JP6642286B2 - Vehicle transmission - Google Patents

Description

  The present invention relates to a transmission for a vehicle.

  In recent years, vehicles equipped with an electric motor as a driving source, so-called electric vehicles, have been put to practical use. It is also practical to mount a transmission on an electric vehicle in order to improve power performance. As such a transmission, there is a transmission having two clutch mechanisms for connecting and disconnecting between an output shaft of a motor and a drive wheel of a vehicle (specifically, an output shaft of the transmission), that is, a so-called dual clutch type transmission ( For example, see Patent Literature 1).

  Due to the characteristics of the dual clutch type transmission, the power transmission between the output shaft of the prime mover and the driving wheels of the vehicle is interrupted when the gear is switched (the state in which the two clutch mechanisms do not transmit power). The time for [cutting state]) is very short (or no). Therefore, in a vehicle equipped with a dual clutch type transmission, it is possible to quickly execute a shift operation.

  Moreover, in a vehicle equipped with a dual-clutch transmission, when the control (torque control) for adjusting the output torque of the electric motor is performed to adjust the driving torque of the vehicle, the disconnection is performed when the gear is switched. Since the time to be in the state is very short, a rapid increase in the rotation speed of the electric motor does not occur. For this reason, precise motor control for changing gears is not required.

JP 2007-331654 A

  As a clutch mechanism provided in a transmission, a hydraulically operated clutch mechanism is frequently used, and a vehicle having such a hydraulically operated clutch mechanism includes a hydraulic pump. Electric vehicles are often not provided with a hydraulic pump. If such an electric vehicle is provided with a transmission having a hydraulically operated clutch mechanism, it is necessary to newly provide a hydraulic pump. Further, when the dual clutch transmission described in Patent Literature 1 is mounted on an electric vehicle, it is necessary to execute the switching control for switching the operating states of the two clutch mechanisms, so the switching control is executed. An electronic control unit is also required. As described above, when the dual-clutch transmission is mounted on the electric vehicle, the configuration is likely to be complicated.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle transmission that can realize a smooth shift operation with a simple configuration.

A vehicle transmission for solving the above-mentioned problems includes a low-speed gear unit and a high-speed gear unit separately connected to driving wheels of a vehicle, and a connection between an input shaft of the low-speed gear unit and an output shaft of a vehicle-mounted prime mover. A transmission device for a vehicle that performs a two-speed shift, comprising: a first clutch mechanism that is in contact with the first clutch mechanism; and a second clutch mechanism that is connected and disconnected between an input shaft of the high-speed gear unit and an output shaft of the vehicle-mounted prime mover, A first actuator that changes an operation state of the first clutch mechanism in accordance with a hydraulic pressure supplied to a first working chamber partitioned inside, a first working chamber that is filled with working oil and communicates with one end of the first working chamber; A first oil passage, a second actuator for changing an operation state of the second clutch mechanism in accordance with a hydraulic pressure supplied to a second working chamber partitioned inside, and a first oil passage provided separately from the first oil passage. And filled with hydraulic oil at one end A second oil passage communicating with the second working chamber, a first switching operator for increasing / decreasing a volume of the first adjustment chamber forming a part of the first oil passage, and a second oil passage. A second switching operator for increasing or decreasing the volume of a second adjustment chamber that forms a part, and increasing or decreasing the volume of the first adjustment chamber and the volume of the second adjustment chamber so that when one increases, the other decreases. that a state like a switching unit coupled to said first switching operation member and the second switching operation member, the first to increase or decrease the volume of the first decompression chamber forming part of said first oil passage A decompression operator, a second decompression operator for increasing or decreasing the volume of a second decompression chamber that forms part of the second oil passage, and one of a volume of the first decompression chamber and a volume of the second decompression chamber. Is increased or decreased so that when the value of the other increases, the other decreases. By way, and a depressurization portion connected to the first pressure reducing operation member and the second pressure reducing operation member.

In the above configuration, two systems of oil, both closed to the outside, including the low-speed side oil passage including the first oil passage and the first working chamber and the high-speed side oil passage including the second oil passage and the second working chamber. A path is formed.
Then, by operating the switching operation unit (for example, the operation lever) to an intermediate position (neutral position) in the operation range, the first adjustment chamber and the second adjustment chamber are made to have the size of the reference state, and the low speed side oil passage and The first clutch mechanism and the second clutch mechanism can be set to the same operating state (specifically, the half-clutch state) by setting the high-speed side oil passage to the size of the reference state.

  On the other hand, by operating the switching operation unit in one direction (low-speed position) from the neutral position, the first adjustment chamber becomes narrower and the second adjustment chamber becomes wider. As a result, the hydraulic pressure of the low-speed side oil passage increases and the first clutch mechanism is in an operating state (connected state) for transmitting power, while the hydraulic pressure of the high-speed side oil passage decreases and the second clutch mechanism supplies power. It becomes an operation state (disconnection state) that does not transmit. At this time, the output shaft of the prime mover and the drive wheels of the vehicle are connected via the low-speed gear unit.

  On the other hand, by operating the switching operation unit in the opposite direction (high-speed position), the first adjustment chamber becomes wider and the second adjustment chamber becomes narrower. As a result, the hydraulic pressure of the low-speed side oil passage decreases and the first clutch mechanism is disconnected, while the hydraulic pressure of the high-speed side oil passage increases and the second clutch mechanism is connected. At this time, the output shaft of the prime mover and the drive wheels of the vehicle are connected via the high-speed gear unit.

As described above, according to the above configuration, a simple structure that does not require an electronic control unit or a hydraulic pump for operating the clutch mechanism by operating the hydraulic circuit including two closed oil passages by the switching operation unit. , A two-stage speed change can be realized. Moreover, when the switching operation section is operated from one of the low-speed position and the high-speed position to the other, one of the first clutch mechanism and the second clutch mechanism changes from the disconnected state to the connected state, and the other changes from the connected state to the disconnected state. However, in the process, both the first clutch mechanism and the second clutch mechanism are brought into the half clutch state. Therefore, the shift speed can be smoothly switched. By operating the decompression operation unit so that both the first decompression chamber and the second decompression chamber become narrow, the hydraulic pressure of the low-speed side oil passage (first operation chamber) and the high-speed side oil passage (second operation chamber) are reduced. By increasing the hydraulic pressure to some extent, the first clutch mechanism and the second clutch mechanism can be brought into the half clutch state. This allows the transmission to be in a state where power can be transmitted from the output shaft of the prime mover to the drive wheels of the vehicle. In addition, by operating the decompression operation unit so that both the first decompression chamber and the second decompression chamber are widened, the hydraulic pressure of the low-speed side oil passage (first operation chamber) and the high-speed side oil passage (second operation chamber) are increased. By lowering the hydraulic pressure, the first clutch mechanism and the second clutch mechanism can be brought into the disconnected state. Thus, the transmission can be brought into a state in which power transmission between the output shaft of the prime mover and the drive wheels of the vehicle is cut off (so-called neutral state).

In the transmission, it is preferable that an accumulator is connected to each of the first oil passage and the second oil passage.
According to the above configuration, when the oil pressure in the oil passage increases, the hydraulic oil in the oil passage becomes taken into the accumulator, while when the oil pressure in the oil passage decreases, the hydraulic oil in the accumulator flows into the oil passage. Will be discharged. Therefore, as compared with a transmission without an accumulator, the range of increase or decrease in the volume of the first oil passage or the second oil passage can be increased, and the range in which the switching operation unit can be operated is increased. be able to. Therefore, it is possible to adjust the oil pressure of the first adjustment chamber and the oil pressure of the second adjustment chamber with a high degree of freedom through the operation of the switching operation unit. In addition, the speed of change of the oil pressure in the oil passage at the time of operating the switching operation unit is suppressed low by the operation of the accumulator, so that a smooth shift operation can be realized.

  In the transmission, the switching operation unit and the pressure reducing operation unit are operation levers provided in a driver's seat of the vehicle, and the operation lever functions as the switching operation unit when operated in a first direction. However, when operated in the second direction, it preferably functions as the decompression operation section.

  According to the above configuration, one common operation lever can be used as the switching operation unit and the pressure reduction operation unit, so that the transmission can have a simple structure as compared with the case where the operation levers are separately provided. it can.

  ADVANTAGE OF THE INVENTION According to the transmission of the vehicle of this invention, a smooth shift operation | movement can be implement | achieved with a simple structure.

1 is a schematic diagram illustrating a schematic configuration of a transmission of a vehicle according to an embodiment. 4 is a schematic diagram illustrating an operation mode of a hydraulic circuit in a power transmission state. 5 is a schematic diagram showing an operation mode of a hydraulic circuit in a low-speed state. 5 is a schematic diagram illustrating an operation mode of a hydraulic circuit in a high-speed state. FIG. 11 is a perspective view showing an operation lever of a modified example and its peripheral structure.

Hereinafter, a transmission of a vehicle according to an embodiment will be described.
As shown in FIG. 1, a vehicle 10 is an electric vehicle on which an electric motor 11 as a prime mover is mounted. A transmission 13 is provided between the drive wheels 12 of the vehicle 10 and the electric motor 11, and the transmission 13 performs a two-stage shift.

  The transmission 13 has a transmission mechanism 20 composed of a plurality of gears. The transmission mechanism 20 has a low-speed gear section 21, a high-speed gear section 22, a countershaft section 23, and an output shaft section 24.

  The low-speed gear section 21 is formed integrally with a first input shaft 21A and a gear (low-speed gear 21B) that rotates about the first input shaft 21A. The high-speed gear portion 22 is formed integrally with a second input shaft 22A and a gear (high-speed gear 22B) that rotates about the second input shaft 22A. The second input shaft 22A is formed in a cylindrical shape, and the first input shaft 21A is inserted through the second input shaft 22A. Thereby, the first input shaft 21A and the second input shaft 22A are arranged so that the center of rotation is the same.

  The sub shaft portion 23 has a sub shaft 23A extending parallel to the first input shaft 21A and the second input shaft 22A. The sub-shaft 23A is integrally provided with three gears (low-speed gear 23B, high-speed gear 23C, and final gear 23D) that rotate about the sub-shaft 23A. The low-speed gear 23B of the sub shaft 23A is always meshed with the low-speed gear 21B of the low-speed gear unit 21. The high-speed gear 23C of the sub shaft 23A is always meshed with the high-speed gear 22B of the high-speed gear unit 22. The gear ratio RL of each of the low-speed gears 21B and 23B (= [the number of teeth of the low-speed gear 23B] / [the number of teeth of the low-speed gear 21B]) and the gear ratio RH of each of the high-speed gears 22B and 23C (= [the teeth of the high-speed gear 23C] [Number] / [number of teeth of the high-speed gear 22B]) is set to an arbitrary ratio so as to satisfy at least the relational expression “RL> RH”.

  The output shaft portion 24 is provided integrally with an output shaft 24A extending parallel to the sub shaft 23A and a gear (final gear 24B) that rotates about the output shaft 24A. The final gear 24B of the output shaft 24 always meshes with the final gear 23D of the sub shaft 23, and the gear ratio of the final gears 23D and 24B (= [the number of teeth of the final gear 24B] / [the gear of the final gear 23D] The number of teeth]) is set to an arbitrary ratio.

  The transmission 13 has two clutch mechanisms (a first clutch mechanism 30 and a second clutch mechanism 40). Both the first clutch mechanism 30 and the second clutch mechanism 40 are hydraulically operated clutch mechanisms, and are friction clutch mechanisms having a plurality of friction plates.

  The first clutch mechanism 30 is provided between the first input shaft 21A of the low-speed gear unit 21 and the output shaft 11A of the electric motor 11, and disconnects and connects the first input shaft 21A and the output shaft 11A. More specifically, the state in which the first input shaft 21A of the low-speed gear unit 21 and the output shaft 11A of the electric motor 11 are drivingly connected (connected state) through the operation of the first clutch mechanism 30, and the first input shaft of the low-speed gear unit 21 The state in which the connection between 21A and the output shaft 11A of the electric motor 11 is interrupted (disconnected state) is switched.

  The second clutch mechanism 40 is provided between the second input shaft 22A of the high-speed gear unit 22 and the output shaft 11A of the electric motor 11, and disconnects and connects the second input shaft 22A and the output shaft 11A. More specifically, the connection state in which the second input shaft 22A of the high-speed gear unit 22 and the output shaft 11A of the electric motor 11 are drivingly connected through the operation of the second clutch mechanism 40, and the second input shaft 22A of the high-speed gear unit 22 and the electric motor 11 is switched to a disconnected state in which the connection with the output shaft 11A is interrupted.

  The transmission 13 has a hydraulic circuit including an oil passage (low-speed oil passage 31) for operating the first clutch mechanism 30 and an oil passage (high-speed oil passage 41) for operating the second clutch mechanism 40. 14. Each of the low-speed side oil passage 31 and the high-speed side oil passage 41 is filled with hydraulic oil.

  The low-speed side oil passage 31 has a first actuator 33 formed of a hydraulic cylinder having a piston 33A. The tip of the piston 33A is in contact with the first clutch mechanism 30 (specifically, a portion for operating the friction plate). Inside the first actuator 33, a first working chamber 33B to which hydraulic pressure is supplied is defined. When the hydraulic pressure inside the first working chamber 33B increases, the first actuator 33 operates, and the operating state of the first clutch mechanism 30 becomes the connection state. The operating state of the one clutch mechanism 30 becomes the disconnected state.

  Further, the low speed side oil passage 31 has a low speed side pressure reducing cylinder 34 for lowering the oil pressure in the low speed side oil passage 31. A first decompression chamber 34A is defined inside the low-speed decompression cylinder 34, and a piston 34B as a first decompression operator for increasing and decreasing the volume of the first decompression chamber 34A is reciprocally movable. Have been.

  Further, the low-speed oil passage 31 has a first oil passage 35 that communicates the first working chamber 33B of the first actuator 33 with the first decompression chamber 34A of the low-speed decompression cylinder 34. An accumulator 36 is provided in the middle of the first oil passage 35. When the hydraulic pressure in the first oil passage 35 increases, the hydraulic oil in the first oil passage 35 is taken into the accumulator 36, while when the hydraulic pressure in the first oil passage 35 decreases, the hydraulic oil in the accumulator 36 decreases. Is discharged to the first oil passage 35.

  The high-speed-side oil passage 41 has a second actuator 43 formed of a hydraulic cylinder having a piston 43A. The tip of the piston 43A is in contact with the second clutch mechanism 40 (specifically, a portion for operating the clutch plate). Inside the second actuator 43, a second working chamber 43B to which hydraulic pressure is supplied is defined and formed. When the hydraulic pressure inside the second working chamber 43B increases, the second actuator 43 operates, and the operating state of the second clutch mechanism 40 changes to the connected state. The operating state of the two-clutch mechanism 40 becomes the disconnected state.

  Further, the high-speed side oil passage 41 has a high-speed side pressure reducing cylinder 44 for reducing the oil pressure in the high-speed side oil passage 41. A second decompression chamber 44A is defined inside the high-speed side decompression cylinder 44, and a piston 44B as a decompression operator for increasing or decreasing the volume of the second decompression chamber 44A is disposed so as to be able to reciprocate. I have.

  Further, the high-speed side oil passage 41 has a second oil passage 45 that communicates between the second working chamber 43B of the second actuator 43 and the second decompression chamber 44A of the high-speed decompression cylinder 44. In the middle of the second oil passage 45, an accumulator 46 is provided. When the oil pressure in the second oil passage 45 increases, the hydraulic oil in the second oil passage 45 is taken into the accumulator 46, whereas when the oil pressure in the second oil passage 45 decreases, the operating oil in the accumulator 46 decreases. Is discharged to the second oil passage 45.

  The hydraulic circuit 14 is provided with a pressure reducing lever 51. The pressure reducing lever 51 is provided in the driver's seat of the vehicle 10 so as to be tiltable, and is connected to a piston 34B of the low speed side pressure reducing cylinder 34 and a piston 44B of the high speed side pressure reducing cylinder 44.

  When the pressure reducing lever 51 is operated to a neutral position (specifically, a position where the pressure reducing lever 51 is in an upright state [the position shown in FIG. 1]), the first pressure reducing chamber 34A of the low speed side pressure reducing cylinder 34 and the high speed side Both the second pressure reducing chamber 44A of the pressure reducing cylinder 44 is relatively wide. At this time, the volume of the low-speed oil passage 31 becomes relatively large and the hydraulic pressure of the low-speed oil passage 31 becomes low, and the volume of the high-speed oil passage 41 becomes relatively large and the hydraulic pressure of the high-speed oil passage 41 becomes low. Become.

  On the other hand, when the pressure-reducing lever 51 is operated to the drive position (specifically, the position where the pressure-reducing lever 51 is tilted), the first pressure-reducing chamber 34A of the low-speed pressure-reducing cylinder 34 and the high-speed pressure-reducing cylinder 44 are moved. The second pressure reducing chamber 44A becomes narrower. At this time, the volume of the low-speed side oil passage 31 decreases and the hydraulic pressure of the low-speed side oil passage 31 increases, and the volume of the high-speed side oil passage 41 decreases and the hydraulic pressure of the high-speed side oil passage 41 increases. In the present embodiment, the piston 34B corresponds to a first pressure reducing operation element, the piston 44B corresponds to a second pressure reducing operation element, and the pressure reducing lever 51 corresponds to a pressure reducing operation section.

  The hydraulic circuit 14 indicates the relationship between the hydraulic pressure PL of the low-speed side oil passage 31 and the hydraulic pressure PH of the high-speed side oil passage 41 by any of “PL >> PH”, “PL ≒ PH”, and “PL << PH”. A switching cylinder 52 is provided for switching between the two. The switching cylinder 52 has a cylindrical cylinder portion 52A, and a partition wall 52B reciprocally provided inside the cylinder portion 52A. The inside of the cylinder portion 52A is partitioned into a first adjustment chamber 37 and a second adjustment chamber 47 by a partition wall 52B. The first adjustment chamber 37 communicates with the first oil passage 35 so as to form a part of the first oil passage 35, and the second adjustment chamber 47 forms a part of the second oil passage 45. The second oil passage 45 communicates with the second oil passage 45.

  The hydraulic circuit 14 is provided with a switching lever 53. The switching lever 53 is provided in the driver's seat of the vehicle 10 so as to be capable of tilting operation, and is connected to the partition wall 52B in such a manner that the position of the partition wall 52B inside the cylinder portion 52A can be changed. When the switching lever 53 is operated to an intermediate position in the operation range (specifically, a position [neutral position] where the switching lever 53 is in an upright state), the volume of the first adjustment chamber 37 and the second adjustment are adjusted. The volume of the chamber 47 becomes substantially equal, and the hydraulic pressure PL of the low-speed oil passage 31 and the hydraulic pressure PH of the high-speed oil passage 41 become substantially equal. On the other hand, when the switching lever 53 is tilted in one direction (the left side in FIG. 1), the first adjustment chamber 37 becomes narrow and the second adjustment chamber 47 becomes wide. As a result, the hydraulic pressure PL of the low-speed oil passage 31 increases and the hydraulic pressure PH of the high-speed oil passage 41 decreases. On the other hand, when the switching lever 53 is tilted in the other direction (the right side in FIG. 1), the first adjustment chamber 37 becomes wider and the second adjustment chamber 47 becomes narrower. As a result, the hydraulic pressure PL of the low-speed oil passage 31 decreases and the hydraulic pressure PH of the high-speed oil passage 41 increases.

  As described above, the switching lever 53 is connected to the partition wall 52B in such a manner that the volume of the first adjustment chamber 37 and the volume of the second adjustment chamber 47 can be increased or decreased so that when one increases, the other decreases. I have. In the present embodiment, the partition 52B corresponds to a first switching operator and a second switching operator, and the switching lever 53 corresponds to a switching operation unit.

Hereinafter, the operation of the transmission 13 will be described.
In the present embodiment, the low-speed side oil passage 31 including the first oil passage 35 (including the first decompression chamber 34A and the first adjustment chamber 37) and the first working chamber 33B, and the second oil passage 45 (the second decompression chamber). 44A, the second adjusting chamber 47 (including the second adjusting chamber 47) and the second working chamber 43B, and a high-speed side oil path 41, both of which form two oil paths closed to the outside.

  When the transmission 13 is brought into a state in which the power transmission between the output shaft 11A of the electric motor 11 and the drive wheels 12 of the vehicle 10 is interrupted (neutral state), for example, when the vehicle is stopped, as shown in FIG. Is operated to the neutral position, and the switching lever 53 is operated to the neutral position.

  When the switching lever 53 is in the neutral position, the first adjustment chamber 37 and the second adjustment chamber 47 have the reference state size (in the present embodiment, substantially equal size), and the low-speed side oil passage 31 and the high-speed The side oil passages 41 have substantially equal widths, and the first clutch mechanism 30 and the second clutch mechanism 40 are in the same operation state.

  In this state, when the pressure reducing lever 51 is in the neutral position, the first pressure reducing chamber 34A and the second pressure reducing chamber 44A are relatively wide, and the hydraulic pressure of the low-speed side oil passage 31 (the first working chamber 33B) and the high-speed side are reduced. Since the oil pressure in the oil passage 41 (the second working chamber 43B) becomes low, the first clutch mechanism 30 and the second clutch mechanism 40 are in the disconnected state.

  As shown in FIG. 2, when the pressure reducing lever 51 is tilted to the drive position while the switching lever 53 is operated to the neutral position, the transmission 13 causes the output shaft 11 </ b> A of the electric motor 11 to drive the drive wheels of the vehicle 10. Then, a state in which power can be transmitted to the power supply 12 (power transmission state) is established.

  At this time, since the switching lever 53 is in the neutral position, the volume of the low-speed oil passage 31 and the volume of the high-speed oil passage 41 are equal. When the pressure-reducing lever 51 is tilted to the drive position, the first pressure-reducing chamber 34A and the second pressure-reducing chamber 44A become narrower, and the low-speed-side oil passage 31 and the high-speed-side oil passage 41 are set to the reference state width ( In the present embodiment, both are narrow and almost equal in width). As a result, the hydraulic pressure of the low-speed side oil passage 31 (the first working chamber 33B) and the hydraulic pressure of the high-speed side oil passage 41 (the second working chamber 43B) increase, so that the first clutch mechanism 30 and the second clutch mechanism 40 Connected. At this time, a small amount of lubricating oil flows into the accumulator 36 from the first oil passage 35, and a small amount of hydraulic oil flows into the accumulator 46 from the second oil passage 45.

  In the present embodiment, at this time, the first clutch mechanism 30 and the second clutch mechanism 40 are both in a half-clutch state (a state in which power is transmitted while the input side friction plate and the output side friction plate slide). The shape and volume of each part of the hydraulic circuit 14 are determined based on the results of simulation and the like.

  As described above, according to the present embodiment, by operating the switching lever 53 to the neutral position and operating the pressure reducing lever 51 to the drive position, the hydraulic pressure of the low-speed side oil passage 31 (the first working chamber 33B) and the high-speed side are reduced. By increasing the hydraulic pressure of the oil passage 41 (the second working chamber 43B) to some extent, the first clutch mechanism 30 and the second clutch mechanism 40 can be brought into the half-clutch state. As a result, the transmission 13 can transmit power from the output shaft 11A of the electric motor 11 to the drive wheels 12 of the vehicle 10.

  When the speed ratio of the transmission 13 is increased, for example, when the vehicle 10 starts, travels at a low speed, or travels up a hill, as shown in FIG. The tilt operation is performed to the position (the left position in FIG. 3).

  When the pressure reducing lever 51 is in the drive position, if the switching lever 53 is in the neutral position, the hydraulic pressure of the low-speed side oil passage 31 and the high-speed side oil passage are reduced to such an extent that the first clutch mechanism 30 and the second clutch mechanism 40 enter the half-clutch state. The oil pressure of 41 is high. Then, in this state, when the switching lever 53 is tilted from the neutral position to the low-speed position, the first adjustment chamber 37 becomes narrow and the second adjustment chamber 47 becomes wide. As a result, the low-speed side oil passage 31 becomes narrower, and although hydraulic oil flows into the accumulator 36 from the low-speed side oil passage 31, the hydraulic pressure in the low-speed side oil passage 31 (the first working chamber 33 </ b> B) further increases, and the first oil pressure increases. The clutch mechanism 30 enters the connected state. On the other hand, since the high-speed side oil passage 41 is widened, the hydraulic oil in the accumulator 46 flows out to the high-speed side oil passage 41, but the hydraulic pressure of the high-speed side oil passage 41 (the second working chamber 43B) decreases. As a result, the second clutch mechanism 40 becomes disconnected. Therefore, at this time, the output shaft 11A of the electric motor 11 and the drive wheels 12 of the vehicle 10 are connected via the low-speed gear unit 21 (low-speed state).

  When the speed ratio of the transmission 13 is lowered, for example, when the vehicle 10 is running at high speed or on a flat road, as shown in FIG. 4, the switching lever 53 is moved to the high-speed position while the pressure reducing lever 51 is operated to the drive position. (The position on the right side in FIG. 3).

  With such a tilting operation of the switching lever 53 from the neutral position to the high-speed position, the first adjustment chamber 37 becomes wider and the second adjustment chamber 47 becomes narrower. As a result, the low-speed side oil passage 31 becomes wider, and the hydraulic oil in the accumulator 36 flows out to the low-speed side oil passage 31, but the hydraulic pressure in the low-speed side oil passage 31 (the first working chamber 33B) decreases. As a result, the first clutch mechanism 30 enters the disconnected state. On the other hand, since the high-speed oil passage 41 becomes narrower, the hydraulic oil flows into the accumulator 46 from the high-speed oil passage 41, but the hydraulic pressure in the high-speed oil passage 41 (the second operating chamber 43B) further increases. The second clutch mechanism 40 enters the connected state. Therefore, at this time, the output shaft 11A of the electric motor 11 and the drive wheels 12 of the vehicle 10 are connected via the high-speed gear unit 22 (high-speed state).

  Here, when the switching lever 53 is tilted from the low-speed position to the high-speed position, the first clutch mechanism 30 switches from the connected state to the disconnected state, and the second clutch mechanism 40 switches from the disconnected state to the connected state. When the switching lever 53 is tilted from the high-speed position to the low-speed position, the first clutch mechanism 30 switches from the disconnected state to the connected state, and the second clutch mechanism 40 switches from the connected state to the disconnected state.

  In this embodiment, in any case, in the switching process, the first clutch mechanism 30 and the second clutch mechanism 40 both enter the half-clutch state because the tilting position of the switching lever 53 passes through the neutral position. Therefore, when the gear position of the transmission mechanism 20 is switched, the torque transmitted via the first clutch mechanism 30 and the torque transmitted via the second clutch mechanism 40 gradually change, Since the torque transmitted from the electric motor 11 to the drive wheels 12 gradually changes, a smooth shifting operation can be realized.

  As described above, according to the present embodiment, the clutch 14 is operated by operating the hydraulic circuit 14 including two closed oil passages (the low-speed oil passage 31 and the high-speed oil passage 41) by the pressure reducing lever 51 and the switching lever 53. It is possible to realize a two-stage shift with a simple structure that does not require an electronic control unit or a hydraulic pump for operating the mechanism.

As described above, according to the present embodiment, the following effects can be obtained.
(1) A smooth shifting operation can be realized with a simple configuration.
(2) Since the accumulator 36 is connected to the first oil passage 35, when the oil pressure in the first oil passage 35 increases, the hydraulic oil in the first oil passage 35 is taken into the accumulator 36. Then, when the oil pressure in the first oil passage 35 decreases, the hydraulic oil inside the accumulator 36 is discharged to the first oil passage 35. Further, since the accumulator 46 is connected to the second oil passage 45, the hydraulic oil in the second oil passage 45 is taken into the accumulator 46 when the oil pressure in the second oil passage 45 increases. When the oil pressure in the second oil passage 45 decreases, the hydraulic oil in the accumulator 46 is discharged to the second oil passage 45.

  Therefore, as compared with a transmission without such an accumulator, the width of increase and decrease of the volumes of the first oil passage 35 and the second oil passage 45 is increased, and the pressure reducing lever 51 and the switching lever 53 can be operated. The range can be increased. Therefore, according to the present embodiment, it is possible to adjust the oil pressure of the low-speed oil passage 31 and the oil pressure of the high-speed oil passage 41 with a high degree of freedom through the operation of the pressure reducing lever 51 and the switching lever 53. In addition, the second clutch mechanism 40 can be operated with a high degree of freedom. In addition, the speed of change of the hydraulic pressure in the low-speed oil passage 31 and the hydraulic pressure in the high-speed oil passage 41 when the switching lever 53 is operated can be suppressed low by the action of the accumulators 36 and 46, thereby realizing a smooth shift operation. be able to.

  (3) A mode in which the volume of the first decompression chamber 34A and the volume of the second decompression chamber 44A can be increased or decreased so that when one increases, the other also increases, and when one decreases, the other decreases. Thus, the pressure reducing lever 51 was connected to the piston 34B of the low speed side pressure reducing cylinder 34 and the piston 44B of the high speed side pressure reducing cylinder 44. Therefore, by operating the pressure reducing lever 51 so that both the first pressure reducing chamber 34A and the second pressure reducing chamber 44A become narrower, the transmission 13 transmits power from the output shaft 11A of the electric motor 11 to the driving wheels 12 of the vehicle 10. Power transmission state. In addition, by operating the pressure reducing lever 51 so that both the first pressure reducing chamber 34A and the second pressure reducing chamber 44A are wide, the transmission 13 transmits the power between the output shaft 11A of the electric motor 11 and the driving wheels 12 of the vehicle 10. Can be set to a neutral state in which is shut off.

The above-described embodiment may be modified and implemented as follows.
A switch may be provided instead of the pressure reducing lever 51. For example, when the switch is turned on, the pistons 34B and 44B are operated such that both the volume of the first decompression chamber 34A and the volume of the second decompression chamber 44A are reduced, while the volume of the first decompression chamber 34A is turned off when the switch is turned off. The piston 34B and the piston 44B may be operated so that both the volumes of the second decompression chamber 44A become large.

The pressure reduction lever 51 and the switching lever 53 may be foot-operated pedals.
-Instead of providing two operation levers of the pressure reduction lever 51 and the switching lever 53 in the driver's seat of the vehicle 10, one operation lever may be provided. In this case, the operating lever may be connected to the piston 34B of the low-speed pressure reducing cylinder 34, the piston 44B of the high-speed pressure reducing cylinder 44, and the partition 52B of the switching cylinder 52 in a manner that functions as follows. That is, as shown in an example in FIG. 5, the operation lever 60 functions as a switching lever for switching the gear position of the transmission when operated in the first direction (the vertical direction in FIG. 5). When operated in a second direction (left-right direction in FIG. 5) different from the direction, it functions as a pressure-reducing lever that switches the transmission to one of a power transmission state and a neutral state. According to such a transmission, one common operation lever 60 can be used as the switching lever and the pressure reducing lever. Therefore, the transmission is simpler than a case where the switching lever and the pressure reducing lever are separately provided. Can be structured.

  The first actuator 33 and the second actuator 43 are not limited to adopting hydraulic cylinders, but are hydraulic actuators capable of operating the first clutch mechanism 30 and the second clutch mechanism 40 in accordance with oil pressure. If so, any actuator such as a hydraulic motor can be used.

  -Two hydraulic cylinders (first cylinder and second cylinder) may be provided instead of the switching cylinder 52. In this case, the first oil passage 35 may be connected to the first adjustment chamber of the first cylinder, and the second oil passage 45 may be connected to the second adjustment chamber of the second cylinder. Further, the switching lever may be connected to the piston of each cylinder so that when one of the first adjustment chamber and the second adjustment chamber becomes narrow, the other becomes wide. In the transmission, the piston of the first cylinder corresponds to a first switching operator, and the piston of the second cylinder corresponds to a second switching operator.

-The accumulators 36 and 46 can be omitted.
The pressure reducing lever 51, the low speed side pressure reducing cylinder 34, and the high speed side pressure reducing cylinder 44 may be omitted.

  -The transmission of the above embodiment can be applied not only to an electric vehicle but also to a vehicle equipped with an internal combustion engine as a prime mover.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Electric motor, 11A ... Output shaft, 12 ... Drive wheel, 13 ... Transmission, 14 ... Hydraulic circuit, 20 ... Transmission mechanism, 21 ... Low speed gear part, 21A ... 1st input shaft, 21B ... Low speed gear , 22: high speed gear, 22A: second input shaft, 22B: high speed gear, 23: sub shaft, 23A: sub shaft, 23B: low speed gear, 23C: high speed gear, 23D: final gear, 24: output shaft , 24A: output shaft, 24B: final gear, 30: first clutch mechanism, 31: low speed side oil passage, 33: first actuator, 33A: piston, 33B: first working chamber, 34: low speed side pressure reducing cylinder, 34A .., A first decompression chamber, 34B, a piston, 35, a first oil passage, 36, an accumulator, 37, a first adjustment chamber, 40, a second clutch mechanism, 41, a high-speed oil passage, 43, a second actuator, 43A. Pis , 43B: second working chamber, 44: high-speed side pressure reducing cylinder, 44A: second pressure reducing chamber, 44B: piston, 45: second oil passage, 46: accumulator, 47: second adjusting chamber, 51: pressure reducing lever, 52: switching cylinder, 52A: cylinder part, 52B: partition wall, 53: switching lever, 60: operation lever.

Claims (3)

A low-speed gear portion and a high-speed gear portion respectively connected to driving wheels of a vehicle; a first clutch mechanism for connecting / disconnecting between an input shaft of the low-speed gear portion and an output shaft of the on-vehicle motor; A second clutch mechanism for connecting and disconnecting between a shaft and an output shaft of the vehicle-mounted prime mover, the transmission for a vehicle performing two-stage shifting,
A first actuator for changing an operation state of the first clutch mechanism according to a hydraulic pressure supplied to a first working chamber partitioned inside;
A first oil passage filled with hydraulic oil and having one end communicating with the first working chamber;
A second actuator that changes an operation state of the second clutch mechanism according to a hydraulic pressure supplied to a second operation chamber partitioned inside;
A second oil passage that is provided separately from the first oil passage, is filled with hydraulic oil, and has one end connected to the second working chamber;
A first switching operator for increasing or decreasing the volume of a first adjustment chamber forming a part of the first oil passage;
A second switching operator for increasing or decreasing the volume of a second adjustment chamber forming a part of the second oil passage;
The other is a state like that Ru is increased or decreased so as to decrease, coupled to said first switching operation member and the second switch operator when the one volume of volume and the second adjusting chamber of the first control chamber is increased Switching operation part,
A first decompression operator for increasing or decreasing the volume of a first decompression chamber forming a part of the first oil passage;
A second decompression operator for increasing or decreasing the volume of a second decompression chamber forming a part of the second oil passage;
The first decompression operation is performed in such a manner that the volume of the first decompression chamber and the volume of the second decompression chamber are increased or decreased so that one increases and the other decreases when one decreases. A transmission for a vehicle, comprising: a child and a decompression operation unit connected to the second decompression operator . The vehicle transmission according to claim 1,
An accumulator is connected to each of the first oil passage and the second oil passage. The vehicle transmission according to claim 1 ,
The switching operation unit and the decompression operation unit are operation levers provided in a driver's seat of the vehicle,
The vehicle transmission according to claim 1, wherein the operation lever functions as the switching operation unit when operated in a first direction, and functions as the pressure reduction operation unit when operated in a second direction.

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