WO2015045770A1 - Automatic transmission for electric vehicle - Google Patents

Automatic transmission for electric vehicle Download PDF

Info

Publication number
WO2015045770A1
WO2015045770A1 PCT/JP2014/073279 JP2014073279W WO2015045770A1 WO 2015045770 A1 WO2015045770 A1 WO 2015045770A1 JP 2014073279 W JP2014073279 W JP 2014073279W WO 2015045770 A1 WO2015045770 A1 WO 2015045770A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
input
transmission mechanism
shaft
electric motor
Prior art date
Application number
PCT/JP2014/073279
Other languages
French (fr)
Japanese (ja)
Inventor
山田　篤
Original Assignee
ジヤトコ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ジヤトコ株式会社 filed Critical ジヤトコ株式会社
Priority to JP2015539052A priority Critical patent/JP5974185B2/en
Publication of WO2015045770A1 publication Critical patent/WO2015045770A1/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F16H2037/023—CVT's provided with at least two forward and one reverse ratio in a serial arranged sub-transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/04—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism
    • F16H63/06—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism the final output mechanism having an indefinite number of positions
    • F16H63/062—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism the final output mechanism having an indefinite number of positions electric or electro-mechanical actuating means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to an automatic transmission for an electric vehicle that is used in an electric vehicle that travels using only an electric motor as a drive source and has a belt-type continuously variable transmission mechanism.
  • a power train In the case of an electric vehicle (also referred to as an EV) that travels using only an electric motor as a drive source, the electric motor generally has a flat torque characteristic. Therefore, a power train generally uses an electric motor as a drive source as a speed reducer with a constant gear ratio. It is structured to output in combination.
  • Securing cruising distance is a major issue in such electric vehicles.
  • a method for extending the cruising distance first, an increase in battery capacity and a reduction in vehicle weight can be considered.
  • the battery capacity is increased, there is a concern that the vehicle weight becomes heavier and the cruising distance is shortened.
  • Patent Document 1 discloses a configuration in which an electric motor is output in combination with a stepped transmission.
  • an electric motor is output in combination with a stepped transmission.
  • it is necessary to increase the number of shift stages. For this reason, the shift speed is frequently switched, the number of shift shocks that occur each time the shift speed is switched is increased, and the ride comfort is lowered.
  • Patent Document 2 discloses a configuration that is not an electric vehicle but is configured to output an internal combustion engine in combination with a CVT with a subtransmission mechanism.
  • Patent Document 2 It is conceivable to apply the CVT with auxiliary transmission mechanism of Patent Document 2 to an electric vehicle.
  • the CVT variator is required to apply a large axial thrust force to clamp and clamp the belt on the pulley, and the sub-transmission mechanism needs to perform a gear stage switching operation.
  • Patent Document 2 does not specify these specific methods, but if a generally used hydraulic system is used, a high-power oil pump that satisfies these requirements is required.
  • a pump drive motor having a corresponding output In order to drive a high-power oil pump, a pump drive motor having a corresponding output is required, and the electric power consumed by the pump drive motor reduces the SOC (charged state) of the battery. It will shorten the cruising range of the car. In addition, the oil pump and the pump driving motor not only increase the cost, but also increase the weight of the vehicle. From this point, the cruising distance of the electric vehicle is shortened.
  • a CVT with a subtransmission mechanism equipped with a subtransmission mechanism downstream of the variator in the driving force transmission direction is applied to an electric vehicle, and an input gear (directly connected gear) that receives the output rotation of the electric motor in parallel with the variator is used as the variator. It is arranged coaxially with the input section (primary pulley) of the sub-transmission mechanism and connected to one of the transmission gears of the sub-transmission mechanism, bypassing the variator, allowing the driving force to be transmitted directly to the downstream side, and direct transmission at high speeds and high loads.
  • a configuration that can be selected to compensate for the weakness of CVT transmission efficiency deterioration is conceivable.
  • a mechanism for selectively connecting either the input part of the variator or the input gear to the electric motor is required.
  • a meshing clutch mechanism is employed, the cost can be reduced.
  • the electric motor as the drive source can accurately control the rotation, omitting the sync mechanism of the meshing clutch mechanism, and further reducing the device cost.
  • the switching can be performed according to the following procedure.
  • Both the meshing clutch mechanism and the subtransmission mechanism that meshed with the direct connection gear are made neutral.
  • the rotation of the electric motor as a drive source is controlled to synchronize with the rotation of the input section (primary pulley) of the variator.
  • the meshing clutch mechanism that has been neutral is switched to mesh with the input portion of the variator.
  • the rotation of the electric motor, which is the drive source is controlled to synchronize the input side and the output side of any gear stage of the subtransmission mechanism.
  • the gear stage in which the input side and the output side of the auxiliary transmission mechanism are rotationally synchronized is set in the power transmission state.
  • the present invention has been devised in view of such problems, and enables the cruising distance of an electric vehicle to be increased by using a belt-type continuously variable transmission mechanism and also uses a belt-type continuously variable transmission mechanism. It is an object of the present invention to provide an automatic transmission for an electric vehicle that can switch between power transmission and direct-coupled power transmission that does not use a belt-type continuously variable transmission mechanism, and that can perform this switching promptly.
  • an automatic transmission for an electric vehicle is provided in an electric vehicle that travels using only a main electric motor as a drive source, and an input portion is relative to an input shaft connected to the main electric motor.
  • a belt-type continuously variable transmission mechanism that is rotatably arranged and adjusts a winding radius and a narrow pressure of the pooh by an electric actuator and a mechanical reaction force mechanism, and is connected to an output portion of the belt-type continuously variable transmission mechanism.
  • a constantly meshing parallel shaft gear transmission mechanism having a plurality of shift speeds and an input side shaft of the constantly meshing parallel shaft gear transmission mechanism so as to be rotatable relative to one another.
  • a first meshing clutch mechanism that is selectively connected to a shaft; and a plurality of transmission gears that are disposed so as to be relatively rotatable with respect to the input shaft and that are fixed on the output side shaft of the constantly meshing parallel shaft gear transmission mechanism.
  • An input gear that is drivingly connected to the input shaft; and a second gear that is disposed on the input shaft and selectively connects either the input portion of the belt-type continuously variable transmission mechanism or the input gear to the main electric motor.
  • the meshing clutch mechanism and the belt-type continuously variable transmission mechanism are connected to the input unit, and during the switching operation by the first meshing clutch mechanism, the input unit is rotationally driven to constantly rotate the meshing parallel shaft gear.
  • an auxiliary electric motor that promotes rotation synchronization between the input side and the output side of any of the shift stages of the transmission mechanism.
  • a torque cam mechanism is used, and the electric actuator includes a worm gear including a worm and a worm wheel, and an electric motor that rotationally drives the worm, and the torque cam mechanism includes a pulley of the pulley. It is preferable that the narrow pressure is adjusted, and the electric actuator adjusts the winding radius of the pulley.
  • the input gear is set to be approximately the same as the number of teeth of the gear of the constantly meshing parallel shaft transmission mechanism that meshes with the input gear.
  • the input portion of the belt-type continuously variable transmission mechanism is rotationally driven by the auxiliary electric motor during the switching operation by the first meshing clutch mechanism, so that the meshing parallel shaft is always meshed. Since rotation synchronization between the input side and output side of any gear stage of the gear-type gear transmission mechanism can be promoted, for example, the vehicle is traveling using the input gear without using the belt-type continuously variable transmission mechanism.
  • the second meshing clutch mechanism is switched from the state to the state where the belt-type continuously variable transmission mechanism is used, it can be quickly switched by the following procedure. (1) The first and second meshing clutch mechanisms are both neutral.
  • the auxiliary electric motor controls the rotation of the electric motor, which is a driving source, while promoting the rotation synchronization between the input side and the output side of the predetermined gear stage of the constantly meshing parallel shaft gear transmission mechanism.
  • the rotation is synchronized with the input section (primary pulley) of the continuously variable transmission mechanism.
  • the second meshing clutch mechanism is switched so as to mesh with the input portion of the belt-type continuously variable transmission mechanism, and the first meshing clutch mechanism is switched to the input side of the predetermined gear position of the constantly meshing parallel shaft gear transmission mechanism. And so that the output side meshes.
  • the first and second meshing clutch mechanisms can be switched in a short time, and it becomes difficult to give a feeling of torque loss, and the drive feeling for shifting can be improved.
  • (A) is CVT low mode
  • (b) is CVT high mode
  • An electric vehicle according to the present embodiment (hereinafter also simply referred to as a vehicle) is an electric vehicle (also referred to as an EV) that travels using only an electric motor as a drive source, and travels selectively using an electric motor and an internal combustion engine as a drive source. Does not include hybrid electric vehicles. Moreover, this automatic transmission is interposed between the electric motor and drive wheel of such a vehicle.
  • the drive system unit is a transmission that is integrally connected to a main electric motor (also simply referred to as an electric motor) 1 that is a drive source of a vehicle and an output shaft of the main electric motor 1.
  • a main electric motor also simply referred to as an electric motor
  • An automatic transmission 2 having an input shaft (hereinafter referred to as an input shaft) 2A, a reduction mechanism 6 connected to the automatic transmission 2, and a differential mechanism 7 connected to the reduction mechanism 6 are provided.
  • Drive wheels (not shown) are coupled to the axles 7L and 7R connected to the left and right side gears of the differential mechanism 7, respectively.
  • the automatic transmission 2 is obtained by adding a direct gear mechanism 20 to a so-called belt-type continuously variable transmission mechanism (CVT) with an auxiliary transmission mechanism.
  • the automatic transmission 2 includes a belt-type continuously variable transmission mechanism (hereinafter also referred to as a variator) 3 having a belt 37 for power transmission, and a primary pulley (input unit) 30P arranged to be rotatable relative to the input shaft 2A.
  • the constant-mesh parallel-shaft gear transmission mechanism (hereinafter also referred to as a sub-transmission mechanism) 4 connected to the rotary shaft 36 of the secondary pulley (output unit) 30S of the variator 3, and the variator 3 and the sub-transmission mechanism 4 are bypassed.
  • a direct connection gear mechanism 20 that directly connects the input shaft 2A and the speed reduction mechanism 6 is provided.
  • the variator 3 includes a primary pulley 30P including a fixed pulley 31 having a rotation shaft 33 and a movable pulley 32, a secondary pulley 30S including a fixed pulley 34 having a rotation shaft (output shaft) 36 and a movable pulley 35, and a primary pulley.
  • a belt 37 wound around a V groove between 30P and the secondary pulley 30S is provided.
  • the rotation shaft 33 of the fixed pulley 31 of the primary pulley 30P is disposed so as to be rotatable relative to the input shaft 2A.
  • FIG. 1 shows the primary pulley (pulley device) 30P, the secondary pulley (pulley device) 30S and the belt 37 of the variator 3 in a low gear ratio state and a high gear state.
  • the low side state is shown in the half of each outer side (the side that is separated from each other) of the primary pulley 30P and the secondary pulley 30S
  • the high side state is shown in the half part of each inside (the side that is close to each other).
  • the belt 37 the low-side state is schematically shown by a solid line
  • the high-side state is schematically shown by a two-dot chain line inside the pulleys 30P and 30S.
  • the high state indicated by the two-dot chain line only indicates the positional relationship between the pulley and the belt in the radial direction, and the actual belt position does not appear in the inner half of the pulley.
  • Adjustment of the gear ratio by changing the belt winding radius of the primary pulley 30P and the secondary pulley 30S of the variator 3 and adjustment of the pulley shaft thrust (also simply referred to as thrust), that is, adjustment of the belt narrow pressure, are performed by the electric actuator and the mechanical reaction force To be executed by the mechanism.
  • a torque cam mechanism is used as the mechanical reaction force mechanism.
  • the torque cam mechanism is composed of a pair of annular cam members each having a spirally inclined cam surface at each end, and is arranged coaxially so that the cam surfaces are in sliding contact with each other.
  • the pair of cam members are separated from each other in the axial direction, and the total length of the pair of cam members is changed, so that the thrust of the rotating members (pulleys 30P and 30S) pressed against the one cam member is increased. To be adjusted.
  • a torque cam mechanism is used as a mechanical reaction force mechanism for both the primary pulley 30P and the secondary pulley 30S.
  • each torque cam mechanism of both pulleys acts as a reaction force of the force that the belt 37 presses against the primary pulley 30P and the secondary pulley 30S (force that attempts to separate the pulleys), and the thrust according to the transmission torque of the belt 37 Is generated in both pulleys 30P and 30S without using hydraulic pressure or the like.
  • the primary pulley 30P is equipped with an electric actuator that actively rotates and drives one of the pair of cam members, and adjusts the groove width of the V groove of the primary pulley 30P by changing the total length of the pair of cam members. Configured as follows.
  • the primary pulley 30P includes a torque cam mechanism, which is a mechanical reaction force mechanism, and an electric actuator that rotationally drives one of the pair of cam members.
  • the gear ratio is adjusted by adjusting the groove width of the belt 30, and the belt clamping pressure is adjusted by adjusting the thrust of the pulley 30P. Therefore, a mechanism including the electric actuator of the primary pulley 30P and the torque cam mechanism is also referred to as a speed change mechanism 8.
  • the torque cam mechanism of the secondary pulley 30S is also referred to as a thrust generating mechanism 9 because it generates the thrust of the secondary pulley 30S.
  • the thrust generating mechanism 9 uses a torque cam mechanism 90 that is an end face cam.
  • the torque cam mechanism 90 includes a drive cam member 91 fixed to the back surface of the movable pulley 35 and a driven cam member 92 fixed to the rotating shaft 36 of the fixed pulley 34 adjacent to the drive cam member 91. Yes.
  • the cam members 91 and 92 are in sliding contact with each other's cam surfaces, and generate thrust according to the mutual rotational phase difference generated during torque transmission.
  • a coil spring 93 that urges the movable pulley 35 in the direction approaching the fixed pulley 34 so that the belt 37 can be reliably clamped even during initial driving such as when the vehicle is started. Is equipped.
  • the subtransmission mechanism 4 has a plurality of shift stages (here, two stages of high and low), and rotates relative to a rotation shaft (input side shaft) 43 that is coaxial with the rotation shaft 36 of the secondary pulley 30S of the variator 3.
  • Gears 41 and 42 that can be provided, and gears 44 and 45 fixed so as to rotate integrally with a rotation shaft 46 parallel to the rotation shaft 43 are provided.
  • the gear 41 and the gear 44 are always meshed with each other and constitute a second speed (high) gear stage.
  • the gear 42 and the gear 45 are always meshed to form a first (low) gear stage.
  • the sub-transmission mechanism 4 is equipped with a three-position mesh clutch mechanism 5B for selectively switching between the second gear and the first gear.
  • the meshing clutch mechanism 5B includes a clutch hub 54 that rotates integrally with the rotary shaft 43, a sleeve 55 that has internal teeth 55a that are spline-engaged with external teeth 54a that are provided on the clutch hub 54, and a sleeve 55 in a shift direction (axial direction). ) And a switching electric actuator 50 ⁇ / b> B that drives the shift fork 56.
  • the gear 41 is provided with external teeth 41a that can mesh with the internal teeth 55a of the sleeve 55
  • the gear 42 is provided with external teeth 42a that can mesh with the internal teeth 55a of the sleeve 55.
  • the sleeve 55 has a neutral position (N), a second speed position (H) for setting the second (high) gear stage, and a first speed position (L) for setting the first (low) gear stage. Each position is slidably driven by a shift fork 56.
  • the direct gear mechanism 20 includes an input gear (input gear) 21 disposed so as to be rotatable relative to the input shaft 2A.
  • the input gear 21 is one of a plurality of transmission gears of the auxiliary transmission mechanism.
  • gear 45 which is the output side gear of the second speed gear stage
  • the input gear 21 and the gear 45 are set to have the same or substantially the same number of teeth and a gear ratio of 1.0 or approximately 1.0.
  • a three-position mesh clutch mechanism 5A is provided.
  • the meshing clutch mechanism 5 ⁇ / b> A is configured similarly to the meshing clutch mechanism 5 ⁇ / b> B and is spline-engaged with a clutch hub 51 that rotates integrally with the input shaft 2 ⁇ / b> A and an external tooth 51 a provided on the clutch hub 51.
  • a sleeve 52 having internal teeth 52a, a shift fork 53 that moves the sleeve 52 in the shift direction (axial direction), and a switching electric actuator 50A that drives the shift fork 53 are provided.
  • the input gear 21 is provided with external teeth 22 that can mesh with the internal teeth 52 a of the sleeve 52, and the external teeth that can mesh with the internal teeth 52 a of the sleeve 52 on the rotating shaft 33 of the fixed pulley 31 of the primary pulley 30 ⁇ / b> P in the variator 3. 38 is provided.
  • the sleeve 52 includes a neutral position (N), a CVT position (C) for setting a power transmission path via the variator 3, and a direct connection position (D) for setting a power transmission path via the direct connection gear mechanism 20. There are positions, and each position is slid by a shift fork 53.
  • the speed reduction mechanism 6 is fixedly provided so as to rotate integrally with a rotating shaft 65 parallel to the rotating shaft 46 and meshed with the gear 61 so as to rotate integrally with the rotating shaft 46 of the auxiliary transmission mechanism 4.
  • the speed is reduced between the gear 61 and the gear 62 according to the gear ratio, and further, the speed is reduced between the gear 63 and the gear 64 according to the gear ratio.
  • the speed change mechanism 8 provided in the primary pulley 30P includes an electric actuator 80A and a mechanical reaction force mechanism 80B.
  • a torque cam mechanism is adopted as the mechanical reaction force mechanism 80B.
  • the torque cam mechanism employed in the mechanical reaction force mechanism 80B has a pair of cam members 83 and 84 disposed on the back of the movable pulley 32 of the primary pulley 30P and coaxially disposed on the rotation shaft 33.
  • the cam members 83 and 84 are respectively formed with spiral cam surfaces 83a and 84a that are inclined with respect to the direction orthogonal to the rotation shaft 33, and the pair of cam members 83 and 84 have their respective cam surfaces.
  • 83a and 84a are arranged in contact with each other.
  • Both the cam member 83 and the cam member 84 can rotate relative to the rotary shaft 33, and are arranged coaxially with the rotary shaft 33 independently of the fixed pulley 31 and the movable pulley 32 of the primary pulley 30P. That is, the cam members 83 and 84 do not rotate even when the primary pulley 30P rotates.
  • the cam member 84 is a fixed cam member that is fixed both in the rotational direction and in the axial direction, whereas the cam member 83 is rotatable relative to the cam member 84 and is also movable in the axial direction. It is a movable cam member.
  • the movable cam member 83 is provided with a sliding contact surface 83b that is in sliding contact with the back surface 32a of the movable pulley 32 via a thrust bearing or the like on the opposite side to the cam surface 83a.
  • the electric actuator 80A rotates the movable cam member 83 to rotate the cam surface 83a of the movable cam member 83 with respect to the cam surface 84a of the fixed cam member 84, so that the cam surface 83a and the cam surface 84a are inclined. Then, the movable cam member 83 is moved in the axial direction of the rotary shaft 33, the movable pulley 32 is moved in the axial direction of the rotary shaft 33, and the groove width of the V groove of the primary pulley 30P is adjusted.
  • the electric actuator 80A includes a worm gear mechanism 82 including a worm (screw gear) 82a and a worm wheel (helical gear) 82b meshing with the worm 82a, and an electric motor (transmission motor) that rotationally drives the worm 82a.
  • the worm wheel 82b is arranged coaxially with the rotary shaft 33, rotates integrally with the movable cam member 83, and allows the movable cam member 83 to move in the axial direction. Serrated to the outer periphery.
  • the electric motor 81 is operated to drive the worm 82a to rotate, the worm wheel 82b rotates to rotate the movable cam member 83 and adjust the groove width of the V groove of the primary pulley 30P.
  • the groove width adjustment of the primary pulley 30P by the transmission mechanism 8 is performed while receiving the thrust of the secondary pulley 30S generated by the thrust generating mechanism 9.
  • the groove width of the V-groove of the primary pulley 30P is increased, and the thrust generated by the thrust generating mechanism 9 is countered.
  • the groove width of the V groove of the primary pulley 30P is increased, the groove width of the V groove of the secondary pulley 30S is reduced, and the thrust generated by the thrust generating mechanism 9 is used.
  • the electric motor 81 when narrowing the groove width of the V groove of the primary pulley 30P, the electric motor 81 is operated to separate the movable cam member 83 from the fixed cam member 84. In response to this, the winding radius of the belt 37 around the primary pulley 30P increases and the tension of the belt 37 increases. The increase in the tension of the belt 37 acts to reduce the winding radius of the belt 37 around the secondary pulley 30S. In order to reduce the winding radius of the belt 37 with respect to the secondary pulley 30S, it is necessary to increase the groove width of the V groove of the secondary pulley 30S. Effectiveness occurs as a thrust. Therefore, the electric actuator 80A drives the movable cam member 83 against this thrust.
  • the electric motor 81 is operated to bring the movable cam member 83 closer to the fixed cam member 84.
  • the winding radius of the belt 37 around the primary pulley 30P decreases, and the tension of the belt 37 decreases.
  • the decrease in the tension of the belt 37 causes the secondary pulley 30S and the belt 37 to slip, and the movable pulley 35 of the secondary pulley 30S follows the belt 37, but the fixed pulley 34 causes the belt 37 to slip.
  • the fixed pulley 34 and the movable pulley 35 are twisted.
  • the thrust of the secondary pulley 30 ⁇ / b> S is enhanced according to the twist of the fixed pulley 34 and the movable pulley 35.
  • the variator 3 of the automatic transmission 2 is provided with an auxiliary electric motor 10 that is directly connected to the rotary shaft 33 of the primary pulley 30P.
  • the auxiliary electric motor 10 drives the rotation shaft 33 during the switching operation by the meshing clutch mechanism 5A so as to promote rotation synchronization between the input side and the output side of any gear stage of the auxiliary transmission mechanism 4. Equipped to.
  • the vehicle includes an EV ECU 110 that controls the electric vehicle in total and a CVT ECU 100 that controls a main part of the automatic transmission (CVT with an auxiliary transmission mechanism) 2.
  • Each ECU is a computer composed of a memory (ROM, RAM) and a CPU.
  • the CVT ECU 100 operates the electric motor 81, the switching electric actuators 50A and 50B, the auxiliary electric motor 10 and the like constituting the electric actuator 80A of the speed change mechanism 8 based on commands or information from the EV ECU 110 or information from other sensors. Control.
  • the automatic transmission 2 includes a variator (belt-type continuously variable transmission mechanism) 3, a sub-transmission mechanism (always meshing parallel shaft gear transmission mechanism) 4, and a direct-coupled gear mechanism 20.
  • a variator belt-type continuously variable transmission mechanism
  • a sub-transmission mechanism always meshing parallel shaft gear transmission mechanism
  • a direct-coupled gear mechanism 20 for example, by using a shift map as shown in FIG. 4, it is possible to select and use roughly three power transmission modes as shown in FIG.
  • the CVT low mode is selected in which the variator 3 is used and the subtransmission mechanism 4 is set to the first speed (low).
  • the CVT high mode is selected in which the variator 3 is used and the auxiliary transmission mechanism 4 is set to the second speed (high).
  • this CVT high mode can deal with many driving modes.
  • the subtransmission mechanism 4 can be driven in a wide range of gear ratios up to a state where the variator 3 is at the highest level (2nd High) in the CVT high mode with the second speed (high), and the automatic transmission electric motor 1 is downsized. Therefore, the powertrain can be made compact and the electric motor 1 can be used in an efficient region, so that the powertrain efficiency can be improved and the cruising distance of the electric vehicle can be increased.
  • a direct gear mechanism 20 is used as shown in FIG. Thereby, power transmission by a gear having high transmission efficiency can be realized, and also from this point, the electric cost can be improved, and the cruising distance of the electric vehicle can be increased.
  • the rotation synchronization is promoted, the shift time can be shortened, and the shift shock can be reduced. Is possible.
  • synchronization adjustment can be performed accurately, and the cost of the apparatus can be reduced by omitting the synchro mechanism and the like.
  • the rotation of the rotation shaft 43 of the auxiliary transmission mechanism 4 is synchronized with the rotation of the gear 41 or the gear 42.
  • the large inertial mass of the variator 3 can be overcome and synchronization can be obtained quickly, and the shift time can be shortened.
  • the mesh clutch mechanism 5A switches between the state in which the variator 3 is used and the state in which the direct connection gear mechanism 20 is used, the input rotary member and the output rotary member in the mesh clutch mechanism 5A are rotationally synchronized.
  • the electric motor 1 and the auxiliary electric motor 10 can be used.
  • the switching can be quickly performed by the following procedure.
  • the meshing clutch mechanisms 5A and 5B are both neutral.
  • the auxiliary electric motor 10 promotes the rotation synchronization between the rotation shaft 43 of the auxiliary transmission mechanism 4 and the gear (gear 41 or gear 42) corresponding to the speed to be achieved via the variator 3
  • Control is performed so that the rotation of an electric motor 1 is synchronized with the rotation of the rotation shaft 33 of the input section (primary pulley) 30P of the variator 3.
  • the meshing clutch mechanism 5A in the neutral state is engaged with the member on the input shaft 2A side (the inner teeth 52a of the sleeve 52) and the input rotating member (the outer teeth 38 of the rotating shaft 33) of the primary pulley 30P of the variator 3.
  • the meshing clutch mechanism 5B in the neutral state is switched to be connected to the gear (gear 41 or gear 42) corresponding to the speed stage to be achieved.
  • the mesh clutch mechanisms 5A and 5B can be switched in a short time, and it becomes difficult to give a feeling of torque loss, so that the drive feeling for shifting can be improved.
  • auxiliary electric motor 10 in this embodiment is only used for rotation synchronization at the time of shifting, a small motor with a small output can be adopted, and an increase in the cost of the apparatus can be suppressed.
  • a larger torque is applied to the power transmission system in order to amplify the torque toward the downstream side of the power transmission path of the drive system unit of the vehicle.
  • the auxiliary electric motor 10 is connected, a small motor with low output corresponding to low torque can be easily adopted. It is also conceivable to use the output of the auxiliary electric motor 10 as torque assist for driving the vehicle. In this case, the auxiliary electric motor 10 has a corresponding output.
  • the both meshing clutch mechanisms 5A and 5B are set to neutral. Then, control is performed so that the rotation of the electric motor 1 is synchronized with the rotation of the input gear 21.
  • the meshing clutch mechanism 5A in the neutral state is directly connected to the input shaft 2A side member (inner teeth 52a of the sleeve 52) and the input gear 21 side member (external teeth 52a). ).
  • the meshing clutch mechanism 5B maintains neutral during direct drive.
  • the mesh clutch mechanisms 5A and 5B are of a three-position type, which simplifies the configuration of the device.
  • a two-position mesh clutch mechanism is provided for either or both of them. Two can also be used in combination.
  • the mechanical reaction force mechanism is not limited to the end face cam mechanism shown in the embodiment, but in the case of the end face cam mechanism, a mechanism having a large torque capacity can be configured compactly.
  • the meshing location of the meshing clutch mechanisms 5A and 5B is not equipped with a synchro mechanism, but if the gearing location is equipped with a synchro mechanism, high accuracy is not required for the rotation synchronization control.
  • the clutch mechanisms 5A and 5B can be engaged with each other before the rotation synchronization is completed, and the time required for shifting can be shortened.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transmission Devices (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Transmissions By Endless Flexible Members (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

An automatic transmission for an electric vehicle is provided with a belt type continuously variable transmission mechanism (3) in which an input unit (30P) is arranged so as to be capable of rotation relative to an input shaft (2A) and that adjusts a pulley radius and a clamping force by an electric actuator (80A) and a mechanical reaction force mechanism (80A, 80B), a constant mesh parallel shaft geared transmission mechanism (4) coupled to an output unit (30S) of the continuously variable transmission mechanism (3), a meshing clutch mechanism (5B) that selectively switches one of transmission gears of the geared transmission mechanism (4) to an input-side shaft, an input gear (21) that is arranged on the input shaft (2A) so as to be capable of relative rotation and is drivably coupled to one of transmission gears fixedly installed on an output-side shaft of the geared transmission mechanism (4), a second meshing clutch mechanism (5A) that couples either one of the input unit (30P) of the continuously variable transmission mechanism (3) or the input gear (21) to a motor (1), and an auxiliary electric motor (10) that rotationally drives the input unit (30P) to facilitate rotational synchronization between the input and output sides of any speed stage of the geared transmission mechanism.

Description

電気自動車用自動変速機Automatic transmission for electric vehicles
　本発明は、電動モータのみを駆動源として走行する電気自動車に用いられ、ベルト式無段変速機構を有する電気自動車用自動変速機に関するものである。 The present invention relates to an automatic transmission for an electric vehicle that is used in an electric vehicle that travels using only an electric motor as a drive source and has a belt-type continuously variable transmission mechanism.
　電動モータのみを駆動源として走行する電気自動車（ＥＶとも言う）の場合、電動モータがフラットなトルク特性を有するため、パワートレインは、一般的に駆動源の電動モータを変速比一定の減速機と組み合わせて出力させる構造とされている。 In the case of an electric vehicle (also referred to as an EV) that travels using only an electric motor as a drive source, the electric motor generally has a flat torque characteristic. Therefore, a power train generally uses an electric motor as a drive source as a speed reducer with a constant gear ratio. It is structured to output in combination.
　こうした電気自動車において、航続距離の確保が大きな課題となっている。航続距離を延ばす手法として、まず、バッテリ容量の増大や車両重量の軽量化が考えられる。しかし、バッテリ容量を増大した場合、車両重量が重くなってしまい、却って航続距離を短くしてしまう懸念がある。 Securing cruising distance is a major issue in such electric vehicles. As a method for extending the cruising distance, first, an increase in battery capacity and a reduction in vehicle weight can be considered. However, when the battery capacity is increased, there is a concern that the vehicle weight becomes heavier and the cruising distance is shortened.
　さらに、電気自動車において航続距離の増大を図る手段として、駆動源の電動モータの小型化による消費電力量の削減が考えられる。しかし、この場合、電動モータの出力不足を招くことになり、出力不足を防ぐためには、より変速比の高い減速機と組み合わせるか、または変速比可変の変速機と組み合わせることが必要となる。前者の場合、車両高速領域でモータ効率の悪い特性値で走行するが、後者の場合、変速比を変えることでこれを回避できる。 Furthermore, as a means for increasing the cruising distance in an electric vehicle, it is conceivable to reduce power consumption by downsizing the electric motor as a drive source. However, in this case, the output of the electric motor is insufficient, and in order to prevent the output shortage, it is necessary to combine with a speed reducer with a higher gear ratio or with a transmission with a variable gear ratio. In the former case, the vehicle travels with a characteristic value with low motor efficiency in the high-speed region of the vehicle. In the latter case, this can be avoided by changing the gear ratio.
　電気自動車に変速機を適用した例として、特許文献１には、電動モータを有段式の変速機と組み合わせて出力させる構成のものが開示されている。しかしこの場合、より広い速度領域で小型の電動モータを効率よく運転するためには、変速段を多段にする必要がある。このため、変速段の切り替えが頻繁になり、変速段の切り替え毎に生じる変速ショックの回数も多くなって、乗り心地が低下してしまう。 As an example in which a transmission is applied to an electric vehicle, Patent Document 1 discloses a configuration in which an electric motor is output in combination with a stepped transmission. However, in this case, in order to efficiently operate a small electric motor in a wider speed range, it is necessary to increase the number of shift stages. For this reason, the shift speed is frequently switched, the number of shift shocks that occur each time the shift speed is switched is increased, and the ride comfort is lowered.
　一方、広い速度域で小型の電動モータを効率よく運転でき且つ変速ショックの頻度を抑えることができる機構として、ベルト式無段変速機構（バリエータ）に副変速機構を組み合わせた副変速機構付き無段変速機（ＣＶＴ）が有効である。なお、特許文献２には、電気自動車ではないが、内燃機関に副変速機構付きＣＶＴを組み合わせて出力させる構成のものが開示されている。 On the other hand, as a mechanism that can efficiently operate a small electric motor in a wide speed range and suppress the frequency of shift shocks, a continuously variable with a sub-transmission mechanism that combines a belt-type continuously variable transmission mechanism (variator) with a sub-transmission mechanism A transmission (CVT) is effective. Patent Document 2 discloses a configuration that is not an electric vehicle but is configured to output an internal combustion engine in combination with a CVT with a subtransmission mechanism.
　特許文献２の副変速機構付きＣＶＴを電気自動車に適用することが考えられる。しかし、ＣＶＴのバリエータは、プーリにベルトを挟圧しクランプするための大きな軸推力を付与することが必要であり、副変速機構はギヤ段の切替操作をすることが必要である。特許文献２には、これらの具体的手法が明記されていないが、仮に一般的に使用されている油圧方式を用いた場合、これらを満足させる高出力のオイルポンプが必要になる。 It is conceivable to apply the CVT with auxiliary transmission mechanism of Patent Document 2 to an electric vehicle. However, the CVT variator is required to apply a large axial thrust force to clamp and clamp the belt on the pulley, and the sub-transmission mechanism needs to perform a gear stage switching operation. Patent Document 2 does not specify these specific methods, but if a generally used hydraulic system is used, a high-power oil pump that satisfies these requirements is required.
　高出力のオイルポンプを駆動するには、相応の出力を有するポンプ駆動用モータが必要になり、このポンプ駆動用モータによって消費される電力によって、バッテリのＳＯＣ（充電状態）が低下するため、電気自動車の航続距離を短くしてしまう。また、オイルポンプ及びポンプ駆動用モータは、コストアップだけでなく、車両の重量増にもつながり、この点からも電気自動車の航続距離を短くしてしまう。 In order to drive a high-power oil pump, a pump drive motor having a corresponding output is required, and the electric power consumed by the pump drive motor reduces the SOC (charged state) of the battery. It will shorten the cruising range of the car. In addition, the oil pump and the pump driving motor not only increase the cost, but also increase the weight of the vehicle. From this point, the cruising distance of the electric vehicle is shortened.
　また、ＣＶＴの場合、一般に、遊星歯車などの歯車機構を用いた自動変速機に比し、高速高負荷時の伝達効率が悪く、高速走行時の電費が悪いという課題がある。
　このような電費の悪化も電気自動車の航続距離を短くしてしまうので、この点からの技術開発も望まれている。 Further, in the case of CVT, there is generally a problem that transmission efficiency at high speed and high load is poor and power consumption at high speed is low as compared with an automatic transmission using a gear mechanism such as a planetary gear.
Such worsening of electricity costs also shortens the cruising range of electric vehicles, so technology development from this point is also desired.
　そこで、バリエータよりも駆動力伝達方向下流側に副変速機構を装備した副変速機構付きＣＶＴを電気自動車に適用すると共に、バリエータと並列に電動モータの出力回転を受ける入力歯車（直結ギヤ）をバリエータの入力部（プライマリプーリ）と同軸に配置して副変速機構の変速歯車の１つに駆動連結し、バリエータを迂回して駆動力を下流側に直接伝達可能にし、高速高負荷時には直接伝達を選択しＣＶＴの伝達効率悪化の弱点を補う構成が考えられる。 Therefore, a CVT with a subtransmission mechanism equipped with a subtransmission mechanism downstream of the variator in the driving force transmission direction is applied to an electric vehicle, and an input gear (directly connected gear) that receives the output rotation of the electric motor in parallel with the variator is used as the variator. It is arranged coaxially with the input section (primary pulley) of the sub-transmission mechanism and connected to one of the transmission gears of the sub-transmission mechanism, bypassing the variator, allowing the driving force to be transmitted directly to the downstream side, and direct transmission at high speeds and high loads. A configuration that can be selected to compensate for the weakness of CVT transmission efficiency deterioration is conceivable.
　この場合、バリエータの入力部と入力歯車との何れか一方を電動モータに選択的に連結する機構が必要となり、例えば、噛み合いクラッチ機構を採用すればコストを抑えられる。さらに、駆動源である電動モータが回転制御を精度良く行える点を利用して、噛み合いクラッチ機構のシンクロ機構を省き、更に装置コストを抑えることも考えられる。 In this case, a mechanism for selectively connecting either the input part of the variator or the input gear to the electric motor is required. For example, if a meshing clutch mechanism is employed, the cost can be reduced. Furthermore, it is conceivable to take advantage of the fact that the electric motor as the drive source can accurately control the rotation, omitting the sync mechanism of the meshing clutch mechanism, and further reducing the device cost.
　例えば、直結ギヤで高速走行している状態から減速してＣＶＴに切り替える場合、以下の手順で切り替えることができる。
（１）直結ギヤに噛み合っていた噛み合いクラッチ機構及び副変速機構を何れもニュートラルにする。
（２）駆動源である電動モータの回転を制御してバリエータの入力部（プライマリプーリ）の回転と同期させる。
（３）ニュートラルであった噛み合いクラッチ機構をバリエータの入力部に噛み合うように切り替える。
（４）駆動源である電動モータの回転を制御して副変速機構の何れかの変速段の入力側と出力側とを回転同期させる。
（５）副変速機構の入力側と出力側とが回転同期した変速段を動力伝達状態にする。 For example, when decelerating from a state where the vehicle is traveling at high speed with a direct connection gear and switching to CVT, the switching can be performed according to the following procedure.
(1) Both the meshing clutch mechanism and the subtransmission mechanism that meshed with the direct connection gear are made neutral.
(2) The rotation of the electric motor as a drive source is controlled to synchronize with the rotation of the input section (primary pulley) of the variator.
(3) The meshing clutch mechanism that has been neutral is switched to mesh with the input portion of the variator.
(4) The rotation of the electric motor, which is the drive source, is controlled to synchronize the input side and the output side of any gear stage of the subtransmission mechanism.
(5) The gear stage in which the input side and the output side of the auxiliary transmission mechanism are rotationally synchronized is set in the power transmission state.
　しかしながら、このような手法では、直結ギヤを使用する状態からＣＶＴを使用する状態への切り替えに時間がかかってしまう。さらに、この切り替え時には動力伝達が遮断され、トルク抜け状態となるので、切り替え時間がかかると、このトルク抜け感がドライブフィーリングの悪化を招き好ましくない。 However, in such a method, it takes time to switch from a state in which the direct connection gear is used to a state in which the CVT is used. Further, since the power transmission is interrupted and the torque is lost during this switching, if the switching takes a long time, this feeling of torque loss is undesirably deteriorating drive feeling.
特開平０６－２４５３２９号公報Japanese Patent Laid-Open No. 06-245329 特開昭６０－３７４５５号公報JP 60-37455 A
　本発明は、かかる課題に鑑み創案されたもので、ベルト式無段変速機構を利用して、電気自動車の航続距離を増大することができるようにすると共に、ベルト式無段変速機構を用いた動力伝達とベルト式無段変速機構を用いない直結動力伝達とを切り替えることができるようにし、この切り替えを速やかに行なえるようにした、電気自動車用自動変速機を提供することを目的とする。 The present invention has been devised in view of such problems, and enables the cruising distance of an electric vehicle to be increased by using a belt-type continuously variable transmission mechanism and also uses a belt-type continuously variable transmission mechanism. It is an object of the present invention to provide an automatic transmission for an electric vehicle that can switch between power transmission and direct-coupled power transmission that does not use a belt-type continuously variable transmission mechanism, and that can perform this switching promptly.
　上記目的を達成するために、本発明の電気自動車用自動変速機は、主電動モータのみを駆動源として走行する電気自動車に装備され、入力部が前記主電動モータに連結された入力軸と相対回転可能に配置され、電動アクチュエータと機械式反力機構とによってプーの巻き掛け半径と狭圧力とが調整されるベルト式無段変速機構と、前記ベルト式無段変速機構の出力部に連結され、複数の変速段を有する常時噛み合い型平行軸式歯車変速機構と、前記常時噛み合い型平行軸式歯車変速機構の入力側軸に相対回転可能に装備され複数の変速歯車の１つを前記入力側軸に選択的に連結する第１の噛み合いクラッチ機構と、前記入力軸に相対回転可能に配置され、前記常時噛み合い型平行軸式歯車変速機構の出力側軸固設された複数の変速歯車の１つに駆動連結された入力歯車と、前記入力軸に配設され、前記ベルト式無段変速機構の入力部と前記入力歯車との何れか一方を前記主電動モータに選択的に連結する第２の噛み合いクラッチ機構と、前記ベルト式無段変速機構の前記入力部に連結され、前記第１の噛み合いクラッチ機構による切り替え動作中に、前記入力部を回転駆動して、前記常時噛み合い型平行軸式歯車変速機構の何れかの変速段の入力側と出力側との回転同期を促進する補助電動モータと、を備えている。 In order to achieve the above object, an automatic transmission for an electric vehicle according to the present invention is provided in an electric vehicle that travels using only a main electric motor as a drive source, and an input portion is relative to an input shaft connected to the main electric motor. A belt-type continuously variable transmission mechanism that is rotatably arranged and adjusts a winding radius and a narrow pressure of the pooh by an electric actuator and a mechanical reaction force mechanism, and is connected to an output portion of the belt-type continuously variable transmission mechanism. A constantly meshing parallel shaft gear transmission mechanism having a plurality of shift speeds and an input side shaft of the constantly meshing parallel shaft gear transmission mechanism so as to be rotatable relative to one another. A first meshing clutch mechanism that is selectively connected to a shaft; and a plurality of transmission gears that are disposed so as to be relatively rotatable with respect to the input shaft and that are fixed on the output side shaft of the constantly meshing parallel shaft gear transmission mechanism. An input gear that is drivingly connected to the input shaft; and a second gear that is disposed on the input shaft and selectively connects either the input portion of the belt-type continuously variable transmission mechanism or the input gear to the main electric motor. The meshing clutch mechanism and the belt-type continuously variable transmission mechanism are connected to the input unit, and during the switching operation by the first meshing clutch mechanism, the input unit is rotationally driven to constantly rotate the meshing parallel shaft gear. And an auxiliary electric motor that promotes rotation synchronization between the input side and the output side of any of the shift stages of the transmission mechanism.
　前記機械式反力機構には、トルクカム機構が用いられ、前記電動アクチュエータは、ウォーム及びウォームホイールからなるウォームギヤと、前記ウォームを回転駆動する電動モータとから構成され、前記トルクカム機構は、前記プーリの狭圧力を調整し、前記電動アクチュエータは、前記プーリの巻き掛け半径を調整することが好ましい。 As the mechanical reaction force mechanism, a torque cam mechanism is used, and the electric actuator includes a worm gear including a worm and a worm wheel, and an electric motor that rotationally drives the worm, and the torque cam mechanism includes a pulley of the pulley. It is preferable that the narrow pressure is adjusted, and the electric actuator adjusts the winding radius of the pulley.
　前記入力歯車は、同入力歯車が噛み合う前記常時噛み合い型平行軸式変速機構の歯車の歯数と略同一に設定されていることが好ましい。 It is preferable that the input gear is set to be approximately the same as the number of teeth of the gear of the constantly meshing parallel shaft transmission mechanism that meshes with the input gear.
　本発明の電気自動車用自動変速機によれば、補助電動モータによって、第１の噛み合いクラッチ機構による切り替え動作中に、ベルト式無段変速機構の入力部を回転駆動して、常時噛み合い型平行軸式歯車変速機構の何れかの変速段の入力側と出力側との回転同期を促進することができるので、例えば、ベルト式無段変速機構を用いずに入力歯車を使用して走行している状態からベルト式無段変速機構を使用する状態に第２の噛み合いクラッチ機構を切り替える場合、以下の手順で速やかに切り替えることができる。
（１）第１及び第２の噛み合いクラッチ機構を何れもニュートラルにする。
（２）補助電動モータによって、常時噛み合い型平行軸式歯車変速機構の所定変速段の入力側と出力側との回転同期を促進しながら、駆動源である電動モータの回転を制御してベルト式無段変速機構の入力部（プライマリプーリ）と回転同期させる。
（３）第２の噛み合いクラッチ機構をベルト式無段変速機構の入力部に噛み合うように切り替えると共に、第１の噛み合いクラッチ機構を、常時噛み合い型平行軸式歯車変速機構の所定変速段の入力側と出力側とが噛み合うように切り替える。
　これにより、短時間で第１及び第２の噛み合いクラッチ機構を切り替えることができ、トルク抜け感を与えにくくなり、変速にかかるドライブフィーリングを良好にすることができる。 According to the automatic transmission for an electric vehicle of the present invention, the input portion of the belt-type continuously variable transmission mechanism is rotationally driven by the auxiliary electric motor during the switching operation by the first meshing clutch mechanism, so that the meshing parallel shaft is always meshed. Since rotation synchronization between the input side and output side of any gear stage of the gear-type gear transmission mechanism can be promoted, for example, the vehicle is traveling using the input gear without using the belt-type continuously variable transmission mechanism. When the second meshing clutch mechanism is switched from the state to the state where the belt-type continuously variable transmission mechanism is used, it can be quickly switched by the following procedure.
(1) The first and second meshing clutch mechanisms are both neutral.
(2) The auxiliary electric motor controls the rotation of the electric motor, which is a driving source, while promoting the rotation synchronization between the input side and the output side of the predetermined gear stage of the constantly meshing parallel shaft gear transmission mechanism. The rotation is synchronized with the input section (primary pulley) of the continuously variable transmission mechanism.
(3) The second meshing clutch mechanism is switched so as to mesh with the input portion of the belt-type continuously variable transmission mechanism, and the first meshing clutch mechanism is switched to the input side of the predetermined gear position of the constantly meshing parallel shaft gear transmission mechanism. And so that the output side meshes.
As a result, the first and second meshing clutch mechanisms can be switched in a short time, and it becomes difficult to give a feeling of torque loss, and the drive feeling for shifting can be improved.
一実施形態にかかる自動変速機を備えた車両の駆動系ユニットの要部の構成図である。It is a block diagram of the principal part of the drive system unit of the vehicle provided with the automatic transmission concerning one Embodiment. 一実施形態にかかる自動変速機を備えた車両の駆動系ユニットの要部の軸配置図である。It is a shaft arrangement | positioning figure of the principal part of the drive system unit of the vehicle provided with the automatic transmission concerning one Embodiment. 一実施形態にかかる自動変速機を備えた車両の駆動系ユニットの動力伝達モードを説明する図であり（ａ）はＣＶＴローモード、（ｂ）はＣＶＴハイモード、（ｃ）は直結モードを示す。It is a figure explaining the power transmission mode of the drive system unit of the vehicle provided with the automatic transmission concerning one embodiment. (A) is CVT low mode, (b) is CVT high mode, (c) shows direct connection mode. . 一実施形態にかかる自動変速機の変速マップの一例を示す図である。It is a figure which shows an example of the shift map of the automatic transmission concerning one Embodiment.
　以下、図面を参照して本発明にかかる電気自動車用自動変速機の実施形態を説明する。なお、以下に示す実施形態はあくまでも例示に過ぎず、以下の実施形態で明示しない種々の変形や技術の適用を排除する意図はない。かかる実施形態を部分的に用いて実施したり、一部を変更して実施したり、同等の機能を有する他の機構や装置に置き換えて実施したりすることができるものである。 Hereinafter, an embodiment of an automatic transmission for an electric vehicle according to the present invention will be described with reference to the drawings. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment. It can be implemented by partially using such an embodiment, by changing a part thereof, or by replacing with another mechanism or device having an equivalent function.
　本実施形態にかかる電気自動車（以下、単に車両ともいう）は、電動モータのみを駆動源として走行する電気自動車（ＥＶともいう）であり、電動モータと内燃機関とを選択的に駆動源として走行するハイブリッド電気自動車は含まない。また、本自動変速機は、このような車両の電動モータと駆動輪との間に介装される。 An electric vehicle according to the present embodiment (hereinafter also simply referred to as a vehicle) is an electric vehicle (also referred to as an EV) that travels using only an electric motor as a drive source, and travels selectively using an electric motor and an internal combustion engine as a drive source. Does not include hybrid electric vehicles. Moreover, this automatic transmission is interposed between the electric motor and drive wheel of such a vehicle.
　〔駆動系ユニットの構成〕
　まず、車両の駆動系ユニットを説明する。図１及び図２に示すように、この駆動系ユニットは、車両の駆動源である主電動モータ（単に、電動モータとも言う）１と、主電動モータ１の出力軸と一体連結された変速機入力軸（以下、入力軸という）２Ａを有する自動変速機２と、自動変速機２に接続された減速機構６と、減速機構６に接続された差動機構７と、を備えている。差動機構７の左右のサイドギヤに接続された車軸７Ｌ，７Ｒには、図示しない駆動輪がそれぞれ結合されている。 [Configuration of drive system unit]
First, the drive system unit of the vehicle will be described. As shown in FIGS. 1 and 2, the drive system unit is a transmission that is integrally connected to a main electric motor (also simply referred to as an electric motor) 1 that is a drive source of a vehicle and an output shaft of the main electric motor 1. An automatic transmission 2 having an input shaft (hereinafter referred to as an input shaft) 2A, a reduction mechanism 6 connected to the automatic transmission 2, and a differential mechanism 7 connected to the reduction mechanism 6 are provided. Drive wheels (not shown) are coupled to the axles 7L and 7R connected to the left and right side gears of the differential mechanism 7, respectively.
　自動変速機２は、いわゆる副変速機構付きベルト式無段変速機構（ＣＶＴ）に、直結ギヤ機構２０を付加したものである。自動変速機２は、動力伝達用のベルト３７を有し、プライマリプーリ（入力部）３０Ｐが入力軸２Ａと相対回転可能に配置されたベルト式無段変速機構（以下、バリエータともいう）３と、このバリエータ３のセカンダリプーリ（出力部）３０Ｓの回転軸３６に連結された常時噛み合い型平行軸式歯車変速機構（以下、副変速機構ともいう）４と、バリエータ３及び副変速機構４を迂回するようにして入力軸２Ａと減速機構６とを直結する直結ギヤ機構２０とを備えている。 The automatic transmission 2 is obtained by adding a direct gear mechanism 20 to a so-called belt-type continuously variable transmission mechanism (CVT) with an auxiliary transmission mechanism. The automatic transmission 2 includes a belt-type continuously variable transmission mechanism (hereinafter also referred to as a variator) 3 having a belt 37 for power transmission, and a primary pulley (input unit) 30P arranged to be rotatable relative to the input shaft 2A. The constant-mesh parallel-shaft gear transmission mechanism (hereinafter also referred to as a sub-transmission mechanism) 4 connected to the rotary shaft 36 of the secondary pulley (output unit) 30S of the variator 3, and the variator 3 and the sub-transmission mechanism 4 are bypassed. Thus, a direct connection gear mechanism 20 that directly connects the input shaft 2A and the speed reduction mechanism 6 is provided.
　バリエータ３は、回転軸３３を有する固定プーリ３１と可動プーリ３２とからなるプライマリプーリ３０Ｐと、回転軸（出力軸）３６を有する固定プーリ３４と可動プーリ３５とからなるセカンダリプーリ３０Ｓと、プライマリプーリ３０Ｐとセカンダリプーリ３０ＳとのＶ溝に巻き掛けられたベルト３７とを備えている。プライマリプーリ３０Ｐの固定プーリ３１の回転軸３３は、入力軸２Ａと相対回転可能に配置されている。 The variator 3 includes a primary pulley 30P including a fixed pulley 31 having a rotation shaft 33 and a movable pulley 32, a secondary pulley 30S including a fixed pulley 34 having a rotation shaft (output shaft) 36 and a movable pulley 35, and a primary pulley. A belt 37 wound around a V groove between 30P and the secondary pulley 30S is provided. The rotation shaft 33 of the fixed pulley 31 of the primary pulley 30P is disposed so as to be rotatable relative to the input shaft 2A.
　なお、図１には、バリエータ３のプライマリプーリ（プーリ装置）３０Ｐ，セカンダリプーリ（プーリ装置）３０Ｓ及びベルト３７を、変速比がロー側の状態とハイ側の状態とを示している。プライマリプーリ３０Ｐ，セカンダリプーリ３０Ｓの各外側（互いに離隔している側）の半部にロー側の状態を示し、各内側（互いに接近している側）の半部にハイ側の状態を示している。ベルト３７については、ロー側の状態を実線で模式的に示し、ハイ側の状態を各プーリ３０Ｐ，３０Ｓの内側に二点鎖線で模式的に示している。但し、二点鎖線で示したハイ状態は、プーリとベルトの半径方向の位置関係を示すのみであり、実際のベルト位置がプーリの内側半部に現れることはない。 FIG. 1 shows the primary pulley (pulley device) 30P, the secondary pulley (pulley device) 30S and the belt 37 of the variator 3 in a low gear ratio state and a high gear state. The low side state is shown in the half of each outer side (the side that is separated from each other) of the primary pulley 30P and the secondary pulley 30S, and the high side state is shown in the half part of each inside (the side that is close to each other). Yes. Regarding the belt 37, the low-side state is schematically shown by a solid line, and the high-side state is schematically shown by a two-dot chain line inside the pulleys 30P and 30S. However, the high state indicated by the two-dot chain line only indicates the positional relationship between the pulley and the belt in the radial direction, and the actual belt position does not appear in the inner half of the pulley.
　このバリエータ３のプライマリプーリ３０Ｐ及びセカンダリプーリ３０Ｓのベルト巻き掛け半径の変更による変速比の調整及びプーリ軸推力（単に、推力とも言う）、即ちベルト狭圧力の調整は、電動アクチュエータと機械式反力機構とによって実行されるようになっている。機械式反力機構としては、トルクカム機構が用いられている。このトルクカム機構は、それぞれ端部に螺旋状に傾斜したカム面を有する一対の環状のカム部材で構成され、各カム面が互いに摺接するようにして同軸上に配置され、また一対のカム部材の相対回転に応じて、一対のカム部材が軸方向に相互に離接し、一対のカム部材の全長が変更されることにより、一方のカム部材に圧接した回転部材（プーリ３０Ｐ，３０Ｓ）の推力を調整するものである。 Adjustment of the gear ratio by changing the belt winding radius of the primary pulley 30P and the secondary pulley 30S of the variator 3 and adjustment of the pulley shaft thrust (also simply referred to as thrust), that is, adjustment of the belt narrow pressure, are performed by the electric actuator and the mechanical reaction force To be executed by the mechanism. A torque cam mechanism is used as the mechanical reaction force mechanism. The torque cam mechanism is composed of a pair of annular cam members each having a spirally inclined cam surface at each end, and is arranged coaxially so that the cam surfaces are in sliding contact with each other. In response to the relative rotation, the pair of cam members are separated from each other in the axial direction, and the total length of the pair of cam members is changed, so that the thrust of the rotating members (pulleys 30P and 30S) pressed against the one cam member is increased. To be adjusted.
　ここでは、プライマリプーリ３０Ｐ及びセカンダリプーリ３０Ｓの何れにも、機械式反力機構としてトルクカム機構が用いられている。これにより、ベルト３７がプライマリプーリ３０Ｐ及びセカンダリプーリ３０Ｓを押圧する力（プーリを離隔させようとする力）の反力として両プーリの各トルクカム機構が作用してベルト３７の伝達トルクに応じた推力が油圧等を用いることなく両プーリ３０Ｐ，３０Ｓに発生するようになっている。 Here, a torque cam mechanism is used as a mechanical reaction force mechanism for both the primary pulley 30P and the secondary pulley 30S. As a result, each torque cam mechanism of both pulleys acts as a reaction force of the force that the belt 37 presses against the primary pulley 30P and the secondary pulley 30S (force that attempts to separate the pulleys), and the thrust according to the transmission torque of the belt 37 Is generated in both pulleys 30P and 30S without using hydraulic pressure or the like.
　また、プライマリプーリ３０Ｐには、一対のカム部材の一方を能動的に回転駆動する電動アクチュエータが装備され、一対のカム部材の全長を変更して、プライマリプーリ３０ＰのＶ溝の溝幅を調整するように構成される。 Further, the primary pulley 30P is equipped with an electric actuator that actively rotates and drives one of the pair of cam members, and adjusts the groove width of the V groove of the primary pulley 30P by changing the total length of the pair of cam members. Configured as follows.
　このように、プライマリプーリ３０Ｐには、機械式反力機構であるトルクカム機構と一対のカム部材の一方を回転駆動する電動アクチュエータとから、一対のカム部材の全長を変更しプライマリプーリ３０ＰのＶ溝の溝幅を調整して変速比を調整すると共に、プーリ３０Ｐの推力を調整してベルト挟圧力を調整するように構成される。そこで、プライマリプーリ３０Ｐの電動アクチュエータ及びトルクカム機構からなる機構を変速機構８とも呼ぶ。一方、セカンダリプーリ３０Ｓのトルクカム機構は、これによりセカンダリプーリ３０Ｓの推力を発生させるため、推力発生機構９とも呼ぶ。 Thus, the primary pulley 30P includes a torque cam mechanism, which is a mechanical reaction force mechanism, and an electric actuator that rotationally drives one of the pair of cam members. The gear ratio is adjusted by adjusting the groove width of the belt 30, and the belt clamping pressure is adjusted by adjusting the thrust of the pulley 30P. Therefore, a mechanism including the electric actuator of the primary pulley 30P and the torque cam mechanism is also referred to as a speed change mechanism 8. On the other hand, the torque cam mechanism of the secondary pulley 30S is also referred to as a thrust generating mechanism 9 because it generates the thrust of the secondary pulley 30S.
　この推力発生機構９には、端面カムであるトルクカム機構９０が用いられている。トルクカム機構９０は、可動プーリ３５の背面に固設された駆動カム部材９１と、駆動カム部材９１に隣接して固定プーリ３４の回転軸３６に固設された被駆動カム部材９２とを備えている。カム部材９１，９２は互いのカム面を摺接させており、トルク伝達時に生じる互いの回転位相差に応じて推力を発生する。 The thrust generating mechanism 9 uses a torque cam mechanism 90 that is an end face cam. The torque cam mechanism 90 includes a drive cam member 91 fixed to the back surface of the movable pulley 35 and a driven cam member 92 fixed to the rotating shaft 36 of the fixed pulley 34 adjacent to the drive cam member 91. Yes. The cam members 91 and 92 are in sliding contact with each other's cam surfaces, and generate thrust according to the mutual rotational phase difference generated during torque transmission.
　なお、車両の停止時等には、駆動トルクも制動トルクも作用しないため、トルクカム機構９０によるプーリの推力は加えられない。そこで、車両の発進時等の初期駆動時にも、ベルト滑りを防止してベルト３７を確実にクランプすることができるように、可動プーリ３５を固定プーリ３４に接近する方向に付勢するコイルスプリング９３が装備されている。 Incidentally, when the vehicle is stopped, neither driving torque nor braking torque acts, so that the pulley thrust by the torque cam mechanism 90 is not applied. Accordingly, a coil spring 93 that urges the movable pulley 35 in the direction approaching the fixed pulley 34 so that the belt 37 can be reliably clamped even during initial driving such as when the vehicle is started. Is equipped.
　副変速機構４は、複数の変速段（ここでは、ハイ，ローの２段）を有し、バリエータ３のセカンダリプーリ３０Ｓの回転軸３６と同軸一体の回転軸（入力側軸）４３に相対回転可能に装備されたギヤ４１，４２と、回転軸４３と平行な回転軸４６に一体回転するように固設されたギヤ４４，４５とをそなえている。ギヤ４１とギヤ４４とは常時噛み合っており、２速（ハイ）ギヤ段を構成する。ギヤ４２とギヤ４５とは常時噛み合っており、１速（ロー）ギヤ段を構成する。 The subtransmission mechanism 4 has a plurality of shift stages (here, two stages of high and low), and rotates relative to a rotation shaft (input side shaft) 43 that is coaxial with the rotation shaft 36 of the secondary pulley 30S of the variator 3. Gears 41 and 42 that can be provided, and gears 44 and 45 fixed so as to rotate integrally with a rotation shaft 46 parallel to the rotation shaft 43 are provided. The gear 41 and the gear 44 are always meshed with each other and constitute a second speed (high) gear stage. The gear 42 and the gear 45 are always meshed to form a first (low) gear stage.
　副変速機構４には、２速ギヤ段及び１速ギヤ段を選択的に切り替えるために、３ポジション式の噛み合いクラッチ機構５Ｂが装備される。噛み合いクラッチ機構５Ｂは、回転軸４３と一体回転するクラッチハブ５４と、クラッチハブ５４に設けられた外歯５４ａにスプライン係合する内歯５５ａを有するスリーブ５５と、スリーブ５５をシフト方向（軸方向）に移動させるシフトフォーク５６と、シフトフォーク５６を駆動する切替用電動アクチュエータ５０Ｂとをそなえている。 The sub-transmission mechanism 4 is equipped with a three-position mesh clutch mechanism 5B for selectively switching between the second gear and the first gear. The meshing clutch mechanism 5B includes a clutch hub 54 that rotates integrally with the rotary shaft 43, a sleeve 55 that has internal teeth 55a that are spline-engaged with external teeth 54a that are provided on the clutch hub 54, and a sleeve 55 in a shift direction (axial direction). ) And a switching electric actuator 50 </ b> B that drives the shift fork 56.
　ギヤ４１にはスリーブ５５の内歯５５ａと噛合しうる外歯４１ａが設けられ、ギヤ４２にはスリーブ５５の内歯５５ａと噛合しうる外歯４２ａが設けられている。
　スリーブ５５は、ニュートラルポジション（Ｎ）と、２速（ハイ）ギヤ段を設定する２速ポジション（Ｈ）と、１速（ロー）ギヤ段を設定する１速ポジション（Ｌ）との各ポジションを有し、各ポジション間を、シフトフォーク５６によってスライド駆動される。 The gear 41 is provided with external teeth 41a that can mesh with the internal teeth 55a of the sleeve 55, and the gear 42 is provided with external teeth 42a that can mesh with the internal teeth 55a of the sleeve 55.
The sleeve 55 has a neutral position (N), a second speed position (H) for setting the second (high) gear stage, and a first speed position (L) for setting the first (low) gear stage. Each position is slidably driven by a shift fork 56.
　切替用電動アクチュエータ５０Ｂによりシフトフォーク５６を駆動して、スリーブ５５をギヤ４１側（即ち、２速ポジション）に移動させれば、スリーブ５５の内歯５５ａがギヤ４１の外歯４１ａと噛み合って、回転軸４３とギヤ４１とが一体回転するようになって、２速ギヤ段が設定される。２速ギヤ段が設定されると、バリエータ３のセカンダリプーリ３０Ｓの回転軸３６（即ち、回転軸４３）からギヤ４１，ギヤ４４，回転軸４６を経て減速機構６に動力伝達される。 When the shift fork 56 is driven by the switching electric actuator 50B and the sleeve 55 is moved to the gear 41 side (that is, the second speed position), the inner teeth 55a of the sleeve 55 mesh with the outer teeth 41a of the gear 41, The rotating shaft 43 and the gear 41 are rotated together to set the second gear. When the second gear is set, power is transmitted from the rotation shaft 36 (that is, the rotation shaft 43) of the secondary pulley 30S of the variator 3 to the speed reduction mechanism 6 via the gear 41, the gear 44, and the rotation shaft 46.
　切替用電動アクチュエータ５０Ｂによりシフトフォーク５６を駆動して、スリーブ５５をギヤ４２側（即ち、１速ポジション）に移動させれば、スリーブ５５の内歯５５ａがギヤ４２の外歯４２ａと噛み合って、回転軸４３とギヤ４２とが一体回転するようになって、１速ギヤ段が設定される。１速ギヤ段が設定されると、バリエータ３のセカンダリプーリ３０Ｓの回転軸３６（即ち、回転軸４３）からギヤ４２，ギヤ４５，回転軸４６を経て減速機構６に動力伝達される。 When the shift fork 56 is driven by the switching electric actuator 50B and the sleeve 55 is moved to the gear 42 side (that is, the first speed position), the inner teeth 55a of the sleeve 55 mesh with the outer teeth 42a of the gear 42, The rotation shaft 43 and the gear 42 are rotated together, and the first gear is set. When the first gear is set, power is transmitted from the rotation shaft 36 (that is, the rotation shaft 43) of the secondary pulley 30S of the variator 3 to the speed reduction mechanism 6 via the gear 42, the gear 45, and the rotation shaft 46.
　なお、スリーブ５５の内歯５５ａをギヤ４１の外歯４１ａやギヤ４２の外歯４２ａと円滑に噛合させるために後述の回転同期制御を行なうので、噛み合い箇所にシンクロ機構は不要であり、装備していない。
　直結ギヤ機構２０は、入力軸２Ａと相対回転可能に配置された入力ギヤ（入力歯車）２１を備え、図２に示すように、この入力ギヤ２１が副変速機構の複数の変速歯車の１つ（ここでは、２速ギヤ段の出力側歯車であるギヤ４５）と噛合して駆動連結されている。
　なお、前記入力ギヤ２１とギヤ４５は、それぞれの歯数を同一又は略同一として、変速比が１．０又は略１．０となるように設定されている。 In order to smoothly mesh the inner teeth 55a of the sleeve 55 with the outer teeth 41a of the gear 41 and the outer teeth 42a of the gear 42, the synchronization control described later is performed. Not.
The direct gear mechanism 20 includes an input gear (input gear) 21 disposed so as to be rotatable relative to the input shaft 2A. As shown in FIG. 2, the input gear 21 is one of a plurality of transmission gears of the auxiliary transmission mechanism. (Here, gear 45 which is the output side gear of the second speed gear stage) is engaged and connected.
The input gear 21 and the gear 45 are set to have the same or substantially the same number of teeth and a gear ratio of 1.0 or approximately 1.0.
　この直結ギヤ機構２０をバリエータ３と選択的に使用するために、３ポジション式の噛み合いクラッチ機構５Ａが装備される。噛み合いクラッチ機構５Ａは、図１に示すように、噛み合いクラッチ機構５Ｂと同様に構成され、入力軸２Ａと一体回転するクラッチハブ５１と、クラッチハブ５１に設けられた外歯５１ａにスプライン係合する内歯５２ａを有するスリーブ５２と、スリーブ５２をシフト方向（軸方向）に移動させるシフトフォーク５３と、シフトフォーク５３を駆動する切替用電動アクチュエータ５０Ａとをそなえている。 In order to selectively use the direct-coupled gear mechanism 20 with the variator 3, a three-position mesh clutch mechanism 5A is provided. As shown in FIG. 1, the meshing clutch mechanism 5 </ b> A is configured similarly to the meshing clutch mechanism 5 </ b> B and is spline-engaged with a clutch hub 51 that rotates integrally with the input shaft 2 </ b> A and an external tooth 51 a provided on the clutch hub 51. A sleeve 52 having internal teeth 52a, a shift fork 53 that moves the sleeve 52 in the shift direction (axial direction), and a switching electric actuator 50A that drives the shift fork 53 are provided.
　入力ギヤ２１にはスリーブ５２の内歯５２ａと噛合しうる外歯２２が設けられ、バリエータ３におけるプライマリプーリ３０Ｐの固定プーリ３１の回転軸３３にはスリーブ５２の内歯５２ａと噛合しうる外歯３８が設けられている。
　スリーブ５２は、ニュートラルポジション（Ｎ）と、バリエータ３を経由する動力伝達経路を設定するＣＶＴポジション（Ｃ）と、直結ギヤ機構２０を経由する動力伝達経路を設定する直結ポジション（Ｄ）との各ポジションを有し、各ポジション間を、シフトフォーク５３によってスライド駆動される。 The input gear 21 is provided with external teeth 22 that can mesh with the internal teeth 52 a of the sleeve 52, and the external teeth that can mesh with the internal teeth 52 a of the sleeve 52 on the rotating shaft 33 of the fixed pulley 31 of the primary pulley 30 </ b> P in the variator 3. 38 is provided.
The sleeve 52 includes a neutral position (N), a CVT position (C) for setting a power transmission path via the variator 3, and a direct connection position (D) for setting a power transmission path via the direct connection gear mechanism 20. There are positions, and each position is slid by a shift fork 53.
　切替用電動アクチュエータ５０Ａによりシフトフォーク５３を駆動して、スリーブ５２を回転軸３３側に移動させれば、スリーブ５２の内歯５２ａが回転軸３３の外歯３８と噛み合って、入力軸２Ａとプライマリプーリ３０Ｐの固定プーリ３１とが一体回転するようになって、バリエータ３を経由する動力伝達経路が設定される。 When the shift fork 53 is driven by the switching electric actuator 50A and the sleeve 52 is moved to the rotating shaft 33 side, the inner teeth 52a of the sleeve 52 mesh with the outer teeth 38 of the rotating shaft 33, and the input shaft 2A and the primary shaft 52A are primary. The fixed pulley 31 of the pulley 30 </ b> P rotates integrally, and a power transmission path via the variator 3 is set.
　切替用電動アクチュエータ５０Ａによりシフトフォーク５３を駆動して、スリーブ５２を入力ギヤ２１側に移動させれば、スリーブ５２の内歯５２ａが入力ギヤ２１の外歯２２と噛み合って、入力軸２Ａと入力ギヤ２１とが一体回転するようになって、直結ギヤ機構２０を経由する動力伝達経路が設定される。
　ここでも、スリーブ５２の内歯５２ａを回転軸３３の外歯３８や入力ギヤ２１の外歯２２と円滑に噛合させるために後述の回転同期制御を行なうので、噛み合い箇所にシンクロ機構は不要であり、装備していない。 When the shift fork 53 is driven by the switching electric actuator 50A and the sleeve 52 is moved to the input gear 21 side, the inner teeth 52a of the sleeve 52 mesh with the outer teeth 22 of the input gear 21, and the input shaft 2A is input. The gear 21 rotates integrally with the gear 21, and the power transmission path via the direct connection gear mechanism 20 is set.
Also here, since the rotation synchronous control described later is performed in order to smoothly engage the inner teeth 52a of the sleeve 52 with the outer teeth 38 of the rotating shaft 33 and the outer teeth 22 of the input gear 21, no synchronization mechanism is required at the meshing position. Not equipped.
　減速機構６は、副変速機構４の回転軸４６に一体回転するように固設されたギヤ６１と、回転軸４６と平行な回転軸６５に一体回転するように固設されてギヤ６１と噛合するギヤ６２と、回転軸６５に一体回転するように固設されたギヤ６３と、差動機構７の入力ギヤであってギヤ６３と噛合するギヤ６４とから構成される。ギヤ６１とギヤ６２との間でそのギヤ比に応じて減速され、さらに、ギヤ６３とギヤ６４との間でそのギヤ比に応じて減速される。 The speed reduction mechanism 6 is fixedly provided so as to rotate integrally with a rotating shaft 65 parallel to the rotating shaft 46 and meshed with the gear 61 so as to rotate integrally with the rotating shaft 46 of the auxiliary transmission mechanism 4. Gear 62, a gear 63 fixed so as to rotate integrally with the rotary shaft 65, and a gear 64 which is an input gear of the differential mechanism 7 and meshes with the gear 63. The speed is reduced between the gear 61 and the gear 62 according to the gear ratio, and further, the speed is reduced between the gear 63 and the gear 64 according to the gear ratio.
　〔変速機構〕
　図１に示すように、プライマリプーリ３０Ｐに装備される変速機構８は、電動アクチュエータ８０Ａと機械式反力機構８０Ｂとから構成される。本実施形態の場合、機械式反力機構８０Ｂには、トルクカム機構を採用している。 [Transmission mechanism]
As shown in FIG. 1, the speed change mechanism 8 provided in the primary pulley 30P includes an electric actuator 80A and a mechanical reaction force mechanism 80B. In the present embodiment, a torque cam mechanism is adopted as the mechanical reaction force mechanism 80B.
　機械式反力機構８０Ｂに採用されたトルクカム機構は、プライマリプーリ３０Ｐの可動プーリ３２の背部に配置され、回転軸３３上に同軸に配置された一対のカム部材８３，８４を有している。各カム部材８３，８４には、それぞれ、回転軸３３と直交する方向に対して傾斜する螺旋状のカム面８３ａ，８４ａが形成されていて、一対のカム部材８３，８４は、それぞれのカム面８３ａ，８４ａを接触させて配置されている。 The torque cam mechanism employed in the mechanical reaction force mechanism 80B has a pair of cam members 83 and 84 disposed on the back of the movable pulley 32 of the primary pulley 30P and coaxially disposed on the rotation shaft 33. The cam members 83 and 84 are respectively formed with spiral cam surfaces 83a and 84a that are inclined with respect to the direction orthogonal to the rotation shaft 33, and the pair of cam members 83 and 84 have their respective cam surfaces. 83a and 84a are arranged in contact with each other.
　カム部材８３もカム部材８４も回転軸３３と相対回転可能であり、プライマリプーリ３０Ｐの固定プーリ３１及び可動プーリ３２とは独立して回転軸３３と同軸に配設される。つまり、プライマリプーリ３０Ｐが回転してもカム部材８３，８４は回転しない。ただし、カム部材８４は回転方向にも軸方向にも固定されている固定カム部材であるのに対して、カム部材８３はカム部材８４に対して相対回転可能で且つ軸方向にも移動可能な可動カム部材である。また、可動カム部材８３には、カム面８３ａと逆側に可動プーリ３２の背面３２ａとスラストベアリング等を介して摺接する摺接面８３ｂが設けられている。 Both the cam member 83 and the cam member 84 can rotate relative to the rotary shaft 33, and are arranged coaxially with the rotary shaft 33 independently of the fixed pulley 31 and the movable pulley 32 of the primary pulley 30P. That is, the cam members 83 and 84 do not rotate even when the primary pulley 30P rotates. However, the cam member 84 is a fixed cam member that is fixed both in the rotational direction and in the axial direction, whereas the cam member 83 is rotatable relative to the cam member 84 and is also movable in the axial direction. It is a movable cam member. The movable cam member 83 is provided with a sliding contact surface 83b that is in sliding contact with the back surface 32a of the movable pulley 32 via a thrust bearing or the like on the opposite side to the cam surface 83a.
　電動アクチュエータ８０Ａは、可動カム部材８３を回転駆動して、可動カム部材８３のカム面８３ａを固定カム部材８４のカム面８４ａに対して回転させることによって、カム面８３ａ，カム面８４ａの傾斜に沿って可動カム部材８３を回転軸３３の軸方向に移動させて、可動プーリ３２を回転軸３３の軸方向に移動させ、プライマリプーリ３０ＰのＶ溝の溝幅を調整する。 The electric actuator 80A rotates the movable cam member 83 to rotate the cam surface 83a of the movable cam member 83 with respect to the cam surface 84a of the fixed cam member 84, so that the cam surface 83a and the cam surface 84a are inclined. Then, the movable cam member 83 is moved in the axial direction of the rotary shaft 33, the movable pulley 32 is moved in the axial direction of the rotary shaft 33, and the groove width of the V groove of the primary pulley 30P is adjusted.
　また、電動アクチュエータ８０Ａは、ウォーム（ネジ歯車）８２ａとこのウォーム８２ａと噛合するウォームホイール（はす歯歯車）８２ｂとからなるウォームギヤ機構８２と、ウォーム８２ａを回転駆動する電動モータ（変速用モータ）８１とから構成され、ウォームホイール８２ｂは、回転軸３３と同軸上に配置され、可動カム部材８３と一体回転し且つ軸方向には可動カム部材８３の移動を許容するように可動カム部材８３の外周にセレーション結合されている。これにより、電動モータ８１を作動させてウォーム８２ａを回転駆動すると、ウォームホイール８２ｂが回転し可動カム部材８３を回動させ、プライマリプーリ３０ＰのＶ溝の溝幅を調整する。 The electric actuator 80A includes a worm gear mechanism 82 including a worm (screw gear) 82a and a worm wheel (helical gear) 82b meshing with the worm 82a, and an electric motor (transmission motor) that rotationally drives the worm 82a. The worm wheel 82b is arranged coaxially with the rotary shaft 33, rotates integrally with the movable cam member 83, and allows the movable cam member 83 to move in the axial direction. Serrated to the outer periphery. Thus, when the electric motor 81 is operated to drive the worm 82a to rotate, the worm wheel 82b rotates to rotate the movable cam member 83 and adjust the groove width of the V groove of the primary pulley 30P.
　この変速機構８によるプライマリプーリ３０ＰのＶ溝の溝幅調整は、推力発生機構９による発生するセカンダリプーリ３０Ｓの推力を受けながら実施される。プライマリプーリ３０ＰのＶ溝の溝幅を狭める際には、ベルトを介して接続されたセカンダリプーリ３０ＳのＶ溝の溝幅を広げることになり、推力発生機構９による推力に対抗することになる。プライマリプーリ３０ＰのＶ溝の溝幅を広げる際には、セカンダリプーリ３０ＳのＶ溝の溝幅を狭めることになり、推力発生機構９による推力を利用することになる。 The groove width adjustment of the primary pulley 30P by the transmission mechanism 8 is performed while receiving the thrust of the secondary pulley 30S generated by the thrust generating mechanism 9. When narrowing the groove width of the V-groove of the primary pulley 30P, the groove width of the V-groove of the secondary pulley 30S connected via the belt is increased, and the thrust generated by the thrust generating mechanism 9 is countered. When the groove width of the V groove of the primary pulley 30P is increased, the groove width of the V groove of the secondary pulley 30S is reduced, and the thrust generated by the thrust generating mechanism 9 is used.
　例えば、プライマリプーリ３０ＰのＶ溝の溝幅を狭める際には、電動モータ８１を作動させて可動カム部材８３を固定カム部材８４から離隔させる。これに応じて、プライマリプーリ３０Ｐに対するベルト３７の巻き掛け半径は拡大していき、ベルト３７の張力が増加する。このベルト３７の張力増加は、セカンダリプーリ３０Ｓに対するベルト３７の巻き掛け半径を縮小させていくように作用する。セカンダリプーリ３０Ｓに対するベルト３７の巻き掛け半径の縮小には、セカンダリプーリ３０ＳのＶ溝の溝幅を拡大させることが必要であり、セカンダリプーリ３０Ｓの推力発生機構９では、この溝幅拡大に対抗する効力が推力として発生する。したがって、電動アクチュエータ８０Ａは、この推力に抗して可動カム部材８３を駆動する。 For example, when narrowing the groove width of the V groove of the primary pulley 30P, the electric motor 81 is operated to separate the movable cam member 83 from the fixed cam member 84. In response to this, the winding radius of the belt 37 around the primary pulley 30P increases and the tension of the belt 37 increases. The increase in the tension of the belt 37 acts to reduce the winding radius of the belt 37 around the secondary pulley 30S. In order to reduce the winding radius of the belt 37 with respect to the secondary pulley 30S, it is necessary to increase the groove width of the V groove of the secondary pulley 30S. Effectiveness occurs as a thrust. Therefore, the electric actuator 80A drives the movable cam member 83 against this thrust.
　また、プライマリプーリ３０ＰのＶ溝の溝幅を拡げる際には、電動モータ８１を作動させて可動カム部材８３を固定カム部材８４に接近させる。このとき、プライマリプーリ３０Ｐに対するベルト３７の巻き掛け半径は縮小していき、ベルト３７の張力が減少する。ベルト３７の張力減少は、セカンダリプーリ３０Ｓとベルト３７との滑りを生じることになり、セカンダリプーリ３０Ｓの可動プーリ３５はベルト３７に追従するが、固定プーリ３４はベルト３７に対して滑りを生じる。この滑りに応じて、固定プーリ３４と可動プーリ３５とにねじれが生じる。この固定プーリ３４と可動プーリ３５とにねじれに応じてセカンダリプーリ３０Ｓの推力が増強されることになる。 Further, when the groove width of the V groove of the primary pulley 30P is expanded, the electric motor 81 is operated to bring the movable cam member 83 closer to the fixed cam member 84. At this time, the winding radius of the belt 37 around the primary pulley 30P decreases, and the tension of the belt 37 decreases. The decrease in the tension of the belt 37 causes the secondary pulley 30S and the belt 37 to slip, and the movable pulley 35 of the secondary pulley 30S follows the belt 37, but the fixed pulley 34 causes the belt 37 to slip. In response to this slip, the fixed pulley 34 and the movable pulley 35 are twisted. The thrust of the secondary pulley 30 </ b> S is enhanced according to the twist of the fixed pulley 34 and the movable pulley 35.
　〔補助電動モータ〕
　また、この自動変速機２のバリエータ３には、プライマリプーリ３０Ｐの回転軸３３に直結した補助電動モータ１０が設けられている。この補助電動モータ１０は、噛み合いクラッチ機構５Ａによる切り替え動作中に、回転軸３３を回転駆動して、副変速機構４の何れかの変速段の入力側と出力側との回転同期を促進するために装備される。 [Auxiliary electric motor]
The variator 3 of the automatic transmission 2 is provided with an auxiliary electric motor 10 that is directly connected to the rotary shaft 33 of the primary pulley 30P. The auxiliary electric motor 10 drives the rotation shaft 33 during the switching operation by the meshing clutch mechanism 5A so as to promote rotation synchronization between the input side and the output side of any gear stage of the auxiliary transmission mechanism 4. Equipped to.
　〔制御装置〕
　図１に示すように、この車両には、電気自動車をトータルに制御するＥＶＥＣＵ１１０及び自動変速機（副変速機構付きＣＶＴ）２の要部を制御するＣＶＴＥＣＵ１００をそなえている。各ＥＣＵは、それぞれメモリ（ＲＯＭ，ＲＡＭ）及びＣＰＵ等で構成されるコンピュータである。ＣＶＴＥＣＵ１００は、変速機構８の電動アクチュエータ８０Ａを構成する電動モータ８１、切替用電動アクチュエータ５０Ａ，５０Ｂ及び補助電動モータ１０の作動等をＥＶＥＣＵ１１０からの指令又は情報や他のセンサ類からの情報に基づいて制御する。 〔Control device〕
As shown in FIG. 1, the vehicle includes an EV ECU 110 that controls the electric vehicle in total and a CVT ECU 100 that controls a main part of the automatic transmission (CVT with an auxiliary transmission mechanism) 2. Each ECU is a computer composed of a memory (ROM, RAM) and a CPU. The CVT ECU 100 operates the electric motor 81, the switching electric actuators 50A and 50B, the auxiliary electric motor 10 and the like constituting the electric actuator 80A of the speed change mechanism 8 based on commands or information from the EV ECU 110 or information from other sensors. Control.
　〔作用及び効果〕
　本実施形態は、上述のように構成されるので、以下のような作用及び効果を得ることができる。
　自動変速機２は、バリエータ（ベルト式無段変速機構）３と、副変速機構（常時噛み合い型平行軸式歯車変速機構）４及び直結ギヤ機構２０を有して構成されているので、ＣＶＴＥＣＵ１００は、例えば、図４に示すような変速マップを使用して、図３に示すような大別して３つの動力伝達モードを選択して使用することができる。 [Action and effect]
Since this embodiment is configured as described above, the following operations and effects can be obtained.
The automatic transmission 2 includes a variator (belt-type continuously variable transmission mechanism) 3, a sub-transmission mechanism (always meshing parallel shaft gear transmission mechanism) 4, and a direct-coupled gear mechanism 20. For example, by using a shift map as shown in FIG. 4, it is possible to select and use roughly three power transmission modes as shown in FIG.
　通常の車両発進時には、図３（ａ）に示すように、バリエータ３を使用し副変速機構４を１速（ロー）としたＣＶＴローモードを選択する。発進後、車速が上がると、図３（ｂ）に示すように、バリエータ３を使用し副変速機構４を２速（ハイ）としたＣＶＴハイモードを選択する。通常、このＣＶＴハイモードで多くの走行態様に対応することができる。 When the vehicle starts normally, as shown in FIG. 3A, the CVT low mode is selected in which the variator 3 is used and the subtransmission mechanism 4 is set to the first speed (low). When the vehicle speed increases after starting, as shown in FIG. 3B, the CVT high mode is selected in which the variator 3 is used and the auxiliary transmission mechanism 4 is set to the second speed (high). Usually, this CVT high mode can deal with many driving modes.
　このように、副変速機構４を使用することにより、図４に示すように、副変速機構４を１速（ロー）としたＣＶＴローモードでバリエータ３を最ローとした状態（１ｓｔ　Ｌｏｗ）から、副変速機構４を２速（ハイ）としたＣＶＴハイモードでバリエータ３を最ハイとした状態（２ｎｄ　Ｈｉｇｈ）までの広い変速比範囲で走行することができ、自動変速電動モータ１の小型化によるパワートレイン全体のコンパクト化や、電動モータ１の効率の良い領域を使うことができるため、パワートレイン効率を向上させることができ、電気自動車の航続距離を増加させることができる。 In this way, by using the subtransmission mechanism 4, as shown in FIG. 4, from the state where the variator 3 is at the lowest position (1st Low) in the CVT low mode where the subtransmission mechanism 4 is at the first speed (low). The sub-transmission mechanism 4 can be driven in a wide range of gear ratios up to a state where the variator 3 is at the highest level (2nd High) in the CVT high mode with the second speed (high), and the automatic transmission electric motor 1 is downsized. Therefore, the powertrain can be made compact and the electric motor 1 can be used in an efficient region, so that the powertrain efficiency can be improved and the cruising distance of the electric vehicle can be increased.
　さらに、車両が高速道路等で高速走行している際には、図３（ｂ）に示すように、直結ギヤ機構２０を使用する。これにより、伝達効率の高い歯車による動力伝達を実現することができ、この点からも電費を向上させることができ、電気自動車の航続距離を増大することができる。 Furthermore, when the vehicle is traveling at high speed on an expressway or the like, a direct gear mechanism 20 is used as shown in FIG. Thereby, power transmission by a gear having high transmission efficiency can be realized, and also from this point, the electric cost can be improved, and the cruising distance of the electric vehicle can be increased.
　また、３つの動力伝達モードの切り替えは、電動モータ１と補助電動モータ１０とを利用して回転同期を図るので、回転同期が促進されて変速時間を短縮でき、且つ変速ショックの低減も図ることが可能となる。また、電動モータ１と補助電動モータ１０とによる回転同期により、同期調整を正確に実行することができ、シンクロ機構等を省いて装置コストを低減することができる。 In addition, since the three power transmission modes are switched using the electric motor 1 and the auxiliary electric motor 10, the rotation synchronization is promoted, the shift time can be shortened, and the shift shock can be reduced. Is possible. In addition, due to the rotation synchronization between the electric motor 1 and the auxiliary electric motor 10, synchronization adjustment can be performed accurately, and the cost of the apparatus can be reduced by omitting the synchro mechanism and the like.
　例えば、噛み合いクラッチ機構５Ｂによって副変速機構４を１速（ロー）と２速（ハイ）とで切り替えるときには、副変速機構４の回転軸４３の回転をギヤ４１またはギヤ４２の回転に同期させるが、これには電動モータ１と補助電動モータ１０を協働して作動させることにより、バリエータ３の大きな慣性質量を克服して素早く同期を得ることができ、変速時間の短縮が可能となる。 For example, when the auxiliary transmission mechanism 4 is switched between the first speed (low) and the second speed (high) by the meshing clutch mechanism 5B, the rotation of the rotation shaft 43 of the auxiliary transmission mechanism 4 is synchronized with the rotation of the gear 41 or the gear 42. For this purpose, by operating the electric motor 1 and the auxiliary electric motor 10 in cooperation, the large inertial mass of the variator 3 can be overcome and synchronization can be obtained quickly, and the shift time can be shortened.
　また、噛み合いクラッチ機構５Ａによって、バリエータ３を使用する状態と直結ギヤ機構２０を使用する状態とで切り替える際にも、噛み合いクラッチ機構５Ａにおける入力回転部材と出力回転部材とを回転同期させるが、これには、電動モータ１と補助電動モータ１０とを利用することができる。 In addition, when the mesh clutch mechanism 5A switches between the state in which the variator 3 is used and the state in which the direct connection gear mechanism 20 is used, the input rotary member and the output rotary member in the mesh clutch mechanism 5A are rotationally synchronized. For this, the electric motor 1 and the auxiliary electric motor 10 can be used.
　例えば、直結ギヤ機構２０を使用する状態からバリエータ３を使用する状態に切り替える場合、以下の手順で速やかに切り替えることができる。
（１）噛み合いクラッチ機構５Ａ，５Ｂを何れもニュートラルにする。
（２）補助電動モータ１０によって、バリエータ３を介して副変速機構４の回転軸４３と達成する変速段に対応するギヤ（ギヤ４１またはギヤ４２）との回転同期を促進しながら、駆動源である電動モータ１の回転をバリエータ３の入力部（プライマリプーリ）３０Ｐの回転軸３３の回転と同期させるように制御する。
（３）ニュートラル状態の噛み合いクラッチ機構５Ａを、入力軸２Ａ側の部材（スリーブ５２の内歯５２ａ）とバリエータ３のプライマリプーリ３０Ｐの入力回転部材（回転軸３３の外歯３８）とが噛み合うように、ＣＶＴポジション（Ｃ）に切り替えると共に、ニュートラル状態の噛み合いクラッチ機構５Ｂを、達成する変速段に対応するギヤ（ギヤ４１またはギヤ４２）に連結されるように切り替える。
　これにより、噛み合いクラッチ機構５Ａ，５Ｂを短時間で切り替えることができ、トルク抜け感を与えにくくなり、変速にかかるドライブフィーリングを良好にすることができる。 For example, when switching from a state in which the direct gear mechanism 20 is used to a state in which the variator 3 is used, the switching can be quickly performed by the following procedure.
(1) The meshing clutch mechanisms 5A and 5B are both neutral.
(2) While the auxiliary electric motor 10 promotes the rotation synchronization between the rotation shaft 43 of the auxiliary transmission mechanism 4 and the gear (gear 41 or gear 42) corresponding to the speed to be achieved via the variator 3, Control is performed so that the rotation of an electric motor 1 is synchronized with the rotation of the rotation shaft 33 of the input section (primary pulley) 30P of the variator 3.
(3) The meshing clutch mechanism 5A in the neutral state is engaged with the member on the input shaft 2A side (the inner teeth 52a of the sleeve 52) and the input rotating member (the outer teeth 38 of the rotating shaft 33) of the primary pulley 30P of the variator 3. In addition to switching to the CVT position (C), the meshing clutch mechanism 5B in the neutral state is switched to be connected to the gear (gear 41 or gear 42) corresponding to the speed stage to be achieved.
As a result, the mesh clutch mechanisms 5A and 5B can be switched in a short time, and it becomes difficult to give a feeling of torque loss, so that the drive feeling for shifting can be improved.
　なお、本実施例における補助電動モータ１０は、変速時の回転同期に用いるだけなので、小出力の小型モータを採用でき、装置のコスト増を抑制することができる。 In addition, since the auxiliary electric motor 10 in this embodiment is only used for rotation synchronization at the time of shifting, a small motor with a small output can be adopted, and an increase in the cost of the apparatus can be suppressed.
　また、車両の駆動系ユニットの動力伝達経路下流側ほどトルク増幅のために動力伝達系に大トルクが加わるが、このように、動力伝達経路の比較的上流側のプライマリプーリ３０Ｐの回転軸３３に補助電動モータ１０を接続すれば、低トルクに対応した小出力の小型モータを採用しやすい。
　なお、この補助電動モータ１０の出力を車両の駆動のためのトルクアシストとして利用することも考えられ、この場合、補助電動モータ１０を相応の出力の物を採用することになる。 Further, a larger torque is applied to the power transmission system in order to amplify the torque toward the downstream side of the power transmission path of the drive system unit of the vehicle. Thus, on the rotation shaft 33 of the primary pulley 30P relatively upstream of the power transmission path. If the auxiliary electric motor 10 is connected, a small motor with low output corresponding to low torque can be easily adopted.
It is also conceivable to use the output of the auxiliary electric motor 10 as torque assist for driving the vehicle. In this case, the auxiliary electric motor 10 has a corresponding output.
　一方、バリエータ３を使用する状態から直結ギヤ機構２０を使用する状態に切り替える場合は、両噛み合いクラッチ機構５Ａ，５Ｂをニュートラルにする。そして、電動モータ１の回転を入力歯車２１の回転と同期させるように制御する。回転が同期したら、ニュートラル状態の噛み合いクラッチ機構５Ａを、入力軸２Ａ側の部材（スリーブ５２の内歯５２ａ）と入力歯車２１側の部材（外歯５２ａ）とが噛み合うように、直結ポジション（Ｄ）に切り替える。
　なお、噛み合いクラッチ機構５Ｂは、直結駆動の間はニュートラルを保持する。 On the other hand, when switching from the state in which the variator 3 is used to the state in which the direct connection gear mechanism 20 is used, the both meshing clutch mechanisms 5A and 5B are set to neutral. Then, control is performed so that the rotation of the electric motor 1 is synchronized with the rotation of the input gear 21. When the rotations are synchronized, the meshing clutch mechanism 5A in the neutral state is directly connected to the input shaft 2A side member (inner teeth 52a of the sleeve 52) and the input gear 21 side member (external teeth 52a). ).
The meshing clutch mechanism 5B maintains neutral during direct drive.
　〔その他〕
　以上、本発明の実施形態について説明したが、本発明はかかる実施形態に限定されるものではなく、本発明の趣旨を逸脱しない範囲で、上記実施形態を適宜変更したり部分的に採用したりして実施することができる。 [Others]
As mentioned above, although embodiment of this invention was described, this invention is not limited to this embodiment, In the range which does not deviate from the meaning of this invention, the said embodiment is changed suitably or employ | adopted partially. Can be implemented.
　例えば、上記実施形態では、噛み合いクラッチ機構５Ａ，５Ｂに、３ポジション式のものが採用されており装置構成を簡素化しているが、これらの何れかまたは両方に、２ポジション式の噛み合いクラッチ機構を２つ組み合わせて使用することもできる。 For example, in the above-described embodiment, the mesh clutch mechanisms 5A and 5B are of a three-position type, which simplifies the configuration of the device. However, a two-position mesh clutch mechanism is provided for either or both of them. Two can also be used in combination.
　また、機械式反力機構としては、実施形態に示した端面カム機構に限定されないが、端面カム機構の場合、トルク容量の大きい機構をコンパクトに構成することができる。
　また、上記実施形態では、噛み合いクラッチ機構５Ａ，５Ｂの噛み合い箇所にシンクロ機構を装備していないが、噛み合い箇所にシンクロ機構を装備すれば、上記の回転同期制御に高い精度が要求されなくなるので、回転同期が完了する前にクラッチ機構５Ａ，５Ｂを噛み合い操作することができ、変速に要する時間を短縮できる。 Further, the mechanical reaction force mechanism is not limited to the end face cam mechanism shown in the embodiment, but in the case of the end face cam mechanism, a mechanism having a large torque capacity can be configured compactly.
Further, in the above-described embodiment, the meshing location of the meshing clutch mechanisms 5A and 5B is not equipped with a synchro mechanism, but if the gearing location is equipped with a synchro mechanism, high accuracy is not required for the rotation synchronization control. The clutch mechanisms 5A and 5B can be engaged with each other before the rotation synchronization is completed, and the time required for shifting can be shortened.

Claims (3)

  1. 　主電動モータのみを駆動源として走行する電気自動車に装備され、
    　入力部が前記主電動モータに連結された入力軸と相対回転可能に配置され、電動アクチュエータと機械式反力機構とによってプーリの巻き掛け半径と狭圧力とが調整されるベルト式無段変速機構と、
    　前記ベルト式無段変速機構の出力部に連結され、複数の変速段を有する常時噛み合い型平行軸式歯車変速機構と、
    　前記常時噛み合い型平行軸式歯車変速機構の入力側軸に相対回転可能に装備され複数の変速歯車の１つを前記入力側軸に選択的に連結する第１の噛み合いクラッチ機構と、
    　前記入力軸に相対回転可能に配置され、前記常時噛み合い型平行軸式歯車変速機構の出力側軸に固設された複数の変速歯車の１つに駆動連結された入力歯車と、
    　前記入力軸に配設され、前記ベルト式無段変速機構の入力部と前記入力歯車との何れか一方を前記主電動モータに選択的に連結する第２の噛み合いクラッチ機構と、
    　前記ベルト式無段変速機構の前記入力部に連結され、前記第２の噛み合いクラッチ機構による切り替え動作中に、前記入力部を回転駆動して、前記常時噛み合い型平行軸式歯車変速機構の何れかの変速段の入力側と出力側との回転同期を促進する補助電動モータと、
    　を備えた電気自動車用自動変速機。     Equipped with electric vehicles that run using only the main electric motor as the drive source,
    A belt-type continuously variable transmission mechanism in which an input unit is disposed so as to be relatively rotatable with an input shaft connected to the main electric motor, and a winding radius and a narrow pressure of a pulley are adjusted by an electric actuator and a mechanical reaction force mechanism. When,
    A continuously meshed parallel shaft gear transmission mechanism connected to the output of the belt-type continuously variable transmission mechanism and having a plurality of gear stages;
    A first meshing clutch mechanism that is rotatably mounted on the input side shaft of the constantly meshing parallel shaft gear transmission mechanism and that selectively connects one of a plurality of transmission gears to the input side shaft;
    An input gear that is arranged to be rotatable relative to the input shaft and is drivingly connected to one of a plurality of transmission gears fixed to the output side shaft of the constantly meshing parallel shaft gear transmission mechanism;
    A second meshing clutch mechanism that is disposed on the input shaft and selectively connects either the input portion of the belt-type continuously variable transmission mechanism or the input gear to the main electric motor;
    One of the constantly meshing parallel shaft gear transmission mechanisms connected to the input section of the belt type continuously variable transmission mechanism and rotating the input section during the switching operation by the second mesh clutch mechanism. An auxiliary electric motor that promotes rotation synchronization between the input side and the output side of the shift stage;
    Automatic transmission for electric vehicles equipped with
  2. 　前記機械式反力機構には、トルクカム機構が用いられ、
    　前記電動アクチュエータは、ウォーム及びウォームホイールからなるウォームギヤと、前記ウォームを回転駆動する電動モータとから構成され、
    　前記トルクカム機構は、前記プーリの狭圧力を調整し、
    　前記電動アクチュエータは、前記プーリの巻き掛け半径を調整する、請求項１記載の電気自動車用自動変速機。     As the mechanical reaction force mechanism, a torque cam mechanism is used,
    The electric actuator is composed of a worm gear composed of a worm and a worm wheel, and an electric motor that rotationally drives the worm,
    The torque cam mechanism adjusts the narrow pressure of the pulley,
    The automatic transmission for an electric vehicle according to claim 1, wherein the electric actuator adjusts a winding radius of the pulley.
  3. 　前記入力歯車は、同入力歯車が噛み合う前記常時噛み合い型平行軸式変速機構の歯車の歯数と略同一に設定されている、請求項１又は２記載の電気自動車用自動変速機。 3. The automatic transmission for an electric vehicle according to claim 1, wherein the input gear is set to be substantially the same as the number of teeth of the gear of the constantly meshing parallel shaft transmission mechanism that meshes with the input gear.
PCT/JP2014/073279 2013-09-24 2014-09-04 Automatic transmission for electric vehicle WO2015045770A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2015539052A JP5974185B2 (en) 2013-09-24 2014-09-04 Automatic transmission for electric vehicles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013-197495 2013-09-24
JP2013197495 2013-09-24

Publications (1)

Publication Number Publication Date
WO2015045770A1 true WO2015045770A1 (en) 2015-04-02

Family

ID=52742917

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2014/073279 WO2015045770A1 (en) 2013-09-24 2014-09-04 Automatic transmission for electric vehicle

Country Status (2)

Country Link
JP (1) JP5974185B2 (en)
WO (1) WO2015045770A1 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019075938A (en) * 2017-10-18 2019-05-16 ジヤトコ株式会社 Automatic transmission
CN111503236A (en) * 2020-04-21 2020-08-07 淮阴工学院 Variable speed control system of straw returning machine
WO2021224148A1 (en) * 2020-05-07 2021-11-11 Valeo Embrayages Power transmission system for a powertrain of a motor vehicle

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001213181A (en) * 2000-02-04 2001-08-07 Hitachi Ltd Controller for hybrid automobile
JP2005147312A (en) * 2003-11-18 2005-06-09 Nissan Motor Co Ltd Driving device of hybrid vehicle
JP2007292140A (en) * 2006-04-21 2007-11-08 Ntn Corp Continuously variable transmission
JP2010261544A (en) * 2009-05-11 2010-11-18 Honda Motor Co Ltd Power transmission device
JP2011122671A (en) * 2009-12-10 2011-06-23 Toyota Motor Corp Power transmission device for vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001213181A (en) * 2000-02-04 2001-08-07 Hitachi Ltd Controller for hybrid automobile
JP2005147312A (en) * 2003-11-18 2005-06-09 Nissan Motor Co Ltd Driving device of hybrid vehicle
JP2007292140A (en) * 2006-04-21 2007-11-08 Ntn Corp Continuously variable transmission
JP2010261544A (en) * 2009-05-11 2010-11-18 Honda Motor Co Ltd Power transmission device
JP2011122671A (en) * 2009-12-10 2011-06-23 Toyota Motor Corp Power transmission device for vehicle

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019075938A (en) * 2017-10-18 2019-05-16 ジヤトコ株式会社 Automatic transmission
CN111503236A (en) * 2020-04-21 2020-08-07 淮阴工学院 Variable speed control system of straw returning machine
CN111503236B (en) * 2020-04-21 2024-04-09 淮阴工学院 Variable speed control system of straw returning machine
WO2021224148A1 (en) * 2020-05-07 2021-11-11 Valeo Embrayages Power transmission system for a powertrain of a motor vehicle
FR3109976A1 (en) * 2020-05-07 2021-11-12 Valeo Embrayages Power transmission system for a traction chain of a motor vehicle

Also Published As

Publication number Publication date
JPWO2015045770A1 (en) 2017-03-09
JP5974185B2 (en) 2016-08-23

Similar Documents

Publication Publication Date Title
CN108141105B (en) Power transmission device for vehicle and power transmission system for vehicle
KR101847312B1 (en) Automatic transmission
US9366321B2 (en) Planetary gear transmission and electric vehicle
JP6100388B2 (en) Torque cam device and belt-type continuously variable transmission
JP2005186931A (en) Double clutch transmission for hybrid electric vehicle, and its operating method
JP6381127B2 (en) Drive device for hybrid vehicle
JP2011122671A (en) Power transmission device for vehicle
JP5977458B2 (en) Automatic transmission for electric vehicles
JP5974185B2 (en) Automatic transmission for electric vehicles
JP4275637B2 (en) Drive device for hybrid vehicle
JP6387180B2 (en) Torque cam device for automatic transmission
WO2015068474A1 (en) Vehicular automatic transmission
JP2010247689A (en) Power transmission controller for vehicle
JP6368674B2 (en) Torque cam device for automatic transmission
JP5379554B2 (en) Vehicle power transmission control device
JP5367445B2 (en) Vehicle power transmission control device
JP4151646B2 (en) Drive device for hybrid vehicle
JP2007050776A (en) Hybrid transmission
JP2019074105A (en) Power transmission device for vehicle
JP2015045364A (en) Vehicle transmission

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14847388

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2015539052

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 14847388

Country of ref document: EP

Kind code of ref document: A1