JP6351556B2 - Power split type continuously variable transmission - Google Patents

Description

  The present invention relates to a power split type continuously variable transmission capable of splitting and transmitting power input to an input shaft (input shaft) into two systems.

  As a transmission mounted on a vehicle such as an automobile, a continuously variable transmission mechanism that continuously changes engine power, a gear mechanism that transmits engine power without going through a continuously variable transmission mechanism, and a continuously variable transmission mechanism There has been proposed a planetary gear mechanism for synthesizing the power from the gear and the power from the gear mechanism. In this transmission, the power from the engine can be divided into a continuously variable transmission mechanism and a gear mechanism, and the divided powers can be combined by the planetary gear mechanism and transmitted to the wheels.

JP 2004-176890 A

  The applicant has also proposed a transmission capable of dividing and transmitting the power of the drive source into two systems as a power split type continuously variable transmission.

  FIG. 4 is a skeleton diagram showing a configuration of a power split type continuously variable transmission 901 according to the applicant's previous proposal.

  The power split type continuously variable transmission 901 outputs a continuously variable transmission mechanism 902 that continuously changes power by changing a transmission ratio, a constant transmission mechanism 903 that changes power at a constant transmission ratio, and outputs power. Output planetary gear mechanism 904 is provided.

  The continuously variable transmission mechanism 902 has the same configuration as a known belt-type continuously variable transmission (CVT). The primary shaft 905 is directly connected to the input shaft 906. The secondary shaft 907 supports the sun gear 908 of the output planetary gear mechanism 904 in a relatively non-rotatable manner. An output shaft 910 is connected to the ring gear 909 of the output planetary gear mechanism 904. The rotation of the output shaft 910 is transmitted to the differential gear 913 via the first output idle gear 911 and the second idle gear 912, and is transmitted from the differential gear 913 to the left and right drive wheels.

  The constant speed change mechanism 903 includes a speed increasing planetary gear mechanism 914, a split drive gear 915, a split driven gear 916, and an idle gear 917. The sun gear 918 of the speed increasing planetary gear mechanism 914 is externally fitted to the input shaft 906 so as to be relatively rotatable. The carrier 919 of the speed increasing planetary gear mechanism 914 is supported by the input shaft 906 so as not to be relatively rotatable. The split drive gear 915 is provided so as to be able to rotate integrally with the sun gear 918. The split driven gear 916 is provided so as to rotate integrally with the carrier 920 of the planetary gear mechanism 904 for output. The idle gear 917 meshes with the split drive gear 915 and the split driven gear 916.

  FIG. 5 is a diagram illustrating states of the clutch C1 and the brakes B1 and B2 during forward travel and reverse travel. In FIG. 5, “◯” indicates that the clutch C1 and the brakes B1 and B2 are engaged. “X” indicates that the clutch C1 and the brakes B1 and B2 are in the released state.

  The power split type continuously variable transmission 901 includes, as a power transmission mode, a belt mode in which power is transmitted to the output planetary gear mechanism 904 via only the continuously variable transmission mechanism 902, and power is continuously variable with the continuously variable transmission mechanism 902. A split mode transmitted to the output planetary gear mechanism 904 via the transmission mechanism 903.

  In the belt mode, the clutch C1 is engaged, the sun gear 908 and the ring gear 909 of the output planetary gear mechanism 904 are directly connected, the brakes B1 and B2 are released, and the carrier 920 of the output planetary gear mechanism 904 is free. Put into a state. Therefore, when the primary shaft 905 is rotated by the power input to the input shaft 906, the rotation of the primary shaft 905 is transmitted to the secondary shaft 907 via the belt 921, and the sun gear 908 and the ring gear 909 of the output planetary gear mechanism 904 are transmitted. Rotate integrally, and the output shaft 910 rotates integrally with the ring gear 909. Therefore, in the belt mode, the gear ratio of the power split continuously variable transmission 901 matches the gear ratio (belt gear ratio) of the continuously variable transmission mechanism 902.

  In the split mode, the clutch C1 and the brake B1 are released. Further, by engaging the brake B2, the ring gear 922 of the speed increasing planetary gear mechanism 914 is braked. Therefore, when the primary shaft 905 rotates by the power input to the input shaft 906, the rotation of the primary shaft 905 is transmitted to the secondary shaft 907 via the belt 921, and the sun gear 908 of the output planetary gear mechanism 904 rotates. . On the other hand, since the ring gear 922 of the speed increasing planetary gear mechanism 914 is braked, the rotation of the input shaft 906 causes the carrier 919, the sun gear 918, the split drive gear 915, the idle gear 917, and the split of the speed increasing planetary gear mechanism 914 to rotate. Through the driven gear 916, the speed is increased and transmitted to the carrier 920 of the output planetary gear mechanism 904. Therefore, in the split mode, the larger the belt speed ratio, the smaller the speed ratio (unit speed ratio) of the power split type continuously variable transmission 901, and the speed ratio less than the speed ratio (split speed ratio) of the constant speed change mechanism 903. Can be realized.

  When the vehicle on which the power split type continuously variable transmission 901 is mounted is reverse, the clutch C1 and the brake B2 are released and the brake B1 is engaged. The split drive gear 915 is braked by the engagement of the brake B1. Due to the braking of the split drive gear 915, the idle gear 917 cannot be rotated, and the split driven gear 916 and the carrier 920 of the output planetary gear mechanism 904 cannot be rotated. Therefore, when rotation is transmitted from the input shaft 906 to the sun gear 908 of the output planetary gear mechanism 904 via the primary shaft 905 and the secondary shaft 907, the ring gear 909 of the output planetary gear mechanism 904 rotates in the opposite direction to the sun gear 908. Then, the output shaft 910 rotates in the direction opposite to that when the vehicle moves forward.

  However, in the power split type continuously variable transmission 901, the speed increasing planetary gear mechanism 914 operates (transmits power) in the split mode that greatly contributes to the improvement of the driving fuel consumption of the vehicle. Intermeshing loss occurs. Further, in the split mode, the rotation of the split drive gear 915 is transmitted to the split driven gear 916 via the idle gear 917, so that a meshing loss also occurs in the gear train. The torque transmission efficiency in the power split type continuously variable transmission 901 is reduced by the meshing loss, and the vehicle fuel consumption in the split mode is deteriorated. Further, by providing the idle gear 917, the physique (size) of the power split continuously variable transmission 901 increases, and the cost of the power split continuously variable transmission 901 increases.

  An object of the present invention is to provide a power split type continuously variable transmission capable of improving torque transmission efficiency and reducing physique and cost as compared with the configuration according to the previous proposal by the applicant. is there.

  In order to achieve the above object, a power split continuously variable transmission according to the present invention includes an input shaft (input shaft), an output shaft (output shaft), a primary pulley supported by a primary shaft, and a secondary shaft. A continuously variable transmission mechanism comprising a supported secondary pulley and a belt wound around the primary pulley and the secondary pulley, a reverse gear mechanism for reversing the power input to the input shaft and transmitting it to the primary shaft, a carrier, and a secondary A planetary gear mechanism including a sun gear provided to rotate integrally with the shaft and a ring gear provided to rotate integrally with the output shaft, a split drive gear, and a carrier to rotate integrally with the carrier and mesh with the split drive gear. Split driven gear, input shaft and split drive gear rotate together A first engagement element that is engaged / released in order to couple and release the coupling, and a second gear that is engaged / released to couple the sun gear and the ring gear so as to be integrally rotatable and to release the coupling. Engaging elements.

  According to this configuration, in a state where the first engagement element is released, the split drive gear is disconnected from the input shaft, and the carrier of the planetary gear mechanism is free to rotate (free). Further, in a state where the second engagement element is engaged, the sun gear and the ring gear of the planetary gear mechanism are coupled so as to be integrally rotatable. Therefore, in a state in which the first engagement element is released and the second engagement element is engaged, the power input to the input shaft is reversely transmitted by the reverse gear mechanism and transmitted to the primary shaft, thereby continuously variable transmission. Is transmitted from the mechanism to the sun gear of the planetary gear mechanism and output to the output shaft via the sun gear and the ring gear of the planetary gear mechanism. Therefore, when the first engagement element is released and the second engagement element is engaged, the power input to the input shaft is transmitted to the planetary gear mechanism via the continuously variable transmission mechanism, and the transmitted power is transmitted. A belt mode in which power is output from the planetary gear mechanism to the output shaft is achieved.

  On the other hand, when the first engagement element is engaged, the split drive gear is coupled to the input shaft so as to be integrally rotatable. Further, in the state where the second engagement element is released, the coupling between the sun gear and the ring gear of the planetary gear mechanism is released. Therefore, in a state where the first engagement element is engaged and the second engagement element is released, a part of the power input to the input shaft is reversed by the reverse gear mechanism and transmitted to the primary shaft, It is transmitted from the continuously variable transmission mechanism to the sun gear of the planetary gear mechanism. Part of the power input to the input shaft is transmitted from the split drive gear to the carrier of the planetary gear mechanism via the split driven gear. Therefore, when the first engagement element is engaged and the second engagement element is released, the power input to the input shaft passes through the continuously variable transmission mechanism and the constant transmission mechanism including the split drive gear and the split driven gear. The split mode is achieved in which the transmitted power is transmitted to the planetary gear mechanism, and the transmitted power is output from the planetary gear mechanism to the output shaft.

  Therefore, in the power split continuously variable transmission according to the present invention, the belt mode and the split mode can be realized as the power transmission mode.

  In the power split type continuously variable transmission, compared to the configuration according to the previous proposal by the applicant, that is, the configuration shown in FIG. 4, the speed increasing planetary gear mechanism and the split drive gear and the split driven gear The intervening idle gear is omitted. As a result, the meshing loss can be reduced, and the torque transmission efficiency can be improved. As a result, it is possible to reduce the travel fuel consumption of a vehicle equipped with a power split continuously variable transmission. Further, the cost can be reduced by reducing the number of parts, and the cost of the vehicle on which the power split type continuously variable transmission is mounted can be reduced. Further, by omitting the idle gear, one axis can be reduced, and the physique of the power split type continuously variable transmission can be reduced. As a result, the mountability of the power split type continuously variable transmission on the vehicle can be improved.

  The reverse gear mechanism is preferably configured to transmit the power input to the input shaft to the primary shaft by reversely rotating and decelerating. The reverse gear mechanism has, for example, a first gear that is held relatively non-rotatably on the input shaft and a first gear that has more teeth than the first gear and is held non-rotatably relative to the primary shaft and meshes with the first gear. The structure including two gears may be sufficient.

  Since the power input to the input shaft is reversed and decelerated and transmitted to the primary shaft, the number of rotations of the belt can be suppressed, so that the friction loss of the belt can be reduced. As a result, the torque transmission efficiency of the power split continuously variable transmission can be further improved.

  The power split type continuously variable transmission may include a third engagement element (brake) that is engaged / released to prohibit and allow rotation of the carrier.

  In a state where the first engagement element and the second engagement element are released and the third engagement element is engaged, the power input to the input shaft is transmitted from the continuously variable transmission mechanism to the sun gear of the planetary gear mechanism. Then, the ring gear of the planetary gear mechanism rotates in the opposite direction to the sun gear, and the output shaft rotates in the opposite direction to that in the belt mode and the split mode. Therefore, it is possible to realize a reverse mode in which the vehicle equipped with the power split type continuously variable transmission is moved backward.

  According to the present invention, torque transmission efficiency can be improved as compared with the configuration according to the previous proposal by the applicant, and as a result, the running fuel consumption of a vehicle equipped with a power split continuously variable transmission is improved. Reduction can be achieved. In addition, the physique of the power split continuously variable transmission can be reduced, and the mountability of the power split continuously variable transmission on the vehicle can be improved. Furthermore, the cost of the power split type continuously variable transmission can be reduced.

1 is a skeleton diagram showing a configuration of a drive system of a vehicle equipped with a power split type continuously variable transmission according to an embodiment of the present invention. It is a figure which shows the state of the clutch and brake in each power transmission mode. It is a collinear diagram which shows the relationship of the rotation speed (rotation speed) of the sun gear of a planetary gear mechanism, a carrier, and a ring gear. It is a skeleton figure which shows the structure of the power division type continuously variable transmission which concerns on an applicant's previous proposal. FIG. 5 is a diagram showing states of a clutch and a brake in each power transmission mode in the power split type continuously variable transmission shown in FIG. 4.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Vehicle drive system>

  FIG. 1 is a skeleton diagram showing a configuration of a drive system of a vehicle 1 on which a power split type continuously variable transmission 4 according to an embodiment of the present invention is mounted.

  The vehicle 1 is an automobile that uses the engine 2 as a drive source. The output of the engine 2 is transmitted to driving wheels (for example, left and right front wheels) of the vehicle 1 via the torque converter 3 and the power split type continuously variable transmission 4.

  The engine 2 includes an E / G output shaft 21. The E / G output shaft 21 is rotated by the power generated by the engine 2.

  The torque converter 3 includes a pump impeller 31, a turbine runner 32, and a lockup clutch 33. An E / G output shaft 21 is connected to the pump impeller 31, and the pump impeller 31 is provided so as to be integrally rotatable about the same rotation axis as the E / G output shaft 21. The turbine runner 32 is provided to be rotatable about the same rotation axis as the pump impeller 31. The lockup clutch 33 is provided to directly connect / separate the pump impeller 31 and the turbine runner 32. When the lockup clutch 33 is engaged, the pump impeller 31 and the turbine runner 32 are directly connected, and when the lockup clutch 33 is released, the pump impeller 31 and the turbine runner 32 are separated.

  When the E / G output shaft 21 is rotated in a state where the lockup clutch 33 is released, the pump impeller 31 rotates. When the pump impeller 31 rotates, an oil flow from the pump impeller 31 toward the turbine runner 32 is generated. This oil flow is received by the turbine runner 32 and the turbine runner 32 rotates. At this time, the amplifying action of the torque converter 3 occurs, and the turbine runner 32 generates a power larger than the power (torque) of the E / G output shaft 21.

  In a state where the lockup clutch 33 is engaged, when the E / G output shaft 21 is rotated, the E / G output shaft 21, the pump impeller 31, and the turbine runner 32 are rotated together.

  The power split type continuously variable transmission 4 transmits the power input from the torque converter 3 to the differential gear 6. The power split type continuously variable transmission 4 includes an input shaft 41, an output shaft 42, a continuously variable transmission mechanism 43, a reverse gear mechanism 44, a planetary gear mechanism 45, a split drive gear 46 and a split driven gear 47.

  The input shaft 41 is connected to the turbine runner 32 of the torque converter 3 and is provided so as to be integrally rotatable about the same rotation axis as the turbine runner 32.

  The output shaft 42 is provided in parallel with the input shaft 41. An output gear 48 is supported on the output shaft 42 so as not to be relatively rotatable. The output gear 48 meshes with the differential gear 6 (the input gear of the differential gear 6).

  The continuously variable transmission mechanism 43 has the same configuration as a known belt-type continuously variable transmission (CVT). Specifically, the continuously variable transmission mechanism 43 includes a primary shaft 51, a secondary shaft 52 provided in parallel with the primary shaft 51, a primary pulley 53 supported by the primary shaft 51 so as not to be relatively rotatable, and a secondary shaft 52. And a secondary pulley 54 supported so as not to rotate relative thereto, and a primary pulley 53 and a belt 55 wound around the secondary pulley 54.

  The primary pulley 53 is disposed so as to face the fixed sheave 61 fixed to the primary shaft 51 with the belt 55 sandwiched between the fixed sheave 61 and is supported by the primary shaft 51 so as to be movable in the axial direction but not to be relatively rotatable. 62. A cylinder (not shown) fixed to the primary shaft 51 is provided on the opposite side of the movable sheave 62 from the fixed sheave 61, and a piston chamber (oil chamber) is formed between the movable sheave 62 and the cylinder. Has been.

  The secondary pulley 54 is arranged so as to be opposed to the fixed sheave 65 fixed to the secondary shaft 52 with the belt 55 sandwiched between the fixed sheave 65 and supported on the secondary shaft 52 so as to be movable in the axial direction but not to be relatively rotatable. 66. A cylinder (not shown) fixed to the secondary shaft 52 is provided on the opposite side of the movable sheave 66 from the fixed sheave 65, and a piston chamber (oil chamber) is formed between the movable sheave 66 and the cylinder. Has been.

  In the continuously variable transmission mechanism 43, the hydraulic pressure supplied to the piston chambers of the primary pulley 53 and the secondary pulley 54 is controlled, and the groove widths of the primary pulley 53 and the secondary pulley 54 are changed, whereby the continuously variable transmission mechanism. The belt speed ratio, which is the speed ratio at 43, is continuously changed continuously.

  Specifically, when the belt speed ratio is lowered, the hydraulic pressure supplied to the piston chamber of the primary pulley 53 is increased. As a result, the movable sheave 62 of the primary pulley 53 moves to the fixed sheave 61 side, and the interval (groove width) between the fixed sheave 61 and the movable sheave 62 is reduced. Accordingly, the winding diameter of the belt 55 around the primary pulley 53 is increased, and the interval (groove width) between the fixed sheave 65 and the movable sheave 66 of the secondary pulley 54 is increased. As a result, the pulley ratio between the primary pulley 53 and the secondary pulley 54 is reduced, and the belt transmission ratio is reduced.

  When the belt transmission ratio is increased, the hydraulic pressure supplied to the piston chamber of the primary pulley 53 is decreased. Thereby, the thrust of the secondary pulley 54 with respect to the belt 55 becomes larger than the thrust of the primary pulley 53 with respect to the belt 55, the interval between the fixed sheave 65 and the movable sheave 66 of the secondary pulley 54 is reduced, and the fixed sheave 61 and the movable sheave The distance from 62 increases. As a result, the pulley ratio between the primary pulley 53 and the secondary pulley 54 is increased, and the belt transmission ratio is increased.

  On the other hand, the thrust of the primary pulley 53 and the secondary pulley 54 needs to be large enough to prevent slippage between the primary pulley 53 and the secondary pulley 54 and the belt 55. Therefore, the hydraulic pressure supplied to each piston chamber of the primary pulley 53 and the secondary pulley 54 is controlled so that a thrust according to the magnitude of the torque input to the input shaft 41 is obtained.

  The reverse gear mechanism 44 is configured to transmit the power input to the input shaft 41 to the primary shaft 51 by reversely rotating and decelerating. Specifically, the reverse gear mechanism 44 has a first gear 71 that is supported by the input shaft 41 so as not to rotate relative to the input shaft 41, and has a larger diameter and a larger number of teeth than the first gear 71, and cannot rotate relative to the primary shaft 51. And a second gear 72 that is supported and meshes with the first gear 71.

  The planetary gear mechanism 45 includes a sun gear 81, a carrier 82, and a ring gear 83. The sun gear 81 is supported by the secondary shaft 52 so as not to be relatively rotatable. The carrier 82 is fitted on the output shaft 42 so as to be relatively rotatable. The carrier 82 rotatably supports a plurality of pinion gears 84. The plurality of pinion gears 84 are arranged on the circumference and mesh with the sun gear 81. The ring gear 83 has an annular shape that collectively surrounds the plurality of pinion gears 84, and meshes with the pinion gears 84 from the outside in the rotational radial direction of the secondary shaft 52. An output shaft 42 is connected to the ring gear 83, and the ring gear 83 is provided so as to be integrally rotatable about the same rotation axis as the output shaft 42.

  The split drive gear 46 is fitted on the input shaft 41 so as to be relatively rotatable.

  The split driven gear 47 is provided so as to be integrally rotatable about the same rotation axis as the carrier 82 of the planetary gear mechanism 45. The split driven gear 47 is formed with a smaller diameter than the split drive gear 46 and has fewer teeth than the split drive gear 46.

  The power split type continuously variable transmission 4 includes clutches C1 and C2 and a brake B1.

  The clutch C1 is switched between an engaged state (on) in which the input shaft 41 and the split drive gear 46 are directly coupled (coupled so as to be integrally rotatable) and a released state (off) in which the direct coupling is released.

  The clutch C2 is switched between an engaged state (on) in which the sun gear 81 and the ring gear 83 of the planetary gear mechanism 45 are directly coupled (coupled so as to be integrally rotatable) and a released state (off) in which the direct coupling is released.

  The brake B <b> 1 is switched between an engaged state (on) in which the carrier 82 of the planetary gear mechanism 45 is braked and a released state (off) in which the rotation of the carrier 82 is allowed.

<Power transmission mode>

  FIG. 2 is a diagram illustrating states of the clutches C1 and C2 and the brake B1 when the vehicle 1 moves forward and backward. In FIG. 2, “◯” indicates that the clutches C1 and C2 and the brake B1 are engaged. “X” indicates that the clutches C1 and C2 and the brake B1 are in the released state.

  FIG. 3 is a collinear diagram showing the relationship between the rotational speeds (rotational speeds) of the sun gear 81, the carrier 82, and the ring gear 83 of the planetary gear mechanism 45.

  The power split type continuously variable transmission 4 has a belt mode and a split mode as power transmission modes when the vehicle 1 moves forward.

  In the belt mode, as shown in FIG. 2, the clutch C1 and the brake B1 are released, and the clutch C2 is engaged. As a result, the split drive gear 46 is disconnected from the input shaft 41, the carrier 82 of the planetary gear mechanism 45 becomes free (free rotation state), and the sun gear 81 and the ring gear 83 of the planetary gear mechanism 45 are directly connected.

  The power input to the input shaft 41 is reversed and decelerated by the reverse gear mechanism 44 and transmitted to the primary shaft 51 of the continuously variable transmission mechanism 43 to rotate the primary shaft 51 and the primary pulley 53. The rotation of the primary pulley 53 is transmitted to the secondary pulley 54 via the belt 55 to rotate the secondary pulley 54 and the secondary shaft 52. Since the sun gear 81 and the ring gear 83 of the planetary gear mechanism 45 are directly connected, the sun gear 81, the ring gear 83, and the output shaft 42 rotate together with the secondary shaft 52. Therefore, in the belt mode, as shown in FIG. 3, the unit speed ratio, which is the overall speed ratio of the power split type continuously variable transmission 4, coincides with the belt speed ratio.

  In the split mode, as shown in FIG. 2, the clutch C1 is engaged, and the clutch C2 and the brake B1 are released. Thereby, the input shaft 41 and the split drive gear 46 are directly connected, the carrier 82 of the planetary gear mechanism 45 becomes free, and the sun gear 81 and the ring gear 83 of the planetary gear mechanism 45 are disconnected.

  A part of the power input to the input shaft 41 is reversely rotated and decelerated by the reverse gear mechanism 44 and transmitted to the primary shaft 51 of the continuously variable transmission mechanism 43, and from the primary shaft 51 to the primary pulley 53, the belt 55 and the secondary pulley. 54 is transmitted to the secondary shaft 52 through 54, and is transmitted to the sun gear 81 of the planetary gear mechanism 45. On the other hand, part of the power input to the input shaft 41 is accelerated and transmitted from the split drive gear 46 to the carrier 82 of the planetary gear mechanism 45 via the split driven gear 47.

  Since the split gear ratio, which is the gear ratio between the split drive gear 46 and the split driven gear 47, is constant and unchanged (fixed), in the split mode, if the power input to the input shaft 41 is constant, the planetary gear mechanism The rotation of 45 carriers 82 is held at a constant speed. For this reason, when the belt speed ratio is increased, the rotational speed of the sun gear 81 of the planetary gear mechanism 45 decreases, so that the rotational speed of the ring gear 83 (output shaft 42) of the planetary gear mechanism 45 as shown by the broken line in FIG. Goes up. As a result, in the split mode, the unit transmission ratio decreases as the belt transmission ratio increases.

  The rotation of the output shaft 42 in the belt mode and the split mode is transmitted to the differential gear 6 via the output gear 48. Thereby, the drive shafts 7 and 8 of the vehicle 1 rotate in the forward direction.

  In the reverse mode for moving the vehicle 1 backward, as shown in FIG. 2, the clutches C1 and C2 are engaged, and the brake B1 is released. Thereby, the split drive gear 46 is disconnected from the input shaft 41, the sun gear 81 and the ring gear 83 of the planetary gear mechanism 45 are disconnected, and the carrier 82 of the planetary gear mechanism 45 is braked.

  The power input to the input shaft 41 is reversed and decelerated by the reverse gear mechanism 44 and transmitted to the primary shaft 51 of the continuously variable transmission mechanism 43, and is transmitted from the primary shaft 51 via the primary pulley 53, the belt 55 and the secondary pulley 54. Then, the sun gear 81 of the planetary gear mechanism 45 is rotated integrally with the secondary shaft 52. Since the carrier 82 of the planetary gear mechanism 45 is braked, when the sun gear 81 rotates, the ring gear 83 of the planetary gear mechanism 45 rotates in the opposite direction to the sun gear 81. The rotation direction of the ring gear 83 is opposite to the rotation direction of the ring gear 83 during forward movement (belt mode and split mode). Then, the output shaft 42 rotates integrally with the ring gear 83. The rotation of the output shaft 42 is transmitted to the differential gear 6 via the output gear 48. Thereby, the drive shafts 7 and 8 of the vehicle 1 rotate in the reverse direction.

<Effect>

  In the power split type continuously variable transmission 4, the speed increasing planetary gear mechanism 914 and the idle gear 917 are omitted as compared with the configuration according to the previous proposal by the applicant, that is, the configuration shown in FIG. As a result, the meshing loss can be reduced, and the torque transmission efficiency can be improved. As a result, it is possible to reduce the travel fuel consumption of the vehicle 1 in which the power split type continuously variable transmission 4 is mounted. Further, it is possible to reduce the cost by reducing the number of parts, and consequently, it is possible to reduce the cost of the vehicle 1 on which the power split type continuously variable transmission 4 is mounted. Further, by omitting the idle gear 917, one axis can be reduced, and the physique of the power split type continuously variable transmission 4 can be reduced. As a result, the mountability of the power split type continuously variable transmission 4 on the vehicle 1 can be improved.

  The reverse gear mechanism 44 is configured to transmit the power input to the input shaft 41 to the primary shaft 51 of the continuously variable transmission mechanism 43 by reversely rotating and decelerating. Since the power input to the input shaft 41 is reversed and decelerated and transmitted to the primary shaft 51, the number of rotations of the belt 55 can be suppressed, so that the friction loss of the belt 55 can be reduced. As a result, the torque transmission efficiency of the power split type continuously variable transmission 4 can be further improved.

<Modification>

  Although one embodiment of the present invention has been described above, the present invention can be implemented in other forms, and various modifications can be made to the above-described configuration within the scope of the matters described in the claims. It is possible to apply.

4 power split type continuously variable transmission 41 input shaft 42 output shaft 43 continuously variable transmission mechanism 44 reverse gear mechanism 45 planetary gear mechanism 46 split drive gear 47 split driven gear 51 primary shaft 52 secondary shaft 53 primary pulley 54 secondary pulley 55 belt 81 Sun gear 82 Carrier 83 Ring gear B1 Brake C1 Clutch (first engagement element)
C2 clutch (second engagement element)

Claims (1)

An input shaft,
The output axis,
A continuously variable transmission mechanism comprising a primary pulley supported by a primary shaft, a secondary pulley supported by a secondary shaft, and a belt wound around the primary pulley and the secondary pulley;
A reverse gear mechanism for reversing the power input to the input shaft and transmitting it to the primary shaft;
A planetary gear mechanism comprising a carrier, a sun gear provided to rotate integrally with the secondary shaft, and a ring gear provided to rotate integrally with the output shaft;
Split drive gear,
A split driven gear that is integrally rotatable with the carrier and meshes with the split drive gear;
A first engagement element that is engaged / released to couple the input shaft and the split drive gear so as to be integrally rotatable and to release the coupling;
Look including a second engagement element that is engaged / released in order to release the integral rotation coupled and coupling the ring gear and the sun gear,
The split driven gear is formed with a smaller diameter than the split drive gear,
The release ratio of the first engagement element and the engagement of the second engagement element form a relatively low speed ratio range, and the engagement of the first engagement element and the second engagement element A power split type continuously variable transmission in which a relatively high gear ratio range is configured by releasing the motor.

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