JP4973487B2 - Multiple clutch transmission - Google Patents

Description

  The present invention relates to a so-called multi-clutch transmission having a plurality of clutch means for inputting power.

  An example of this type of transmission is described in Patent Document 1. The transmission described in Patent Document 1 is a so-called twin clutch type stepped transmission, and includes a first input shaft connected to the engine via a first clutch and an engine via a second clutch. A second input shaft to be connected, an output shaft, a sub shaft connected to the first input shaft through a gear pair, and a gear clutch mechanism selected between the first input shaft and the sub shaft. And a plurality of gear pairs that are provided between the second input shaft and the output shaft and that are selectively connected by the 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. As a result, it is configured to be able to set seven or more speed stages including the reverse speed.

  Patent Document 2 discloses a first input shaft and a second input shaft that are concentrically arranged to receive torque via a first clutch and a second clutch, respectively, and the first input shaft and the second input shaft. A first output shaft and a second output shaft that are arranged in parallel and connected to the first input shaft and the second input shaft through a plurality of gear pairs, and power from the first output shaft or the second output shaft. A parallel-shaft multi-stage transmission for a vehicle of a type that switches a gear ratio by alternatively selecting a gear pair that transmits torque from among a plurality of gear pairs, In order to transmit torque from the first output shaft and the second output shaft to the final reduction gear, a first final drive gear and a second final drive gear having different diameters are respectively connected to the first output shaft and the second output shaft. Provided So-called twin clutch transmission of the configuration is described.

  In Patent Document 3, two input shafts connected to a prime mover via a clutch, one output shaft, and a gear switch between the two input shafts and the output shaft are provided. 6 sets of gear pairs that are selectively connected by the device and an auxiliary motor that is selectively connected to the two input shafts so that the connection state of the gear pairs can be switched by the auxiliary motor. A so-called twin-clutch transmission is described that is configured to perform synchronization and allow its auxiliary motor to function as a brake assist and a starter.

Japanese Patent Application Laid-Open No. 2003-120764 JP 2003-301895 A German Patent Application Publication No. 19950679

  In contrast to the configuration in which two output shafts such as the transmission described in Patent Document 2 are provided, the input shaft and the output shaft are different from those in the transmission described in Patent Document 1. Provide different countershafts, gears that transmit torque directly from the input shaft to the output shaft via a predetermined gear pair, and torque to the output shaft indirectly from the input shaft via the predetermined gear pair and subshaft By setting the gear position for transmitting the transmission, it is possible to increase the gear speed and reduce the size of the transmission.

  However, in the configuration including only one output shaft as in the transmission described in Patent Document 1, the inter-axis distance between the input shaft and the output shaft is fixed to one value. Therefore, the gear ratio of each gear pair, that is, the degree of freedom in setting the gear ratio may be limited.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a multi-clutch transmission that is compact and can increase the degree of freedom in setting the gear ratio. .

  In order to achieve the above object, the invention of claim 1 is characterized in that a plurality of clutches connected to a transmission shaft for transmitting output torque of a power source and the output torque connected to output sides of the plurality of clutches, respectively. A plurality of input shafts, a plurality of output shafts that output the output torque transmitted from the input shaft to an output member, and a plurality of transmission mechanisms disposed between the input shaft and the output shaft. A multi-clutch transmission that includes a shift switching mechanism that selectively sets a power transmission state, and that sets a plurality of shift stages by controlling the plurality of clutches and the shift switching mechanism; The two output shafts have an output shaft state in which the output torque transmitted through any one of the input shafts is directly output to the output member, and a front shaft that has been transmitted through any one of the input shafts. It is configured as a secondary shaft combined output shaft that can set a secondary shaft state that transmits output torque to the other output shaft via the other input shaft, and the state of the secondary shaft combined output shaft is changed to the output shaft state and the secondary shaft. A transmission including a shaft state switching mechanism that selectively switches to a shaft state.

  According to a second aspect of the present invention, in the first aspect of the present invention, the plurality of transmission mechanisms may output the output torque when the auxiliary shaft serving as the auxiliary shaft is set to the auxiliary shaft state. Including a plurality of gear pairs each having a different gear ratio including a countershaft input gear pair that transmits to the shaft, and the countershaft output shaft is selectively driven by the gearshift switching mechanism or the shaft state switching mechanism. A central shaft that is connected so as to be able to transmit, and is connected to the output member so as to be able to transmit power, and is supported by the central shaft so as to be able to rotate freely. And a freewheeling gear connected to the transmission.

  According to a third aspect of the present invention, in the second aspect of the present invention, the shaft state switching mechanism connects the auxiliary shaft input gear pair and the central shaft so that the auxiliary shaft serving as the auxiliary shaft is in the auxiliary shaft state. The transmission includes a mechanism for setting the output shaft serving as the auxiliary shaft to the output shaft state by connecting the idler gear and the central shaft.

  The invention of claim 4 is the invention of claim 2 or 3, wherein the plurality of clutches include a first clutch and a second clutch, and the plurality of input shafts are a first input shaft and a second input. The first input shaft is connected to the output side of the first clutch, and the auxiliary shaft combined output shaft is set to the auxiliary shaft state when the auxiliary shaft combined output shaft is set to the auxiliary shaft combined state. Transmitting output torque, the second input shaft is connected to the output side of the second clutch and is arranged coaxially with the first input shaft, and the output shaft also serving as the auxiliary shaft is set to the auxiliary shaft state The output torque is transmitted from the auxiliary shaft serving as the auxiliary shaft, and the plurality of output shafts are arranged in parallel with the input shafts, the input shafts, and the first outputs. It is arranged parallel to the shaft and is configured as the auxiliary shaft combined with the output shaft. A first speed gear pair that includes a first speed forming drive gear and a first speed forming driven gear, and that functions as the countershaft input gear pair. A second speed gear pair comprising a second speed forming drive gear and a second speed forming driven gear; and a third speed gear pair comprising a third speed forming drive gear and a third speed forming driven gear. A fifth speed gear pair comprising a fourth speed forming drive gear and a fourth speed forming driven gear; and a fifth speed gear pair comprising a fifth speed forming drive gear and a fifth speed forming driven gear. A sixth-speed gear pair comprising a sixth-speed forming drive gear and a sixth-speed-forming driven gear; and a reverse-stage gear pair comprising a reverse-stage-forming drive gear, a reverse-stage-forming driven gear, and an idle gear. And the shift switching mechanism includes the second speed forming driven gear and the sixth speed forming driven gear. A first speed change switching mechanism that is selectively connected to a power shaft so as to be able to transmit power, and the third speed forming driven gear and the fifth speed forming driven gear can be selectively transmitted to the first output shaft. And a third shift switching mechanism for selectively connecting the driven gear for forming the reverse gear and the driven gear for forming the fourth speed to the central shaft so as to be able to transmit power. The shaft state switching mechanism includes a mechanism for selectively connecting the first speed-forming driven gear and the idler gear to the central shaft so that power can be transmitted, and the second output shaft is connected to the second output shaft. The speed forming driven gear, the sixth speed forming driven gear, the third speed forming driven gear, and the fifth speed forming driven gear are supported so as to be freely rotatable, and the second speed forming gear is supported. The first shift switching between the forming driven gear and the sixth speed forming driven gear A second speed change mechanism is disposed between the third speed forming driven gear and the fifth speed forming driven gear, and the reverse speed forming mechanism is provided on the second output shaft. The driven gear, the fourth speed forming driven gear, the first speed forming driven gear, and the idle gear are supported so as to be freely rotatable, and the reverse gear forming driven gear and the fourth gear are supported. The third speed change switching mechanism is disposed between the speed forming driven gear, the shaft state switching mechanism is disposed between the first speed forming driven gear and the idle gear, and the second speed changing driven gear. The speed forming drive gear and the reverse speed forming drive gear are shared, the sixth speed forming drive gear and the fourth speed forming drive gear are shared, the third speed forming drive gear and the first speed The transmission is shared with the forming drive gear.

  According to a fifth aspect of the present invention, in the fourth aspect of the invention, the first speed, which is the lowest forward speed among the plurality of shift speeds, has the output torque from the first input shaft to the auxiliary shaft input. And transmitted from the first output shaft to the second input shaft via the fourth speed gear pair and from the second input shaft to the second speed gear pair. The second speed is a shift stage set by being transmitted to the second output shaft through the second output shaft, and the second speed is the second output gear from the second input shaft through the second speed gear pair. It is a shift stage set by being transmitted to the output shaft, and in the fourth speed, the output torque is transmitted from the second input shaft to the first output shaft through the fourth speed gear pair. And the gear ratio of the countershaft input gear pair is the first speed change gear. And the ratio of the speed ratio of the second speed and a fourth speed gear ratio and transmission is configured to be a value obtained by multiplying the.

  The invention according to claim 6 is the invention according to any one of claims 1 to 5, wherein when the highest forward speed among the plurality of shift speeds is set, the output torque is applied to the output shaft serving as the auxiliary shaft. Is a transmission to which is not transmitted.

  The invention according to claim 7 is the invention according to any one of claims 1 to 6, wherein when the gear shifts from a predetermined forward shift stage to a front and rear shift stage among the plurality of shift stages, the power source A transmission in which power transmission is not interrupted between the plurality of input shafts.

  The invention according to claim 8 is the motor according to any one of claims 1 to 7, wherein an electric motor having a function as a generator is provided on an output shaft other than the auxiliary shaft serving as the auxiliary shaft among the plurality of output shafts. The transmission is connected so as to be able to transmit power at all times.

  A ninth aspect of the invention is the transmission according to the eighth aspect of the invention, wherein the electric motor and the output shaft to which the electric motor is connected are disposed above the drive shaft of the output member.

  According to a tenth aspect of the invention, there is provided an electric motor according to any one of the first to seventh aspects, wherein the transmission mechanism disposed between the output shaft and the input shaft has a function as a generator. It is the transmission connected so that power transmission is possible.

  An eleventh aspect of the invention is the transmission according to the tenth aspect of the invention, wherein the electric motor is connected to the transmission mechanism so that power can be transmitted in all cases where the plurality of shift speeds are set. .

  The invention according to claim 12 provides the transmission mechanism according to the invention according to claim 10 or 11, wherein the electric motor shifts from a predetermined forward shift stage to a preceding and succeeding shift stage among the plurality of shift stages. The transmission is connected to the power transmission.

  Further, the invention of claim 13 is the invention according to any one of claims 10 to 12, wherein when the electric motor sets the highest forward speed among the plurality of shift speeds, power is transmitted to the transmission mechanism. The transmission is configured to be able to shut off.

  The invention according to claim 14 is the invention according to any one of claims 10 to 13, wherein the electric motor uses the output torque when the output shaft serving as the auxiliary shaft is set in the auxiliary shaft state. It is a transmission that is connected to a countershaft input gear pair that transmits to an output shaft so that power can be transmitted.

  According to the first aspect of the present invention, since there are a plurality of input shafts and a plurality of output shafts, the gear ratio is set in each transmission mechanism arranged between the plurality of input shafts and the plurality of output shafts. The degree of freedom can be increased. In addition, since at least one of the plurality of output shafts can function as a secondary shaft, the number of transmission mechanisms required to set the gear position relative to the number of gear speeds that can be set by the transmission As a result, the transmission can be reduced in size.

  According to the second aspect of the present invention, since a plurality of input shafts and output shafts are provided, the gear ratio of each gear pair disposed between the plurality of input shafts and the plurality of output shafts. The degree of freedom of setting can be increased. Further, by operating the shaft state switching mechanism to connect the idler gear and the center shaft of the output shaft serving as the auxiliary shaft, the output shaft serving as the auxiliary shaft can function as the output shaft.

  According to the invention of claim 3, the shaft state switching mechanism connects the center shaft of the countershaft output shaft and the pair of subshaft input gears so that power can be transmitted, and the center shaft of the subshaft output shaft. It is possible to easily switch and set the state where the gear and the idler gear are connected so as to be able to transmit power. For this reason, it is possible to easily switch between a state in which the sub-shaft combined output shaft functions as a sub shaft and a state in which the sub-shaft combined output shaft functions as an output shaft.

  According to a fourth aspect of the present invention, the first to third shift switching mechanisms and the shaft state switching mechanism are operated so that the gear pairs and the idle gears for setting the respective shift stages are set to the first output shaft or By selectively connecting to the central axis of the second output shaft so that power can be transmitted, it is possible to set the forward speed and the reverse speed of the first speed to the sixth speed. Further, the second speed forming drive gear and the reverse gear forming drive gear, the sixth speed forming drive gear and the fourth speed forming drive gear, the third speed forming drive gear and the first speed By sharing the forming drive gear, the structure can be simplified and the transmission can be downsized.

  According to the invention of claim 5, the step ratio of the gear ratio between the first speed and the second speed and the freedom of setting the gear ratio of the fourth speed are ensured, and the transmission is downsized. Can be achieved.

  According to the sixth aspect of the present invention, when the maximum forward speed is set in the transmission, the output shaft serving as the auxiliary shaft is not set to the auxiliary shaft state, that is, the power source is not supplied to the output shaft serving as the auxiliary shaft. The output torque from the output shaft is not transmitted, and the output torque is transmitted from the input shaft to an output shaft other than the output shaft serving as the auxiliary shaft via one of the transmission mechanisms and directly output to the output member. Therefore, the power transmission efficiency at the time of setting the highest speed stage can be improved.

  According to the invention of claim 7, when the upshift or the downshift is performed from a predetermined forward shift stage to a shift stage before and after that, the interruption of power from the power source is avoided. Therefore, it is possible to prevent the occurrence of a shock or uncomfortable feeling due to so-called torque loss at the time of shifting, and improve drivability.

  According to the invention of claim 8, the output shaft other than the output shaft serving as the auxiliary shaft, that is, the output shaft that directly transmits the output torque transmitted from any of the input shafts to the output member, for example, a motor / generator, etc. An electric motor having a power generation function is connected in a state where power can be transmitted constantly. Therefore, the motor can be powered and the torque of the motor can be constantly output to the output member, or the motor can be regenerated at all times by the torque from the output member.

  According to the invention of claim 9, the electric motor and the output shaft other than the output shaft serving as the auxiliary shaft to which the electric motor is connected are disposed above the drive shaft of the output member such as a differential. Therefore, the electric motor and the output shaft to which the electric motor is connected can be arranged by effectively using the empty space above the output member, and the mounting property on the vehicle can be improved.

  According to the invention of claim 10, the electric motor is connected to any one of the transmission mechanisms arranged between the input shaft and the output shaft so as to be able to transmit power. Therefore, the motor can be arranged and connected to any output shaft without providing a dedicated shaft or transmission mechanism for connecting the motor so that power can be transmitted. Miniaturization can be achieved.

  According to the eleventh aspect of the invention, the electric motor is connected to any one of the output shafts so as to be able to transmit power to all the shift speeds that can be set by the transmission. Therefore, regardless of which gear stage is set, the motor can be powered and the torque of the motor can be output to the output member, or the motor can be regenerated by the torque from the output member.

  According to the invention of claim 12, when an upshift or a downshift is performed from a predetermined forward shift stage to a preceding or subsequent shift stage, that is, during so-called preshift, the electric motor can transmit power to any output shaft. Connected to Therefore, torque compensation by the electric motor can be performed for fluctuations in torque output from the transmission at the time of shift transition, preventing shock and discomfort due to torque fluctuation during shift, and improving drivability be able to.

  According to the thirteenth aspect of the present invention, when the maximum forward speed is set in the transmission, the power transmission between the electric motor and the transmission mechanism is interrupted. Therefore, it is possible to avoid a loss due to the rotation of the electric motor when the maximum speed stage is set, and to improve the power transmission efficiency.

  According to the fourteenth aspect of the present invention, the electric motor is connected to the countershaft input gear pair that transmits the output torque from any one of the input shafts to the countershaft combined output shaft so that the power can be transmitted. Therefore, by appropriately controlling and operating the shaft state switching mechanism and the shift switching mechanism, the motor is connected to any output shaft so that power can be transmitted to all the shift speeds that can be set by the transmission. Torque assist or regeneration by an electric motor can be performed. Further, during so-called pre-shifting, the motor can be connected to one of the output shafts so that power can be transmitted, and torque compensation by the motor can be performed with respect to fluctuations in torque output from the transmission during shift transition. When the maximum forward speed is set in the transmission, the power transmission between the motor and the transmission is cut off, and the power transmission is avoided by avoiding the loss caused by the rotation of the motor when the maximum speed is set. Efficiency can be improved.

(First embodiment)
Next, the present invention will be described based on specific examples. FIG. 1 is a skeleton diagram showing a first embodiment of the configuration of the transmission TM according to the present invention. The transmission TM of the present invention is a so-called twin clutch type transmission TM having first and second clutches C1 and C2 as input clutches for transmitting and interrupting output torque of a power source. Reference numeral 2 denotes a power source 1, and reference numeral 2 denotes a transmission shaft for transmitting torque output from the power source 1 to the clutches C1 and C2. The power source 1 may be a general power source used in a vehicle such as an internal combustion engine (for example, an engine), an electric motor, or a combination of these.

  A first input shaft 3 and a second input shaft 4 are arranged coaxially with the transmission shaft 2 and the clutches C1 and C2. That is, in the configuration shown in FIG. 1, the second input shaft 4 connected to the output side member of the clutch C2 is connected to the output side member of the first clutch C1 and formed as a hollow shaft on the outer peripheral side of the second input shaft 4. A first input shaft 3 that is rotatable relative to the input shaft 4 is disposed. Therefore, the transmission shaft 2 and the second input shaft 4 are selectively connected by the second clutch C2. Further, the transmission shaft 2 and the first input shaft 3 are selectively connected by the first clutch C1.

  The first clutch C1 and the second clutch C2 are constituted by, for example, friction clutches, and can be controlled to a completely engaged state, a released state where torque is not transmitted, and a slip state which is an intermediate state between them. It is configured.

  A first output shaft 5 and a second output shaft 6 are arranged in parallel with the transmission shaft 2 and the input shafts 3 and 4. A plurality of gear pairs corresponding to the plurality of transmission mechanisms of the present invention are provided between the input shafts 3 and 4 and the output shafts 5 and 6, and these gear pairs are connected to the first output shaft 5. Alternatively, there is provided a meshing clutch mechanism that selectively connects to the second output shaft 6 and corresponds to the speed change switching mechanism of the present invention.

  That is, a second speed gear pair 7 is provided between the first output shaft 5 and the second input shaft 4. The second speed gear pair 7 is rotatably held coaxially with the second speed forming drive gear 7a provided integrally with the second input shaft 4 and the first output shaft 5, in other words. The second speed forming driven gear 7b is supported on the first output shaft 5 so as to be freely rotatable, and transmits torque at the first forward speed, the second forward speed, and the second reverse speed. ing. The second speed gear pair 7 has a number of teeth of the driven gear 7b more than the number of teeth of the drive gear 7a. Therefore, when the torque is transmitted from the drive gear 7a to the driven gear 7b, a speed reducing action is performed. It is like that.

  A sixth gear pair 8 is provided between the first output shaft 5 and the second input shaft 4. The sixth speed gear pair 8 is rotatably held on the same axis as the sixth speed forming drive gear 8a provided integrally with the second input shaft 4 and the first output shaft 5, in other words. The sixth speed-forming driven gear 8b is supported on the first output shaft 5 so as to be free to rotate, and transmits torque at the sixth forward speed. The sixth speed gear pair 8 has a smaller number of teeth of the driven gear 8b than the number of teeth of the drive gear 8a. Therefore, when torque is transmitted from the drive gear 8a to the driven gear 8b, a speed increasing action is achieved. To do.

  A third speed gear pair 9 is provided between the first output shaft 5 and the first input shaft 3. The third speed gear pair 9 is rotatably held on the same axis as the third speed forming drive gear 9a provided integrally with the first input shaft 3 and the first output shaft 5, in other words. The third speed-forming driven gear 9b is supported on the first output shaft 5 so as to be freely rotatable, and transmits torque at the third forward speed. The third speed gear pair 9 has the number of teeth of the driven gear 9b larger than the number of teeth of the drive gear 9a. Therefore, when the torque is transmitted from the drive gear 9a to the driven gear 9b, a speed reducing action is performed. It is like that.

  A fifth speed gear pair 10 is provided between the first output shaft 5 and the first input shaft 3. This fifth speed gear pair 10 is rotatably held coaxially with the first output shaft 5 and the fifth speed forming drive gear 10a provided integrally with the first input shaft 3. The fifth speed-forming driven gear 10b is supported on the first output shaft 5 so as to be free to rotate, and transmits torque at the fifth forward speed. The fifth speed gear pair 10 has a smaller number of teeth of the driven gear 10b than the number of teeth of the drive gear 10a. Therefore, when the torque is transmitted from the drive gear 10a to the driven gear 10b, the fifth speed gear pair 10 has a speed increasing action. To do.

  An output gear 11 provided integrally with the first output shaft 5 is always meshed with a ring gear 12a of a differential 12 corresponding to the output member of the present invention. That is, the 1st output shaft 5 and the output member 12 are connected so that power transmission is always possible.

  On the other hand, a reverse gear pair 13 is provided between the second output shaft 6 and the second input shaft 4. The reverse gear 13 is rotatably held coaxially with the aforementioned second speed forming drive gear 7a provided integrally with the second input shaft 4 and the center shaft 6a of the second output shaft 6. In other words, the reverse gear driven gear is supported on the central shaft 6a of the second output shaft 6 so as to be free-wheeling and meshes with the second speed-forming drive gear 7a via the idle gear 13c. 13b, and the torque is transmitted at the reverse first speed and the reverse second speed.

  Thus, the second speed forming drive gear 7a described above also serves as the reverse gear forming drive gear 13a constituting the reverse gear pair 13 together with the reverse gear forming driven gear 13b. That is, the reverse gear 13 is configured to share the second speed forming drive gear 7 a with the second speed gear pair 7. In other words, the second speed gear pair 7 is configured to share the second speed forming drive gear 7 a, that is, the reverse gear forming drive gear 13 a, with the reverse gear pair 13. The reverse gear 13 has a number of teeth of the driven gear 13b that is larger than the number of teeth of the drive gear 13a. Therefore, when torque is transmitted from the drive gear 7a to the driven gear 13b, the reverse gear 13b performs a deceleration action. It has become.

  A fourth speed gear pair 14 is provided between the second output shaft 6 and the second input shaft 4. The fourth speed gear pair 14 is rotatably held coaxially with the above-described sixth speed forming drive gear 8a provided integrally with the second input shaft 4 and the center shaft 6a of the second output shaft 6. In other words, it comprises a fourth speed driven gear 14b supported so as to be free to rotate on the center axis 6a of the second output shaft 6, and transmits torque at the first forward speed and the fourth forward speed. It is like that.

  As described above, the sixth speed forming drive gear 8a also serves as the fourth speed forming drive gear 14a constituting the fourth speed gear pair 14 together with the fourth speed forming driven gear 14b. That is, the fourth speed gear pair 14 is configured to share the sixth speed forming drive gear 8 a with the sixth speed gear pair 8. In other words, the sixth speed gear pair 8 is configured to share the sixth speed forming drive gear 8 a, that is, the fourth speed forming drive gear 14 a, with the fourth speed gear pair 14. The fourth speed gear pair 14 has a smaller number of teeth of the driven gear 14b than the number of teeth of the drive gear 14a. Therefore, when the torque is transmitted from the drive gear 14a to the driven gear 14b, the fourth speed gear pair 14 has a speed increasing action. To do.

  A first speed gear pair 15 is provided between the second output shaft 6 and the first input shaft 3. This first speed gear pair 15 is rotatably held coaxially with the above-described third speed forming drive gear 9 a provided integrally with the first input shaft 3 and the center shaft 6 a of the second output shaft 6. In other words, it comprises a first speed forming driven gear 15b supported so as to be free to rotate on the central shaft 6a of the second output shaft 6, and torque is generated at the first forward speed and the second reverse speed. To communicate.

  Thus, the above-described third speed forming drive gear 9a also serves as the first speed forming drive gear 15a constituting the first speed gear pair 15 together with the first speed forming driven gear 15b. That is, the first speed gear pair 15 is configured to share the third speed forming drive gear 9 a with the third speed gear pair 9. In other words, the third speed gear pair 9 is configured to share the third speed forming drive gear 9 a, that is, the first speed forming drive gear 15 a, with the first speed gear pair 15. The first speed gear pair 15 has a number of teeth of the driven gear 15b larger than the number of teeth of the drive gear 15a. Therefore, when the torque is transmitted from the drive gear 15a to the driven gear 15b, a speed reducing action is performed. It is like that.

  An output gear 16 corresponding to the idle gear of the present invention is provided between the second output shaft 6 and the first input shaft 3. The output gear 16 is rotatably held coaxially with the central shaft 6a of the second output shaft 6, in other words, the idle gear supported so as to be free to rotate on the central shaft 6a of the second output shaft 6. This is a rolling gear 16. The torque is transmitted at the fourth speed and the reverse first speed. The output gear 16 is always meshed with the ring gear 12a of the differential 12 together with the output gear 11 of the first output shaft 5 described above. That is, the output gear 16 and the output member 12 are connected so that power can be transmitted at all times.

  As described above, the second speed forming driven gear 7b, the sixth speed forming driven gear 8b, the third speed forming driven gear 9b, and the fifth speed forming are formed on the first output shaft 5 from the left side of FIG. The four driven gears 10b are rotatably arranged, that is, freely rotatable, and two meshing clutch mechanisms for selectively connecting these gears to the first output shaft 5 are provided. . Further, on the second output shaft 6, from the left side of FIG. 1, the reverse gear forming driven gear 13a, the fourth speed forming driven gear 14b, the first speed forming driven gear 15b, and the output gear (idling gear). Four four gears are rotatably arranged, that is, freely rotatable, and two meshing clutch mechanisms that selectively connect these gears to the first output shaft 5 are provided.

  Specifically, the clutch hub 17 integrated with the first output shaft 5 between the second speed forming driven gear 7b and the sixth speed forming driven gear 8b of the first output shaft 5, and its A hub sleeve 18 that is spline-fitted to the clutch hub 17 is disposed. Then, the hub sleeve 18 is moved to the second speed forming driven gear 7b side (left side in FIG. 1) and engaged with the spline 19 integrated with the second speed forming driven gear 7b. The second speed forming driven gear 7b is connected to the first output shaft 5 so as to be able to transmit power, and conversely, the hub sleeve 18 is moved to the sixth speed forming driven gear 8b side (the right side in FIG. 1) to obtain the sixth speed. By engaging with the spline 20 integrated with the forming driven gear 8b, the sixth speed forming driven gear 8b is connected to the first output shaft 5 so that power can be transmitted.

  Therefore, the meshing clutch mechanism constituted by the clutch hub 17, the hub sleeve 18, and the splines 19 and 20 selectively selects the second speed forming driven gear 7b and the sixth speed forming driven gear 8b as the first output shaft 5. And a first switching mechanism S1 corresponding to the first shift switching mechanism of the present invention.

  Further, the clutch hub 21 integrated with the first output shaft 5 between the third speed forming driven gear 9b and the fifth speed forming driven gear 10b on the first output shaft 5, and the clutch thereof. A hub sleeve 22 that is spline-fitted to the hub 21 is disposed. Then, the hub sleeve 22 is moved to the third speed forming driven gear 9b side (left side in FIG. 1) and engaged with the spline 23 integrated with the third speed forming driven gear 9b. The third speed forming driven gear 9b is connected to the first output shaft 5 so as to be able to transmit power. On the other hand, the hub sleeve 22 is moved to the fifth speed forming driven gear 10b side (the right side in FIG. 1). By engaging with the spline 24 integrated with the forming driven gear 10b, the fifth speed forming driven gear 10b is connected to the first output shaft 5 so as to be able to transmit power.

  Therefore, the meshing clutch mechanism constituted by the clutch hub 21, the hub sleeve 22, and the splines 23, 24 selectively selects the third speed forming driven gear 9b and the fifth speed forming driven gear 10b as the first output shaft 5. And a second switching mechanism S2 corresponding to the second shift switching mechanism of the present invention.

  On the other hand, on the second output shaft 6, a clutch hub 25 integrated with the center shaft 6 a of the second output shaft 6, between the reverse gear forming driven gear 13 b and the fourth speed forming driven gear 14 b, A hub sleeve 26 that is spline-fitted to the clutch hub 25 is disposed. Then, the hub sleeve 26 is moved to the reverse gear forming driven gear 13b side (left side in FIG. 1) and engaged with the spline 27 integrated with the reverse gear forming driven gear 13b, thereby forming the reverse gear. The driven gear 13b is connected to the central shaft 6a of the second output shaft 6 so as to be able to transmit power, and on the contrary, the hub sleeve 26 is moved to the fourth speed forming driven gear 14b side (right side in FIG. 1). The fourth speed forming driven gear 14b is connected to the central shaft 6a of the second output shaft 6 so as to be able to transmit power by engaging with a spline 28 integrated with the speed forming driven gear 14b. ing.

  Accordingly, the meshing clutch mechanism constituted by the clutch hub 25, the hub sleeve 26, and the splines 27 and 28 selectively selects the reverse gear 13b and the fourth gear 14b as the second output shaft 6. The mechanism is connected to the central shaft 6a so as to be able to transmit power, and constitutes a third switching mechanism S3 corresponding to the third shift switching mechanism of the present invention.

  A clutch hub 29 integrated with the center shaft 6a of the second output shaft 6 between the first speed-forming driven gear 15b and the output gear 16 on the second output shaft 6, and the clutch hub A hub sleeve 30 that is spline-fitted to 29 is disposed. Then, the hub sleeve 30 is moved to the first speed forming driven gear 15b side (left side in FIG. 1) and engaged with the spline 31 integrated with the first speed forming driven gear 15b. The first speed forming driven gear 15b is connected to the central shaft 6a of the second output shaft 6 so as to be able to transmit power. On the contrary, the hub sleeve 30 is moved to the output gear 16 side (right side in FIG. By engaging with the integrated spline 32, the output gear 16 is connected to the central shaft 6a of the second output shaft 6 so that power can be transmitted.

  Therefore, the meshing clutch mechanism constituted by the clutch hub 29, the hub sleeve 30, and the splines 31 and 32 selectively causes the first speed forming driven gear 15b and the output gear 16 to be the center shaft 6a of the second output shaft 6. This is a mechanism that is coupled so as to be able to transmit power, and constitutes a fourth switching mechanism S4 corresponding to the shaft state switching mechanism of the present invention.

  Thus, the second output shaft 6 is composed of the central shaft 6a and the output gear 16, that is, the idle gear 16, and the fourth switching mechanism S4, that is, the shaft state switching mechanism S4. The first speed forming driven gear 15b is selectively connected to the center shaft 6a so as to be able to transmit power, whereby the output torque of the power source 1 transmitted through the second input shaft 4 is output from the output gear 16 to the output member. (Differential) The output shaft state to be directly output to 12 and the output torque of the power source 1 transmitted via the first input shaft 3 and the first speed gear pair 15 via the second input shaft 4 are output to the first output shaft. 5 is configured as an output shaft corresponding to the secondary shaft combined output shaft of the present invention capable of selectively setting the secondary shaft state to be transmitted to 5.

  Further, as described above, when the second output shaft 6, that is, the countershaft output shaft 6 is set to the subshaft state, the first speed gear pair 15 transmits the output torque of the power source 1 to the first input shaft 3. To the second output shaft 6 is constructed as a gear pair corresponding to the countershaft input gear pair of the present invention.

  In the transmission TM configured as shown in FIG. 1, six forward speeds and two reverse speeds can be set. FIG. 2 shows the engagement / release states of the clutches C1 and C2 and the switching mechanisms S1, S2, S3, and S4 for setting these shift speeds. In FIG. 2, “L” indicates a state in which each hub sleeve 18, 22, 26, 30 of each switching mechanism S1, S2, S3, S4 is engaged with a gear located on the left side of FIG. "R" indicates a state in which each hub sleeve 18, 22, 26, 30 of each switching mechanism S1, S2, S3, S4 is engaged with a gear located on the right side of FIG. “N” indicates a state where a neutral (off) position where no gear is engaged is set. Also, the ● mark indicates the state of engaging and transmitting torque, the ○ mark indicates the state where it is essential to set the neutral position, and the Δ mark indicates the state of engaging and waiting for the downshift. , ▽ marks indicate a state of engaging and waiting for an upshift. A blank indicates a released state.

  Hereinafter, each gear stage will be described. In the forward first speed, the hub sleeve 18 of the first switching mechanism S1 is positioned on the left side in FIG. 1, the second speed-forming driven gear 7b is connected to the first output shaft 5, and the hub of the third switching mechanism S3. 1, the fourth speed forming driven gear 14b is connected to the central shaft 6a of the second output shaft 6, and the fourth switching mechanism S4, that is, the hub sleeve 30 of the shaft state switching mechanism S4. Is positioned on the left side of FIG. 1, the first speed forming driven gear 15b is connected to the central shaft 6a of the second output shaft 6, and the first clutch C1 is engaged in this state. The second switching mechanism S2 is set to the neutral position.

  Therefore, at the first forward speed, as indicated by a thick line in FIG. 3, the output torque of the power source 1 transmitted through the first clutch C1 is transmitted from the first input shaft 3 to the first speed gear pair 15, that is, the auxiliary gear. Via the shaft input gear pair 15 and the fourth switching mechanism (shaft state switching mechanism) S4, the fourth speed change mechanism (shaft state switching mechanism) S4 connects the first speed forming driven gear 15b and the central shaft 6a. As a result, it is transmitted to the second output shaft (sub shaft combined output shaft) 6 set in the sub shaft state, and further from the second output shaft (sub shaft combined output shaft) 6 to the third switching mechanism S3 and the fourth speed gear. The signal is transmitted to the second input shaft 4 via the pair 14 and transmitted from the second input shaft 4 to the first output shaft 5 via the second speed gear pair 7 and the first switching mechanism S1. As a result, each of the first speed gear pair 15 and the second speed gear pair 7 performs a speed reducing action, and the first speed with the largest speed ratio is set in the forward gear.

  An upshift from the first speed to the second speed is executed by gradually engaging the second clutch C2 while gradually releasing the first clutch C1 from the forward first speed state. In the forward second speed, as indicated by a thick line in FIG. 4, the output torque of the power source 1 transmitted through the second clutch C2 is transferred from the second input shaft 4 to the second speed gear pair 7 and the first switching. It is transmitted to the first output shaft 5 via the mechanism S1. As a result, only the second speed gear pair 7 performs a speed reducing action and transmits torque, so that the second forward speed is smaller than the first speed.

  In this second forward speed state, the hub sleeve 22 of the second switching mechanism S2 is positioned on the left side of FIG. 1 and the third speed forming driven gear 9b is connected to the first output shaft 5, This is a standby state for upshifting to the third speed, that is, a so-called preshift (preupshift) state. Accordingly, the third forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1 in this state. At the forward third speed, as indicated by a thick line in FIG. 5, the output torque of the power source 1 transmitted via the first clutch C1 is changed from the first input shaft 3 to the third speed gear pair 9 and the second switching. It is transmitted to the first output shaft 5 via the mechanism S2. In this case, since the gear ratio of the third speed gear pair 9 is set to be smaller than the gear ratio of the second speed gear pair 7, the third speed becomes smaller than the second speed.

  In this state of the second forward speed, the hub sleeve 22 of the second switching mechanism S2 is positioned on the right side of FIG. 1 and the fifth speed forming driven gear 10b is connected to the first output shaft 5. Thus, a standby state (pre-upshift state) for so-called jump shift upshift to the fifth speed is set.

  In this third forward speed state, the hub sleeve 26 of the third switching mechanism S3 is positioned on the right side of FIG. 1, and the fourth speed forming driven gear 14b is connected to the central shaft 6a of the second output shaft 6, Further, the hub sleeve 30 of the fourth switching mechanism (shaft state switching mechanism) S4 is positioned on the right side of FIG. 1 and the output gear 16 is connected to the central shaft 6a of the second output shaft 6, whereby the fourth speed. It becomes a standby state (pre-upshift) for upshifting. Accordingly, in this state, the fourth forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2. In the forward fourth speed, as shown by a thick line in FIG. 6, the output torque of the power source 1 transmitted via the second clutch C2 is transmitted from the second input shaft 4 to the fourth speed gear pair 14 and the third switching. The second output shaft (secondary gear) set to the output shaft state by connecting the output gear (spinning gear) 16 and the center shaft 6a by the fourth switching mechanism (shaft state switching mechanism) S4 via the mechanism S3. Shaft output shaft) 6. In this case, since the gear ratio of the fourth speed gear pair 14 is set to be smaller than the gear ratio of the third speed gear pair 9, the fourth speed is smaller than the third speed.

  In this third forward speed state, the hub sleeve 18 of the first switching mechanism S1 is positioned on the right side of FIG. 1 and the sixth speed forming driven gear 8b is connected to the first output shaft 5. Thus, a standby state (pre-upshift state) for so-called jump shift upshift to the sixth speed is established.

  Here, the gear ratio of the first speed gear pair 15, that is, the countershaft input gear pair 15, is the ratio of the forward first speed to the forward second speed, that is, the forward first speed and the forward speed. It is configured to have a value obtained by multiplying a so-called speed ratio step between the second speed and the speed ratio of the forward fourth speed. Therefore, by adjusting the distance between the shafts between the input shafts 3 and 4 and the second output shaft 6, the gear ratio step between the first forward speed and the second forward speed can be easily performed, and the fourth speed. The gear ratio can be changed. In other words, it is possible to secure the degree of freedom in setting the gear ratio step between the first forward speed and the second forward speed and the speed ratio of the fourth speed.

  In the state of the fourth forward speed, the hub sleeve 22 of the second switching mechanism S2 is positioned on the right side in FIG. 1 and the fifth gear forming driven gear 10b is connected to the first output shaft 5, A standby state (pre-upshift) for upshifting to the fifth speed is established. Accordingly, the fifth forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1 in this state. In the forward fifth speed, as shown by a thick line in FIG. 7, the output torque of the power source 1 transmitted via the first clutch C1 is changed from the first input shaft 3 to the fifth speed gear pair 10 and the second switching. It is transmitted to the first output shaft 5 via the mechanism S2. In this case, since the gear ratio of the fifth speed gear pair 10 is set smaller than the gear ratio of the fourth speed gear pair 14, the fifth speed is smaller than the fourth speed.

  In the forward fifth speed state, the hub sleeve 18 of the first switching mechanism S1 is positioned on the right side of FIG. 1 and the sixth speed forming driven gear 8b is connected to the first output shaft 5, A standby state (pre-upshift) for upshifting to the sixth speed is established. Accordingly, in this state, the sixth forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2. In the forward sixth speed, as shown by a thick line in FIG. 8, the output torque of the power source 1 transmitted through the second clutch C2 is transmitted from the second input shaft 4 to the sixth speed gear pair 8 and the first switching. It is transmitted to the first output shaft 5 via the mechanism S1. In this case, since the gear ratio of the sixth speed gear pair 8 is set to be smaller than the gear ratio of the fifth speed gear pair 10, the sixth speed is smaller than the fifth speed.

  As described above, in the transmission TM configured as shown in FIG. 1, when the sixth forward speed, which is the highest forward speed in the transmission TM, is set, the output torque of the power source 1 is the second input shaft. 4 is transmitted to the first output shaft 5 via the sixth speed gear pair 8 and the first switching mechanism S1, and is directly output from the first output shaft 5 to the output member 12. That is, when the sixth forward speed, which is the highest speed stage of forward movement, is set, the output torque of the power source 1 is configured as a secondary shaft combined output shaft in which the output shaft state and the secondary shaft state are selectively set. The second output shaft 6 is not transmitted. Therefore, the output torque of the power source 1 passes through the plurality of gear pairs when the maximum forward speed, that is, the sixth forward speed, which is set at a high vehicle speed at which particularly low fuel consumption is required, is set. By avoiding an increase in power loss due to transmission to the output member, that is, by transmitting the output torque of the power source 1 to the output member 12 via as few gear pairs as possible, the highest speed stage of forward movement The power transmission efficiency at the time of setting can be improved.

  In the case of a downshift, the clutches C1 and C2 and the switching mechanisms S1, S2, S3, and S4 may be operated in the opposite manner to the upshift described above. In other words, in the state of forward sixth speed, the hub sleeve 22 of the second switching mechanism S2 is positioned on the right side of FIG. 1 and the fifth speed forming driven gear 10b is connected to the first output shaft 5. Then, the vehicle enters a standby state (pre-downshift) for downshifting to the fifth speed. Accordingly, the fifth forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1 in this state.

  In this sixth forward speed state, the hub sleeve 22 of the second switching mechanism S2 is positioned on the left side of FIG. 1 and the third speed forming driven gear 9b is connected to the first output shaft 5. Thus, a standby state (pre-downshift state) for so-called jump shift downshift to the third speed is set.

  Further, in the state of the fifth forward speed, the hub sleeve 26 of the third switching mechanism S3 is positioned on the right side in FIG. 1 to connect the fourth speed forming driven gear 14b to the central shaft 6a of the second output shaft 6. The hub sleeve 30 of the fourth switching mechanism (shaft state switching mechanism) S4 is positioned on the right side of FIG. 1 and the output gear (idling gear) 16 is connected to the central shaft 6a of the second output shaft 6. Thus, a standby state (pre-downshift) for downshifting to the fourth speed is established. Accordingly, in this state, the fourth forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2.

  In this forward fifth speed state, the hub sleeve 18 of the first switching mechanism S1 is positioned on the left side of FIG. 1 and the second speed forming driven gear 7b is connected to the first output shaft 5. Thus, a standby state (pre-downshift state) for downshifting of the so-called jump shift to the second speed is established.

  Further, in the fourth forward speed state, the hub sleeve 22 of the second switching mechanism S2 is positioned on the left side of FIG. 1 and the third speed forming driven gear 9b is connected to the first output shaft 5. Then, a standby state (pre-downshift) for downshifting to the third speed is set. Accordingly, the third forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1 in this state.

  Further, in the state of the third forward speed, the hub sleeve 18 of the first switching mechanism S1 is positioned on the left side of FIG. 1 and the second speed forming driven gear 7b is connected to the first output shaft 5. Then, a standby state (pre-downshift) for downshifting to the second speed is established. Accordingly, in this state, the second forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2.

  Then, in the forward second speed state, the hub sleeve 26 of the third switching mechanism S3 is positioned on the right side of FIG. 1 to connect the fourth speed forming driven gear 14b to the central shaft 6a of the second output shaft 6. In addition, by positioning the hub sleeve 30 of the fourth switching mechanism S4 on the left side of FIG. 1 and connecting the first speed-forming driven gear 15b to the central shaft 6a of the second output shaft 6, the first speed It becomes a standby state (pre-downshift) for downshift to. Accordingly, in this state, the first forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1.

  As described above, according to the transmission TM having the configuration shown in the first embodiment, the first clutch C1 and the first clutch C1 can be used regardless of whether the forward shift speed is set or the upshift or the downshift. A predetermined forward shift speed is set by switching the engagement / release state of the second clutch C2 gradually and alternately so that the engagement / release states are opposite to each other. That is, when the transmission TM is upshifted or downshifted from a predetermined forward shift stage to a preceding or subsequent shift stage, the engagement / release states of the first clutch C1 and the second clutch C2 are opposite to each other. The first clutch C1 and the second clutch C2 are not released at the same time, that is, the power transmission between the power source 1 and the input shafts 3 and 4 is not interrupted. Shifting can be performed. Therefore, the so-called torque loss at the time of shifting can be prevented, and the power performance of the transmission TM can be improved.

  Next, the reverse gear will be described. As described above, in the transmission TM configured as shown in FIG. 1, two reverse speeds of the reverse first speed and the reverse second speed can be set. First, in the first reverse speed, the hub sleeve 26 of the third switching mechanism S3 is positioned on the left side of FIG. 1, the reverse gear forming driven gear 13b is connected to the center shaft 6a of the second output shaft 6, and The hub sleeve 30 of the four switching mechanism (shaft state switching mechanism) S4 is positioned on the right side of FIG. 1, and the output gear (idling gear) 16 is connected to the central shaft 6a of the second output shaft 6, and in this state the first It is set by engaging the two clutch C2. The first switching mechanism S1 is set to the neutral position.

  Therefore, at the first reverse speed, as indicated by a thick line in FIG. 9, the output torque of the power source 1 transmitted through the second clutch C2 is transmitted from the second input shaft 4 to the reverse gear 13 and the third gear. Through the switching mechanism S3, the output gear (spinning gear) 16 and the central shaft 6a are connected by the fourth switching mechanism (shaft state switching mechanism) S4 to the second output shaft (set to the output shaft state). This is transmitted to the countershaft output shaft 6.

  On the other hand, in the second reverse speed, the hub sleeve 18 of the first switching mechanism S1 is positioned on the left side in FIG. 1 to connect the second speed-forming driven gear 7b to the first output shaft 5 and the third switching mechanism S3. The hub sleeve 26 is positioned on the left side of FIG. 1, the reverse gear 13b is connected to the central shaft 6a of the second output shaft 6, and the hub sleeve 30 of the fourth switching mechanism (shaft state switching mechanism) S4. Is positioned on the left side of FIG. 1, the first speed forming driven gear 15b is connected to the central shaft 6a of the second output shaft 6, and the first clutch C1 is engaged in this state. The second switching mechanism S2 is set to the neutral position.

  Therefore, at the second reverse speed, as indicated by a thick line in FIG. 10, the output torque of the power source 1 transmitted through the first clutch C1 is transmitted from the first input shaft 3 to the first speed gear pair 15 and the first gear. The first speed-forming driven gear 15b and the center shaft 6a are connected to each other by the fourth switching mechanism (shaft state switching mechanism) S4 via the four switching mechanism (shaft state switching mechanism) S4 to set the output shaft state. The second output shaft (sub shaft combined output shaft) 6 is transmitted to the second output shaft (sub shaft combined output shaft) 6 via the third switching mechanism S 3 and the reverse gear pair 13. It is transmitted to the shaft 4 and transmitted from the second input shaft 4 to the first output shaft 5 via the second speed gear pair 7 and the first switching mechanism S1. In this case, torque is transmitted from the drive gear 15a to the driven gear 15b by the first speed gear pair 15 with respect to the gear ratio when the reverse gear 13 transmits torque from the drive gear 13a to the driven gear 13b. By appropriately setting the gear ratio in the case of transmission and the gear ratio in the case of transmitting torque from the drive gear 7a to the driven gear 7b in the second speed gear pair 7, the reverse second speed is set as described above. For the first reverse speed, the gear ratio can be made smaller, or the gear ratio can be made larger.

(Second embodiment)
FIG. 11 is a skeleton diagram showing a second embodiment of the configuration of the transmission TM according to the present invention. This second embodiment is an electric motor capable of powering control and regenerative control, that is, an electric motor having a function as a generator, with respect to the transmission TM in the first embodiment having the configuration shown in FIG. Are concatenated. Therefore, since the configuration other than the connecting portion between the electric motor and the transmission TM is the same as the configuration shown in FIG. 1, the same reference numerals as those in FIG. Omitted.

  In FIG. 11, a motor / generator 33 having both a function as an electric motor and a function as a generator is connected to a first output shaft 5 through an MG gear pair 34 in a state where power can be transmitted at all times. Specifically, the MG input / output gear 34a provided integrally with the rotating shaft 33a of the motor / generator 33 and the MG input / output provided integrally with the end of the first output shaft 5 opposite to the output gear 11 are provided. The gear 34b is always meshed with the idle gear 34c. That is, the motor / generator 33 and the first output shaft 5 are coupled so as to be able to transmit power at all times.

  Further, as shown in FIG. 12, the transmission TM in the second embodiment includes a motor / generator 33 and a first output shaft 5 to which the motor / generator 33 is coupled via an MG gear pair 34. The differential 12, that is, the drive shaft 12 b of the output member 12 is disposed above (the upper side in FIG. 12).

  The transmission TM in each of the embodiments is an example configured as a transmission for an FF (front engine / front drive) vehicle, and in that case, above the differential 12 (in a state where the transmission TM is mounted on the vehicle). In general, there is a predetermined space. Therefore, as described above, the motor / generator 33 and the first output shaft 5 are arranged above the drive shaft 12b of the differential 12 so that the empty space above the differential 12 can be used effectively. The structure of the transmission TM on which the transmission 33 is mounted can be made compact, and the mounting property of the transmission TM on the vehicle can be improved.

  In the transmission TM having the configuration shown in the second embodiment, six forward speeds and two reverse speeds are set in the same manner as the transmission TM having the configuration shown in the first embodiment. can do. The engagement / release states of the clutches C1 and C2 and the switching mechanisms S1, S2, S3, and S4 for setting these shift speeds are also shown in the chart of FIG. 2 as in the first embodiment. It is shown. Therefore, detailed description of each gear position is omitted here.

  As described above, according to the transmission TM having the configuration shown in the second embodiment, the motor / generator 33 capable of power running / regeneration control is connected to the output shaft other than the output shaft 6 serving as the auxiliary shaft, that is, the output member 12. The motor generator 33 is caused to power by being connected to the first output shaft 5 that is always connected to transmit power so that the power can be transmitted constantly, and the output torque of the motor generator 33 is supplied from the transmission TM. It can always be added to the output. Further, when torque is input to the transmission TM from the output member 12 side, the motor / generator 33 can be constantly regeneratively controlled by receiving the torque. In other words, the motor / generator 33 transmits power to the first output shaft 5 at all times, that is, in all cases where the shift speeds that can be set by the transmission TM having six forward speeds and two reverse speeds are set. Connected as possible.

  Therefore, for example, torque compensation that compensates for a torque drop during a shift transition by the output torque of the motor / generator 33 or torque assist that adds the output torque of the motor / generator 33 when the output of the power source 1 is insufficient is provided in a timely manner. It can be carried out. Further, the regeneration efficiency by the motor / generator 33 can be improved, and as a result, the fuel consumption of a vehicle equipped with the transmission TM can be improved.

(Third embodiment)
FIG. 13 is a skeleton diagram showing a third embodiment of the configuration of the transmission TM according to the present invention. In the third embodiment, the connection position and connection state of the motor / generator 33 to the transmission TM are changed with respect to the transmission TM in the second embodiment having the configuration shown in FIG. The size of the transmission TM in the axial direction is reduced, and the power transmission state between the motor / generator 33 and the transmission TM can be transmitted and cut off. Therefore, since the configuration other than the connecting portion between the electric motor and the transmission TM is the same as that shown in FIGS. 1 and 11, the same reference numerals as those in FIGS. 1 and 11 are given to FIG. Detailed description thereof will be omitted.

  In FIG. 13, a motor / generator 33 having both a function as an electric motor and a function as a generator is connected to a first speed gear pair 15, that is, a countershaft input gear pair 15 in a state where power can be transmitted. Specifically, an MG input / output gear 35 integrally provided on the rotation shaft 33a of the motor / generator 33 and a first speed forming driven gear 15b of the first speed gear pair (secondary shaft input gear pair) 15 are provided. The gears are always meshed via an idle gear 36. That is, a first speed gear pair (secondary shaft input gear pair) 15 that is a transmission mechanism disposed between the first input shaft 3 and the second output shaft 6 and the motor / generator 33 are coupled so as to transmit power. ing.

  As described above, the first speed forming driven gear 15b of the first speed gear pair (secondary shaft input gear pair) 15 is supported on the center shaft 6a of the second output shaft 6 so as to be freely rotatable. The four-switching mechanism S4, that is, the shaft state switching mechanism S4, is configured to be selectively connected to the central shaft 6a of the second output shaft 6 so that power can be transmitted. Therefore, by operating the fourth switching mechanism (shaft state switching mechanism) S4, the state of the power transmission path between the motor / generator 33 and the transmission TM is selectively set to the connected state and the disconnected state. be able to.

  As described above, the motor generator 33 is connected to the first speed gear pair (secondary shaft input gear pair) 15 disposed between the first input shaft 3 and the second output shaft 6. Since it is not necessary to provide the MG gear pair 34 at the end of the first output shaft 5 as in the second embodiment shown in FIG. 11, compared with the configuration of the second embodiment. The size of the transmission in the axial direction can be reduced.

  In the transmission TM having the configuration shown in the third embodiment, as well as the transmission TM having the configuration shown in the first embodiment, six forward speeds and two reverse speeds are set. Can do. The engagement / disengagement states of the clutches C1, C2 and the switching mechanisms S1, S2, S3, S4 for setting these gear positions are shown in the chart of FIG. 2 as in the first embodiment. It is shown. Accordingly, detailed description of the engagement / release states of the clutches C1, C2 and the switching mechanisms S1, S2, S3, S4 is omitted here. On the other hand, the transmission TM having the configuration shown in the third embodiment, as described above, selects the motor / generator 33 as the transmission TM with respect to the transmission TM having the configuration shown in the first embodiment. It is the structure connected so that power transmission was possible. The connection / disconnection state of the motor / generator 33 and the transmission TM is shown in FIG. That is, FIG. 14 is obtained by adding the connection / disconnection state between the motor / generator 33 and the transmission TM to the chart of FIG. In FIG. 14, “□” indicates a state where the motor / generator 33 and the transmission TM are connected, that is, a state where the motor / generator 33 is connected to the transmission TM so as to be able to transmit power.

  Hereinafter, each shift stage will be described focusing on the connection relationship between the motor / generator 33 and the transmission TM. In the first forward speed, the hub sleeve 18 of the first switching mechanism S1 is positioned on the left side of FIG. 13 and the hub sleeve 26 of the third switching mechanism S3 is positioned on the right side of FIG. And the hub sleeve 30 of the fourth switching mechanism S4, that is, the shaft state switching mechanism S4, is positioned on the left side of FIG. 13 to connect the first speed forming driven gear 15b to the central shaft 6a of the second output shaft 6. In this state, the first clutch C1 is engaged. The second switching mechanism S2 is set to the neutral position.

  In the forward first speed, as shown by a thick line in FIG. 15, the output torque of the power source 1 transmitted through the first clutch C1 is transmitted from the first input shaft 3 to the first speed gear pair 15, that is, the countershaft input. The first speed forming driven gear 15b and the central shaft 6a are connected by the fourth switching mechanism (shaft state switching mechanism) S4 via the gear pair 15 and the fourth switching mechanism (shaft state switching mechanism) S4. It is transmitted to the second output shaft (sub shaft combined output shaft) 6 set in the counter shaft state, and further from the second output shaft (sub shaft combined output shaft) 6 to the third switching mechanism S3 and the fourth speed gear pair 14. Is transmitted to the second input shaft 4, and is transmitted from the second input shaft 4 to the first output shaft 5 via the second speed gear pair 7 and the first switching mechanism S1.

  At the first forward speed, as described above, the fourth switching mechanism (shaft state switching mechanism) S4 causes the first speed gear pair (secondary shaft input gear pair) 15 and the second output shaft (secondary shaft combined output shaft). ) 6 is connected to the motor generator 33 and the second output shaft (sub shaft combined output shaft) 6 via the first speed gear pair (sub shaft input gear pair) 15. Are coupled so that power can be transmitted.

  By gradually releasing the first clutch C1 from the forward first speed state and gradually engaging the second clutch C2, an upshift from the first speed to the second speed is executed. That is, as shown in FIG. 16, the first forward speed state also serves as a standby state for upshifting from the first forward speed to the second forward speed, a so-called pre-shift (pre-up shift) state. Yes.

  Therefore, in the first forward speed and the pre-upshift between the first forward speed and the second forward speed, the first output of the motor / generator 33 and the transmission TM is indicated by the dotted line in FIGS. The shaft 5 is connected to a state where power can be transmitted. For this reason, in the first forward speed and the pre-upshift between the first forward speed and the second forward speed, the motor generator 33 is controlled by power running, thereby enabling torque assist by the output torque of the motor generator 33. Become. Further, by regenerative control of the motor / generator 33, it is possible to regenerate energy of torque input from the output member 12 side to the transmission TM.

  In the forward second speed state set by gradually engaging the second clutch C2 while gradually releasing the first clutch C1 from the forward first speed state, as shown by the thick line in FIG. The output torque of the power source 1 transmitted through the second clutch C2 is transmitted from the second input shaft 4 to the first output shaft 5 through the second speed gear pair 7 and the first switching mechanism S1.

  Then, at the second forward speed, as shown in FIG. 17, the fourth switching mechanism (shaft state switching mechanism) S4 is set to the released state, thereby transmitting power between the motor / generator 33 and the transmission TM. Can be cut off.

  As shown in FIG. 18, the hub sleeve 26 of the third switching mechanism S3 is positioned on the left side of FIG. 13, and the reverse gear 13b is connected to the central shaft 6a of the second output shaft 6, and The hub sleeve 30 of the fourth switching mechanism (shaft state switching mechanism) S4 is positioned on the left side of FIG. 13 and the first speed-forming driven gear 15b is connected to the central shaft 6a of the second output shaft 6, thereby As indicated by a dotted line in FIG. 18, the motor / generator 33 and the first output shaft 5 of the transmission TM can be coupled to each other in a state where power can be transmitted. Therefore, at the second forward speed, torque assist by the output torque of the motor / generator 33 and energy regeneration of the torque input from the output member 12 to the transmission TM can be performed.

  At the second forward speed, as described above, the hub sleeve 26 of the third switching mechanism S3 is positioned on the left side of FIG. 13 and the reverse gear 13b is driven to the central shaft 6a of the second output shaft 6. Alternatively, the hub sleeve 26 of the third switching mechanism S3 is positioned on the right side of FIG. 13 and the fourth speed forming driven gear 14b is connected to the central shaft 6a of the second output shaft 6 instead of the connection. The motor / generator 33 and the transmission TM can be coupled to each other in a state where power can be transmitted.

  In the state of the second forward speed, the hub sleeve 22 of the second switching mechanism S2 is positioned on the left side of FIG. 13 and the third speed forming driven gear 9b is connected to the first output shaft 5. Then, a standby state (pre-upshift) for upshifting to the third speed is set. In the pre-upshift to the forward third speed, as indicated by a dotted line in FIG. 19, the motor / generator 33 and the first output shaft 5 of the transmission TM are connected in a state where power can be transmitted. Therefore, in the pre-up shift to the first forward speed and the second forward speed, torque assist by the output torque of the motor / generator 33 and energy regeneration of torque input to the transmission TM from the output member 12 side are possible. become.

  In the pre-up shift to the forward third speed, as described above, the hub sleeve 22 of the second switching mechanism S2 is positioned on the left side of FIG. 13 and the third speed forming driven gear 9b is moved to the second output shaft. In place of connecting to the center shaft 6a of the sixth gear, the hub sleeve 22 of the second switching mechanism S2 is positioned on the right side of FIG. In this way, the motor / generator 33 and the transmission TM can be connected in a state where power can be transmitted.

  The third forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1 in the state of the pre-upshift to the third forward speed. In the third forward speed, as shown by a thick line in FIG. 20, the output torque of the power source 1 transmitted via the first clutch C1 is changed from the first input shaft 3 to the third speed gear pair 9 and the second switching. It is transmitted to the first output shaft 5 via the mechanism S2.

  At the third forward speed, as described above, the second switching mechanism S2 causes the first speed gear pair (secondary shaft input gear pair) 15 and the third speed gear pair 9 and the first output shaft 5 to be powered. By being connected so as to be able to transmit, the motor generator 33 and the first speed gear pair 9 and the first speed gear pair 9 and the first speed gear pair 9 and the first speed gear pair 9 are shown in FIG. The output shaft 5 is connected to be able to transmit power.

  Therefore, at the third forward speed, torque assist by the output torque of the motor / generator 33 and energy regeneration of torque input from the output member 12 to the transmission TM can be performed.

  In this forward third speed state, the hub sleeve 26 of the third switching mechanism S3 is positioned on the right side of FIG. 13 to connect the fourth speed forming driven gear 14b to the central shaft 6a of the second output shaft 6, Further, the hub sleeve 30 of the fourth switching mechanism (shaft state switching mechanism) S4 is positioned on the right side of FIG. 13 and the output gear 16 is connected to the central shaft 6a of the second output shaft 6 so that the fourth speed is achieved. It becomes a standby state (pre-upshift) for upshifting. In the pre-upshift to the forward fourth speed, as shown by a dotted line in FIG. 21, the motor / generator 33 and the first output shaft 5 of the transmission TM are connected in a state where power can be transmitted. Therefore, in the pre-upshift to the fourth forward speed, torque assist by the output torque of the motor / generator 33 and energy regeneration of torque input from the output member 12 to the transmission TM can be performed.

  In this forward third speed state, the hub sleeve 18 of the first switching mechanism S1 is positioned on the right side of FIG. 13 and the sixth speed forming driven gear 8b is connected to the first output shaft 5. Thus, a standby state (pre-upshift) for upshifting to the sixth speed is established. In the pre-upshift to the forward sixth speed, the motor / generator 33 and the first output shaft 5 of the transmission TM are connected to each other in a state where power can be transmitted, as indicated by a dotted line in FIG. Therefore, also in the pre-up shift to the forward sixth speed, the torque assist by the output torque of the motor / generator 33 and the shift from the output member 12 side are performed as in the case of the pre-up shift to the forward fourth speed. Energy regeneration of torque input to the machine TM becomes possible.

  The fourth forward speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2 in the state of the pre-upshift to the fourth forward speed. In the forward fourth speed, as shown by a thick line in FIG. 23, the output torque of the power source 1 transmitted via the second clutch C2 is transmitted from the second input shaft 4 to the fourth speed gear pair 14 and the third switching. This is transmitted to the second output shaft (sub shaft combined output shaft) 6 set in the output shaft state via the mechanism S3.

  In this forward fourth speed, as shown in FIG. 23, the hub sleeve 30 of the fourth switching mechanism (shaft state switching mechanism) S4 is positioned on the right side of FIG. 13, and the output gear (idling gear) 16 is the second gear. By being connected to the center shaft 6a of the output shaft 6, that is, the first speed-forming driven gear 15b is not connected to the center shaft 6a of the second output shaft 6, a first speed gear pair (secondary shaft input gear pair) ) The power transmission between the motor 15 and the central shaft 6a of the second output shaft 6 is cut off, so that the power transmission between the motor generator 33 and the transmission TM is cut off.

  In this forward fourth speed state, the hub sleeve 22 of the second switching mechanism S2 is positioned on the right side in FIG. 13 and the fifth speed forming driven gear 10b is connected to the first output shaft 5, A standby state (pre-upshift) for upshifting to the fifth speed is established. In the pre-upshift to the fifth forward speed, as shown by a dotted line in FIG. 24, the motor / generator 33 and the first output shaft 5 of the transmission TM are connected in a state where power can be transmitted. Therefore, in the pre-upshift to the fifth forward speed, the motor / generator 33 is controlled by power running, the torque assist by the output torque of the motor / generator 33 and the regenerative control of the motor / generator 33 are performed. Energy regeneration of torque input to the transmission TM from the 12 side can be performed.

  The fifth forward speed is set by gradually releasing the second clutch C2 and gradually engaging the first clutch C1 in the state of the pre-upshift to the fifth forward speed. In the forward fifth speed, as shown by a thick line in FIG. 25, the output torque of the power source 1 transmitted via the first clutch C1 is changed from the first input shaft 3 to the fifth speed gear pair 10 and the second switching. It is transmitted to the first output shaft 5 via the mechanism S2.

  At the fifth forward speed, as described above, the second switching mechanism S2 causes the first speed gear pair (secondary shaft input gear pair) 15, the first input shaft 3, the fifth speed gear pair 10, By being connected to the first output shaft 5 so as to be able to transmit power, the first speed gear pair (secondary shaft input gear pair) 15, the first input shaft 3 and the fifth speed are shown in FIG. The motor / generator 33 and the first output shaft 5 are connected via the gear pair 10 so that power can be transmitted.

  Therefore, at the fifth forward speed, torque assist by the output torque of the motor / generator 33 and energy regeneration of torque input from the output member 12 to the transmission TM are possible.

  In the state of the forward fifth speed, the hub sleeve 18 of the first switching mechanism S1 is positioned on the right side of FIG. 13 and the sixth speed forming driven gear 8b is connected to the first output shaft 5, A standby state (pre-upshift) for upshifting to the sixth speed is established. In the pre-upshift to the forward sixth speed, the motor / generator 33 and the first output shaft 5 of the transmission TM are connected to each other in a state where power can be transmitted, as indicated by a dotted line in FIG. Therefore, in the pre-up shift to the sixth forward speed, the torque assist by the output torque of the motor / generator 33 is input to the transmission TM from the output member 12 side as in the case of the fifth forward speed. Torque energy regeneration is possible.

  The forward sixth speed is set by gradually releasing the first clutch C1 and gradually engaging the second clutch C2 in the state of the pre-upshift to the forward sixth speed. In the forward sixth speed, as shown by a thick line in FIG. 27, the output torque of the power source 1 transmitted via the second clutch C2 is transmitted from the second input shaft 4 to the sixth speed gear pair 8 and the first switching. It is transmitted to the first output shaft 5 via the mechanism S1.

  In the forward sixth speed, as shown in FIG. 27, the fourth switching mechanism (shaft state switching mechanism) S4 is set to the released state, so that power is transmitted between the motor / generator 33 and the transmission TM. Can be cut off. The sixth forward speed is the highest speed stage that is frequently set at a high vehicle speed at which particularly low fuel consumption is required. When the sixth forward speed is set, the motor generator 33 and the transmission TM are set as described above. By interrupting the power transmission between the motor and the generator 33, the loss caused by so-called rotation of the motor / generator 33 is avoided, the power transmission efficiency is improved, and the fuel efficiency of the vehicle equipped with the transmission TM and the motor / generator 33 is improved. Can be made.

  As shown in FIG. 28, the hub sleeve 26 of the third switching mechanism S3 is positioned on the left side of FIG. 13, and the reverse gear 13b is connected to the central shaft 6a of the second output shaft 6, and The hub sleeve 30 of the fourth switching mechanism (shaft state switching mechanism) S4 is positioned on the left side of FIG. 13 and the first speed-forming driven gear 15b is connected to the central shaft 6a of the second output shaft 6, thereby As indicated by a dotted line in FIG. 28, the motor / generator 33 and the first output shaft 5 of the transmission TM can be connected in a state where power can be transmitted. Therefore, at the sixth forward speed, torque assist by the output torque of the motor / generator 33 and energy regeneration of torque input from the output member 12 side to the transmission TM can be performed.

  At the sixth forward speed, as described above, the hub sleeve 26 of the third switching mechanism S3 is positioned on the left side of FIG. 13 and the reverse gear 13b is driven to the central shaft 6a of the second output shaft 6. Alternatively, the hub sleeve 26 of the third switching mechanism S3 is positioned on the right side of FIG. 13 and the fourth speed forming driven gear 14b is connected to the central shaft 6a of the second output shaft 6 instead of the connection. The motor / generator 33 and the transmission TM can be coupled to each other in a state where power can be transmitted.

  In the case of downshifting, the clutches C1, C2 and the switching mechanisms S1, S2, S3, S4 can be operated in the opposite manner to the upshifting described above, as in the first embodiment. That's fine. Therefore, detailed description thereof is omitted here.

  Next, the reverse gear will be described. Similar to the first embodiment described above, the transmission TM having the configuration shown in FIG. 13 can set two reverse speeds of reverse first speed and reverse second speed. First, at the first reverse speed, as shown by a thick line in FIG. 30, the output torque of the power source 1 transmitted via the second clutch C2 is transmitted from the second input shaft 4 to the reverse gear pair 13 and the third switching gear. The second output shaft (secondary gear) set to the output shaft state by connecting the output gear (spinning gear) 16 and the center shaft 6a by the fourth switching mechanism (shaft state switching mechanism) S4 via the mechanism S3. Shaft output shaft) 6.

  In the first reverse speed, as shown in FIG. 30, the hub sleeve 30 of the fourth switching mechanism (shaft state switching mechanism) S4 is positioned on the right side of FIG. 13, and the output gear (idling gear) 16 is the second gear. By being connected to the center shaft 6a of the output shaft 6, that is, the first speed-forming driven gear 15b is not connected to the center shaft 6a of the second output shaft 6, a first speed gear pair (secondary shaft input gear pair) ) The power transmission between the motor 15 and the central shaft 6a of the second output shaft 6 is cut off, so that the power transmission between the motor generator 33 and the transmission TM is cut off.

  In the state of the first reverse speed, the hub sleeve 22 of the second switching mechanism S2 is positioned on the left side of FIG. 13 and the third speed forming driven gear 9b is connected to the first output shaft 5, so that FIG. As shown by a dotted line, the motor / generator 33 and the first output shaft 5 of the transmission TM are connected to each other in a state where power can be transmitted. Therefore, at the first reverse speed, torque assist by the output torque of the motor / generator 33 and energy regeneration of torque input from the output member 12 to the transmission TM are possible.

  In this reverse first speed, as described above, the hub sleeve 22 of the second switching mechanism S2 is positioned on the left side of FIG. 13 to connect the third speed-forming driven gear 9b to the first output shaft 5. In addition, the speed change between the motor / generator 33 and the motor / generator 33 can also be achieved by positioning the hub sleeve 22 of the second switching mechanism S2 on the right side of FIG. 13 and connecting the fifth speed-forming driven gear 10b to the first output shaft 5. The machine TM can be connected in a state where power can be transmitted.

  On the other hand, at the second reverse speed, as shown by a thick line in FIG. 32, the output torque of the power source 1 transmitted through the first clutch C1 is transmitted from the first input shaft 3 to the first speed gear pair 15 and the fourth gear. It is transmitted to the second output shaft (secondary shaft / shaft output shaft) 6 via the switching mechanism (shaft state switching mechanism) S4, and further from the second output shaft (secondary shaft / shaft output shaft) 6 to the third switching mechanism S3 and the reverse drive. It is transmitted to the second input shaft 4 through the stepped gear pair 13 and transmitted from the second input shaft 4 to the first output shaft 5 through the second speed gear pair 7 and the first switching mechanism S1.

  In the second reverse speed, as described above, the third switching mechanism S3 and the fourth switching mechanism (shaft state switching mechanism) S4 and the second output gear pair (secondary shaft input gear pair) 15 and the second output. As shown by a dotted line in FIG. 32, the shaft (secondary shaft output shaft) 6, the reverse gear pair 13, the second speed gear pair 7, and the first output shaft 5 are connected so as to be able to transmit power. In addition, the motor generator 33 and the first output shaft 5 are connected via the first speed gear pair (secondary shaft input gear pair) 15, the second output shaft (secondary shaft combined output shaft) 6 and the second speed gear pair 7. Are coupled so that power can be transmitted.

  Accordingly, in the second reverse speed, torque assist by the output torque of the motor / generator 33 and energy regeneration of torque input from the output member 12 to the transmission TM can be performed.

  Thus, according to the transmission TM having the configuration shown in the third embodiment, the output torque of the power source 1 is transmitted from the first input shaft 3 to the second output shaft 6, that is, the countershaft output shaft 6. A motor / generator 33 is connected to the first speed gear pair 15 (secondary shaft input gear pair) 15 so that power can be transmitted. Therefore, all the shift speeds that can be set by the transmission TM including a so-called pre-shift state are obtained by appropriately controlling and operating the fourth switching mechanism (shaft state switching mechanism) S4 and the switching mechanisms S1, S2, and S3. On the other hand, the motor / generator 33 is connected to any one of the output shafts 5 (or 6) so that power can be transmitted, and torque assist or regeneration by the motor / generator 33 can be performed.

  Further, by connecting the motor / generator 33 to any one of the output shafts 5 (or 6) so as to be able to transmit power during so-called pre-shifting, the motor / generator is adapted to fluctuations in the output torque from the transmission TM during a shift transition. Torque compensation by 33 torque can be performed. Therefore, it is possible to prevent the occurrence of shock and uncomfortable feeling due to torque fluctuation during gear shifting, and improve the drivability of a vehicle equipped with the transmission TM.

  Then, when the maximum forward speed, that is, the sixth forward speed is set in the transmission TM, the power transmission between the motor generator 33 and the transmission TM is cut off, and the motor at the time of setting the sixth forward speed is set. -Loss due to the accompanying rotation of the generator 33 can be avoided to improve the power transmission efficiency of the transmission TM, and hence the fuel efficiency of the vehicle on which the transmission TM and the motor / generator 33 are mounted.

  The present invention is not limited to the specific examples described above. For example, in each of the specific examples described above, the output shafts 5 and 6 are arranged in parallel with the input shafts 3 and 4 so that power is output in a direction parallel to the center axis of the engine (the transmission shaft 2). Therefore, such a configuration is suitable for a vehicle of a type in which a so-called engine is placed horizontally. However, an output member is provided coaxially with each input shaft 3, 4, and the output member and each output shaft 5 are provided. 6 can be connected with a transmission mechanism such as a gear or a chain. With such a configuration, power can be output in the direction in which the axis of the engine is extended. The configuration is suitable for a vehicle.

  Further, the first clutch C1 and the second clutch C2 for inputting the output torque of the power source 1 may be arranged on either the power source 1 side or the opposite side of the power source 1 with respect to the gear train, and either These clutches may be arranged on the power source 1 side, the other clutches on the opposite side of the power source 1, and the clutches may be arranged on both sides of the gear train. In short, the arrangement of the components including the input clutch can be changed as necessary. Furthermore, in the present invention, a device incorporating a synchronization mechanism (synchronizer) having a taper ring or the like can be employed as the meshing clutch mechanism, that is, each switching mechanism S1, S2, S3, S4.

  Each transmission mechanism, that is, each gear pair 7, 8, 9, 10, 13, 14, 15 is not limited to a mechanism using gears. For example, a roller chain transmission device using a roller chain and a sprocket wheel, or a belt and a pulley. You may comprise by winding transmission mechanisms, such as a belt transmission apparatus.

  And each transmission mechanism should just be able to set an appropriate gear ratio, and the number of fixed gear ratios as a whole may be smaller than this, in addition to the eighth speed including the second reverse speed. Alternatively, on the contrary, it may be 8th speed or more, and may be a transmission mechanism in which the gear ratio continuously changes.

1 is a skeleton diagram showing a first embodiment of a transmission according to the present invention. FIG. 4 is a chart collectively showing engagement and disengagement states of a clutch and a shift switching mechanism for setting each of six forward speeds and two reverse speeds by the transmission of the first embodiment. FIG. 2 is a schematic diagram showing a torque transmission path at a first forward speed in the transmission shown in FIG. 1. FIG. 3 is a schematic diagram showing a torque transmission path at a second forward speed in the transmission shown in FIG. 1. FIG. 4 is a schematic diagram showing a torque transmission path at a third forward speed in the transmission shown in FIG. 1. FIG. 6 is a schematic diagram showing a torque transmission path at a fourth forward speed in the transmission shown in FIG. 1. FIG. 6 is a schematic diagram showing a torque transmission path at a forward fifth speed in the transmission shown in FIG. 1. FIG. 6 is a schematic diagram showing a torque transmission path at a sixth forward speed in the transmission shown in FIG. 1. FIG. 2 is a schematic diagram showing a torque transmission path at a reverse first speed in the transmission shown in FIG. 1. FIG. 2 is a schematic diagram showing a torque transmission path at a second reverse speed in the transmission shown in FIG. 1. It is a skeleton figure which shows the 2nd Example of the transmission which concerns on this invention. It is a schematic diagram which shows the arrangement | positioning relationship of each axis | shaft in the transmission shown in FIG. It is a skeleton figure which shows the 3rd Example of the transmission which concerns on this invention. The engagement and disengagement state of the clutch and the shift switching mechanism for setting each of the six forward speeds and the two reverse speeds by the transmission of the third embodiment, and the connection state of the motor and the transmission are summarized. It is a chart shown. FIG. 14 is a schematic diagram showing a torque transmission path at the first forward speed in the transmission shown in FIG. 13. FIG. 14 is a schematic diagram showing a torque transmission path in a pre-upshift state from the first forward speed to the second forward speed in the transmission shown in FIG. 13. FIG. 14 is a schematic diagram showing a torque transmission path at a second forward speed in the transmission shown in FIG. 13. It is a schematic diagram which shows the transmission path | route of the torque in the torque assist state by the electric motor in advance 2nd speed in the transmission shown in FIG. FIG. 14 is a schematic diagram showing a torque transmission path in a pre-upshift state from the second forward speed to the third forward speed in the transmission shown in FIG. 13. FIG. 14 is a schematic diagram showing a torque transmission path at a third forward speed in the transmission shown in FIG. 13. FIG. 14 is a schematic diagram showing a torque transmission path in a pre-upshift state from the third forward speed to the fourth forward speed in the transmission shown in FIG. 13. FIG. 14 is a schematic diagram showing a torque transmission path in a pre-upshift state from the third forward speed to the sixth forward speed in the transmission shown in FIG. 13. FIG. 14 is a schematic diagram showing a torque transmission path at the fourth forward speed in the transmission shown in FIG. 13. FIG. 14 is a schematic diagram showing a torque transmission path in a pre-upshift state from fourth forward speed to fifth forward speed in the transmission shown in FIG. 13. FIG. 14 is a schematic diagram showing a torque transmission path at the fifth forward speed in the transmission shown in FIG. 13. FIG. 14 is a schematic diagram showing a torque transmission path in a pre-upshift state from the fifth forward speed to the sixth forward speed in the transmission shown in FIG. 13. FIG. 14 is a schematic diagram illustrating a torque transmission path at a sixth forward speed in the transmission illustrated in FIG. 13. It is a schematic diagram which shows the transmission path of the torque in the torque assist state by the electric motor in forward 6th speed in the transmission shown in FIG. FIG. 14 is a schematic diagram showing a torque transmission path at the first reverse speed in the transmission shown in FIG. 13. It is a schematic diagram which shows the transmission path of the torque in the torque assist state by the electric motor in the reverse first speed in the transmission shown in FIG. It is a schematic diagram which shows the transmission path | route of the torque in reverse 2nd speed in the transmission shown in FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Power source, 3 ... 1st input shaft, 4 ... 2nd input shaft, 5 ... 1st output shaft, 6 ... 2nd output shaft (sub shaft combined output shaft), 6a ... Center shaft, 7, 8, 9 , 10, 13, 14 ... 2nd to 6th speed, reverse gear pair (transmission mechanism), 12 ... differential (output member), 12b ... drive shaft, 15 ... first gear pair (secondary shaft input gear pair) ), 16 ... Output gear (idling gear), 33 ... Motor / generator (electric motor), C1 ... First clutch, C2 ... Second clutch, S1, S2, S3 ... First to third switching mechanisms (switching for shifting) Mechanism), S4 ... fourth switching mechanism (shaft state switching mechanism), TM ... transmission.

Claims (14)

A plurality of clutches coupled to a transmission shaft for transmitting the output torque of the power source;
A plurality of input shafts connected to the output sides of the plurality of clutches to receive the output torque;
A plurality of output shafts for outputting the output torque transmitted from the input shaft to an output member;
A shift switching mechanism for selectively setting a plurality of transmission mechanisms arranged between the input shaft and the output shaft to a power transmission state;
In a multiple clutch transmission that sets a plurality of shift stages by controlling the plurality of clutches and the shift switching mechanism,
At least one of the output shafts is
An output shaft state that directly outputs the output torque transmitted through any of the input shafts to the output member;
A countershaft combined output shaft capable of setting a countershaft state in which the output torque transmitted via any one of the input shafts is transmitted to another output shaft via another input shaft;
A multi-clutch transmission comprising a shaft state switching mechanism that selectively switches the state of the output shaft serving as a countershaft between an output shaft state and a subshaft state. The plurality of transmission mechanisms are:
Including a plurality of gear pairs having different gear ratios including a counter shaft input gear pair for transmitting the output torque to the counter shaft / output shaft when the counter shaft / output shaft is set to the counter shaft state;
The secondary shaft combined output shaft is
A central shaft to which the gear pair is selectively connected to transmit power by the shift switching mechanism or the shaft state switching mechanism;
An idler gear connected to the output member so as to be able to transmit power and supported so as to be free to rotate on the central shaft, and to be selectively connected to the central shaft so that power can be transmitted by the shaft state switching mechanism. The multiple clutch transmission according to claim 1.   The shaft state switching mechanism sets the countershaft combined output shaft to the countershaft state by connecting the countershaft input gear pair and the central shaft, and connects the idler gear and the central shaft. The multi-clutch transmission according to claim 2, further comprising a mechanism that sets the output shaft serving as the auxiliary shaft to the output shaft state. The plurality of clutches include a first clutch and a second clutch,
The plurality of input shafts include a first input shaft and a second input shaft,
The first input shaft is connected to the output side of the first clutch, and transmits the output torque to the countershaft output shaft when the subshaft output shaft is set to the subshaft state. ,
The second input shaft is connected to the output side of the second clutch and is arranged coaxially with the first input shaft. When the auxiliary shaft serving as the auxiliary shaft is set to the auxiliary shaft state, the auxiliary input shaft is The output torque is transmitted from the shaft combined output shaft,
The plurality of output shafts are configured as first output shafts arranged parallel to the input shafts, parallel to the input shafts and the first output shafts, and configured as the output shafts serving as the auxiliary shafts. A second output shaft,
The plurality of transmission mechanisms include a first speed forming drive gear and a first speed forming driven gear, a first speed gear pair functioning as the countershaft input gear pair, a second speed forming drive gear, A second speed gear pair comprising a second speed forming driven gear; a third speed gear pair comprising a third speed forming drive gear and a third speed forming driven gear; and a fourth speed forming drive gear; A fourth speed gear pair comprising a fourth speed forming driven gear, a fifth speed gear pair comprising a fifth speed forming drive gear and a fifth speed forming driven gear, and a sixth speed forming drive gear; A sixth speed gear pair comprising a sixth speed forming driven gear; and a reverse gear pair comprising a reverse speed forming drive gear, a reverse speed forming driven gear and an idle gear;
The speed change switching mechanism includes a first speed change switching mechanism that selectively couples the second speed forming driven gear and the sixth speed forming driven gear to the first output shaft so as to be able to transmit power. A second speed change-over switching mechanism that connects the third speed forming driven gear and the fifth speed forming driven gear selectively to the first output shaft so as to be able to transmit power; the reverse gear forming driven gear; and the fourth gear. A third speed change-over switching mechanism that connects the speed-forming driven gear to the central shaft so as to selectively transmit power;
The shaft state switching mechanism includes a mechanism that selectively connects the first speed-forming driven gear and the idler gear to the central shaft so that power can be transmitted,
The second speed forming driven gear, the sixth speed forming driven gear, the third speed forming driven gear, and the fifth speed forming driven gear are idled on the first output shaft. The first speed change-over switching mechanism is disposed between the second speed forming driven gear and the sixth speed forming driven gear, and the third speed forming driven gear and the third speed forming driven gear. The second speed change-over switching mechanism is disposed between the fifth-speed driven gear and the fifth-speed driven gear;
The reverse gear forming driven gear, the fourth speed forming driven gear, the first speed forming driven gear, and the idle gear are supported on the second output shaft so as to be freely rotatable. In addition, the third speed change switching mechanism is disposed between the reverse gear forming driven gear and the fourth speed forming driven gear, and between the first speed forming driven gear and the idler gear. The shaft state switching mechanism is disposed,
The second speed forming drive gear and the reverse gear forming drive gear are shared,
The sixth speed forming drive gear and the fourth speed forming drive gear are shared,
The multi-clutch transmission according to claim 2 or 3, wherein the third speed forming drive gear and the first speed forming drive gear are shared. In the first speed which is the lowest forward speed among the plurality of shift speeds, the output torque is transmitted from the first input shaft to the first output shaft via the countershaft input gear pair, It is set by being transmitted from one output shaft to the second input shaft via the fourth speed gear pair and from the second input shaft to the second output shaft via the second speed gear pair. Shift stage,
The second speed is a shift stage that is set by transmitting the output torque from the second input shaft to the second output shaft through the second speed gear pair,
The fourth speed is a shift stage set by the output torque being transmitted from the second input shaft to the first output shaft via the fourth speed gear pair,
The gear ratio of the countershaft input gear pair is configured to be a value obtained by multiplying the ratio of the speed ratio of the first speed to the speed ratio of the second speed and the speed ratio of the fourth speed. The multiple clutch transmission according to claim 4.   The multi-clutch transmission according to any one of claims 1 to 5, wherein the output torque is not transmitted to the countershaft output shaft when the fastest forward speed among the plurality of shift speeds is set.   The power transmission is not interrupted between the power source and the plurality of input shafts when shifting from a predetermined forward shift stage to a preceding and succeeding shift stage among the plurality of shift stages. A multi-clutch transmission according to claim 1.   8. The plurality according to claim 1, wherein an electric motor having a function as a generator is connected to an output shaft other than the auxiliary shaft serving as the auxiliary shaft among the plurality of output shafts so that power can be transmitted constantly. Clutch transmission.   The multi-clutch transmission according to claim 8, wherein the electric motor and the output shaft to which the electric motor is connected are disposed above a drive shaft of the output member.   The multiple clutch according to any one of claims 1 to 7, wherein an electric motor having a function as a generator is connected to the transmission mechanism arranged between the output shaft and the input shaft so that power can be transmitted. Type transmission.   The multi-clutch transmission according to claim 10, wherein the electric motor is coupled to the transmission mechanism so that power can be transmitted in all cases where the plurality of shift speeds are set.   12. The plurality of motors according to claim 10, wherein the electric motor is coupled to the transmission mechanism so as to be able to transmit power when shifting from a predetermined forward shift stage to a preceding and succeeding shift stage among the plurality of shift stages. Clutch transmission.   The motor according to any one of claims 10 to 12, wherein the electric motor is configured to be able to cut off power transmission with the transmission mechanism when setting the highest forward speed among the plurality of shift speeds. A multi-clutch transmission according to claim 1.   The electric motor is coupled to a countershaft input gear pair that transmits the output torque to the countershaft combined output shaft when the countershaft combined output shaft is set to the countershaft state. The multiple clutch transmission according to any one of 10 to 13.

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