JP2022030899A - Transmission and drive device for vehicle - Google Patents

Abstract

To provide a transmission and a drive device for a vehicle, capable of dispensing with phase management of a counter gear.SOLUTION: A transmission includes: a rotatable main shaft; main gears integrally rotatably supported by the main shaft; a plurality of rotatable counter shafts disposed in parallel with the main shaft at equal intervals in a direction about an axis of the main shaft; first counter gears supported by one or more first counter shafts among the plurality of counter shafts to rotate integrally with the first counter shafts, and engaged with the main gears; second counter gears supported by a second counter shaft excluding the first counter shafts among the plurality of counter shafts, and engaged with the main gears; and a clutch disposed between the second counter shaft and the second counter gear, and connecting power transmission from the second counter shaft to the second counter gear only when torque in one direction is acted on the second counter shaft.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to transmissions and vehicle drives.

For example, in Patent Document 1, a main shaft rotatably supported in a case, a plurality of main gears rotatably supported by the main shaft, and rotatably supported in the case around the axis of the main shaft. Multi-counter type transmission with a plurality of counter shafts arranged at equal intervals and parallel to the main shaft, and a counter gear supported by each of the plurality of counter shafts and rotating integrally with the counter shaft. The machine is listed.

The multi-counter type transmission described in Patent Document 1 has the following advantages because a plurality of counter shafts are arranged at equal intervals around the axis of the main shaft.

Since the radial load acting in the direction orthogonal to the axis of the main shaft is canceled out, the structure that supports the thrust load is sufficient for the main shaft. Further, since the main gear does not receive a radial load and does not fall down, a needle bearing that supports the main gear on the shaft becomes unnecessary. Further, it is not necessary to form the rolling surface of the needle bearing on the main shaft. As described above, the structures of the main gear and the main shaft can be simplified.

Further, the torque is transmitted from each of the counter gears of the plurality of counter shafts to the main shaft via the main gear, and the transmitted torque is shared by each of the counter gears, so that the allowable torque to be transmitted is increased. Is possible. In other words, it is possible to extend the useful life of the transmission.

Japanese Patent Publication No. 2011-51894

As described above, the multi-counter type transmission has many advantages, but torque is transmitted from each of the counter gears of a plurality of counter shafts to the main shaft via the main gear, so that the transmission torque becomes unbalanced. It may lock and become unrotable. Therefore, it is necessary to align the phases of the counter gears with each other.

However, since the counter gear is fitted into the counter shaft by press-fitting, there is a problem that the phase control of the counter gear is required and a press-fitting machine or the like is required.

An object of the present disclosure is to provide a transmission and a vehicle drive device capable of eliminating the need for phase management of counter gears.

In order to achieve the above object, the transmission in this disclosure is
The main shaft, which is rotatably supported inside the case,
The main gear, which is rotatably supported by the main shaft,
A plurality of counter shafts rotatably supported in the case and arranged parallel to the main shaft.
A first counter gear that meshes with the main gear and is supported by one or more of the plurality of counter shafts so as to rotate integrally with the first counter shaft.
A second counter gear that meshes with the main gear and is supported by a second counter shaft other than the first counter shaft among the plurality of counter shafts.
When a unidirectional rotational force acts on the second counter shaft, which is interposed between the second counter shaft and the second counter gear, power is transmitted from the second counter shaft to the second counter gear. A clutch that cuts off power transmission from the second counter shaft to the second counter gear when a rotational force in the other direction acts on the second counter shaft while being connected.
Be prepared.

The vehicle drive device in the present disclosure is
With the above transmission
An engine with a crank shaft and
Equipped with
The clutch connects the power transmission from the second counter shaft to the second counter gear when the power of the crank shaft is transmitted to the wheels via the transmission.

According to the present disclosure, it is possible to eliminate the need for phase management of the counter gear.

It is a skeleton diagram which shows the transmission which concerns on embodiment of this disclosure. It is a figure which shows an example of the operation of the transmission which concerns on embodiment of this disclosure.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
FIG. 1 is a skeleton diagram showing a transmission 1 according to an embodiment of the present disclosure.

The transmission 1 shown in FIG. 1 has an FWD 12-speed twin counter structure with a splitter and a range auxiliary transmission. Specifically, the transmission 1 includes a case (not shown), an input shaft 2, a 1-speed splitter gear 3, a main shaft 4, an output shaft 4a, a turntable 4b, and main gears 5, 6, and 7. , Back gear 8, intermittent portion 9, first counter shaft 10, first counter gear 11, 12, 13, 14, 15, second counter shaft 20, second counter gear 21, 22, 23, It includes 24, 25, idle gears 28, 29, sleeves 31, 32, 33, 34, a clutch 40, and an auxiliary transmission 50.

Power from the engine (not shown) is transmitted to the input shaft 2 via a clutch (not shown).

The 1st speed splitter gear 3 is supported by the input shaft 2 so as to be idle.

The main shaft 4 is arranged coaxially with the input shaft 2 on the right side of the input shaft 2. The left end portion of the main shaft 4 is connected to the right end portion of the input shaft 2 via the intermittent portion 9. The main shaft 4 is rotatably supported in the case. The intermittent portion 9 interrupts the rotational force from the input shaft 2 and the rotational force from the main shaft 4.

The output shaft 4a is arranged coaxially with the main shaft 4 on the right side of the main shaft 4. The output shaft 4a transmits power to the wheels. The turntable 4b is arranged so as to rotate integrally with the output shaft 4a.

Each of the main gears 5, 6 and 7 and the back gear 8 is rotatably supported with respect to the main shaft 4. The main gear 5 has a function as a 2-speed splitter gear.

Each of the sleeves 31, 32, and 33 is arranged so as to be movable in the axial direction and non-rotatable relative to the main shaft 4 with respect to the main shaft 4. The sleeve 31 is connected to the 1st speed splitter gear 3 so that the 1st speed splitter gear 3 rotates integrally with the input shaft 2.

The sleeve 32 is connected to the main gear 5 so that the main gear 5 (2-speed splitter gear) rotates integrally with the main shaft 4. On the other hand, the sleeve 32 is connected to the main gear 6 so that the main gear 6 rotates integrally with the main shaft 4. The sleeve 33 is connected to the main gear 7 so that the main gear 7 rotates integrally with the main shaft 4. On the other hand, the sleeve 33 is connected to the back gear 8 so that the back gear 8 rotates integrally with the main shaft 4. The function of the sleeve 34 will be described later.

The first counter shaft 10 and the second counter shaft 20 are rotatably supported in the case, parallel to the main shaft 4, and evenly spaced around the axis of the main shaft 4 (here, 180 in the circumferential direction). Placed at (degree intervals). For example, the first counter shaft 10 and the second counter shaft 20 do not necessarily have to be arranged at equal intervals in order to adjust the meshing phase.

Each of the first counter gears 11, 12, 13, 14, and 15 is arranged so as to rotate integrally with the first counter shaft 10. The first counter gear 11 meshes with the first speed splitter gear 3. The first counter gear 12 meshes with the main gear 5. The first counter gear 13 meshes with the main gear 6. The first counter gear 14 meshes with the main gear 7. The first counter gear 15 meshes with the back gear 8 via the idle gear 28.

The second counter gear 21 is arranged so as to rotate integrally with the second counter shaft 20. The second counter gear 21 meshes with the first speed splitter gear 3.

Each of the second counter gears 22, 23, 24, and 25 is supported by the second counter shaft 20 via the clutch 40. The second counter gear 22 meshes with the main gear 5. The second counter gear 23 meshes with the main gear 6. The second counter gear 24 meshes with the main gear 7. The second counter gear 25 meshes with the back gear 8 via the idle gear 29.

As the clutch 40, a known one-way clutch is used. The clutch 40 transmits a rotational force in only one direction. When the power of the crank shaft of the engine is transmitted to the wheels via the transmission 1, the clutch 40 connects the power transmission from the second counter shaft 20 to the second counter gear 22 and the like. For example, the clutch 40 connects the power transmission from the second counter shaft 20 to the second counter gear 22 when a rotational force in one direction acts on the second counter shaft 20, while the clutch 40 connects the second counter shaft 20 in the other direction. When the rotational force of the above is applied, the power transmission from the second counter shaft 20 to the second counter gear 22 is cut off. Similar to the second counter gear 22, the clutch 40 transmits a rotational force to each of the second counter gears 23, 24, and 25 in only one direction.

The auxiliary transmission 50 has a planetary gear mechanism 50A and a sleeve 34. The planetary gear mechanism 50A includes, for example, a sun gear 51 which is an external gear, a ring gear 52 which is an internal gear arranged concentrically with the sun gear 51, and a pinion gear 53 which meshes with the sun gear 51 and the ring gear 52. It is equipped with a carrier 54 that is held so as to be rotatable and revolving.

The sun gear 51 is arranged so as to be rotatable integrally with the main shaft 4. That is, the rotation shaft of the sun gear 51 is the main shaft 4. Further, the carrier 54 is arranged so as to be rotatable integrally with the output shaft 4a. That is, the rotation axis of the carrier 54 is the output shaft 4a.

The sleeve 34 is arranged so as to be movable along the rotation axis (output shaft 4a) of the carrier 54 and non-rotatable with respect to the rotation axis. The sleeve 34 is connected to the fixing portion 55 of the planetary gear mechanism 50A so as to fix the ring gear 52. Further, the sleeve 34 connects the ring gear 52 to the turntable 4b so as to rotate integrally with the carrier 54.

In the above-mentioned auxiliary transmission 50, when the ring gear 52 is fixed, the rotation speed of the carrier 54 (output shaft 4a) is lower than the rotation speed of the sun gear 51 (main shaft 4). When the ring gear 52 is made rotatable integrally with the carrier 54, the rotation speed of the carrier 54 is the same as the rotation speed of the sun gear 51.

Next, the operation of the transmission 1 according to the embodiment of the present disclosure will be described with reference to FIG. FIG. 2 is a diagram showing an example of the operation of the transmission 1. Here, when the vehicle is running, the sleeve 31 is connected to the 1st speed splitter gear 3, the sleeve 33 is connected to the main gear 7, the sleeve 34 is connected to the fixed portion 55, and the intermittent portion 9 is connected to the input shaft 2. A case of disconnecting the power transmission between the main shaft 4 and the main shaft 4 will be described. FIG. 2 shows the power transmission path from the engine as a alternate long and short dash line.

Power from the engine is transmitted to the input shaft 2. The power transmitted to the input shaft 2 causes the 1st speed splitter gear 3 to rotate. The rotation of the 1st speed splitter gear 3 causes the 1st counter shaft 10 to rotate via the 1st counter gear 11. Further, the second counter shaft 20 rotates via the second counter gear 21.

The first counter gears 11, 12, 13, 14, and 15 rotate due to the rotational force of the first counter shaft 10. As a result, each of the first counter gears 12, 13, and 14 rotates the main gears 5, 6, and 7. Further, the first counter gear 15 rotates the back gear 8 via the idle gear 28. Since the sleeve 33 is connected to the main gear 7, the rotational force of the first counter shaft 10 is transmitted to the main shaft 4 via the first counter gear 14 and the main gear 7. The main gears 5 and 6 and the back gear 8 idle with respect to the main shaft 4.

The second counter gear 21 is rotated by the rotational force of the second counter shaft 20. Further, due to the rotational force of the second counter shaft 20, the second counter gears 22, 23, 24, and 25 rotate via the clutch 40. As a result, each of the second counter gears 22, 23, and 24 rotates the main gears 5, 6, and 7. Further, the second counter gear 25 rotates the back gear 8 via the idle gear 29. Since the sleeve 33 is connected to the main gear 7, the rotational force of the second counter shaft 20 is transmitted to the main shaft 4 via the second counter gear 24 and the main gear 7. The main gears 5 and 6 and the back gear 8 idle with respect to the main shaft 4.

The rotational force of the main shaft 4 is transmitted to the sun gear 51. The sun gear 51 rotates integrally with the main shaft 4. The ring gear 52 is fixed by connecting the sleeve 34 to the fixing portion 55. As a result, the rotation speed of the carrier 54 (output shaft 4a) is lower than the rotation speed of the sun gear 51.

As described above, when the vehicle is running, the first counter gears 11, 12, 13, 14, and 15 are rotated by the rotational force of the first counter shaft 10. Each of the first counter gears 12, 13 and 14 rotates the main gears 5, 6 and 7. Further, due to the rotational force of the second counter shaft 20, the first counter gear 15 rotates the back gear 8 via the idle gear 28. Similarly, the second counter gears 22, 23, 24, 25 rotate via the clutch 40. Each of the second counter gears 22, 23, 24 rotates the main gears 5, 6, and 7. Further, the second counter gear 25 rotates the back gear 8 via the idle gear 29.

Hereinafter, the operations of the main gear 7, the first counter gear 14, and the second counter gear 24 will be described as representatives of the main gear, the first counter gear that rotates the main gear, and the second counter gear when the vehicle is running. Further, here, a case where the operation is as follows will be described as an example. The first counter shaft 10 and the first counter gear 14 rotate in the counterclockwise direction. The second counter shaft 20 rotates in the counterclockwise direction. When a counterclockwise rotational force acts on the second counter shaft 20, the clutch 40 connects the rotational force transmission from the second counter shaft 20 to the second counter gear 24. That is, the second counter gear 24 is allowed to rotate in the counterclockwise direction with respect to the counter shaft 20, and is not allowed to rotate in the clockwise direction with respect to the counter shaft 20. It is taken around in the direction. On the other hand, when a clockwise rotational force acts on the second counter shaft 20, the clutch 40 cuts off the transmission of the rotational force from the second counter shaft 20 to the second counter gear 24. That is, the second counter gear 24 idles in the counterclockwise direction with respect to the counter shaft 20.

When the phase of the first counter gear 14 and the phase of the second counter gear 24 are aligned, each of the first counter gear 14 and the second counter gear 24 rotates in the counterclockwise direction and cooperates with each other. Rotate the main gear 7 in the clockwise direction. As a result, the rotational force transmitted to the main gear 7 is shared by each of the first counter gear 14 and the second counter gear 24.

When the phase of the first counter gear 14 and the phase of the second counter gear 24 are not aligned, for example, the first counter gear 14 rotates in the counterclockwise direction, and the main gear 7 independently rotates in the clockwise direction. Let me. As a result, the second counter gear 24 receives a counterclockwise rotational force from the main gear 7, and the second counter gear 24 idles by a predetermined amount in the counterclockwise direction with respect to the counter shaft 20. After that, the tooth portion of the second counter gear 24 comes into contact with the tooth portion of the main gear 7, and the second counter gear 24 receives a clockwise rotational force from the main gear 7. As a result, the idling of the second counter gear 24 is stopped. Then, the second counter gear 24 is rotated in the counterclockwise direction by the counterclockwise rotational force of the counter shaft 20, and rotates the main gear 7 in the clockwise direction. After that, each of the first counter gear 14 and the second counter gear 24 cooperates to rotate the main gear 7 in the clockwise direction.

That is, even when the phase of the first counter gear 14 and the phase of the second counter gear 24 are not aligned, the second counter gear 24 idles in the counterclockwise direction with respect to the counter shaft 20. , The phase of the first counter gear 14 and the phase of the second counter gear 24 are aligned with each other. Therefore, it is not necessary to align the phase of the first counter gear 14 and the phase of the second counter gear 24 with each other in advance.

The transmission 1 in the above embodiment includes a main shaft 4 rotatably supported in the case, a main gear 5 rotatably supported by the main shaft 4, and the like, and is rotatably supported and main in the case. A first counter is attached to a plurality of counter shafts arranged parallel to the shaft 4 and at equal intervals in the axial direction of the main shaft 4, and one or more of the plurality of counter shafts, the first counter shaft 10. It is supported by a first counter gear 12 or the like that meshes with a main gear 5 or the like that is supported so as to rotate integrally with the shaft 10, and a second counter shaft 20 other than the first counter shaft 10 among a plurality of counter shafts. When the second counter gear 22 or the like that meshes with the main gear 5 or the like is interposed between the second counter shaft 20 and the second counter gear 22 or the like and a unidirectional rotational force acts on the second counter shaft 20, the first 2 When power transmission from the counter shaft 20 to the second counter gear 22 or the like is connected, when a rotational force in the other direction acts on the second counter shaft 20, the second counter shaft 20 to the second counter gear 22 or the like. A clutch 40 that cuts off power transmission is provided.

With the above configuration, it is not necessary to align the phase of the first counter gear 12 or the like with the phase of the second counter gear 22 or the like in advance, so that the phase management of the counter gear 12 or the like can be eliminated. Further, since the second counter gear 22 and the like are supported by the second counter shaft 20 via the clutch 40, a press-fitting machine or the like for press-fitting the second counter gear 22 or the like into the second counter shaft 20 becomes unnecessary. ..

Further, in the transmission 1 in the above embodiment, a known one-way clutch is used for the clutch 40. By the way, when the foot is taken off the accelerator pedal, fuel is not supplied to the engine, and the rotational force of the wheels moves the engine, so that engine braking torque is generated. Only the first counter shaft 10 having no one-way clutch bears the engine braking torque, and the second counter shaft 20 having the one-way clutch does not bear the engine braking torque. Therefore, the torque borne only by the first counter shaft 10 is larger than the torque borne by both shafts 10 and 20. However, since the engine brake torque is smaller than the torque borne by both shafts 10 and 20 when the vehicle is running, there is no problem that excessive torque is applied to the first counter shaft 10, the first counter gear 11, and the like. ..

In the above embodiment, one of the two counter shafts except the first counter shaft 10 is used as the second counter shaft 20. However, this disclosure is not limited to this. For example, at least one of three or more counter shafts may be used as the second counter shaft 20. This makes it possible to eliminate the need for phase management of the second counter gear 22 or the like supported by the one second counter shaft 20 via the clutch 40.

Further, one of the three or more counter shafts may be the first counter shaft 10, and the two or more counter shafts excluding the first counter shaft 10 may be the second counter shaft 20. This eliminates the need for phase management of the first counter gear supported by the first counter shaft 10 and phase management of the second counter gear supported by each of the two or more counter shafts via the clutch 40. It becomes possible.

Further, in the above embodiment, a known one-way clutch is used for the clutch 40, but the present disclosure is not limited to this, and a known two-way clutch capable of switching between driving and idling in both directions may be used. good. As a result, when the power of the wheel is transmitted to the crank shaft via the transmission 1, that is, when the engine brake torque is generated, the power transmission from the second counter gear 22 or the like to the second counter shaft 20 is connected. Switch the clutch 40. As a result, both shafts 10 and 20 can bear the engine braking torque.

In addition, the above embodiments are merely examples of the embodiment of the present disclosure, and the technical scope of the present disclosure should not be construed in a limited manner by these. .. That is, the present disclosure can be implemented in various forms without departing from its gist or its main characteristics.

The present disclosure is suitably used for a vehicle drive device including a transmission that is required to eliminate the need for phase management of a counter gear.

1 Transmission 2 Input shaft 3 1st speed splitter gear 4 Main shaft 4a Output shaft 4b Turntable 5, 6 and 7 Main gear 8 Back gear 9 Intermittent part 10 1st counter shaft 11, 12, 13, 14, 15 1st counter gear 20 2nd counter shaft 21, 22, 23, 24, 25 2nd counter gear 28, 29 Idle gear 31, 32, 33, 34 Sleeve 40 Clutch 50 Sub transmission 50A Planetary gear mechanism 51 Sun gear 52 Ring gear 53 Pinion gear 54 Carrier 55 Fixed Department

Claims (4)

The main shaft, which is rotatably supported inside the case,
The main gear, which is rotatably supported by the main shaft,
A plurality of counter shafts rotatably supported in the case and arranged parallel to the main shaft.
A first counter gear that meshes with the main gear and is supported by one or more of the plurality of counter shafts so as to rotate integrally with the first counter shaft.
A second counter gear that meshes with the main gear and is supported by a second counter shaft other than the first counter shaft among the plurality of counter shafts.
When a unidirectional rotational force acts on the second counter shaft, which is interposed between the second counter shaft and the second counter gear, power is transmitted from the second counter shaft to the second counter gear. A clutch that cuts off power transmission from the second counter shaft to the second counter gear when a rotational force in the other direction acts on the second counter shaft while being connected.
Equipped with a transmission. The transmission according to claim 1, wherein the first counter shaft is one of the plurality of counter shafts. The transmission according to claim 1 or 2,
An engine with a crank shaft and
Equipped with
The clutch is a vehicle drive device that connects the power transmission from the second counter shaft to the second counter gear when the power of the crank shaft is transmitted to the wheels via the transmission. The vehicle according to claim 3, wherein the clutch connects the power transmission from the second counter gear to the second counter shaft when the power of the wheel is transmitted to the crank shaft via the transmission. Drive device.

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