JP6343155B2 - Transmission and electric vehicle equipped with the same - Google Patents

Description

  The present invention relates to a transmission that is mounted on a vehicle and outputs power from a power source to an output shaft with a change in gear position.

  Conventionally, this type of transmission includes a first input shaft that is directly connected to the rotation shaft of the motor, a second input shaft that is coaxially fitted to the first input shaft, a rotation shaft of the motor, and a second input shaft. A clutch for connecting to and releasing from the input shaft, an output shaft, a low speed gear fixedly disposed on the first input shaft, and a low speed transmission that is disposed on the output shaft via a one-way clutch and meshes with the low speed gear. There has been proposed a configuration including a gear, a high-speed gear fixedly arranged on the second input shaft, and a high-speed transmission gear fixedly arranged on the output shaft (see, for example, Patent Document 1).

  In this transmission, it is possible to change the form of power output from the motor to the output shaft without causing interruption of power transmission, so that both power performance and energy efficiency can be achieved.

  On the other hand, the applicant improves the drive performance at the time of reverse drive by adopting a configuration in which the low speed transmission gear is fixed to the output shaft and released from the output shaft by a synchro mechanism instead of the one-way clutch in the configuration of the transmission described above. In addition, a technique for realizing efficient energy regeneration is proposed (see Patent Document 2).

  By the way, a transmission generally applied to a vehicle includes a parking mechanism that locks the output shaft of the transmission to realize a parking state of the vehicle. For this purpose, a space for arranging the parking mechanism is secured. In addition, special parts such as park gears, parking poles, parking rods, and actuators are required. If the device can be reduced in size and weight, further energy efficiency can be improved. In this respect, there is still room for improvement.

JP 2012-225363 A JP 2013-24391 A

  The present invention has been made in view of the above, and an object thereof is to provide a transmission that contributes to further improvement in energy efficiency and an electric vehicle including the same.

  The speed change device of the present invention and the electric vehicle including the same employ the following means in order to achieve the above-described object.

According to a preferred mode of the transmission according to the present invention, a transmission is provided that is mounted on a vehicle and outputs power from a power source to an output shaft with a change in gear. The transmission includes a first input shaft directly connected to a power shaft of a power source, a second input shaft coaxially fitted to the first input shaft, a connection between the power shaft and the second input shaft, and A clutch that releases the connection, a first gear mechanism that can connect the first input shaft and the output shaft with a first gear ratio, and a second gear that connects the second input shaft and the output shaft with a second gear ratio. A two-gear mechanism, a state switching mechanism that selectively switches the connection state between the first input shaft and the output shaft by the first gear mechanism, a clutch switching device, and a first input shaft and a second input shaft that are rotatably supported And a case to be provided. The clutch switching device has a motor and a screw mechanism that is rotationally driven by the motor. The screw mechanism has a slider shaft and a slider member. The slider shaft is fixedly attached to the case so that a male screw is formed on the outer peripheral surface and is coaxially inserted into the second input shaft. The slider member has a female screw that engages with a male screw on the inner peripheral surface, and rotates according to the rotational drive of the motor so that the slider shaft is screwed back and forth in the axial direction to switch the clutch. It is coaxially arranged on the slider shaft. When the vehicle is instructed to park, the power shaft and the second input shaft are connected, and the output shaft is locked by connecting the first input shaft and the output shaft. The “direct connection” in the present invention is a mode in which the first input shaft is connected to the power shaft by spline fitting or press-fitting, or a mode in which the first input shaft and the power shaft are integrally formed. Include.

According to the present invention, the state of the first gear mechanism is switched by the state switching mechanism so that the first input shaft and the output shaft are in the connected state, whereby the power is transmitted through the first gear mechanism and the power is generated by the clutch. The power shaft and the second input shaft are connected using a configuration that transmits power via the second gear mechanism by connecting the shaft and the second input shaft, and the first input shaft and the output shaft are connected to each other. Since it is a structure which locks an output shaft by connecting and implement | achieves parking of a vehicle, exclusive parts for parking, for example, a parking gear, a parking pole, a parking rod, an actuator, etc. become unnecessary. Thereby, the number of parts can be reduced and the weight of the apparatus can be reduced. In addition, since it is not necessary to secure a space for arranging these dedicated components, the apparatus can be made compact. As a result, the energy efficiency can be further improved. Further, since the clutch is switched by a slider member that is screwed back and forth in the axial direction as the motor is driven to rotate, even when power supply to the motor is stopped, the clutch member is connected or disconnected by the slider member. Can be maintained in a state. Thereby, for example, even when a normally open type clutch is applied as the clutch, it is possible to maintain the clutch in the connected state and realize the parking state of the vehicle. Even during clutch switching operation during gear shifting, the clutch connection state or connection release state can be maintained without continuing to supply power to the motor. The power consumption can be suppressed as compared with the configuration in which the power supply is continued. As a result, energy efficiency can be improved. In addition, since the clutch shaft is switched by attaching and fixing the slider shaft to the case and screwing the slider member back and forth on the slider shaft in the axial direction, a clutch switching device with a reduced number of parts can be realized. it can. Thereby, the compactness of the clutch switching device can be achieved. As a result, since the weight of the transmission itself can be reduced, further energy efficiency can be improved.

  According to the further form of the transmission according to the present invention, the screw mechanism further includes a third gear mechanism. The screw mechanism is configured to transmit the rotation of the motor to the slider member via the third gear mechanism.

  According to the present embodiment, since the gear ratio of the third gear mechanism is set so that the rotation speed of the motor is reduced and transmitted to the slider member, a large rotational torque can be applied to the slider member. Can be miniaturized. Thereby, the further energy efficiency improvement can be aimed at. In addition, compared with the structure which connects a motor and a slider member directly, the same magnitude | size reduction ratio can be implement | achieved in a small space.

According to the further form of the transmission according to the present invention, the first gear mechanism includes a first drive gear disposed on the first input shaft so as to be rotatable relative to the first input shaft, and a fixed arrangement on the output shaft. A first driven gear. The second gear mechanism includes a second drive gear fixedly disposed on the second input shaft and a second driven gear fixedly disposed on the output shaft and meshed with the second drive gear. Then, the state switching mechanism is disposed on the first input shaft on, by fixing the first drive kinematic gear to the first input shaft, and is configured to connect the output shaft and the first input shaft .

  According to this embodiment, since the state switching mechanism is disposed on the first input shaft, the inertia acting on the state switching mechanism can be suppressed to be smaller than in the configuration in which the state switching mechanism is disposed on the output shaft. it can. Thereby, since the load applied to the state switching mechanism at the time of shifting can be reduced, the size of the state switching mechanism can be reduced. As a result, the energy efficiency can be further improved.

According to a further embodiment of the transmission according to the present invention, the first gear ratio is set to the second gear ratio is greater than the gear ratio. According to this embodiment, when the transmission is mounted on a vehicle and requires a large driving force such as when the vehicle starts or when the vehicle accelerates or when energy regeneration is performed, power transmission is performed by the first gear mechanism. When a large amount of power is not required compared to when starting or accelerating the vehicle, such as when the vehicle is traveling at high speed, power is transmitted by the second gear mechanism. That is, a required driving force or a high energy regeneration rate can be obtained while operating the power source in an efficient operating state. As a result, energy efficiency can be improved.

  According to a preferred embodiment of the electric vehicle according to the present invention, an axle, an electric motor as a power source, and the transmission according to any one of claims 1 to 5, wherein an output shaft is mechanically connected to the axle. It is equipped with.

  According to this embodiment, since the transmission of the present invention according to any one of the above aspects is mounted, the same effects as the effects of the transmission of the present invention, for example, the energy efficiency can be improved. be able to. As a result, the cruising distance of the electric vehicle can be increased.

  ADVANTAGE OF THE INVENTION According to this invention, the transmission which contributes to the further improvement of energy efficiency, and an electric vehicle provided with the same can be provided.

It is a block diagram which shows the outline of a structure of the electric vehicle 1 provided with the transmission 10 which concerns on embodiment of this invention. It is a block diagram which shows the structure of the transmission 10 which concerns on embodiment of this invention. 2 is a configuration diagram showing a configuration of a clutch switching device 60. FIG. 7 is a flowchart illustrating an example of a parking control routine for the transmission 11 that is executed by the transmission control device 90;

  Next, the best mode for carrying out the present invention will be described using examples.

  As shown in FIG. 1, the electric vehicle 1 includes an electric motor 2 as a power source, a transmission 10 connected to the electric motor 2, an axle 4 connected to the transmission 10, and a wheel 6 connected to the axle 4. And a main control device 100 for controlling the entire vehicle. The electric vehicle 1 corresponds to the “electric vehicle” in the present invention, the electric motor 2 corresponds to the “power source” in the present invention, and the transmission 10 is an example of an implementation configuration corresponding to the “transmission device” in the present invention. It is.

  As shown in FIG. 1, the transmission 10 includes a two-stage transmission 11 and a transmission controller 90 that controls a transmission ratio of the two-stage transmission 11.

As shown in FIG. 2, the transmission 11 is directly connected to the rotary shaft 2a, the clutch CL connected to the rotary shaft 2a of the electric motor 2, the outer input shaft 12 connected to the rotary shaft 2a via the clutch CL. The inner input shaft 14, the outer input shaft 12 and the counter shaft 16 arranged in parallel to the inner input shaft 14, the second gear mechanism 30 connecting the outer input shaft 12 and the counter shaft 16, and the inner input shaft 14 and the counter shaft 16 can be connected to the first gear mechanism 20 , the synchro mechanism 40 fixedly disposed on the inner input shaft 14, the clutch switching device 60 for switching the clutch CL, and the counter shaft 16. The differential device 15 and a casing 70 for housing them are provided. The rotating shaft 2a is an example of the implementation structure corresponding to the "power shaft" in this invention.

  As shown in FIG. 2, the clutch CL is configured as a dry single plate clutch including a clutch cover 82, a clutch disc 84, a pressure plate 86, and a diaphragm spring 88. The clutch cover 82 is attached to the outer peripheral surface of the inner input shaft 14 that is directly connected to the rotary shaft 2 a so as to rotate integrally with the rotary shaft 2 a of the electric motor 2.

  The clutch disk 84 is attached to the outer peripheral surface of the outer input shaft 12 by spline fitting. The pressure plate 86 is disposed in the clutch cover 82 so as to rotate integrally with the clutch cover 82, and is configured so that the clutch disk 84 can be sandwiched between the clutch cover 82.

  The diaphragm spring 88 always urges the spring force in a direction in which the pressure plate 86 is separated from the clutch disk 84. That is, the clutch CL is normally configured as a normally open clutch in which the connection between the outer input shaft 12 and the rotating shaft 2a of the electric motor 2 is released.

  As shown in FIG. 2, the outer input shaft 12 is configured as a hollow shaft member, and is rotatably supported by the casing 70 via a ball bearing B1. The outer input shaft 12 is an example of an implementation configuration corresponding to the “second input shaft” in the present invention.

  The inner input shaft 14 is fitted into the outer input shaft 12 coaxially as shown in FIG. Further, one end of the inner input shaft 14 is spline-fitted inside the rotating shaft 2a of the electric motor 2, and the other end is rotatably supported by the casing 70 via a ball bearing B2. The inner input shaft 14 is an example of an implementation configuration corresponding to the “first input shaft” in the present invention.

  As shown in FIG. 2, the counter shaft 16 is rotatably supported by the casing 70 via ball bearings B3 and B4 disposed at both ends. An output gear OG is integrally formed at the end of the counter shaft 16 near the ball bearing B3. The output gear OG meshes with the ring gear RG of the differential device 15.

  In other words, the counter shaft 16 is connected to the axle 4 via the differential device 15, whereby the power of the counter shaft 16 is output to the axle 4 via the differential device 15. The counter shaft 16 is an example of an implementation configuration corresponding to the “output shaft” in the present invention. Further, “the counter shaft 16 is connected to the axle 4 via the differential device 15” is an example of an implementation configuration corresponding to “the output shaft is mechanically connected to the axle” in the present invention.

As shown in FIG. 2, the first gear mechanism 20 includes a first drive gear 22 provided on the inner input shaft 14 and a first driven gear 24 provided on the counter shaft 16. The first drive gear 22 is arranged on the inner input shaft 14 via a needle bearing, and is configured as an idle gear that can rotate relative to the inner input shaft 14. The first driven gear 24 is an example of an implementation configuration corresponding to the “first driven gear” in the present invention.

  The first drive gear 22 is integrally provided with a clutch gear 22a that engages with a coupling sleeve 44 described later. The first driven gear 24 is fixed to the counter shaft 16 by spline press so as to rotate integrally with the counter shaft 16, and is configured to mesh with the first drive gear 22. The speed ratio i1 configured by the first gear mechanism 20 is set to a speed ratio larger than the speed ratio i2 configured by the second gear mechanism 30 described later.

  As shown in FIG. 2, the second gear mechanism 30 includes a second drive gear 32 provided on the outer input shaft 12 and a second driven gear 34 provided on the counter shaft 16. The second drive gear 32 is integrally formed at one end of the outer input shaft 12 (the end opposite to the side on which the clutch disk 84 is splined). The second driven gear 34 is fixed to the counter shaft 16 by spline press so as to rotate integrally with the counter shaft 16, and is configured to mesh with the second drive gear 32. The second driven gear 34 is disposed adjacent to the output gear OG. The second driven gear 34 is an example of an implementation configuration corresponding to the “second driven gear” in the present invention.

  As shown in FIG. 2, the synchro mechanism 40 includes a synchro hub 42 that is spline-fitted to the inner input shaft 14, a coupling sleeve 44 that is disposed on the outer peripheral surface of the synchro hub 42, the synchro hub 42, and the clutch gear. And boke ring 46 disposed between 22a and 22a. Since the synchro mechanism 40 is configured on the inner input shaft 14, the inertia acting on the synchro mechanism 40 can be reduced compared to the configuration in which the synchro mechanism 40 is disposed on the counter shaft 16. Thereby, since the load concerning the synchro mechanism 40 can be reduced, the synchro mechanism 40 can be reduced in size. As a result, the transmission 10 can be reduced in weight, and energy efficiency can be improved.

  The coupling sleeve 44 is configured to be slidable in the axial direction on the outer peripheral surface of the sync hub 42 by the shift fork F. By operating the coupling sleeve 44 to the clutch gear 22a side by the shift fork F, the coupling sleeve 44 and the clutch gear 22a are engaged.

  As a result, the first drive gear 22 is fixed in synchronization with the inner input shaft 14, the first drive gear 22 rotates integrally with the inner input shaft 14, and the rotation of the inner input shaft 14 passes through the first gear mechanism 20. Is transmitted to the counter shaft 16. The shift fork F is driven by an actuator ACT as shown in FIG.

  Although not shown in detail, the actuator ACT is configured to move the shift fork F in the axial direction by converting the rotational motion of the motor into the axial motion by the motion conversion mechanism. The synchro mechanism 40, the shift fork F, and the actuator ACT are examples of an implementation configuration corresponding to the “state switching mechanism” in the present invention.

  As shown in FIGS. 2 and 3, the clutch switching device 60 includes a slider shaft 62, a slider 64 disposed coaxially on the outer peripheral surface of the slider shaft 62, and a third gear mechanism 66 connected to the slider 64. , And a motor 68 connected to the third gear mechanism 66. The clutch switching device 60 corresponds to the “clutch switching device” in the present invention, the slider 64 corresponds to the “slider member” in the present invention, and the slider shaft 62, the slider 64, and the third gear mechanism 66 in the present invention. Corresponding to the “screw mechanism”, the motor 68 is an example of an implementation configuration corresponding to the “motor” in the present invention.

  As shown in FIG. 3, the slider shaft 62 includes a shaft portion 62a formed in a hollow shape and a flange portion 62b projecting in a direction orthogonal to the axial direction. The slider shaft 62 is coaxially disposed on the outer peripheral surface of the outer input shaft 12, and is fixed to the casing 70 by a bolt BLT inserted through the flange portion 62b. A male screw is formed on the outer peripheral surface of the shaft portion 62a over the entire axial length of the shaft portion 62a. The male screw is configured as a right screw.

  As shown in FIGS. 2 and 3, the slider 64 includes a shaft portion 64 a formed in a hollow shape, and a disk-shaped portion 64 b projecting radially outward from the outer peripheral surface of the shaft portion 64 a. ing. On the inner peripheral surface of the shaft portion 64a, a female screw that engages with a male screw formed on the outer peripheral surface of the shaft portion 62a of the slider shaft 62 is formed.

  The female screw is configured as a right screw corresponding to the male screw of the slider shaft. A gear 64c is formed on the outer peripheral surface of the disc-like portion 64b. As shown in FIG. 3, the gear 64 c is configured as a helical gear in which the tooth trace is left-handed. That is, when the gear 64c is viewed from the front with the central axis CS1 of the gear 64c facing in the vertical direction, the tooth trace has an inclination that rises to the left with respect to the central axis CS1.

  In addition, a holding portion 64d that holds the release bearing member RB is formed in the radially inner portion of the disc-like portion 64b. The release bearing RB is in contact with a radially inward portion of the diaphragm spring 88.

  As shown in FIG. 3, the third gear mechanism 66 includes a support shaft 66a, a gear 66b attached and fixed to the support shaft 66a by a pin P1, and a gear 66c fixed to the support shaft 66a by a pin P2. Is provided. As shown in FIG. 3, one end of the support shaft 66a is rotatably supported by the casing 70 via a ball bearing B5, and is also rotatably supported by the adapter plate AP via a ball bearing B6 at the center. ing.

  The adapter plate AP is fixedly attached to the casing 70. The gear 66b is disposed between the bearing B5 and the bearing B6 on the support shaft 66a. The gear 66c is disposed on the other end of the support shaft 66a (the side opposite to the side supported by the casing 70 via the ball bearing B5), and is configured to mesh with the gear 64c of the slider 64.

  Further, as shown in FIG. 3, the gear 66c is configured as a helical gear having the same twist angle as that of the gear 64c and having a reverse twist direction, that is, a right twist. That is, when the gear 66c is viewed from the front with the central axis CS2 of the gear 66c facing in the vertical direction, the tooth trace has an upward slope with respect to the central axis CS2.

  The gear 66c is formed in a long cylindrical shape having an axial length longer than that of the gear 64c. Thus, the meshing between the gear 66c and the gear 64c is maintained even while the slider 64 moves in the axial direction. The gear diameter of the gear 66c is set smaller than the gear diameter of the gear 66b and the gear 64c of the slider 64.

  As shown in FIG. 3, a pinion gear pinion gear 68b is fixed to the rotating shaft 68a of the motor 68 by a pin P3. The pinion gear 68b is configured to mesh with the gear 66b of the third gear mechanism 66. The gear diameter of the pinion gear 68b is set smaller than the gear diameter of the gear 66b.

  Thereby, the rotation of the motor 68 is decelerated at the first reduction ratio i1 configured by the pinion gear 68b and the gear 66b and transmitted to the support shaft 66a of the third gear mechanism 66, and further, the rotation of the support shaft 66a is further reduced. , And is transmitted to the slider 64 after being decelerated at a second reduction ratio i2 configured by the gear 66c and the gear 64c. That is, the rotation of the motor 68 can be transmitted to the slider 64 at a reduction ratio i obtained by multiplying the first reduction ratio i1 by the second reduction ratio i2.

  Thus, by transmitting the rotation of the motor 68 to the slider 64 via the third gear mechanism 66, the reduction ratio i from the motor 68 to the slider 64 can be set large. As a result, since a large rotational torque can be applied to the slider 64, the motor 68 can be reduced in size. Further, compared with a configuration in which the motor 68 and the slider 64 are directly connected, that is, a configuration in which the pinion gear 68b and the gear 64c are directly meshed with each other, a reduction ratio of the same size can be realized in a small space.

  When the clutch CL is connected, the motor 68 is rotationally driven so that the rotating shaft 68a rotates in a clockwise direction when the pinion gear 68b side is viewed from the motor 68 side, and the clutch CL is connected. When releasing the rotation, the rotary shaft 68a is driven to rotate in a direction that is counterclockwise when the pinion gear 68b side is viewed from the motor 68 side. Hereinafter, for convenience of explanation, the clockwise direction when viewing the pinion gear 68b side from the motor 68 side is referred to as clockwise, and the counterclockwise direction is referred to as counterclockwise.

  Although not shown in detail, the transmission control device 90 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, Input / output ports and communication ports. From the transmission control device 90, a drive signal to the motor 68, a drive signal to the actuator ACT for operating the shift fork F, and the like are output via an output port. The transmission control device 90 communicates with the main control device 100, controls the gear ratio of the transmission 11 by a control signal from the main control device 100, and stores data related to the operating state of the transmission 11 as main data. Output to the control device 100.

  Although not shown in detail, the main control device 100 is configured as a microprocessor centered on a CPU, similar to the transmission control device 90, and temporarily stores a ROM and data for storing a processing program in addition to the CPU. RAM, an input / output port, a communication port, etc. are provided. The main control device 100 includes a shift position SP from the shift position sensor 102 that detects the operation position of the shift lever 101, an accelerator opening Acc from the accelerator pedal position sensor 104 that detects the depression amount of the accelerator pedal 103, and a brake pedal 105. The brake pedal position BP from the brake pedal position sensor 106 for detecting the depression amount of the vehicle, the vehicle speed V from the vehicle speed sensor (not shown), and the like are input via the input port.

  The electric vehicle 1 according to the embodiment thus configured can basically calculate the driving force required for traveling based on the accelerator opening Acc and the vehicle speed V, and can efficiently output the calculated driving force. Thus, the vehicle travels by controlling the transmission ratio of the transmission 11 with the transmission control device 90 and controlling the current supplied to the electric motor 2 so that a necessary driving force is output from the electric motor 2.

  Next, the operation of the transmission 10 of the embodiment, particularly the operation during parking will be described. FIG. 4 is a flowchart showing an example of a parking control routine for the transmission 11 executed by the transmission control device 90. This routine is executed when the driver operates the shift lever 101 to the parking position, that is, when the shift position sensor 102 detects parking P as the shift position SP.

  When the parking control routine is executed, the CPU (not shown) of the transmission control device 90 drives and controls the clutch switching device 60 so as to connect the clutch CL (step S100), and the first drive gear 22 by the synchro mechanism 40. The actuator ACT is driven and controlled so that is fixed to the inner input shaft 14 (step 102).

  Specifically, the drive control of the clutch switching device 60 is performed by supplying a current to the motor 68 of the clutch switching device 60. When electric current is supplied so that the rotating shaft 68a of the motor 68 rotates clockwise, the motor 68 rotates to move the slider 64 in the axial direction to the clutch CL side (right side in FIGS. 2 and 3). As the slider 64 moves in the axial direction toward the clutch CL, the diaphragm spring 88 is pressed toward the clutch CL, whereby the clutch CL is brought into a connected state. That is, the rotating shaft 2a of the electric motor 2 and the outer input shaft 12 are connected.

  Here, since the slider 64 is configured as a screw mechanism, even when the current supply to the motor 68 is stopped, the thrust that can press the diaphragm spring 88 can be maintained by the self-locking function of the screw mechanism. Thereby, after the clutch CL is in the connected state, the current supply to the motor 68 can be stopped, and compared with the configuration in which the current is continuously supplied to the motor 68 in order to maintain the connected state of the clutch CL. Can be reduced.

  In addition, since the clutch CL can be maintained in the connected state or the disconnected state without continuing the power supply to the motor 68 even in the clutch switching operation at the time of shifting, in order to maintain the connected state or the disconnected state of the clutch CL. Compared with the configuration in which the power supply to the motor 68 is continued, the power consumption can be suppressed. As a result, the energy efficiency can be further improved.

  On the other hand, the drive control of the actuator ACT is specifically performed by supplying a current to a motor that is one of the components of the actuator ACT. When a current is supplied to the motor so that the shift fork F moves toward the first drive gear 22, the motor is driven to rotate and converted into an axial linear motion by a motion conversion mechanism that is one of the components of the actuator ACT. The shift fork F is moved in the axial direction. As a result, the coupling sleeve 44 of the synchro mechanism 40 engaged with the shift fork F is moved in the axial direction, the coupling sleeve 44 meshes with the clutch gear 22a via the synchro ring 46, and the first drive gear 22 is inward. Fixed to the input shaft 14.

  As described above, in the transmission 10 according to the embodiment, when there is a parking instruction, the power transmission path including the inner input shaft 14, the first gear mechanism 20, and the counter shaft 16, the outer input shaft 12, and the second gear mechanism. The parking state is realized by setting each of the power transmission paths constituted by 30 and the counter shaft 16 to a state where power can be transmitted, that is, an interlock state (double biting state). As a result, there is no need to provide a dedicated parking gear, parking pole, parking rod, actuator, etc. in order to enter the parking state, and it is not necessary to secure a space for arranging these dedicated parts for parking. Therefore, it is possible to reduce the weight and size of the apparatus. As a result, it can contribute to the further improvement of energy efficiency.

  When the driver changes the shift lever 101 from the parking position, that is, when the shift position sensor 102 no longer detects the parking P as the shift position SP, the clutch CL is released, that is, the electric motor 2 The rotating shaft 68a of the motor 68 is rotated counterclockwise by supplying a current in the opposite direction to that when the clutch CL is engaged so that the rotating shaft 2a and the outer input shaft 12 are disconnected. The slider 64 is rotated to move the slider 64 in the axial direction to the side opposite to the clutch CL side (left side in FIGS. 2 and 3). In this way, by setting the clutch CL in the disengaged state, it is possible to prepare for the next start and to ensure quick startability.

  In the transmission 10 of the embodiment, the synchro mechanism 40 is arranged on the inner input shaft 14, but the synchro mechanism 40 may be arranged on the counter shaft 16. In this case, the first drive gear 22 may be fixedly disposed on the inner input shaft 14, and the first driven gear 24 may be idled on the counter shaft 16.

  In the transmission 10 according to the embodiment, the sync mechanism 40 is used, but a dog clutch may be used.

  In the transmission 10 of the embodiment, the rotation of the motor 68 is transmitted to the slider 64 via the third gear mechanism 66. However, the rotation of the motor 68 is directly transmitted to the slider 64, that is, the pinion gear 68b. And the gear 64c may be directly meshed with each other. According to the said structure, since the clutch switching apparatus 60 can be comprised only with the slider shaft 62 and the slider 64, the number of parts can be reduced. Thereby, the compactness of the clutch switching device 60 can be achieved. As a result, since the weight of the transmission 10 itself can be reduced, further energy efficiency can be improved.

In the transmission 10 according to the embodiment, the speed ratio i1 configured by the first gear mechanism 20 is set to be larger than the speed ratio i2 configured by the second gear mechanism 30 , but this is opposite. Alternatively, the speed ratio i2 configured by the second gear mechanism 30 may be set to be larger than the speed ratio i1 configured by the first gear mechanism 20 .

  This embodiment shows an example for carrying out the present invention. Therefore, the present invention is not limited to the configuration of the present embodiment.

DESCRIPTION OF SYMBOLS 1 Electric vehicle 2 Electric motor 2a Rotating shaft 4 Axle 6 Wheel 10 Transmission device 11 Transmission 12 Outer input shaft 14 Inner input shaft 15 Differential device 16 Counter shaft 20 First gear mechanism 22 First drive gear 22a Clutch gear 24 First driven gear 30 Second gear mechanism 32 Second drive gear 34 Second driven gear 40 Synchro mechanism 42 Synchro hub 44 Coupling sleeve 46 Bokeh ring 60 Clutch switching device 62 Slider shaft 62a Shaft portion 62b Flange portion 64 Slider 64a Shaft portion 64b Disc shape Portion 64c Gear 64d Holding portion 66 Third gear mechanism 66a Support shaft 66b Gear 66c Gear 68 Motor 68a Rotating shaft 68b Pinion gear 70 Casing 82 Clutch cover 84 Clutch disc 86 Pressure plate 88 Da Diaphragm spring 90 Transmission control device 100 Main control device 101 Shift lever 102 Shift position sensor 103 Accelerator pedal 104 Accelerator pedal position sensor 105 Brake pedal 106 Brake pedal position sensor 108 Vehicle speed sensor CL Clutch B1 Ball bearing B2 Ball bearing B3 Ball bearing B4 Ball bearing B5 Ball bearing B6 Ball bearing OG Output gear ACT Actuator RG Ring gear F Shift fork RB Release bearing P1 Pin P2 Pin AP Adapter plate P3 Pin CS1 Center axis CS2 Center axis BLT Bolt SP Shift position Acc Accelerator opening BP Brake position V Vehicle speed

Claims (5)

A transmission that is mounted on a vehicle and outputs power from a power source to an output shaft with a change in gear stage,
A first input shaft directly connected to a power shaft of the power source;
A second input shaft coaxially fitted to the first input shaft;
A clutch for connecting and releasing the connection between the power shaft and the second input shaft;
A first gear mechanism capable of connecting the first input shaft and the output shaft with a first gear ratio;
A second gear mechanism that connects the second input shaft and the output shaft with a second gear ratio;
A state switching mechanism for selectively switching a connection state between the first input shaft and the output shaft by the first gear mechanism;
A clutch switching device having a motor and a screw mechanism that is rotationally driven by the motor, and for switching the clutch;
A case for rotatably supporting the first input shaft and the second input shaft;
With
The screw mechanism is
A male shaft formed on the outer peripheral surface, and a slider shaft attached and fixed to the case so as to be coaxially extrapolated to the second input shaft ;
It has a female screw to the male screw and the threaded engagement with the inner peripheral surface, perform you switch the clutch to threadedly advance and retreat on the slider shaft in the axial direction by rotating in response to rotation of the motor A slider member coaxially disposed on the slider shaft,
Have
When the vehicle is instructed to park, the power shaft and the second input shaft are connected, and the output shaft is locked by connecting the first input shaft and the output shaft. Gearbox. The transmission according to claim 1, wherein the screw mechanism further includes a third gear mechanism, and is configured to transmit the rotation of the motor to the slider member via the third gear mechanism . The first gear mechanism has a first drive gear disposed on the first input shaft so as to be rotatable relative to the first input shaft, and a first driven gear fixedly disposed on the output shaft. ,
The second gear mechanism has a second drive gear fixedly disposed on the second input shaft, and a second driven gear fixedly disposed on the output shaft and meshing with the second drive gear,
The state switching mechanism is disposed on the first input shaft, and is configured to connect the first input shaft and the output shaft by fixing the first drive gear to the first input shaft. transmission according to claim 1 or 2 is. The first speed ratio is set to a speed ratio larger than the second speed ratio. 4. The transmission according to claim 1. The axle,
An electric motor as a power source;
The transmission according to any one of claims 1 to 4, wherein the output shaft is mechanically connected to the axle.
Electric car with

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