JP4892885B2 - transmission - Google Patents

Description

  The present invention relates to a transmission capable of changing a torque transmitted from a power source to an output member in accordance with a fluid pressure, and thus changing a gear ratio continuously.

  The transmission selectively forms a plurality of power transmission paths between the input member and the output member, and makes the speed of rotation between the input member and the output member different by changing the acceleration / deceleration ratio in each power transmission path. It is a power transmission device configured to set a speed ratio as a ratio to a plurality of speed ratios. It is well known that this type of transmission is mounted on a vehicle. As a transmission for a vehicle, there are a large number of gear ratios that can be set, a small size and light weight, and power transmission efficiency. It is required to be expensive. Thus, for example, Patent Document 1 describes a transmission that can set seven or more shift stages and that can be downsized.

  The transmission described in Patent Document 1 is a so-called twin clutch type stepped transmission, which is connected to an engine via a first clutch and a first input shaft connected to the engine via a first clutch. The second input shaft, the output shaft, the auxiliary shaft connected to the first input shaft via a gear pair, and the first input shaft and the auxiliary shaft are provided and selectively engaged by the mesh clutch mechanism. And a plurality of gear pairs that are provided between the second input shaft and the output shaft and that are selectively connected by a meshing clutch mechanism. The transmission includes a gear stage that transmits torque from any one of the input shafts to the output shaft through a predetermined gear pair, and any output shaft from the input shaft to the output shaft through the predetermined gear pair and the sub shaft. It is configured to set a gear stage for transmitting torque, and as a result, it is configured to set seven or more gear stages including the reverse gear.

The ultimate structure with as many gears as possible is a continuously variable transmission that can continuously change the gear ratio. According to the continuously variable transmission, the speed of the power source such as the engine is operated. It can be set to the optimum number of revolutions considering efficiency and the driving force can be changed in various ways. As an example of the continuously variable transmission, there is a configuration in which a stepped transmission unit using a gear train and a continuously variable transmission unit using hydraulic pressure are arranged in parallel between an input shaft and an output shaft. It is described in Patent Document 3.
Japanese Patent Application Laid-Open No. 2003-120764 JP 11-51150 A JP 2000-320644 A

  In the transmission described in Patent Document 1 described above, since the number of shift speeds that can be set is large, the engine can be operated in a state with good fuel efficiency, and the auxiliary shaft is effectively used. The transmission is reduced in size and weight as a whole, and as a result, the fuel consumption of the vehicle can be improved.

  However, the first clutch and the second clutch used for setting and changing the power transmission path are constituted by a hydraulic friction clutch to absorb the inertial force at the time of shifting transition, Therefore, there is room for improvement in terms of energy efficiency and shift response. In other words, since the hydraulic friction clutch is engaged by pressing the friction plate with hydraulic pressure, the clutch is engaged even in a steady state where the vehicle is traveling with a predetermined gear set. It is necessary to generate the hydraulic pressure, and power for that is always consumed.

  In addition, the clutch that is not involved in the transmission of torque is controlled in a so-called released state, but drag torque is generated by relative rotation of the friction plate, and power loss is caused by the accompanying friction. In addition, since heat is generated at that time, it is necessary to always supply lubricating oil for cooling, and power is consumed for the lubrication, which may increase power loss.

  Further, when the clutch in the released state is engaged, after the clearance between the friction plates is clogged, the friction plates are substantially engaged to transmit torque. Therefore, the time until the clearance is blocked becomes a delay time. In particular, the transmission described in Patent Document 1 is a so-called clutch-to-clutch shift in which the release of one clutch and the engagement of the other clutch proceed in a coordinated manner. Thus, the engagement or disengagement is advanced, so that not only complicated control is forced, but also the shift response is not always good.

  Further, the transmission described in Patent Document 2 or Patent Document 3 can function as a continuously variable transmission that continuously changes the gear ratio, but in a continuously variable transmission using hydraulic pressure, While generating hydraulic pressure, the pressure oil is supplied to the motor. Therefore, loss due to oil agitation and friction or loss due to leakage occurs constantly and unavoidably, and as a result, power transmission efficiency is not necessarily good, and the fuel consumption of the vehicle as a whole may deteriorate. .

  The present invention has been made by paying attention to the above technical problems, and has good overall energy efficiency, can continuously change and set the gear ratio, and can further improve the start acceleration. An object of the present invention is to provide a transmission that can be improved.

In order to achieve the above object, the invention according to claim 1 changes the torque transmitted from the power source to the output member in accordance with the discharge amount or discharge pressure of the fluid pressure pump having the function of the motor. In a possible transmission, the transmission includes at least three rotation elements, an input element to which torque is transmitted from the power source, an output element for outputting torque to the output member, and a reaction force element connected to the fluid pressure pump. A first differential mechanism that performs a differential action, a first transmission mechanism that is disposed between the output element and the output member and that sets a predetermined gear ratio, and the first transmission mechanism includes: A first engagement mechanism that selectively transmits torque between the output element and the output member; and a fluid that outputs torque when the pressure fluid discharged from the fluid pressure pump is supplied and operated. With pressure motor A second transmission mechanism provided between the output member and the output shaft of the fluid pressure motor, input the output shaft of the hydraulic motor torque from the power source as a reaction element connected is transmitted A second differential mechanism having a differential action by providing at least three rotating elements, that is, an element and an output element that outputs torque to the output member, and the output element and the output in the second differential mechanism A third transmission mechanism that is arranged between the member and that sets a predetermined gear ratio, and the third transmission mechanism is selectively between the output element and the output member in the second differential mechanism. And a second engagement mechanism that enables torque transmission .

According to a second aspect of the present invention, in the first aspect of the invention, the fluid pressure motor can be switched between a forward rotation state and a reverse rotation state when a pressure fluid is supplied from the fluid pressure pump. A transmission comprising a fluid pressure motor.

According to a third aspect of the present invention, in the first aspect of the invention, the first differential mechanism is further provided with transmission means for transmitting torque output from the power source to the fluid pressure pump in a state where the entire first differential mechanism rotates integrally. It is the transmission characterized by having.

According to a fourth aspect of the present invention, in the third aspect of the present invention, the transmission means is configured to connect the at least two rotating elements of the first differential mechanism to each other and rotate the entire first differential mechanism integrally. It is a transmission characterized by comprising the engagement mechanism.

According to a fifth aspect of the present invention, in the fourth aspect of the present invention, the speed change by each of the first to third transmission mechanisms is provided between any of the rotating elements in the first differential mechanism and the output member. A fourth transmission mechanism that sets a transmission ratio smaller than the ratio, and the fourth transmission mechanism can selectively transmit torque between any one of the rotating elements and the output member in the first differential mechanism. Further, the transmission further includes another engagement mechanism for achieving a stable state.

A sixth aspect of the invention is the transmission according to the fifth aspect of the invention, wherein the third transmission mechanism includes a transmission mechanism having a gear ratio smaller than that of the fourth transmission mechanism.

  According to the first aspect of the present invention, the torque of the power source is transmitted to the input element of the differential mechanism, and the torque generated by the fluid pressure pump is transmitted to the reaction force element. Are combined by the differential mechanism and output from the output element, or the torque of the power source is distributed to the fluid pressure pump through the reaction force element and distributed to the output member side through the output element. That is, the differential mechanism functions as a power combining and distributing mechanism. Therefore, if the reaction torque generated by the fluid pressure pump is gradually increased while a predetermined torque is transmitted from the power source, so-called output torque appearing in the output element is gradually increased, and the rotation speed is increased. That is, the substantial gear ratio changes continuously.

  The reaction torque of the fluid pressure pump in the process increases by increasing the pushing volume of the pressurized fluid and gradually reducing the discharge thereof, but this pressurized fluid is supplied to the fluid pressure motor. Outputs torque. Then, the torque is transmitted to the output member via the second transmission mechanism. Therefore, torque is transmitted to the output member from both the output element of the differential mechanism and the fluid pressure motor, so that the output torque is increased, and when used in a vehicle, start acceleration can be improved. it can. Further, since the energy of the pressure fluid discharged from the fluid pressure pump is output as torque by the fluid pressure motor, it is possible to improve the fuel consumption in the vehicle by effectively using the energy, and further to suppress the heat generation and to change the transmission. As a result, the reliability can be improved.

Further , the transmission of torque to the output member via the first differential mechanism and the first transmission mechanism, and the transmission of torque to the output member via the second differential mechanism and the third transmission mechanism. Therefore, it becomes possible to set a plurality of transmission gear ratios (so-called fixed transmission gear ratios) determined by each of the first transmission mechanism and the third transmission mechanism. In this case, torque transmission via fluid pressure can be performed. Since the power transmission efficiency is improved, the power transmission efficiency of the entire transmission is improved by configuring the first or third transmission mechanism so that a plurality of gear ratios can be set. As a result, the fuel consumption when used in a vehicle can be improved.

Furthermore, according to the invention of claim 2, since the fluid pressure motor can be operated in either the forward rotation or the reverse rotation by the pressure fluid discharged from the fluid pressure pump, as described above, the fluid pressure pump at the time of starting. Power can be recovered by driving the fluid pressure motor with the pressure fluid discharged from the vehicle, and in addition to this, the reverse speed can be set by reversely rotating the fluid pressure motor.

Furthermore, if the claim 3 Oh Rui the invention of claim 4, to transmit the torque power source is output to the hydraulic pump by discharging pressure fluid from the fluid pressure pump, which fluid pressure motor Supply and operate fluid pressure motor. In that case, since the fluid pressure motor rotates in the reverse direction by making the supply direction of the pressure fluid to the fluid pressure motor opposite to the suction / discharge direction in the fluid pressure pump, the third transmission mechanism is used. Thus, the reverse gear can be set, and the start of the reverse can be smoothly performed using the fluid pressure. Furthermore, it is not necessary to rotate the fluid pressure motor in the forward and reverse directions, and it is not necessary to newly provide a transmission mechanism for reverse travel, so that the overall structure can be reduced in size and weight.

According to the invention of claim 5, the fourth transmission mechanism for setting the maximum speed ratio at the so-called fixed transmission ratio is the first differential mechanism in which the whole is integrated by the other engagement mechanism. Since it is provided between any of the rotating elements and the output member, the maximum gear ratio that is frequently used when used in a vehicle is not related to fluid and the relative speed of the rotating elements in the differential mechanism is high. Power can be transmitted without causing rotation. As a result, the frequency of travel in a state where the power transmission efficiency is good increases, and the fuel efficiency of the vehicle can be improved.

According to the invention of claim 6, the fourth transmission mechanism that sets a so-called maximum transmission ratio and the transmission mechanism that sets a small transmission ratio after the fourth transmission mechanism among the fixed transmission ratios are Since the first differential mechanism side and the second differential mechanism side are separately arranged, the shift between these fixed gear ratios can be executed smoothly.

  Next, the present invention will be described based on specific examples. FIG. 1 shows an example of the present invention in a skeleton diagram, and the example shown here is an example in which five transmission ratios are set as so-called fixed transmission ratios that can be set by transmitting torque without using fluid. It is. That is, the input member 2 is connected to the power source (E / G) 1, and the torque is transmitted from the input member 2 to the first planetary gear mechanism 3 and the second planetary gear mechanism 4.

  The power source 1 may be a general power source used in a vehicle such as an internal combustion engine, an electric motor, or a combination thereof. Further, an appropriate transmission means such as a damper, a clutch, or a torque converter may be interposed between the power source 1 and the input member 2.

  The first planetary gear mechanism 3 corresponds to the second differential mechanism of the present invention, the second planetary gear mechanism 4 corresponds to the first differential mechanism of the present invention, and the first planetary gear mechanism 3 is The second planetary gear mechanism 4 is disposed on the same axis as the input member 2, and is separated in the radial direction of the first planetary gear mechanism 3. The second planetary gear mechanism 4 is disposed in parallel with the respective central axes parallel to each other.

  These planetary gear mechanisms 3 and 4 are constituted by single pinion type planetary gear mechanisms, which are sun gears 3S and 4S that are external gears, and internal gears that are arranged concentrically with the sun gears 3S and 4S. There are provided ring gears 3R, 4R, and carriers 3C, 4C holding pinion gears meshed with the sun gears 3S, 4S and the ring gears 3R, 4R so as to freely rotate and revolve. The input member 2 is connected to a ring gear 3R in the first planetary gear mechanism 3, and the ring gear 3R serves as an input element. Further, a counter drive gear 5 is attached to the input member 2, and an idle gear 6 is engaged with the counter drive gear 5, and a counter driven gear 7 is engaged with the idle gear 6. The counter driven gear 7 is disposed on the same axis as the second planetary gear mechanism 4 and is connected to the ring gear 4R of the second planetary gear mechanism 4 so as to rotate together. Therefore, in the second planetary gear mechanism 4, the ring gear 4R serves as an input element. The ring gears 3R and 4R, which are input elements of the planetary gear mechanisms 3 and 4, are configured so that the counter gear pair includes the idle gear 6, and thus rotate in the same direction.

  The carrier 3C in the first planetary gear mechanism 3 serves as an output element, and the first intermediate shaft 8 is connected to the carrier 3C so as to rotate together. The first intermediate shaft 8 is a hollow shaft into which a motor shaft 9 is rotatably inserted. One end of the motor shaft 9 is a sun gear that is a reaction force element in the first planetary gear mechanism 3. It is connected to 3S so as to rotate together.

  The second planetary gear mechanism 4 has the same configuration, and the carrier 4C serves as an output element, and the second intermediate shaft 10 is connected to the carrier 4C so as to rotate together. The second intermediate shaft 10 is a hollow shaft into which a pump shaft 11 is rotatably inserted. One end of the pump shaft 11 is a sun gear that is a reaction force element in the second planetary gear mechanism 4. 4S is connected to rotate integrally.

  The other end of the motor shaft 9 is connected to the output shaft of a variable displacement pump motor 12 that can be rotated forward and backward. The variable displacement pump motor 12 is a fluid pressure (hydraulic) pump capable of changing the discharge capacity, such as a slant shaft pump, a swash plate pump, or a radial piston pump, and is rotated by applying torque to its output shaft. Functions as a motor by discharging pressure fluid (pressure oil) functioning as a pump, supplying pressure fluid from a discharge port when functioning as a pump, and discharging from a suction port when functioning as a pump It is supposed to be. In addition, it is configured so that the angle of the oblique axis, swash plate, etc. can be changed in either the positive or negative direction from the state where the discharge capacity is zero. Therefore, when functioning as a motor, forward rotation and reverse rotation depending on the setting method Both can be done. In the following description, the variable displacement pump motor 12 is referred to as a first pump motor 12, and is indicated as P / M1 in the figure.

  The other end of the pump shaft 11 is connected to the output shaft of the variable displacement pump motor 13. The variable displacement pump motor 13 is a fluid pressure (hydraulic) pump capable of changing the discharge capacity, such as an oblique shaft pump, a swash plate pump, or a radial piston pump, and is rotated by applying torque to its output shaft. Functions as a motor by discharging pressure fluid (pressure oil) functioning as a pump, supplying pressure fluid from a discharge port when functioning as a pump, and discharging from a suction port when functioning as a pump It is supposed to be. In the following description, the variable displacement pump motor 13 is referred to as a second pump motor 13 and is indicated as P / M2 in the figure.

  The pump motors 12 and 13 are communicated with each other by oil passages 14 and 15 so that the pressure oil, which is a pressure fluid, can be transferred to each other. That is, the suction ports 12 </ b> S and 13 </ b> S are communicated with each other through the oil passage 14, and the discharge ports 12 </ b> D and 13 </ b> D are communicated with each other through the oil passage 15. The hydraulic control device 16 mainly includes a valve for controlling the amount and pressure of the pressure oil flowing through the oil passages 14 and 15, that is, the pushing volume and pressure of the pump motors 12 and 13, and the oil passages 14 and 15. Is intervened. Furthermore, an electronic control unit (ECU) 17 for controlling the discharge capacity of the hydraulic control device 16 and the pump motors 12 and 13 is provided. That is, a command is sent from the electronic control unit 17 to an actuator (not shown) for changing the angle of the swash plate or the oblique axis for setting the discharge capacity or the phase angle of the cam ring (not shown) of the radial piston pump. A signal is output.

  An output shaft 18 corresponding to the output member of the present invention is arranged in parallel with each of the intermediate shafts 8 and 10 described above. A transmission mechanism for setting a predetermined gear ratio is provided between the output shaft 18 and each of the intermediate shafts 8 and 10. The transmission mechanism in the present invention is not limited to a mechanism that transmits power at a fixed gear ratio, and a mechanism with a variable gear ratio can be adopted. In the example shown in FIG. 1, power is transmitted at a fixed gear ratio. A plurality of gear pairs 19, 20, 21, 22, and 23 are used. More specifically, the first intermediate shaft 8 is provided with a fourth speed drive gear 19A and a second speed drive gear 20A in order from the first planetary gear mechanism 3 side. It is fitted in a freely rotatable manner. A fourth speed driven gear 19B meshed with the fourth speed drive gear 19A and a second speed driven gear 20B meshed with the second speed drive gear 20A are attached to the output shaft 18 so as to rotate integrally. Yes. Therefore, the fourth speed drive gear 19A and driven gear 19B, and the second speed drive gear 20A and driven gear 20B correspond to the third transmission mechanism in the present invention.

  Further, the third speed drive gear 21A meshed with the fourth speed driven gear 19B and the first speed drive gear 22A meshed with the second speed driven gear 20B are rotatable on the second intermediate shaft 10. It is made to fit. Accordingly, the fourth speed driven gear 19B also serves as the third speed driven gear, and the second speed driven gear 20B also serves as the first speed driven gear. A fifth speed drive gear 23A is disposed closer to the second pump motor 13 than the first speed drive gear 22A. The fifth speed drive gear 23A rotates integrally with the second intermediate shaft 10. It is connected. The fifth speed driven gear 23B meshed with the fifth speed drive gear 23A is rotatably fitted to the output shaft 18. The first speed drive gear 22A and driven gear 20B, the third speed drive gear 21A and driven gear 19B, and the fifth speed drive gear 23A and driven gear 23B constitute the first transmission mechanism of the present invention. It is composed.

  A starting gear pair 24 which is a characteristic configuration of the present invention is provided. The starting gear pair 24 is for transmitting the output torque to the output shaft 18 when the upper first pump motor 12 in FIG. 1 functions as a fluid pressure motor. It corresponds to the transmission mechanism. Specifically, a start drive gear 24A attached so as to rotate integrally with the motor shaft 9 and a start driven gear 24B meshed with the start drive gear 24A and rotatably fitted to the output shaft 18 are configured. Has been.

  Here, the gear ratio of each gear pair 19, 20, 21, 22, 23, 24 (ratio of the number of teeth of the driven gear to the number of teeth of each drive gear) will be described. 24, first speed gear pair 22, second speed gear pair 20, third speed gear pair 21, fourth speed gear pair 19, and fifth speed gear pair 23. Yes. The gear ratio of the starting gear pair 24 may be equal to or less than the gear ratio of the first speed gear pair 22. That is, the second transmission mechanism sets a gear ratio larger than the gear ratio by the first transmission mechanism in the present invention, or conversely, the second motor sets a gear ratio that is equal to or lower than the gear ratio by the first transmission mechanism. Can be configured.

  The first to fifth gear pairs 19, 20, 21, 22, 23 and the starting gear pair 24 are connected between any of the intermediate shafts 8 and 10 and the output shaft 18, or An engagement mechanism is provided for enabling torque transmission between the motor shaft 9 and the output shaft 18. In short, this engagement mechanism is a mechanism that selectively transmits torque, and conventionally known mechanisms such as a dog clutch mechanism and a synchronous coupling mechanism (synchronizer) can be employed. An example employing a synchronizer is shown.

  The synchronizer basically moves the sleeve that rotates together with the rotating shaft in the axial direction, and engages with the spline of the rotating member that is mounted so as to rotate relative to the rotating shaft. The rotating shaft and the rotating member are connected by synchronizing the rotating shaft and the rotating member by the frictional contact of the knit ring with the rotating member. On the output shaft 18, a first synchronizer (hereinafter referred to as a first synchronizer) 25 is provided between the start driven gear 24B and the fifth speed driven gear 23B. The first sync 25 connects the starter driven gear 24B to the output shaft 18 by moving the sleeve to the left side of FIG. 1, and the starter gear pair 24 is connected between the motor shaft 9 and the output shaft 18. It is configured to transmit torque. On the other hand, by moving the sleeve to the right in FIG. 1, the fifth driven gear 23B is connected to the output shaft 18, and the fifth gear pair 23 is connected to the second intermediate shaft 10 and the output shaft 18. Torque is transmitted between the two.

  A second synchronizer (hereinafter referred to as a second synchronizer) 26 is provided on the second intermediate shaft 10 between the first speed driving gear 22A and the third speed driving gear 21A. The second sync 26 moves the sleeve to the left side of FIG. 1 to connect the first speed drive gear 22A to the second intermediate shaft 10, and the first speed gear pair 22 is connected to the second intermediate shaft 10. And the output shaft 18 are configured to transmit torque. On the other hand, the third speed drive gear 21A is connected to the second intermediate shaft 10 by moving the sleeve to the right in FIG. 1, and the third speed gear pair 21 is connected to the second intermediate shaft 10 and the output shaft. Torque is transmitted to and from 18.

  Further, a third synchronizer (hereinafter referred to as a third synchronizer) 27 is provided on the first intermediate shaft 8 between the second speed drive gear 20A and the fourth speed drive gear 19A. The third sync 27 moves the sleeve to the left side in FIG. 1 to connect the second speed drive gear 20A to the first intermediate shaft 8 and the second speed gear pair 20 is connected to the first intermediate shaft 8. And the output shaft 18 are configured to transmit torque. On the other hand, the fourth speed drive gear 19A is connected to the first intermediate shaft 8 by moving the sleeve to the right in FIG. 1, and the fourth speed gear pair 19 is connected to the first intermediate shaft 8 and the output shaft. Torque is transmitted to and from 18.

  These synchros 25, 26, and 27 can be configured to be switched by manual operation, but can be configured to perform so-called automatic control instead. In this case, for example, the above-described sleeve is used. An appropriate actuator (not shown) that moves in the axial direction may be provided, and the actuator may be configured to operate the command signal of the electronic control device 17 described above.

  As described above, the transmission shown in FIG. 1 is configured such that the torque output from the power source 1 is transmitted to the output shaft 18 via any one of the intermediate shafts 8 and 10 or the motor shaft 9. Yes. A differential 29 is connected to the output shaft 18 via a transmission mechanism 28 such as a gear mechanism or a winding transmission mechanism such as a chain, and outputs power to right and left wheels (not shown) from here. It has become.

  Next, the operation of the transmission described above will be described. FIG. 2 is a chart collectively showing the operation states of the oil pumps (P / M1, P / M2) 12, 13 and the synchros 25, 26, 27 when setting the respective gear positions. “OFF” for each of the oil pumps 12 and 13 in 2 makes the pump capacity substantially zero, does not generate pressure oil even if its output shaft is rotated, and is output even if hydraulic pressure is supplied. A state where the shaft does not rotate is shown, and “LOCK” shows a state where the pump capacity is maximized and the oil discharge is restricted and torque appears on the output shaft. Furthermore, “hydraulic pressure generation” indicates a state in which the pump capacity is made larger than substantially zero and pressure oil is discharged, and therefore the corresponding oil pumps 12 and 13 function as pumps. “Hydraulic pressure recovery” indicates a state in which pressure oil discharged from one oil pump 13 (or 12) is supplied and functions as a motor, and therefore the corresponding oil pump 13 (or 12) has a shaft torque. And driving torque is transmitted to the corresponding intermediate shafts 8 and 10.

  In addition, “right” and “left” for each of the syncs 25, 26, and 27 indicate the positions of the sleeves in the respective syncs 25, 26, and 27 in FIG. 1, and parentheses indicate a standby state for downshifting. , Square brackets indicate a waiting state for upshifting, and "-" indicates that the sleeve is in the center and is in a neutral state.

  When the neutral (N) state is set by selecting a neutral position with a shift device (not shown), the oil pumps 12 and 13 are set to the “OFF” state, and the synchros 25, 26, and 27 are turned on. The sleeve is set to the center position. Accordingly, none of the gear pairs 19, 20, 21, 22, 23, 24 is in a neutral state that is not connected to the output shaft 18. That is, the oil pumps 12 and 13 are controlled so that the pump capacity becomes substantially zero, and as a result, a so-called idling state is established. Therefore, the power source 1 is connected to the ring gears 3R and 4R of the planetary gear mechanisms 3 and 4, respectively. No torque is transmitted to the intermediate shafts 8 and 10 connected to the carriers 3C and 4C as output elements because no reaction force acts on the sun gears 3S and 4S even if torque is transmitted from the motor.

  When the vehicle starts, torque is transmitted to the output shaft 18 via the starting gear pair 24 and the first speed gear pair 22. That is, first, the sleeve of the first sync 25 is moved to the left in FIG. 1, the starter driven gear 24B is connected to the output shaft 18, and the motor shaft 9 and the output shaft 18 are connected via the starter gear pair 24. Connected. At the same time, the sleeve of the second synchro 26 is moved to the left in FIG. 1 to connect the first speed drive gear 22A to the second intermediate shaft 10, and the second intermediate shaft 10 and the output shaft 18 are connected to the first speed. It is connected via a gear pair 22 for use. Therefore, in this case, torque is transmitted through the second planetary gear mechanism 4, and an alignment chart for the second planetary gear mechanism 4 is shown in FIG. A collinear diagram for the first planetary gear mechanism 3 is also shown in FIG.

  When the vehicle is stopped with the first and second syncs 25 and 26 set as described above, the ring gear 4R of the second planetary gear mechanism 4 receives the torque from the power source 1 and performs a predetermined rotation. Since the rotation of the carrier 4C connected to the output shaft 18 is stopped, the sun gear 4S and the sun gear 4S are connected. The second pump motor 13 is rotating in the reverse direction. In this state, when the push-out volume of the second pump motor 13 is gradually increased and the discharge is gradually reduced, that is, gradually changed from the free state to the locked state, the pump shaft 11 and the sun gear connected thereto In 4S, a torque (reaction torque) in a direction to stop the rotation is generated. At the same time, the second pump motor 13 discharges the pressure oil, which is supplied to the discharge port 12D of the first pump motor 12.

  In that case, since the motor shaft 9 connected to the first pump motor 12 cannot rotate, when the pump capacity of the first pump motor 12 is gradually increased from zero, the pressure oil is released into the relief valve (see FIG. (Not shown). That is, the so-called double lock state is eliminated by draining the pressure oil.

  As the pump capacity of each pump motor 12, 13 increases, the reaction force acting on the sun gear 4S in the second planetary gear mechanism 4 increases, so that the torque appearing on the carrier 4C and the second intermediate shaft 10 connected thereto. And the torque is transmitted to the output shaft 18 via the first speed gear pair 22. In that case, the transmitted torque increases due to the deceleration action corresponding to the gear ratio of the gear pair 22 for the first speed. On the other hand, the second pump motor 13 generates pressure oil, which is supplied to the first pump motor 12. When the pump capacity is increased, the first pump motor 12 is supplied with pressure oil and functions as a hydraulic motor. Therefore, the torque appearing on the motor shaft 9 is output to the output shaft via the starting gear pair 24. 18 is transmitted. In that case, the transmitted torque increases due to the deceleration action corresponding to the gear ratio of the starting gear pair 24. Thus, the vehicle starts by increasing the torque of the output shaft 18.

Therefore, at the time of starting, the first pump motor 12 is caused to function as a pump to generate a reaction torque, and accordingly, the second intermediate shaft 10 and the first speed gear pair 22 from the carrier 4C of the second planetary gear mechanism 4. Torque is transmitted to the output shaft 18 via At the same time, the pressure oil generated by the second pump motor 13 is supplied to the first pump motor 12 to recover the power, and the accompanying torque is transmitted to the output shaft 18 via the gear pair 24 for starting. By effectively utilizing the power of the power source 1, a large output shaft torque as a transmission or a large drive torque as a vehicle can be obtained. If the output torque To is expressed by an equation,
To≈ {(1 + ρ2) κ1 + q1, ρ2, κs / q2} × Tin
The pressure P of the oil passage 15 that connects the discharge ports 12D and 13D is
P ≒ (2π ・ ρ2 / q2) × Tin
It becomes. Here, q1 is the pushing volume per rotation of the first pump motor 12, q2 is the pushing volume per rotation of the second pump motor 13, ρ2 is the gear ratio of the second planetary gear mechanism 4, and κs is the starting gear. The transmission ratio of the pair 24, Tin, indicates the torque input to the input member 2.

  Since the driving torque at the time of starting is increased in this way, the vehicle starting acceleration can be improved, and the power of the power source 1 is effectively used, so that the fuel consumption is improved and the internal combustion engine is used. In this case, exhaust gas can be reduced. In addition, by supplying the pressure oil generated by the second pump motor 13 to the first pump motor 12, the pressure oil is used for power transmission, so that an increase in the temperature of the oil can be suppressed. Durability and overall reliability of the transmission can be improved. At the time of starting, torque transmission using the starting gear pair 24 is possible, so that the gear ratio of the first speed used at the time of acceleration / deceleration during traveling can be made relatively small. As a result, the number of fixed transmission ratios can be reduced, and the transmission can be reduced in size and weight.

  When the discharge amount of the second pump motor 13 is gradually reduced and finally the discharge of the pressure oil is completely stopped, this is in a locked state, the reaction force against the second planetary gear mechanism 4 is maximized, and the rotation of the sun gear 4S Is stopped. This state is shown in a collinear diagram in FIG. 4A, where the carrier 4C and the second intermediate shaft 10 connected thereto are decelerated with respect to the rotational speed of the ring gear 4R as an input element, and Rotate. In this case, since the second pump motor 13 is stopped and does not generate pressure oil, the first pump motor 12 is not particularly involved in torque transmission. Accordingly, the first sync 25 is set to the neutral state (release state), and the first pump motor 12 is stopped. FIG. 4B is a collinear diagram for the first planetary gear mechanism 3 in this state.

  The state set in this way is the first speed which is the fixed gear ratio and the stop standby state. Accordingly, the power of the power source 1 is transmitted from the second intermediate shaft 10 to the output shaft 18 via the first speed gear pair 22, and the gear ratio is determined by the first speed gear pair 22. Become. As is known from the above description and FIGS. 3 and 4, the torque of the output shaft 18 from the time when the vehicle is stopped until the first speed, which is a fixed gear ratio, is set. The rotational speed continuously changes in accordance with the reaction torque of the second pump motor 13 and the rotational speed. Therefore, a so-called continuously variable transmission is executed, and a smooth start is possible.

  When the first speed is set, in order to stop the vehicle to be set by moving the sleeves of the first and second syncs 25 and 26 to the left in FIG. It is possible to set a standby state in preparation for an upshift to the second speed, which is the ratio. As shown in FIG. 2, the sleeve of the second synchro 26 is moved to the left side of FIG. 1 to maintain the first speed state, and the sleeve of the third synchro 27 is moved to the left side of FIG. The second speed drive gear 20A is connected to the first intermediate shaft 8 and set. In this case, the first pump motor 12 is in a free state in which the capacity is zero and discharge is not limited. Therefore, even if the first intermediate shaft 8 is connected to the output shaft 18 via the gear pair 20 for the second speed, only the first pump motor 12 rotates in the reverse direction, and a so-called double lock or the like occurs. There is nothing. FIGS. 5A and 5B show collinear diagrams of the planetary gear mechanisms 3 and 4 in the state of waiting for upshifting to the second speed at the first speed.

  The second speed is set from the power source 1 through the first planetary gear mechanism 3, the first intermediate shaft 8, and the second speed gear pair 20, so that the pump capacity of the first pump motor 12 in the free state is gradually increased. Shifting to the second speed is executed by increasing the discharge amount and gradually reducing the discharge amount. Since the first pump motor 12 rotates in the reverse direction at the first speed, if the pump capacity is increased, the pressure oil functioning as a pump is discharged, and the reaction force torque associated therewith is the sun gear 3S of the first planetary gear mechanism 3. Act on. Therefore, the torque from the power source 1 and the reaction torque from the first pump motor 12 are combined by the first planetary gear mechanism 3 and output shaft 18 via the first intermediate shaft 8 and the second speed gear pair 20. Is transmitted to. A collinear diagram for the first planetary gear mechanism 3 in this state is shown in FIG.

  Further, since the pressure oil discharged from the first pump motor 12 is supplied to the second pump motor 13, the second pump motor 13 functions as a motor, and the torque is transmitted to the sun gear 4 </ b> S of the second planetary gear mechanism 4. The Therefore, in the second planetary gear mechanism 4, the torque transmitted from the power source 1 and the torque transmitted from the second pump motor 13 are combined, and the combined torque is a gear pair for the second intermediate shaft and the first speed. 22 to the output shaft 18.

  In this way, by increasing the pushing volume of the first pump motor 12 and gradually narrowing the discharge, the shift to the second speed proceeds, and therefore a continuously variable transmission in which the gear ratio and torque continuously change is executed. The Further, the first pump motor 12 functions as a pump and generates pressure oil in the process of the speed change, but the pressure oil is supplied to the second pump motor 13 and recovered as power, so that the speed change with less power loss can be achieved. This is possible and is advantageous in improving the fuel consumption of the vehicle.

  As described above, the second speed is achieved by gradually restricting the discharge of the first pump motor 12 to finally zero, that is, by locking. A collinear diagram of the first planetary gear mechanism 3 in this state is shown in FIG. Further, in this second speed state, particularly in a state immediately after being upshifted from the first speed or in a standby state in preparation for a downshift to the first speed, the second pump motor 13 has zero capacity and can freely rotate. Set to free state. This state is shown in FIG. Further, the stable second speed state that is not provided for either the upshift or the downshift is a state in which the second sync 26 is set to the neutral position, which is shown in FIGS. 8A and 8B. Is shown in a nomograph.

  Further, in the standby state in preparation for the upshift to the third speed at the second speed, the sleeve of the second synchro 26 is moved to the right side in FIG. Are connected to the second intermediate shaft 10. By doing so, the rotational speed of the second intermediate shaft and the carrier 4C of the second planetary gear mechanism 4 connected to the second intermediate shaft is reduced, so that the sun gear 4S and the free second pump motor 13 connected thereto are also provided. Rotates in reverse. This state is shown in FIG. 9A as a collinear diagram for the second planetary gear mechanism 4. FIG. 9B is a collinear diagram for the first planetary gear mechanism 3.

  When the pump capacity of the second pump motor 13 is gradually increased in the upshift standby state at the second speed set in this way, the second pump motor 13 generates pressure oil and a reaction force associated therewith. Then, the reaction force acts so as to stop the rotation of the sun gear 4S of the second planetary gear mechanism 4. This state is shown in FIG. 10A, and the rotation of the sun gear 4S in the reverse rotation direction gradually decreases, so that the rotation of the carrier 4C as the output element and the second intermediate shaft 10 connected thereto is rotated. The number increases gradually. In other words, the rotational speed of the power source 1 relatively decreases with the upshift.

  In addition, the pressure oil generated by the second pump motor 13 is supplied to the first pump motor 12 as in the case of the shift from the first speed to the second speed, and the first pump motor 12 functions as a motor. Then, the output torque is transmitted to the sun gear 3S of the first planetary gear mechanism 3, and this torque and the torque from the power source 1 are combined and transmitted to the output shaft 18 via the gear pair 20 for the second speed. The A collinear diagram for the first planetary gear mechanism 3 in this state is shown in FIG.

  The third speed is achieved by completely stopping the discharge of the pressure oil from the second pump motor 13 and setting the locked state. A collinear diagram of the second planetary gear mechanism 4 in this state is shown in FIG. When the third speed is achieved, the first pump motor 12 is controlled to a free state in which the capacity is zero and free rotation is possible. That is, the sun gear 3 </ b> S of the first planetary gear mechanism 3 and the first pump motor 12 connected to the sun gear 3 </ b> S rotate forward at a predetermined number of rotations according to the number of rotations of the power source 1 and the number of rotations of the output shaft 18. This state is shown as an alignment chart in FIG. Then, by returning the third synchro 27 to the neutral position and releasing the connection between the second speed drive gear 20A and the first intermediate shaft 8, a stable third speed that is not provided for either upshifting or downshifting. The state is set. A collinear diagram for the planetary gear mechanisms 3 and 4 in this state is shown in FIGS.

  Thereafter, similarly, a shift between the third speed and the fourth speed and a shift between the fourth speed and the fifth speed are executed. In each case, as shown in FIG. 2, each sync 25, 26, 27 is moved to the right or left in FIG. 1, and each pump motor 12, 13 is functioned as a pump or motor, or “OFF”. Set to the state and “LOCK” state as appropriate.

  Therefore, the so-called fixed transmission ratio set based on the transmission ratios of the gear pairs 19, 20, 21, 22, and 23 sets one pump motor 12 (or 13) to the “LOCK” state and the other pump. Since the motor 13 (or 12) is set in the “OFF” state, the gear ratio can be set without using pressure oil, so that no power is consumed and fuel consumption can be improved. Further, between these fixed speed ratios, the speed ratio and torque continuously change, so that a so-called continuously variable speed can be achieved.

  Here, the reverse speed will be described. In the configuration shown in FIG. 1, the first pump motor 12 can perform either forward rotation or reverse rotation, so that the reverse speed is set using the function. It has become. That is, first, with the vehicle stopped and the output shaft 18 not rotating, the sleeves of the first and second synchros 25 and 26 are moved to the left in FIG. And the first speed drive gear 22 </ b> A is connected to the second intermediate shaft 10. This is the same as the state at the time of starting described above or the state of setting the first speed at the time of stop standby in preparation for stop. Therefore, the alignment chart for the second planetary gear mechanism 4 is as shown by a line L1 in FIG. 13, and the sun gear 4S and the second pump motor 13 connected thereto are rotated in reverse.

  When the pump capacity of the second pump motor 13 is increased so as to start in the reverse direction, the pressure oil is discharged from the discharge port 13D and supplied to the discharge port 12D of the first pump motor 12. Accordingly, the flow direction of the pressure oil in the first pump motor 12 is opposite to that of the second pump motor 13, so the angle of the swash plate and the oblique shaft (tilt angle) constituting the first pump motor 12 or In the case of a radial piston pump, the pressure of the first pump motor 12 supplied from the second pump motor 13 is set by setting the phase of the cam ring or the like to a state opposite to that during forward running (that is, reversely swinging). Reverse rotation with oil. This is the same rotational direction as the second pump motor 13. As a result, when torque is transmitted to the output shaft 18 via the starting gear pair 24, the output shaft 18 rotates forward. This state is indicated by a line L2 in FIG. That is, due to the torque of the power source 1 and the reaction torque from the second pump motor 13, the output shaft 18 is reversely rotated on the carrier 4 </ b> C of the second planetary gear mechanism 4 and the second intermediate shaft 10 connected thereto. The torque in the direction to be applied is applied, but when the torque in the positive rotation direction output from the first pump motor 12 and applied to the output shaft 18 via the starting gear pair 24 is won, the output shaft 18 is positive. Rotate. Since the forward rotation of the output shaft 18 is the rotation opposite to the rotation direction during forward travel, a reverse gear can be achieved.

The output shaft torque To at the reverse speed set in this way is
To ≒ {-(1 + ρ2) κ1 + q1, ρ2, κs / q2} × Tin
The pressure P of the oil passage 15 that connects the discharge ports 12D and 13D is
P ≒ (2π ・ ρ2 / q2) × Tin
It becomes. As is clear from the above equation of the output shaft torque To, the torque transmitted from the second intermediate shaft 10 to the output shaft 18 acts to reduce the torque for reverse travel. Therefore, instead of moving the second sync 26 to the left side of FIG. 1 and connecting the first speed drive gear 22A to the second intermediate shaft 10, the second sync 26 is moved to the right side of FIG. The high speed drive gear 21A may be connected to the second intermediate shaft 10 and the second intermediate shaft 10 and the output shaft 18 may be connected via the gear pair 21 for the third speed. In this way, {− (1 + ρ2) κ1} in the above equation of output shaft torque To becomes {− (1 + ρ2) κ3}, and κ3 <κ1, so the value of this term, that is, the reverse torque is The torque to be reduced can be reduced, and the drive torque for reverse running can be increased.

  Here, an aspect of controlling the pushing volume of each of the pump motors 12 and 13 at the time of start and reverse will be described. As mentioned above, since a part of the power is transmitted through the pressure oil at the time of transition until the first speed or reverse gear is set, the so-called double lock state is avoided by draining the pressure oil. it can. Therefore, the extrusion volumes of the pump motors 12 and 13 can be changed in order, and can be changed simultaneously.

  FIG. 14 shows changes in the push-out volumes q1, q2 and changes in the transmission ratio (torque ratio) γ when the push-out volumes q1, q2 of the pump motors 12, 13 are changed in order, and the oil passage. 15 is a diagram showing a change in the hydraulic pressure PA, and when the pushing volume q2 of the second pump motor 13 is gradually increased in a state where the pushing volume q1 of the first pump motor 12 is set to a large volume, the starting gear pair Since torque is transmitted through the gear pair 24 and the gear ratio of the gear pair 24 is larger than the gear ratio of the gear pair 22 for the first speed, a large gear ratio (torque ratio) γs is obtained immediately after starting. Thereafter, although the push-out volume q2 of the second pump motor 13 gradually increases, the amount of pressure oil supplied to the first pump motor 12 decreases due to the pressure oil discharge amount being reduced, and accordingly the vehicle is started. The transmission torque borne by the gear pair 24 decreases, and the gear ratio decreases accordingly.

  When the pushing volume q2 of the second pump motor 13 becomes equal to the pushing volume q2 of the first pump motor 12, the volume of the second pump motor 13 is maintained, and instead the pushing of the first pump motor 12 is maintained. The volume q1 is gradually reduced. That is, after the increase control of the extrusion volume q2 of the second pump motor 13, the decrease control of the extrusion volume q1 of the first pump motor 12 is started. Even in the process of decreasing the push-out volume q1 for the first pump motor 12, the gear shift toward the first speed proceeds, and the gear ratio (torque ratio) γ gradually decreases. When the pushing volume q1 of the first pump motor 12 becomes zero and the first pump motor 12 is in a free state, only the second intermediate shaft 10 and the first speed gear pair 22 are connected to the output shaft 18. Torque is transmitted to achieve the first speed gear ratio (torque ratio) γ1. The hydraulic pressure PA in the process of such a shift is maintained at a constant pressure represented by the formula attached to FIG.

  According to the control shown in FIG. 14, since it is not necessary to coordinately execute the change control of the pushing volumes q1 and q2 of the pump motors 12 and 13, the control becomes easy.

  On the other hand, the example shown in FIG. 15 is a control example in which the pushing volumes q1 and q2 of the pump motors 12 and 13 are simultaneously changed when starting. That is, based on the establishment of the start determination, the push-out volume q1 of the first pump motor 12 is gradually reduced and at the same time the push-out volume q2 of the second pump motor 13 is gradually increased. Simultaneously with the start of this control, pressure oil is supplied from the second pump motor 13 to the first pump motor 12 to transmit torque via the starting gear pair 24, so that the so-called sequential control shown in FIG. As in the case of, the gear ratio (torque ratio) γ exhibits a large value γs based on the gear ratio of the starting gear pair 24. As the push volumes q1 and q2 continue to increase and decrease, the gear ratio (torque ratio) γ gradually decreases toward the first speed value γ1, the first pump motor 12 becomes free, and the second The first speed is achieved by the pump motor 13 being locked. The hydraulic pressure PA in the process of such a shift is maintained at a constant pressure represented by the formula attached to FIG.

  Therefore, according to the control shown in FIG. 15, since the change control of the pushing volumes q1 and q2 of the pump motors 12 and 13 proceeds at the same time, the time required for the shift is shortened and the shift response is improved.

  Further, FIG. 16 shows an example of control during reverse travel, which is an example of so-called sequential control. As described above, the reverse speed is set by causing the first pump motor 12 to function as a reverse rotating motor, so that the pushing volume q1 is set to a negative value. This is a so-called reverse state. In this state, when the pushing volume q2 of the second pump motor 13 is gradually increased, the first pump motor 12 operates as a motor by the pressure oil discharged from the second pump motor 13, and the output torque of the first pump motor 13 is a gear pair for starting. Therefore, the transmission ratio (torque ratio) γs corresponding to the torque output from the first pump motor 12 is set.

  As the pushing volume q2 of the second pump motor 13 gradually increases, the discharge amount of pressure oil is reduced, so that the output torque of the first pump motor 12 gradually decreases, and the gear ratio (torque ratio) is accordingly reduced. γ gradually decreases. When the pushing volume q2 of the second pump motor 13 increases to a predetermined value, the volume q2 is maintained, while the pushing volume q1 of the first pump motor 12 is gradually reduced. When the target capacity is reached, the capacity is maintained. As a result, the gear ratio (torque ratio) γ is set to the target value γR. The hydraulic pressure PA in the process of such a shift is maintained at a constant pressure represented by the formula attached to FIG.

  Another example of the present invention will be described below. In the configuration shown in FIG. 1 described above, when the reverse gear is set, the torque transmitted to the output shaft 18 via the starting gear pair 24 and the first speed gear pair 22 or the third speed gear pair are set. The torque transmitted to the output shaft 18 via the gear pair 21 acts in the direction of reducing each other. Moreover, it is necessary to employ | adopt the 2nd pump motor 13 as a structure in which the tilt angle can be swung, that is, forward / reverse rotation is possible. Unlike this, the transmission shown in FIG. 17 is configured to improve the torque transmission efficiency in the reverse speed, and to use a pump motor whose tilt angle is one swing, that is, the rotation direction is only one direction. Yes.

  More specifically, the transmission shown in FIG. 17 is obtained by changing a part of the configuration shown in FIG. 1 described above. The transmission shown in FIG. An engagement device for selectively connecting the second intermediate shaft 10 is provided. Since this engaging device functions to rotate the entire second planetary gear mechanism 4 integrally in an engaged state, it can also be called a direct coupling clutch. A dog clutch, a synchronous coupling mechanism (synchronizer), etc. Can be adopted. FIG. 17 shows an example using a synchronous coupling mechanism. In the following description, this engagement device is referred to as reverse (R) synchro 40.

  In the transmission shown in FIG. 17, a variable displacement pump motor that rotates in one direction is employed as the first pump motor 12, similarly to the second pump motor 13. Since the other configuration is the same as the configuration shown in FIG. 1, the same parts as those in FIG. 1 are denoted by the same reference numerals as those in FIG.

  In the transmission shown in FIG. 17, the speed ratio from the start state to the speed determined by the gear pair 19 for the fourth speed can be set continuously, and the reverse speed can be set. The operation states of the syncs 25, 26, 27, and 40 and the pump motors 12 and 13 for that purpose are collectively shown in FIG. This FIG. 18 is almost the same as FIG. 2 described above, that there is no fifth speed column, that a reverse sync 40 column is added, and that the operation content for setting the reverse gear is different. This is different from FIG. 2, and the rest is the same as FIG. 2.

  Therefore, the neutral and the operation state from the start to the fourth speed are the same as those of the transmission shown in FIG. 1, and the description thereof is omitted. On the other hand, in the reverse gear, the sleeve of the first sync 25 is moved to the left side of FIG. 17 to connect the first speed drive gear 22A to the second intermediate shaft 10, and the sleeve of the reverse sync 40 is shown in FIG. Moving to the right side, the pump shaft 11 or the sun gear 4S to which it is connected and the second intermediate shaft 10 or the carrier 4C to which it is connected are connected. That is, the two planetary gear mechanisms 4 are integrated by connecting the two rotating elements in the second planetary gear mechanism 4 so as to be integrated.

  Therefore, the torque transmitted from the power source 1 to the second planetary gear mechanism 4 is directly transmitted to the second pump motor 13 and the second pump motor 13 rotates forward. When the pushing volume q2 of the second pump motor 13 is gradually increased, the pressure oil is discharged from the discharge port 13D and supplied to the discharge port 12D of the first pump motor 12. Therefore, if the pushing volume q1 (pump capacity) of the first pump motor 12 is set to a certain large value, the first pump motor 12 functions as a motor and outputs torque. In that case, since the flow direction of the pressure oil in the first pump motor 12 is opposite to that of the second pump motor 13, the rotation direction of the first pump motor 12 is the reverse rotation direction opposite to that of the second pump motor 13. It becomes. The torque output by the first pump motor 12 is transmitted to the output shaft 18 via the motor shaft 9 and the starting gear pair 24, so that the output shaft 18 rotates forward and is shown in FIG. The reverse gear is set as in the example.

  As described above, in the transmission configured as shown in FIG. 17, when the reverse speed is set, the second pump motor 13 is substantially directly driven by the power of the power source 1 and the pressure oil is supplied to the first pump motor 12. And this is made to function as a motor which reversely rotates. That is, power is transmitted via hydraulic pressure, and torque is transmitted from the motor shaft 9 to the output shaft 18 to set the reverse gear. Therefore, the reverse travel can be smoothly started by controlling the hydraulic pressure. Further, since there is no effect of reducing the torque for the reverse travel transmitted to the output shaft 18, the torque transmission efficiency during the reverse travel is improved, and a large drive torque can be obtained.

  In the transmission shown in FIG. 17 as well, the change control of the pushing volumes q1 and q2 of the pump motors 12 and 13 when starting in the reverse direction is the so-called sequential control as in the example shown in FIG. May be performed, or may be performed by simultaneous control.

  Still another embodiment of the present invention is shown in FIG. The example shown here is an example in which a directly coupled gear pair 41 is provided in addition to the configuration shown in FIG. 17 described above. This direct connection gear pair 41 is a speed increasing gear pair that transmits the torque input to the second planetary gear mechanism 4 to the output shaft 18 when the entire second planetary gear mechanism 4 rotates as a unit. Specifically, it is provided between the pump shaft 11 and the output shaft 18. That is, on the output shaft 18, the drive gear 41 </ b> A is disposed on the opposite side of the start driven gear 24 </ b> B across the first sync 25, and the driven gear 41 </ b> B is selectively used as the output shaft 18 by the first sync 25. It comes to be connected. A drive gear 41A meshing with the driven gear 41B is attached so as to rotate integrally with the pump shaft 11. The gear ratio, which is the ratio of the number of teeth of the driven gear 41B to the number of teeth of the drive gear 41A, is the gear ratio of the gear pair 19 that sets the fourth speed, which is one speed lower than the gear speed of the direct-coupled gear pair 41. It is set smaller. Therefore, the maximum speed stage that is frequently used when the vehicle is traveling is set by the direct-coupled gear pair 41.

  In the highest speed stage using the directly coupled gear pair 41, the sleeve of the first sync 25 is moved to the left side in FIG. 19 and the driven gear 41B is connected to the output shaft 18, and the pump shaft 11 and the output shaft 18 are connected. To make it possible to transmit torque. On the other hand, the reverse synchro 40 sleeve is moved to the right in FIG. 19 to connect the pump shaft 11 and the second intermediate shaft 10 so that the entire second planetary gear mechanism 4 rotates integrally. Therefore, the torque transmitted from the power source 1 to the second planetary gear mechanism 4 is transmitted to the pump shaft 11 as it is, and is transmitted from here to the output shaft 18 via the direct connection gear pair 41. Then, a gear ratio based on the gear ratio of the directly connected gear pair 41 is set.

  In this way, in the highest speed stage using the direct connection gear pair 41, torque is transmitted by mechanical means, and the entire second planetary gear mechanism 4 rotates integrally to cause friction between the rotating elements or the rotating members. Therefore, efficient transmission of power is possible, and fuel efficiency can be improved accordingly. In addition, since the direct-coupled gear pair 41 and the fourth-speed gear pair 19 that sets the fourth speed on the lower side of the first gear are arranged on different intermediate shafts 8 and 10 side, As in the case of shifting between the two, the shifting by continuously changing the push-out capacities q1 and q2 of the pump motors 12 and 13 is possible, so that a smooth shifting without shock can be performed.

  In addition, this invention is not limited to the specific example mentioned above, Each transmission mechanism may be comprised by a winding transmission mechanism other than the mechanism by a gearwheel. An example is shown in FIG. That is, in the transmission shown here, in the configuration shown in FIG. 1, the gear pairs 19, 20, 21, 22, 23 and the starting gear pair 24 for setting the respective fixed gear ratios, the input member 2 and the first gear The chain drive mechanisms 119, 120, 121, and 122 are replaced with the counter gear pairs 5, 6, and 7 that connect the ring gear 4R of the two planetary gear mechanism 4 and the gear pair 28 that connects the output shaft 18 and the differential 29, respectively. , 124, 150, 128 are employed. Note that the transmission shown in FIG. 20 is configured so that the fourth speed is the highest speed stage, and therefore a mechanism for setting a fixed gear ratio corresponding to the fifth speed shown in FIG. 1 is not provided. Other configurations in FIG. 20 are the same as the configurations shown in FIG. 1, and therefore, the same reference numerals as those in FIG.

  In the present invention, the planetary gear mechanisms 3 and 4 corresponding to the differential mechanism can be constituted by a double pinion type planetary gear mechanism instead of the single pinion type planetary gear mechanism. It can also be configured by a differential gear mechanism. Further, the transmission mechanism provided between the output member and the output member only needs to be able to set an appropriate speed ratio, and the total number of fixed speed ratios is less than this other than the fifth speed or the fourth speed. Alternatively, on the contrary, it may be 6th speed or more, and further, a transmission mechanism in which the gear ratio continuously changes may be used. Further, the power source may be connected to the aforementioned idle gear instead of being directly connected to one of the differential mechanisms.

It is a skeleton figure which shows an example of this invention typically. FIG. 2 is a chart collectively showing an operation state of the transmission shown in FIG. 1. FIG. It is a collinear diagram which shows the state of each planetary gear mechanism from the start to the first speed being set. It is a collinear diagram which shows the state of each planetary gear mechanism in the stop standby state in 1st speed. It is a collinear diagram which shows the state of each planetary gear mechanism in the standby state to the 2nd speed in 1st speed. FIG. 6 is a collinear diagram showing a state of each planetary gear mechanism in a continuously variable transmission state from the first speed to the second speed. It is a collinear diagram which shows the state of each planetary gear mechanism in the standby state to the 1st speed in 2nd speed. It is a collinear diagram which shows the state of each planetary gear mechanism in a 2nd speed state. It is a collinear diagram which shows the state of each planetary gear mechanism in the standby state to the 3rd speed in 2nd speed. It is a collinear diagram which shows the state of each planetary gear mechanism in the continuously variable transmission state from 2nd speed to 3rd speed. It is a collinear diagram which shows the state of each planetary gear mechanism in the standby state to the 2nd speed in 3rd speed. It is a collinear diagram which shows the state of each planetary gear mechanism in a 3rd speed state. It is a collinear diagram which shows the state of the 2nd planetary gear mechanism in a reverse gear. It is a time chart which shows the change of the pushing volume, gear ratio (torque ratio), and oil pressure at the time of controlling sequentially the pushing volume of each pump motor at the time of start. It is a time chart which shows the change of extrusion volume, gear ratio (torque ratio), and oil pressure when the extrusion volume of each pump motor is simultaneously controlled at the time of start. It is a time chart which shows the change of the pushing volume, gear ratio (torque ratio), and oil_pressure | hydraulic at the time of controlling the pushing volume of each pump motor at the time of reverse drive. It is a skeleton figure which shows the other example of this invention. FIG. 18 is a chart collectively showing the operating state of the transmission shown in FIG. 17. It is a skeleton figure which shows another example of this invention. It is a skeleton figure which shows an example of this invention which comprised the transmission mechanism by the winding transmission mechanism.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Power source 2 ... Input member 3, 4 ... Planetary gear mechanism, 8 ... 1st intermediate shaft, 9 ... Motor shaft, 10 ... 2nd intermediate shaft, 11 ... Pump shaft, 12 ... 1st pump motor, 13 2nd pump motor, 18 ... Output shaft, 19 ... 4th speed gear pair, 20 ... 2nd speed gear pair, 21 ... 3rd speed gear pair, 22 ... 1st speed gear pair, 23 ... 1st gear pair 5-speed gear pair, 24 ... starting gear pair, 25, 26, 27 ... synchronous coupling mechanism (synchronized), 40 ... reverse sync, 41 ... directly coupled gear pair, 119,120,121,122,124,128,150 ... Chain drive mechanism.

Claims (6)

In the transmission that can change the torque transmitted from the power source to the output member in accordance with the discharge amount or discharge pressure of the fluid pressure pump having the function of the motor,
A differential action is provided by including at least three rotating elements: an input element to which torque is transmitted from the power source, an output element for outputting torque to the output member, and a reaction force element connected to the fluid pressure pump. A first differential mechanism formed;
A first transmission mechanism that is disposed between the output element and the output member and sets a predetermined gear ratio;
A first engagement mechanism for the first transmission mechanism selectively torquable state between the output member and the output element,
A fluid pressure motor that outputs torque generated by operating the fluid supplied by the fluid pressure pump; and
A second transmission mechanism provided between the output shaft of the fluid pressure motor and the output member ;
A difference comprising at least three rotating elements, a reaction force element to which an output shaft of the fluid pressure motor is connected, an input element to which torque is transmitted from the power source, and an output element for outputting torque to the output member. A second differential mechanism for operation;
A third transmission mechanism disposed between the output element and the output member in the second differential mechanism, and setting a predetermined gear ratio;
A second engagement mechanism that allows the third transmission mechanism to selectively transmit torque between the output element of the second differential mechanism and the output member . A transmission characterized by that. The fluid pressure motor comprises a forward / reverse fluid pressure motor that can be switched between a forward rotation state and a reverse rotation state when a pressure fluid is supplied from the fluid pressure pump. Item 2. The transmission according to Item 1. 2. The transmission according to claim 1 , further comprising a transmission unit configured to transmit torque output from the power source to the fluid pressure pump in a state in which the entire first differential mechanism rotates integrally. . The transmission means is configured by another engagement mechanism that connects at least two rotating elements of the first differential mechanism and rotates the entire first differential mechanism integrally. The transmission according to claim 3 . A fourth transmission mechanism that is provided between any one of the rotating elements in the first differential mechanism and the output member, and sets a transmission gear ratio smaller than the transmission gear ratios of the first to third transmission mechanisms; ,
Still another engagement mechanism that allows the fourth transmission mechanism to selectively transmit torque between any of the rotating elements in the first differential mechanism and the output member;
The transmission according to claim 4, further comprising: The transmission according to claim 5, wherein the third transmission mechanism includes a transmission mechanism having a gear ratio smaller than that of the fourth transmission mechanism .

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