurs, and the turbine runner 32 generates a power larger than the power (torque) of the E / G output shaft 21.

  In a state where the lockup clutch 33 is engaged, when the E / G output shaft 21 is rotated, the E / G output shaft 21, the pump impeller 31, and the turbine runner 32 are rotated together.

  The power split type continuously variable transmission 4 includes an input shaft 41, an output shaft 42, a continuously variable transmission mechanism 43, a planetary gear mechanism 44, and a split gear mechanism 45.

  The input shaft 41 is connected to the turbine runner 32 of the torque converter 3 and is provided so as to be integrally rotatable about the same rotation axis as the turbine runner 32.

  The output shaft 42 is provided in parallel with the input shaft 41. The output shaft 42 supports the output gear 46 so as not to be relatively rotatable.

  The continuously variable transmission mechanism 43 has the same configuration as a known belt-type continuously variable transmission (CVT). Specifically, the continuously variable transmission mechanism 43 includes a primary shaft 51, a secondary shaft 52 provided in parallel with the primary shaft 51, a primary pulley 53 supported by the primary shaft 51 so as not to be relatively rotatable, and a secondary shaft 52. And a secondary pulley 54 supported so as not to rotate relative thereto, and a primary pulley 53 and a belt 55 wound around the secondary pulley 54.

  The primary pulley 53 is disposed so as to face the fixed sheave 61 fixed to the primary shaft 51 with the belt 55 sandwiched between the fixed sheave 61 and is supported by the primary shaft 51 so as to be movable in the axial direction but not to be relatively rotatable. 62. A cylinder (not shown) fixed to the primary shaft 51 is provided on the opposite side of the movable sheave 62 from the fixed sheave 61, and a piston chamber (oil chamber) is formed between the movable sheave 62 and the cylinder. Has been.

  The secondary pulley 54 is arranged so as to be opposed to the fixed sheave 65 fixed to the secondary shaft 52 with the belt 55 sandwiched between the fixed sheave 65 and supported on the secondary shaft 52 so as to be movable in the axial direction but not to be relatively rotatable. 66. A cylinder (not shown) fixed to the secondary shaft 52 is provided on the opposite side of the movable sheave 66 from the fixed sheave 65, and a piston chamber (oil chamber) is formed between the movable sheave 66 and the cylinder. Has been.

  In the continuously variable transmission mechanism 43, the hydraulic pressure supplied to the piston chambers of the primary pulley 53 and the secondary pulley 54 is controlled, and the groove widths of the primary pulley 53 and the secondary pulley 54 are changed, whereby the continuously variable transmission mechanism. The belt speed ratio, which is the speed ratio at 43, is continuously changed continuously.

  Specifically, when the belt speed ratio is lowered, the hydraulic pressure supplied to the piston chamber of the primary pulley 53 is increased. As a result, the movable sheave 62 of the primary pulley 53 moves to the fixed sheave 61 side, and the interval (groove width) between the fixed sheave 61 and the movable sheave 62 is reduced. Accordingly, the winding diameter of the belt 55 around the primary pulley 53 is increased, and the interval (groove width) between the fixed sheave 65 and the movable sheave 66 of the secondary pulley 54 is increased. As a result, the pulley ratio between the primary pulley 53 and the secondary pulley 54 is reduced, and the belt transmission ratio is reduced.

  When the belt transmission ratio is increased, the hydraulic pressure supplied to the piston chamber of the primary pulley 53 is decreased. Thereby, the thrust of the secondary pulley 54 with respect to the belt 55 becomes larger than the thrust of the primary pulley 53 with respect to the belt 55, the interval between the fixed sheave 65 and the movable sheave 66 of the secondary pulley 54 is reduced, and the fixed sheave 61 and the movable sheave The distance from 62 increases. As a result, the pulley ratio between the primary pulley 53 and the secondary pulley 54 is increased, and the belt transmission ratio is increased.

  On the other hand, the thrust of the primary pulley 53 and the secondary pulley 54 needs to be large enough to prevent slippage between the primary pulley 53 and the secondary pulley 54 and the belt 55. Therefore, the hydraulic pressure (oil amount) supplied to each piston chamber of the primary pulley 53 and the secondary pulley 54 is controlled so that a thrust according to the magnitude of the torque input to the primary shaft 51 is obtained.

  The planetary gear mechanism 44 includes a sun gear 71, a carrier 72, and a ring gear 73.

  The sun gear 71 is fitted on the secondary shaft 52 so as to be relatively rotatable.

  A secondary shaft 52 is connected to the center of the carrier 72, and the carrier 72 is provided so as to be integrally rotatable about the same rotation axis as the secondary shaft 52. The carrier 72 supports a plurality of pinion gears 74 in a rotatable manner. The plurality of pinion gears 74 are arranged on the circumference and mesh with the sun gear 71.

  The ring gear 73 has an annular shape that collectively surrounds the plurality of pinion gears 74, and meshes with each pinion gear 74 from the outer side in the rotational radial direction of the secondary shaft 52. An output shaft 42 is connected to the ring gear 73, and the ring gear 73 is provided so as to be integrally rotatable about the same rotational axis as the output shaft 42.

  The split gear mechanism 45 includes a split drive gear 81, a split driven gear 82, and an idle transmission mechanism 83.

  The split drive gear 81 is provided so as to be integrally rotatable about the same rotational axis as the input shaft 41 by being supported by the input shaft 41 so as not to be relatively rotatable.

  The split driven gear 82 is provided so as to be integrally rotatable about the same rotational axis as the sun gear 71 of the planetary gear mechanism 44.

  The idle transmission mechanism 83 includes an idle shaft 84 provided in parallel with the input shaft 41 and the output shaft 42, and a first idle gear 85 that is supported by the idle shaft 84 so as not to rotate relative to the split drive gear 81. And a second idle gear 86 that is supported by the idle shaft 84 so as not to rotate relative to the idle shaft 84 and meshes with the split driven gear 82.

  The power split type continuously variable transmission 4 includes an output gear mechanism 91 that transmits the rotation of the output gear 46 to the differential gear 6. The output gear mechanism 91 includes an output gear shaft 92 provided in parallel with the output shaft 42, a first output idle gear 93 that is supported by the output gear shaft 92 so as not to rotate relative to the output gear 46, and an output gear 46. A second output idle gear 94 that is supported by the gear shaft 92 so as not to rotate relative to the gear shaft 92 and meshes with the differential gear 6 (the input gear of the differential gear 6) is included.

  Further, the power split type continuously variable transmission 4 includes a clutch C and a brake B.

  The clutch C is in an engaged state (on) in which the input shaft 41 (split drive gear 81) and the primary shaft 51 of the continuously variable transmission mechanism 43 are directly coupled (coupled so as to be integrally rotatable), and in a released state in which the direct coupling is released (on). Off).

  The brake B is switched between an engaged state (on) in which the carrier 72 of the planetary gear mechanism 44 is braked and a released state (off) in which the rotation of the carrier 72 is allowed.

  FIG. 2 is a collinear diagram (speed diagram) showing the relationship among the rotational speeds (rotational speeds) of the sun gear 71, the carrier 72, and the ring gear 73 of the planetary gear mechanism 44.

  When the vehicle 1 moves forward, the clutch C is engaged and the brake B is released. As a result, the input shaft 41 and the primary shaft 51 of the continuously variable transmission mechanism 43 are directly connected, and the carrier 72 of the planetary gear mechanism 44 is free (in a freely rotating state).

  The power input to the input shaft 41 is transmitted to the primary shaft 51 of the continuously variable transmission mechanism 43, and is transmitted from the primary shaft 51 to the secondary shaft 52 via the primary pulley 53, the belt 55, and the secondary pulley 54, and the planetary gear mechanism. 44 carriers 72 are rotated integrally with the secondary shaft 52. Further, the power input to the input shaft 41 is transmitted to the sun gear 71 of the planetary gear mechanism 44 via the split gear mechanism 45, and the sun gear 71 is rotated integrally with the split driven gear 82.

  The split gear ratio, which is the gear ratio (gear ratio) of the split gear mechanism 45, is constant and unchanged (fixed). When the belt transmission ratio of the continuously variable transmission mechanism 43 is increased from the split gear transmission ratio, the rotational speed (rotational speed) of the carrier 72 becomes higher than the rotational speed of the sun gear 71, and the rotational speed of the ring gear 73 is higher than the rotational speed of the carrier 72. Get higher. Further, when the belt speed ratio is lowered from the split gear speed ratio, the rotation speed of the carrier 72 becomes lower than the rotation speed of the sun gear 71 and the rotation speed of the ring gear 73 becomes lower than the rotation speed of the carrier 72. Therefore, the gear ratio width (unit gear ratio width) as a whole unit of the power split type continuously variable transmission 4 can be secured larger than the belt gear ratio width.

  When the vehicle 1 moves backward, the clutch C is released and the brake B is engaged. Thereby, the input shaft 41 and the primary shaft 51 of the continuously variable transmission mechanism 43 are disconnected, and the carrier 72 of the planetary gear mechanism 44 is braked.

  The power input to the input shaft 41 is transmitted to the sun gear 71 of the planetary gear mechanism 44 via the split gear mechanism 45, and rotates the sun gear 71 integrally with the split driven gear 82. Since the carrier 72 is braked, as indicated by the broken line in FIG. 2, when the sun gear 71 rotates, the ring gear 73 of the planetary gear mechanism 44 rotates in the opposite direction to the sun gear 71. The rotational direction of the ring gear 73 is opposite to the rotational direction of the ring gear 73 when the vehicle 1 moves forward.

<Effect>
As described above, in the power split continuously variable transmission 4, the unit speed ratio width can be secured larger than the belt speed ratio width, so that the acceleration performance of the vehicle 1 in which the power split continuously variable transmission 4 is mounted. In addition, it is possible to improve the fuel consumption performance during high-speed driving.

  In the power split type continuously variable transmission 4, unlike the configuration according to the previous proposal by the applicant, there is no switching between the belt mode and the split mode, so two engagement elements for switching the mode are unnecessary. It is. Therefore, as can be understood by comparing FIG. 1 and FIG. 9, the number of engaging elements can be reduced, and a solenoid valve for controlling engagement / release of the engaging elements can be provided from the hydraulic circuit. Since it can be omitted, the size and cost of the power split type continuously variable transmission 4 can be reduced. Furthermore, since there is no mode switching, control for the mode switching is unnecessary. In addition, since the number of engaging elements is reduced, it is possible to simplify the control for engaging / disengaging the engaging elements, and thus simplify the control of the power split continuously variable transmission 4. Can do.

Second Embodiment
FIG. 3 is a skeleton diagram showing the configuration of the power split type continuously variable transmission 204 according to the second embodiment of the present invention. In FIG. 3, parts corresponding to the parts shown in FIG. 1 are denoted by the same reference numerals as those parts. In the following, description of the parts denoted by the same reference numerals will be omitted, and only the difference between the power split continuously variable transmission 204 and the power split continuously variable transmission 4 shown in FIG. 1 will be described. explain.

  In the power split type continuously variable transmission 204, the output shaft 42 is connected to the sun gear 71 of the planetary gear mechanism 44, and the sun gear 71 can rotate integrally around the same rotational axis as the output shaft 42. Is provided. The split driven gear 82 of the split gear mechanism 45 is provided so as to be integrally rotatable about the same rotation axis as the ring gear 73 of the planetary gear mechanism 44.

  FIG. 4 is a collinear diagram (speed diagram) showing the relationship among the rotational speeds (rotational speeds) of the sun gear 71, the carrier 72, and the ring gear 73 of the planetary gear mechanism 44 according to the second embodiment.

  When the vehicle 1 moves forward, the clutch C is engaged and the brake B is released. As a result, the input shaft 41 and the primary shaft 51 of the continuously variable transmission mechanism 43 are directly connected, and the carrier 72 of the planetary gear mechanism 44 is free (in a freely rotating state).

  The power input to the input shaft 41 is transmitted to the primary shaft 51 of the continuously variable transmission mechanism 43, and is transmitted from the primary shaft 51 to the secondary shaft 52 via the primary pulley 53, the belt 55, and the secondary pulley 54, and the planetary gear mechanism. 44 carriers 72 are rotated integrally with the secondary shaft 52. Further, the power input to the input shaft 41 is transmitted to the ring gear 73 of the planetary gear mechanism 44 via the split gear mechanism 45, and the ring gear 73 is rotated integrally with the split driven gear 82.

  The split gear ratio, which is the gear ratio (gear ratio) of the split gear mechanism 45, is constant and unchanged (fixed). When the belt transmission ratio of the continuously variable transmission mechanism 43 is increased from the split gear transmission ratio, the rotational speed (rotational speed) of the carrier 72 becomes higher than the rotational speed of the ring gear 73, and the rotational speed of the sun gear 71 is higher than the rotational speed of the carrier 72. Get higher. Further, when the belt speed ratio is lowered below the split gear speed ratio, the rotational speed of the carrier 72 becomes lower than the rotational speed of the ring gear 73, and the rotational speed of the sun gear 71 becomes lower than the rotational speed of the carrier 72. Therefore, the unit speed ratio width of the power split type continuously variable transmission 4 can be secured larger than the belt speed ratio width.

  When the vehicle 1 moves backward, the clutch C is released and the brake B is engaged. Thereby, the input shaft 41 and the primary shaft 51 of the continuously variable transmission mechanism 43 are disconnected, and the carrier 72 of the planetary gear mechanism 44 is braked.

  The power input to the input shaft 41 is transmitted to the ring gear 73 of the planetary gear mechanism 44 via the split gear mechanism 45 and rotates the ring gear 73 integrally with the split driven gear 82. Since the carrier 72 is braked, as shown by the broken line in FIG. 4, when the ring gear 73 rotates, the sun gear 71 of the planetary gear mechanism 44 rotates in the opposite direction to the ring gear 73. The rotation direction of the sun gear 71 is opposite to the rotation direction of the sun gear 71 when the vehicle 1 moves forward.

<Effect>
Even in the configuration of the power split continuously variable transmission 204 according to the second embodiment, the unit speed ratio width can be secured larger than the belt speed ratio width, so that the vehicle on which the power split continuously variable transmission 4 is mounted. 1 acceleration performance and fuel efficiency performance at high speeds can be improved.

  In the power split type continuously variable transmission 4, unlike the configuration according to the previous proposal by the applicant, there is no switching between the belt mode and the split mode, so two engagement elements for switching the mode are unnecessary. It is. Therefore, as can be understood by comparing FIG. 3 and FIG. 9, the number of engaging elements can be reduced, and a solenoid valve for controlling engagement / release of the engaging elements can be provided from the hydraulic circuit. Since this can be omitted, the size and cost of the power split type continuously variable transmission 204 can be reduced. Furthermore, since there is no mode switching, control for the mode switching is unnecessary. Further, since the number of engaging elements is reduced, it is possible to simplify the control for engaging / disengaging the engaging elements, and, in turn, simplify the control of the power split continuously variable transmission 204. Can do.

<Third Embodiment>
FIG. 5 is a skeleton diagram showing the configuration of the power split type continuously variable transmission 304 according to the third embodiment of the present invention. In FIG. 5, parts corresponding to the parts shown in FIG. 1 are denoted by the same reference numerals as those parts. In the following, description of the parts denoted by the same reference numerals will be omitted, and only the difference between the power split continuously variable transmission 304 and the power split continuously variable transmission 4 shown in FIG. 1 will be described. explain.

  In the power split continuously variable transmission 4 shown in FIG. 1, the input shaft 41 and the primary shaft 51 of the continuously variable transmission mechanism 43 are arranged on the same axis. On the other hand, in the power split type continuously variable transmission 304 shown in FIG. 5, the input shaft 41 and the primary shaft 51 of the continuously variable transmission mechanism 43 are arranged in parallel with each other. The input shaft 41 is divided into two parts, and a clutch C is interposed between the divided parts.

  In the power split type continuously variable transmission 4 shown in FIG. 1, the split gear mechanism 45 is provided with an idle transmission mechanism 83, and the power (rotation) of the split drive gear 81 is split via the idle transmission mechanism 83. 82. On the other hand, in the power split type continuously variable transmission 304 shown in FIG. 5, the idle transmission mechanism 83 is omitted from the split gear mechanism 45, and the split drive gear 81 is directly meshed with the split driven gear 82.

  Further, in the power split type continuously variable transmission 304, a reverse gear mechanism 311 is provided, and the output gear mechanism 91 is omitted.

  The reverse gear mechanism 311 is configured to transmit the power input to the input shaft 41 to the primary shaft 51 by reversely rotating and decelerating. Specifically, the reverse gear mechanism 311 has a first gear 312 that is supported by the input shaft 41 so as not to rotate relative to the input shaft 41, and has a larger diameter and a larger number of teeth than the first gear 312, so And a second gear 313 that is supported and meshes with the first gear 312.

  In the power split type continuously variable transmission 304, the output gear mechanism 91 is omitted, so that the output gear 46 is directly meshed with the differential gear 6 (the input gear of the differential gear 6).

<Effect>
Even with the configuration of the power split continuously variable transmission 304 according to the third embodiment, it is possible to achieve the same effects as the power split continuously variable transmission 4 according to the first embodiment.

<Fourth embodiment>
FIG. 6 is a skeleton diagram showing a configuration of a power split type continuously variable transmission 404 according to the fourth embodiment of the present invention. In FIG. 6, parts corresponding to the parts shown in FIG. 2 are denoted by the same reference numerals as those parts. In the following, description of the parts denoted by the same reference numerals will be omitted, and only the difference between the power split type continuously variable transmission 404 and the power split type continuously variable transmission 204 shown in FIG. 2 will be described. explain.

  In the power split type continuously variable transmission 204 shown in FIG. 2, the input shaft 41 and the primary shaft 51 of the continuously variable transmission mechanism 43 are disposed on the same axis. On the other hand, in the power split type continuously variable transmission 404 shown in FIG. 6, the input shaft 41 and the primary shaft 51 of the continuously variable transmission mechanism 43 are arranged in parallel with each other. Further, the input shaft 41 is divided into two, and a clutch C is interposed between the divided portions.

  In the power split type continuously variable transmission 4 shown in FIG. 2, the split gear mechanism 45 is provided with an idle transmission mechanism 83, and the power (rotation) of the split drive gear 81 is split via the idle transmission mechanism 83. 82. On the other hand, in the power split type continuously variable transmission 404 shown in FIG. 6, the idle transmission mechanism 83 is omitted from the split gear mechanism 45, and the split drive gear 81 is directly meshed with the split driven gear 82.

  Further, in the power split type continuously variable transmission 404, a reverse gear mechanism 411 is provided, and the output gear mechanism 91 is omitted.

  The reverse gear mechanism 411 is configured to transmit the power input to the input shaft 41 to the primary shaft 51 by reversely rotating and decelerating. Specifically, the reverse gear mechanism 411 has a first gear 412 that is supported by the input shaft 41 so as not to rotate relative to the input shaft 41, and has a larger diameter and a larger number of teeth than the first gear 412, so And a second gear 413 that is supported and meshes with the first gear 412.

  In the power split type continuously variable transmission 404, the output gear mechanism 91 is omitted, so that the output gear 46 is directly meshed with the differential gear 6 (the input gear of the differential gear 6).

<Effect>
Also with the configuration of the power split continuously variable transmission 404 according to the fourth embodiment, the same operational effects as those of the power split continuously variable transmission 204 according to the second embodiment can be obtained.

<Fifth Embodiment>
FIG. 7 is a skeleton diagram showing a configuration of a power split type continuously variable transmission 504 according to the fifth embodiment of the present invention. In FIG. 7, parts corresponding to the parts shown in FIG. 1 are denoted by the same reference numerals as those parts. In the following, description of the parts denoted by the same reference numerals will be omitted, and only the difference between the power split continuously variable transmission 504 and the power split continuously variable transmission 4 shown in FIG. 1 will be described. explain.

  In the power split type continuously variable transmission 4 shown in FIG. 1, the split gear mechanism 45 is provided with an idle transmission mechanism 83, and the power (rotation) of the split drive gear 81 is transferred to the split driven gear 82 via the idle transmission mechanism 83. Communicated. On the other hand, in the power split type continuously variable transmission 504 shown in FIG. 7, the idle transmission mechanism 83 is omitted from the split gear mechanism 45, and the split drive gear 81 is directly meshed with the split driven gear 82.

  In the power split continuously variable transmission 4 shown in FIG. 1, the output shaft 42 and the secondary shaft 52 of the continuously variable transmission mechanism 43 are disposed on the same axis. On the other hand, in the power split type continuously variable transmission 504 shown in FIG. 7, the output shaft 42 and the secondary shaft 52 of the continuously variable transmission mechanism 43 are arranged in parallel with each other.

  In the power split type continuously variable transmission 504, the output shaft 42 is divided into two parts, a first output shaft 511 and a second output shaft 512. The first output shaft 511 is connected to the center of the carrier 72 of the planetary gear mechanism 44, and the carrier 72 is provided so as to be integrally rotatable about the same rotation axis as the first output shaft 511. . The second output shaft 512 is connected to the ring gear 73, and the ring gear 73 is provided so as to be integrally rotatable about the same rotation axis as the second output shaft 512.

  Then, the first gear 521 is supported by the secondary shaft 52 so as not to be relatively rotatable, the second gear 522 is supported by the first output shaft 511 so as not to be relatively rotatable, and the first gear 521 and the second gear 522 are engaged with each other. doing.

  Also, in the power split type continuously variable transmission 504, the output gear mechanism 91 is omitted, so that the output gear 46 is directly meshed with the differential gear 6 (the input gear of the differential gear 6).

<Effect>
Also with the configuration of the power split continuously variable transmission 504 according to the fifth embodiment, the same effects as those of the power split continuously variable transmission 4 according to the first embodiment can be achieved.

<Sixth Embodiment>
FIG. 8 is a skeleton diagram showing the configuration of the power split continuously variable transmission 604 according to the sixth embodiment of the present invention. In FIG. 8, parts corresponding to the parts shown in FIG. 2 are denoted by the same reference numerals as those parts. In the following, description of the parts denoted by the same reference numerals will be omitted, and only the difference between the power split type continuously variable transmission 604 and the power split type continuously variable transmission 204 shown in FIG. 2 will be described. explain.

  In the power split type continuously variable transmission 204 shown in FIG. 2, the split gear mechanism 45 is provided with an idle transmission mechanism 83, and the power (rotation) of the split drive gear 81 is transferred to the split driven gear 82 via the idle transmission mechanism 83. Communicated. On the other hand, in the power split type continuously variable transmission 604 shown in FIG. 8, the idle transmission mechanism 83 is omitted from the split gear mechanism 45, and the split drive gear 81 is directly meshed with the split driven gear 82.

  Further, in the power split type continuously variable transmission 204 shown in FIG. 2, the output shaft 42 and the secondary shaft 52 of the continuously variable transmission mechanism 43 are arranged on the same axis. On the other hand, in the power split type continuously variable transmission 604 shown in FIG. 8, the output shaft 42 and the secondary shaft 52 of the continuously variable transmission mechanism 43 are arranged in parallel with each other.

  In the power split type continuously variable transmission 604, the output shaft 42 is divided into two parts, a first output shaft 611 and a second output shaft 612. The first output shaft 611 is connected to the center of the carrier 72 of the planetary gear mechanism 44, and the carrier 72 is provided so as to be integrally rotatable about the same rotation axis as the first output shaft 611. . The second output shaft 612 is connected to the ring gear 73, and the ring gear 73 is provided so as to be integrally rotatable about the same rotation axis as the second output shaft 612.

  Then, the first gear 621 is supported by the secondary shaft 52 so as not to be relatively rotatable, the second gear 622 is supported by the first output shaft 611 so as not to be relatively rotatable, and the first gear 621 and the second gear 622 are engaged with each other. doing.

  In the power split type continuously variable transmission 604, the output gear mechanism 91 is omitted, so that the output gear 46 is directly meshed with the differential gear 6 (the input gear of the differential gear 6).

<Effect>
Also with the configuration of the power split continuously variable transmission 604 according to the sixth embodiment, the same operational effects as those of the power split continuously variable transmission 204 according to the second embodiment can be obtained.

<Modification>
Although one embodiment of the present invention has been described above, the present invention can be implemented in other forms, and various modifications can be made to the above-described configuration within the scope of the matters described in the claims. It is possible to apply.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

4 power split type continuously variable transmission 41 input shaft 42 output shaft 43 continuously variable transmission mechanism 44 planetary gear mechanism 45 split gear mechanism 51 primary shaft 52 secondary shaft 53 primary pulley 54 secondary pulley 55 belt 71 sun gear 72 carrier 73 ring gear 81 split Drive gear 82 Split driven gear 204 Power split continuously variable transmission 304 Power split continuously variable transmission 404 Power split continuously variable transmission 504 Power split continuously variable transmission 604 Power split continuously variable transmission

Claims (1)

An input shaft,
The output axis,
A primary shaft to which power is transmitted from the input shaft, a primary pulley supported by the primary shaft, a secondary shaft provided in parallel with the primary shaft, a secondary pulley supported by the secondary shaft, and the primary pulley and the secondary A continuously variable transmission mechanism comprising a belt wound around a pulley;
A split gear mechanism having a constant split gear transmission ratio, a split drive gear provided to be rotatable integrally with the input shaft, and a split driven gear to which power from the split drive gear is transmitted;
A planetary gear mechanism comprising a sun gear, a ring gear, and a carrier provided so as to be rotatable integrally with the secondary shaft,
A power split type continuously variable transmission in which power is transmitted from the split driven gear to one of the sun gear or the ring gear and power is transmitted from the other side to the output shaft.

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