JP5321961B2 - transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission reducing a space occupied by a speed reduction mechanism and a speed increase mechanism and employed as a transmission for an automobile. <P>SOLUTION: This transmission includes: two pairs of gear elements; two pairs of clutches releasably coupling an input shaft, an output shaft and the two pairs of gear elements; a pair of noncircular gear elements; a clutch for the pair of noncircular gear elements releasably coupling the pair of noncircular gear elements between the input shaft and the output shaft; the speed reduction mechanism coupling in a rotation transmittable manner the first portion of the input shaft with one gear element of the pair of gear elements arranged and the second portion of the input shaft with one noncircular gear element of the pair of noncircular gear elements arranged; and the speed increase mechanism coupling in the rotation transmittable manner the first portion of the output shaft with the other gear element of the pair of gear elements arranged and the second portion of the output shaft with the other noncircular gear element of the pair of noncircular gear elements arranged. The speed reduction mechanism and speed increase mechanism are respectively provided with a plurality of gear shafts, and the gear shaft of the speed reduction mechanism and the gear shaft of the speed increase mechanism are arranged on a common axis. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a transmission.

  At present, a large number of transmissions capable of changing the reduction ratio in multiple stages, such as an automatic transmission of an automobile, have already been developed and are becoming established machines. In this automobile transmission, there is a problem of efficiently transmitting power when changing the reduction ratio.

  Normally, gear pairs with different reduction ratios cannot be meshed and rotated at the same time, so the reduction ratio cannot be changed while supporting the load without stopping the rotation. Also, in a transmission such as a normal automobile, the rotational speed of the gear to be fastened is different from that of the shaft before changing the reduction ratio. A large slip occurs between them, it is difficult to accurately transmit the rotation angle, and power transmission efficiency is also poor.

  Therefore, by using a pair of non-circular gear elements and a clutch, the reduction ratio can be changed while supporting the load without stopping the rotation, the rotation angle can be accurately transmitted, and the power can be transmitted efficiently. A transmission that can be used has been proposed (Patent Document 1). FIG. 6 is a mechanism diagram schematically showing an example of this transmission.

  As shown in FIG. 6, the transmission 10 includes a first gear element pair 16, which is at least two pairs of gear elements, each disposed between an input shaft 12 and an output shaft 14 that are rotatably supported. And at least two sets of clutches for releasably connecting at least two sets of the gear element pairs 16 and 17 between the second gear element pair 17 and the input shaft 12 and the output shaft 14. One clutch 40 and a second clutch 42, at least one non-circular gear element pair 18 disposed between the input shaft 12 and the output shaft 14, the input shaft 12 and the output shaft 14, A pair of non-circular gear element pair clutches 44 that releasably connect at least one pair of the non-circular gear element pairs 18 between them, and one gear element 20, 22 of the gear element pair 16, 17. Arranged A speed reduction mechanism 60 that couples between the first portion 12s of the force shaft 12 and the second portion 12t of the input shaft 12 where the one non-circular gear element 24 of the non-circular gear element pair 18 is disposed so as to be able to transmit rotation. The first portion 14s of the output shaft 14 where the other gear elements 30, 32 of the gear element pair 16, 17 are arranged and the other non-circular gear element 34 of the non-circular gear element pair 18 are arranged. And a speed increasing mechanism 70 coupled to the second portion 14t of the output shaft 14 so as to be able to transmit rotation.

  According to the above configuration, by using the non-circular gear element pair, the gear element pair can always be connected between the input shaft and the output shaft. When changing the speed reduction ratio, the speed reduction ratio can be changed while supporting the load without stopping the rotation, and the rotation angle can be accurately transmitted and the power can be transmitted efficiently. Further, even when the input shaft and the output shaft rotate at high speed, it is possible to lengthen the time for the clutch switching operation by slowing the rotation of the non-circular gear element pair by the speed reduction mechanism and speed increasing mechanism. Therefore, the reduction ratio can be easily changed.

  By the way, the speed reduction mechanism 60 and the speed increase mechanism 70 are arranged as shown in FIGS. FIG. 7 is a mechanism diagram schematically showing the speed increasing mechanism and the speed reducing mechanism in FIG. FIG. 8 is a diagram showing an arrangement example of gears or gear shafts based on the normal concept in the transmission of FIG. 6, (a) is a front view seen from the axial direction of the gear shaft, and (b) is B of (a). -B arrow figure, (c) is CC arrow figure of (b). In FIGS. 8B and 8C, the front side is displayed with a solid line and the back side is displayed with a broken line for easy viewing.

  As shown in FIG. 7, the speed reduction mechanism 60 includes a first gear pair 61, a second gear pair 62, and a third gear pair 63 on the input side, and the first gear pair 61 is provided in the first portion 12 s of the input shaft 12. The second gear pair 62 includes a gear 66 provided on the first gear shaft 80 and a gear 67 provided on the second gear shaft 81. The third gear pair 63 includes a gear 68 provided on the second gear shaft 81 and a gear 69 provided on the second portion 12 t of the input shaft 12.

  The speed increasing mechanism 70 includes a first gear pair 71, a second gear pair 72, and a third gear pair 73 on the output side, and the first gear pair 71 is a gear provided in the first portion 14s of the output shaft 14. 74 and a gear 75 provided on the first gear shaft 90, the second gear pair 72 comprises a gear 76 provided on the first gear shaft 90 and a gear 77 provided on the second gear shaft 91, The third gear pair 73 includes a gear 78 provided on the second gear shaft 91 and a gear 79 provided on the second portion 14 t of the output shaft 14.

International Publication No. WO2008 / 062718A1 Pamphlet

  However, in the transmission, as shown in FIG. 8A, the input shaft (including the first portion) 12 and the second portion 12t, the output shaft (including the first portion) 14, and the second portion thereof. 14t, the first gear shaft 80 and the second gear shaft 81 of the speed reduction mechanism 60, and the first gear shaft 90 and the second gear shaft 91 of the speed increasing mechanism 70, for a total of eight gear shafts. In the arrangement of the gears or the gear shafts based on the above, a total of eight gear shafts are arranged so as not to interfere with each other, so that the space occupied by the speed reduction mechanism 70 and the speed increase mechanism 80 increases. For this reason, for example, it is difficult to adopt as a transmission of an automobile in terms of space.

  The present invention has been made to solve the above-described problems, and can provide a transmission that can reduce the space occupied by the speed reduction mechanism and the speed increase mechanism, and can be employed as, for example, an automobile transmission. With the goal.

The present invention provides a first gear element pair and a second gear element pair , which are respectively disposed between an input shaft and an output shaft that are rotatably supported, and between the input shaft and the output shaft. , At least two sets of clutches releasably connecting the first gear element pair and the second gear element pair , respectively, and at least one set of non-circular shapes disposed between the input shaft and the output shaft. A gear element pair, at least one non-circular gear element pair clutch releasably connecting at least one non-circular gear element pair between the input shaft and the output shaft; A first part of the input shaft where one gear element is arranged and a second part of the input shaft where one non-circular gear element of the non-circular gear element pair is arranged are connected so as to be able to transmit rotation. A reduction mechanism and the other gear element of the gear element pair are arranged. A speed increasing mechanism for rotatably transmitting between the first portion of the output shaft and the second portion of the output shaft on which the other non-circular gear element of the non-circular gear element pair is disposed; The reduction mechanism and the speed increasing mechanism each have a plurality of gear shafts, and the gear shaft of the speed reduction mechanism and the gear shaft of the speed increasing mechanism are arranged on a common axis , and the input shaft One gear element of the first gear element pair and one gear element of the second gear element pair are arranged in order from one end side to the other end side of the first portion of the first portion, and the first shaft element of the output shaft The other gear element of the first gear element pair and the other gear element of the second gear element pair are arranged in order from one end side to the other end side of the one part, and the speed reduction mechanism The speed increaser is coupled to a portion of the first portion on one end side from the first gear element pair. It is characterized in that it is combined with the first portion and the second gear element pair the other end portion than in the output shaft.

The speed reduction mechanism is coupled only to a portion of the first portion of the input shaft closer to one end than the first gear element pair and the second portion of the input shaft, and the speed increasing mechanism is connected to the first portion of the output shaft. It is preferable that only the portion of the other end side of the second gear element pair of the portion and the second portion of the output shaft are coupled .

  The non-circular gear element pair includes a first meshing section serving as a first speed reduction ratio and a second meshing section serving as a second speed reduction ratio, and the first speed reduction of the non-circular gear element pair. Ratio, the speed reduction ratio of the speed reduction mechanism, and the speed increase ratio of the speed increase mechanism, the first gear element pair when the first gear element pair is connected between the input shaft and the output shaft. The product of the second reduction ratio of the non-circular gear element pair, the reduction ratio of the reduction mechanism, and the increase ratio of the speed increase mechanism is equal to the reduction ratio in at least a part of the meshing section of the gear element pair. It is equal to the reduction ratio in the meshing section of at least a part of the second gear element pair when the second gear element pair is connected between the input shaft and the output shaft.

  According to the present invention, the space occupied by the speed reduction mechanism and the speed increase mechanism can be reduced, and for example, it can be employed as a transmission of an automobile.

It is a mechanism figure showing typically one embodiment of the transmission concerning the present invention. It is a figure which shows typically the pitch circle or pitch curve of a non-circular gear pair. (A) is a graph which shows typically the change of the reduction ratio of a non-circular gear pair, (b) is a table | surface which shows ON and OFF of a clutch. (A) is a graph which shows typically the change of the reduction ratio of a non-circular gear pair, (b) is a table | surface which shows ON and OFF of a clutch. FIG. 2 is a diagram schematically illustrating a preferred arrangement example of gears or gear shafts in the transmission of FIG. 1, (a) is a front view seen from the axial direction of the gear shaft, and (b) is a BB arrow of (a). (C) is a CC arrow view of (b). It is a mechanism figure showing an example of the conventional transmission typically. FIG. 2 is a mechanism diagram schematically showing a part of a speed increasing mechanism and a speed reducing mechanism in FIG. 1. FIG. 7 is a diagram illustrating an arrangement example of gears or gear shafts based on a normal concept in the transmission of FIG. 6, (a) is a front view seen from the axial direction of the gear shaft, and (b) is a BB arrow of (a). (C) is a CC arrow view of (b).

  EMBODIMENT OF THE INVENTION Below, the form for implementing this invention is explained in full detail based on an accompanying drawing.

  First, the basic configuration of the transmission will be described with reference to FIGS.

  As schematically shown in the mechanism diagram of FIG. 1, the transmission 10 includes an input shaft 12 and an output shaft 14 that are rotatably supported, a first gear pair 16, a second gear pair 17, A non-circular gear pair 18 and clutches 40, 42, 44 are provided.

  Each pair of gears 16, 17, 18 is engaged with a pair of gears 20, 30; 22, 32; 24, 34, and there is no delay in the rotation angle. That is, the rotation angle is accurately transmitted and power is efficiently transmitted.

  One gear (input side gears) 20, 22, 24 of each gear pair 16, 17, 18 is fixed to the input shaft 12, and these gears 20, 22, 24 rotate integrally with the input shaft 12. To do.

  On the output shaft 14, the other gears (output side gears) 30, 32, 34 of each gear pair 16, 17, 18 are supported in a relatively rotatable state. The output side gears 30, 32 and 34 are selectively coupled to the output shaft 14 by clutches 40, 42 and 44. That is, when the clutches 40, 42, 44 are ON, the corresponding output side gears 30, 32, 34 are coupled to the output shaft 14, and the coupled output side gears 30, 32, 34 and the output shaft are coupled. 14 and rotate together. When the clutches 40, 42, 44 are OFF, the output side gears 30, 32, 34 can rotate relative to the output shaft 14 while restraining the movement of the output shaft 14 in the axial direction.

  When the clutches 40, 42, and 44 are ON, if there is no slippage or the like at the clutches 40, 42, and 44, the output side gears 30, 32, and 34 where the clutches 40, 42, and 44 are ON are changed to the output shaft 14. The rotation angle can be accurately transmitted, and the power can be transmitted efficiently.

  As the clutches 40, 42, 44, it is preferable to use meshing clutches such as dog clutches. In friction clutches such as disc clutches, slipping may occur, whereas in meshing clutches, mechanical structures such as protrusions and holes formed on the drive side and driven side mesh, and friction clutches like This is because slipping does not occur, and if the meshing clutch is used, the rotational angle can be transmitted very accurately and power can be transmitted very efficiently. Although not shown, the clutches 40, 42, and 44 are driven by an actuator, and the operation of the actuator is controlled by a control device. Further, the phase of the non-circular gear pair 18 is detected by a sensor (not shown), and the detection signal is input to the control device. The control device controls ON / OFF of the clutches 40, 42, and 44 so that the reduction ratio can be switched without stopping the rotation, the rotation angle can be accurately transmitted, and the power can be efficiently transmitted.

  Each gear pair 16, 17, 18 is selectively connected between the input shaft 12 and the output shaft 14 by turning on the clutches 40, 42, 44. When the first gear pair 16 is connected between the input shaft 12 and the output shaft 14 by turning on the clutch 40, the reduction ratio between the input shaft 12 and the output shaft 14 is relatively large and constant. Reduction ratio RH. When the second gear pair 17 is connected between the input shaft 12 and the output shaft 14 by turning on the clutch 42, the reduction ratio between the input shaft 12 and the output shaft 14 is a relatively small constant deceleration. The ratio RL. When the non-circular gear pair 18 is connected between the input shaft 12 and the output shaft 14 by turning on the clutch 44, the reduction ratio between the input shaft 12 and the output shaft 14 includes at least the reductions RH and RL. Vary within range.

  For example, as shown in FIG. 2, the gears of the gear pairs 16, 17, and 18 are represented by meshing pitch circles (hereinafter simply referred to as “pitch circles”) or meshing pitch curves (hereinafter simply referred to as “pitch curves”). If illustration of the tooth surface is omitted, the first and second gear pairs 16, 17 are circular gears in which the pitch circles 20p, 30p; 22p, 32p of the gears 20, 30;

  The gears 24 and 34 forming the pair of the non-circular gear pair 18 are non-circular gears, and the pitch curve of the gears 24 and 34 forming the pair of the non-circular gear pair 18 is the pitch of the first gear pair 16 having the reduction ratio RH. First sections 25 and 35 equal to the arcs of the circles 20p and 30p, third sections 27 and 37 equal to the arcs of the pitch circles 22p and 32p of the second gear pair of the reduction ratio RL, and the reduction ratio RH And second and fourth sections 26, 36; 28, 38 that vary with the RL. When the gears 24 and 34 forming a pair of the non-circular gear pair 18 rotate in a direction indicated by an arrow in FIG. 2, the sections 25 and 35; 26 and 36; 27 and 37; 28 of the pitch curve of the gears 24 and 34, respectively. , 38 mesh with each other.

  In a situation where the non-circular gear pair 18 is connected between the input shaft 12 and the output shaft 14, the non-circular gear pair 18 meshes in the third sections 27 and 37 as shown in FIG. In this case, the reduction ratio between the input shaft 12 and the output shaft 14 is RL. As shown in FIG. 2 (b), when meshing in the first sections 25 and 35, the input shaft 12 and the output shaft 14 The reduction ratio during is RH. When meshing in the second sections 26 and 36 and the fourth sections 28 and 38, the reduction ratio between the input shaft 12 and the output shaft 14 changes between RL and RH.

  Next, the operation of the transmission 10 will be described with reference to FIGS. 3 and 4. FIGS. 3A and 4A are graphs of the reduction ratio of the non-circular gear pair 18. The horizontal axis represents the rotation angle of the input shaft 12, and the vertical axis represents the reduction ratio between the input side gear 24 and the output side gear 34. In the tables of FIG. 3 (b) and FIG. 4 (b), the ON state of the clutches 40, 42, 44 is indicated by ◯, and the OFF state of the clutches 40, 42, 44 is blank. 3 (b) and 4 (b), the clutch 40 of the first gear pair 16 having the reduction ratio RH is “clutch (RH)”, and the clutch 42 of the second gear pair 17 having the reduction ratio RL is “clutch”. (RL) ", the clutch 44 of the non-circular gear pair 18 in which the reduction ratio changes is represented as" clutch (shift) ".

  When the clutch 40 of the first gear pair 16 having the reduction ratio RH is ON and the clutches 42 and 44 are OFF, the reduction ratio RH is constant between the input shaft 12 and the output shaft 14. When the clutch 42 of the second gear pair 17 having the reduction ratio RL is ON and the clutches 40 and 44 are OFF, the reduction ratio RL is constant between the input shaft 12 and the output shaft 14. The reduction ratio of the non-circular gear pair 18 changes within a predetermined range including the reduction ratios RH and RL as the input shaft 12 rotates, as shown in FIGS. 3 (a) and 4 (a). In FIGS. 3A and 4A, a curve when the reduction ratio of the non-circular gear pair 18 changes is schematically illustrated.

  When the reduction ratio between the input shaft 12 and the output shaft 14 is changed from RH to RL, the clutches 40, 42, and 44 are operated as follows.

  As shown in FIG. 3A, when the clutch 40 of the first gear pair 16 whose reduction ratio is RH is ON, it passes through a section 301 where the reduction ratio of the non-circular gear pair 18 changes from RL to RH. When entering the section 302 where the constant reduction ratio RH is entered, as shown in FIG. 3B, in addition to the clutch 40 of the first gear pair 16 having the reduction ratio RH, the non-circular gear pair 18 in which the reduction ratio changes. The clutch 44 is turned on. Then, after the clutch 44 of the non-circular gear pair 18 is turned on in the section 302 and before entering the section 303 where the reduction ratio of the non-circular gear pair 18 changes from RH to RL, the first reduction ratio RH is set. The clutch 40 of the gear pair 16 is turned off.

  In the section 303 where the reduction ratio of the non-circular gear pair 18 changes from RH to RL, only the clutch 44 of the non-circular gear pair 18 is ON. In the section 303, since the non-circular gear pair 18 is connected between the input shaft 12 and the output shaft 14, the reduction ratio between the input shaft 12 and the output shaft 14 changes from RH to RL. During this time, if the clutch 44 is not slipped, the rotation angle can be accurately transmitted from the input shaft 12 to the output shaft 14 and the power can be efficiently transmitted by the meshing of the non-circular gear pair 18.

  After passing through a section 303 where the reduction ratio of the non-circular gear pair 18 changes from RH to RL and enters a section 304 where the reduction ratio RL is constant, as shown in FIG. The clutch 42 of the second gear pair 17 is turned on. Then, after the clutch 42 of the second gear pair 17 is turned on in the section 304 and before entering the section 305 where the reduction ratio of the non-circular gear pair 18 changes from RL to RH, the non-circular gear pair 18. The clutch 44 is turned off. Thus, after only the second gear pair 17 is connected between the input shaft 12 and the output shaft 14, the reduction ratio between the input shaft 12 and the output shaft 14 becomes RL constant, and the second By meshing the gear pair 17, the rotation angle can be accurately transmitted from the input shaft 12 to the output shaft 14, and power can be efficiently transmitted.

  Since the clutches 40, 42, and 44 are switched ON / OFF when the driving side and the driven side are at the same speed, a meshing clutch such as a dog clutch can be used as the clutches 40, 42, and 44.

  The same applies to the case where the reduction ratio between the input shaft 12 and the output shaft 14 is changed from RL to RH. That is, as shown in FIG. 4A, after passing through a section 401 where the reduction ratio of the non-circular gear pair 18 changes from RH to RL and entering a section 402 where the reduction ratio RL is constant, FIG. ), The clutch 44 of the non-circular gear pair 18 is turned on in addition to the clutch 42 of the second gear pair 17. Then, after the clutch 44 of the non-circular gear pair 18 is turned on in the section 402 and before entering the section 403 where the reduction ratio of the non-circular gear pair 18 changes from RL to RH, the second reduction ratio RL is set. The clutch 42 of the gear pair 17 is turned off.

  In a section 403 where the reduction ratio of the non-circular gear pair 18 changes from RL to RH, only the clutch 44 of the non-circular gear pair 18 is ON. In the section 403, since only the non-circular gear pair 18 is connected between the input shaft 12 and the output shaft 14, the reduction ratio between the input shaft 12 and the output shaft 14 changes from RL to RH. During this time, if the clutch 44 is not slipped, the rotation angle can be accurately transmitted from the input shaft 12 to the output shaft 14 and the power can be efficiently transmitted by the meshing of the non-circular gear pair 18.

  After entering the section 404 where the reduction ratio of the non-circular gear pair 18 changes from RL to RH and enters the section 404 where the reduction ratio RH is constant, as shown in FIG. The clutch 40 of the first gear pair 16 is turned on. Then, after the clutch 40 of the first gear pair 16 is turned on in the section 404 and before entering the section 405 where the reduction ratio of the non-circular gear pair 18 changes from RH to RL, the non-circular gear pair 18. The clutch 44 is turned off. In this way, after only the first gear pair 16 is connected between the input shaft 12 and the output shaft 14, the input shaft 12 and the output shaft 14 have a constant reduction ratio RH, and the first By meshing the gear pair 16, the rotation angle can be accurately transmitted from the input shaft 12 to the output shaft 14, and power can be efficiently transmitted.

  Even when the input shaft 12 and the output shaft 14 are rotating at high speed, by slowing down the rotation of the non-circular gear element pair 18, the time for clutch switching operation can be lengthened and the reduction ratio can be easily set. In order to be able to change, as shown in FIG. 1, the transmission 10 includes a first portion 12s of the input shaft 12 in which one gear element 20, 22 of the gear element pair 16, 17 is disposed. And a speed reduction mechanism 60 that couples the second portion 12t of the input shaft 12 in which the non-circular gear element 24 of the non-circular gear element pair 18 is disposed, and the gear element pair 16, A first portion 14s of the output shaft 14 in which the other 17 gear elements 30 and 32 are disposed and a second portion of the output shaft 14 in which the other non-circular gear element 34 of the non-circular gear element pair 18 is disposed. Rotation can be transmitted between 14t And a, a speed increasing mechanism 70 which binds to.

  The speed reduction mechanism 60 and the speed increasing mechanism 70 each have a plurality of gear shafts 80, 81; 90, 91 as shown in FIGS. In order to reduce the space occupied by the speed reduction mechanism 60 and the speed increase mechanism 70 in the transmission 10, the gear shafts 80 and 81 of the speed reduction mechanism 60 and the gear shafts 90 and 91 of the speed increase mechanism 70 are common. It is arranged on the axis line. The gear shafts 80 and 81 of the speed reduction mechanism 60 and the gear shafts 90 and 91 of the speed increasing mechanism 70 are on the axis of the second portion 12t of the input shaft 12 and on the axis of the second portion 14t of the output shaft 14. They are arranged alternately. That is, the gear shafts 80, 81, 90, 91 of the speed reduction mechanism 60 and the speed increase mechanism 70 of the transmission 10 are concentrated at two shaft positions (12t, 14t), and as shown in FIG. The total number of gear shafts as seen from the figure is within four.

  The reduction ratio of the speed reduction mechanism 60 is defined as Ni1 / Ni2 using the rotational speed Ni1 of the first portion 12s of the input shaft 12 and the rotational speed Ni2 of the second portion 12t of the input shaft 12. The speed increasing ratio of the speed increasing mechanism 70 is defined as No2 / No1 using the rotational speed No2 of the second portion 14t of the output shaft 14 and the rotational speed No1 of the first portion 14s of the output shaft 14. It should be noted that the definition of the speed increasing ratio of the speed increasing mechanism 70 is not No1 / No2.

  The speed reducing mechanism 60 and the speed increasing mechanism 70 can reduce the rotational speed of the non-circular gear pair 18 side. That is, the reduction ratio of the reduction gear 60 provided between the first portion 12s and the second portion 12t of the input shaft 12 is R0, and the rotational speed of the input shaft 12 with respect to the rotational speed of the first portion 12s of the input shaft 12 is determined. The rotational speed of the second portion 12t is decreased, and the speed increasing ratio of the speed increasing mechanism 70 provided between the second portion 14t and the first portion 14s of the output shaft 14 is set to 1 / R0. By reducing the rotational speed of the second portion 14t of the output shaft 14 relative to the rotational speed of the first portion 14s, the rotational speed of the non-circular gear pair 18 is reduced. Thereby, even if the rotation of the first portion 12s of the input shaft 12 is high speed, the rotation can be transmitted while changing the reduction ratio by the meshing on the non-circular gear pair 18 side.

  The speed reduction ratio of the transmission 10 may be switched as a whole by the speed reduction mechanism 60, the speed increase mechanism 70, and the non-circular gear pair 18, so that the speed reduction ratio Rin of the speed reduction mechanism 60 and the speed increase ratio Rout of the speed increase mechanism 70 are Rin × Rout = 1 may not be satisfied.

  For example, the reduction gear ratio of the first gear pair 15 is R1, the reduction gear ratio of the second gear pair 16 is R2, the reduction gear ratio of the section with the non-circular gear pair 18 is R1 ′, and the reduction ratio of the other section is R2 ′. Then, in order to switch the reduction ratio of the transmission 10 from R1 to R2 or from R2 to R1, the following two expressions should be satisfied.

R1 = Rin × R1 ′ × Rout
R2 = Rin × R2 ′ × Rout
Even if the input is high-speed rotation, the transmission 10 slows down the rotation of the non-circular gear pair 18 by the speed reduction mechanism 60 having an appropriate speed reduction ratio and the speed increase mechanism 70 having an appropriate speed increase ratio, thereby Since the time for the switching operation can be increased, the reduction ratio can be easily changed. In addition, a sudden change in the reduction ratio can be mitigated to reduce the impact.

  According to the transmission 10 having the above-described configuration, the gear shafts 80 and 81 of the speed reduction mechanism 60 and the gear shafts 90 and 91 of the speed increase mechanism 70 are collectively arranged at two shaft positions on a common axis. Therefore, the space occupied by the speed reduction mechanism 60 and the speed increase mechanism 70 can be reduced, and it can be employed as a transmission for trucks and buses.

  As mentioned above, although embodiment thru | or example of this invention has been explained in full detail with drawing, this invention is not limited to the said embodiment thru | or example, Various in the range which does not deviate from the summary of this invention. Design changes are possible.

DESCRIPTION OF SYMBOLS 10 Transmission 12 Input shaft 14 Output shaft 16 Gear pair (gear element pair)
17 Gear pairs (Gear element pairs)
18 Non-circular gear pair (non-circular gear element pair)
40 Clutch (first clutch)
42 Clutch (second clutch)
44 Clutch (non-circular gear element pair clutch)
12s First part of the input shaft 12t Second part of the input shaft 14s First part of the output shaft 14t Second part of the output shaft 60 Deceleration mechanism 70 Speed increase mechanism 80, 81, 90, 91 Gear shaft

Claims (2)

A first gear element pair and a second gear element pair , each disposed between a rotatably supported input shaft and output shaft;
At least two clutches releasably connecting the first gear element pair and the second gear element pair between the input shaft and the output shaft;
At least one set of non-circular gear element pairs disposed between the input shaft and the output shaft;
At least one non-circular gear element pair clutch releasably connecting at least one non-circular gear element pair between the input shaft and the output shaft;
Rotating between a first portion of the input shaft where one gear element of the pair of gear elements is disposed and a second portion of the input shaft where one non-circular gear element of the pair of non-circular gear elements is disposed A speed reducing mechanism coupled to transmit,
Rotating between a first portion of the output shaft where the other gear element of the gear element pair is disposed and a second portion of the output shaft where the other non-circular gear element of the non-circular gear element pair is disposed A speed increasing mechanism coupled so as to be able to transmit,
The speed reduction mechanism and the speed increasing mechanism each have a plurality of gear shafts, and the gear shaft of the speed reducing mechanism and the gear shaft of the speed increasing mechanism are arranged on a common axis ,
In order from one end side to the other end side of the first portion of the input shaft, one gear element of the first gear element pair and one gear element of the second gear element pair are arranged,
In order from one end side to the other end side of the first portion of the output shaft, the other gear element of the first gear element pair and the other gear element of the second gear element pair are arranged,
The speed reduction mechanism is coupled to a portion of the first portion of the input shaft that is closer to one end than the first gear element pair,
The transmission is characterized in that the speed increasing mechanism is coupled to a portion of the first portion of the output shaft on the other end side of the second gear element pair . The speed reduction mechanism is coupled only to a portion of the first portion of the input shaft that is closer to one end than the first gear element pair and the second portion of the input shaft,
2. The speed increasing mechanism is coupled only to a portion on the other end side of the second gear element pair of the first portion of the output shaft and a second portion of the output shaft. Gearbox.

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