JP6575376B2 - Continuously variable transmission - Google Patents

Description

  The present invention relates to a continuously variable transmission including a continuously variable transmission mechanism and a planetary gear mechanism.

  A continuously variable transmission mounted on a vehicle such as an automobile is provided with both a continuously variable transmission mechanism and a planetary gear mechanism, thereby widening the range of the gear ratio and ensuring fuel saving and startability. There is something.

  Conventionally, as this type of continuously variable transmission, one described in Patent Document 1 is known. The device described in Patent Document 1 is configured as a power split type continuously variable transmission device in which a toroidal type continuously variable transmission mechanism and a planetary gear mechanism are combined. This continuously variable transmission uses three wet multi-plate clutches to switch the running mode.

Japanese Patent No. 4171640

  However, since the conventional continuously variable transmission uses a wet multi-plate clutch for switching the running mode, the load of the hydraulic pump for generating hydraulic pressure, the fading surface and the separator plate when the clutch is released There is a problem in that mechanical loss as a continuously variable transmission increases due to drag resistance between and the like.

  For this reason, even if an attempt was made to improve fuel efficiency by increasing the number of travel modes, there was a problem that the power transmission efficiency was lowered due to an increase in mechanical loss, and the fuel efficiency improvement effect could not be sufficiently obtained.

  The present invention has been made paying attention to the above-described problems, and an object of the present invention is to provide a continuously variable transmission that can reduce mechanical loss and achieve a sufficient fuel efficiency improvement effect. Is.

  The present invention includes an input shaft to which power is input from a drive source, a casing in which an internal gear is formed on an inner peripheral surface, a pinion gear that meshes with the internal gear, a sun gear that meshes with the pinion gear, and the pinion gear A planetary gear mechanism having a carrier connected to the input shaft so as to rotate integrally with the input shaft, and a mode A drive shaft arranged to rotate integrally with the casing. A mode B drive shaft arranged to rotate integrally coaxially with the sun gear, a first disk connected to rotate integrally with the casing, and opposed to the first disk, A second disk that is coaxially connected to the sun gear so as to rotate integrally; and a roller that transmits power between the first disk and the second disk. A continuously variable transmission mechanism, at least one mode A drive gear arranged to rotate integrally with the mode A drive shaft, and at least one mode B arranged to rotate integrally with the mode B drive shaft. A drive gear, a counter shaft disposed in parallel with the input shaft, a reverse speed shaft disposed in parallel with the input shaft, a mode 1 drive gear and a mode 3 drive gear as the mode A drive gear, A mode 2 driven gear as a mode B drive gear, and a mode 1 driven gear that meshes with the mode 1 drive gear and a mode 2 driven gear that meshes with the mode 2 drive gear rotate integrally with the counter shaft And a mode 3 driven gear that meshes with the mode 3 drive gear is provided on the counter shaft so as to be freely rotatable and transmits power to the drive wheels. An output gear that meshes with the countershaft is provided so as to rotate integrally with the countershaft, and a reverse speed drive gear is provided on the input shaft so as to be freely rotatable, and a reverse speed first driven gear that meshes with the reverse speed drive gear. And a reverse speed second driven gear meshing with the mode 1 driven gear is provided so as to rotate integrally with the reverse speed shaft, and allows power transmission from the mode A drive shaft to the counter shaft when the vehicle moves forward. A one-way clutch that does not allow power transmission from the counter shaft to the mode A drive shaft when the vehicle moves backward is between the mode 1 drive gear and the mode A drive shaft or between the mode 1 driven gear and the counter shaft. A connection state in which the input shaft is connected to one of the carrier or the reverse drive gear, and the input shaft is connected to either the carrier or the reverse drive gear. A first switching mechanism for switching to a neutral state is provided on the input shaft, and the counter shaft is connected to one of the mode 2 driven gear or the mode 3 driven gear, and the counter shaft is connected to the mode 2 The counter shaft is provided with a second switching mechanism for switching between a driven gear and a neutral state that is not connected to any of the mode 3 driven gear.

  As described above, according to the present invention, the mode A continuously variable transmission on the internal gear side and the mode B continuously variable transmission on the sun gear side can be configured. Then, mode 1 and mode 3, which are odd running modes, are arranged on the mode A continuously variable transmission side, and mode 2 which is even running mode is arranged on the mode B continuously variable transmission side, and these modes are switched. Thus, the two types of continuously variable transmissions of mode A and mode B can be properly used with only one planetary gear mechanism, and the power split mode can be multistaged.

  By further increasing the number of stages in mode A and mode B, it is possible to widen the gear ratio range of the continuously variable transmission, improve fuel efficiency in all speed ranges, and improve gear quality.

  Further, since the planetary gear mechanism and the continuously variable transmission mechanism share the power, the sizes of the planetary gear mechanism and the continuously variable transmission mechanism can be reduced, durability can be improved, and mechanical loss can be reduced.

  As a result, the mechanical loss can be reduced and the fuel efficiency improvement effect can be sufficiently obtained.

FIG. 1 is a diagram showing a first embodiment of a continuously variable transmission according to the present invention, and is a skeleton diagram of the continuously variable transmission. FIG. 2 is a view showing a continuously variable transmission according to a second embodiment of the present invention, and is a skeleton diagram of the continuously variable transmission. FIG. 3 is a diagram showing a continuously variable transmission according to a third embodiment of the present invention, and is a skeleton diagram of the continuously variable transmission. FIG. 4 is a diagram common to the first to fourth embodiments of the continuously variable transmission of the present invention, and is a diagram showing the configuration of the control system of the continuously variable transmission.

(First embodiment)
Hereinafter, embodiments of a continuously variable transmission according to the present invention will be described with reference to the drawings. 1 and 4 are diagrams illustrating a continuously variable transmission according to a first embodiment of the present invention. The first embodiment shows an example in which the present invention is applied to a continuously variable transmission mounted on a front engine front drive (FF) vehicle.

  First, the configuration will be described. In FIG. 1, a vehicle 100 such as an automobile includes an engine 105 as a drive source, a starting device 2, a continuously variable transmission 101, a differential device 70, left and right drive shafts 107R and 107L, and left and right drive wheels. 106R and 106L are mounted.

  The vehicle 100 is configured as an FF (Front engine Front drive) vehicle, and an engine 105, a continuously variable transmission 101, and left and right drive wheels 106R and 106L are arranged at the front of the vehicle. As a result, the vehicle 100 travels by driving the drive wheels 106R and 106L disposed at the front of the vehicle by the engine 105 disposed at the front of the vehicle.

  The starting device 2 is provided between the crankshaft 1 of the engine 105 and the input shaft 3 of the continuously variable transmission 101. The starting device 2 is composed of a dry clutch or a torque converter, and intermittently transmits power between the engine 105 and the continuously variable transmission 101. The output of the engine 105 is transmitted from the crankshaft 1 to the input shaft 3 via the starting device 2.

  The differential device 70 includes a differential case 72 that houses the differential mechanism, and a final driven gear 71 provided on the outer peripheral portion of the differential case 72. Left and right drive shafts 107R and 107L are connected to the differential mechanism in the differential case 72.

  The differential device 70 can differentially rotate the power transmitted from the continuously variable transmission 101 to the differential case 72 by the final driven gear 71 to the left and right drive wheels 106L and 106R via the left and right drive shafts 107R and 107L. introduce.

  The continuously variable transmission 101 includes an input shaft 3, and power is input to the input shaft 3 from the engine 105.

  The continuously variable transmission 101 includes a planetary gear mechanism 10. The planetary gear mechanism 10 includes a casing 11 having an internal gear 12 formed on an inner peripheral surface, a pinion gear 13 that meshes with the internal gear 12, and A sun gear 14 that meshes with the pinion gear 13 and a carrier 15 that rotatably supports the pinion gear 13 and is connected to the input shaft 3 so as to rotate integrally with the input shaft 3.

  The continuously variable transmission 101 includes a mode A drive shaft 4A arranged so as to rotate integrally with the casing 11 and coaxially, and a mode B drive shaft 4B arranged so as to rotate integrally with the sun gear 14. Yes.

  The mode A drive shaft 4A is formed in a hollow shape, and the input shaft 3 is inserted therethrough. The mode A drive shaft 4A is arranged coaxially with the input shaft 3 and is connected to the engine 105 side of the casing 11. The mode B drive shaft 4B is connected to the sun gear 14 on the side opposite to the engine 105.

  The continuously variable transmission 101 includes a continuously variable transmission mechanism 20, and the continuously variable transmission mechanism 20 is connected to the casing 11 so as to rotate coaxially and integrally, and the first disk 21. And a second disk 22 that is coaxially connected to the sun gear 14 so as to rotate integrally therewith, and a spherical roller 23 that transmits power between the first disk 21 and the second disk 22. . The second disk 22 is connected to the mode B drive shaft 4B and rotates integrally with the sun gear 14 via the mode B drive shaft 4B. The roller 23 has an inclination angle of a rotating shaft thereof changed by an actuator (not shown). The first disk 21 and the second disk 22 rotate in the same direction.

  The continuously variable transmission mechanism 20 configured as described above changes the ratio of the rotational speed of the output side disk to the rotational speed of the input side disk, that is, the speed ratio by changing the inclination angle of the rotational shaft of the roller 23. The speed of the second disk 22 is changed steplessly from the state where the rotation of the second disk 22 is decelerated with respect to the rotation of the first disk 21 to the state where the rotation of the second disk 22 is increased with respect to the rotation of the first disk 21. That is, the continuously variable transmission mechanism 20 is configured as a toroidal continuously variable transmission mechanism.

  The continuously variable transmission 101 includes a mode 1 drive gear 31 and a mode 3 drive gear 33 as mode A drive gears. The mode 1 drive gear 31 and the mode 3 drive gear 33 are integrated with the mode A drive shaft 4A. It is arranged to rotate.

  The continuously variable transmission 101 includes a mode 2 drive gear 32 as a mode B drive gear, and the mode 2 drive gear 32 is arranged to rotate integrally with the mode B drive shaft 4B.

  The continuously variable transmission 101 includes a counter shaft 40 disposed in parallel with the input shaft 3 and a reverse speed shaft 60 disposed in parallel with the input shaft 3.

  The continuously variable transmission 101 includes a mode 1 driven gear 41 that meshes with the mode 1 drive gear 31 and a mode 2 driven gear 42 that meshes with the mode 2 drive gear 32. The mode 1 driven gear 41 and the mode 2 driven gear 42 are provided to rotate integrally with the counter shaft 40.

  The continuously variable transmission 101 includes a mode 3 driven gear 43 that meshes with the mode 3 drive gear 33, and the mode 3 driven gear 43 is provided on the counter shaft 40 so as to freely rotate.

  The continuously variable transmission 101 includes an output gear 49 that meshes with a final driven gear 71 that transmits power to the drive wheels 106R and 106L. The output gear 49 is provided so as to rotate integrally with the counter shaft 40.

  The continuously variable transmission 101 includes a reverse speed drive gear 35, and the reverse speed drive gear 35 is provided on the input shaft 3 so as to be freely rotatable.

  The continuously variable transmission 101 includes a reverse speed first driven gear 61A that meshes with the reverse speed drive gear 35, and a reverse speed second driven gear 61B that meshes with the mode 1 driven gear 41. The reverse speed first driven gear 61 </ b> A and the reverse speed second driven gear 61 </ b> B are provided to rotate integrally with the reverse speed shaft 60.

  The continuously variable transmission 101 includes a one-way clutch 5. The one-way clutch 5 allows power transmission from the mode A drive shaft 4A to the counter shaft 40 during forward drive of the vehicle, and from the counter shaft 40 when driven forward. Power transmission to the mode A drive shaft 4A is not allowed. The one-way clutch 5 is provided between the mode 1 drive gear 31 and the mode A drive shaft 4A. Since the one-way clutch 5 is provided, the mode 1 drive gear 31 rotates integrally with the mode A drive shaft 4A when the vehicle is driven forward. The one-way clutch 5 may be provided between the mode 1 driven gear 41 and the counter shaft 40 as shown in FIG.

  The continuously variable transmission 101 includes a first switching mechanism S1. The first switching mechanism S1 includes a connection state in which the input shaft 3 is connected to one of the carrier 15 and the reverse drive gear 35, and the input shaft 3. The state is switched to a neutral state in which neither the carrier 15 nor the reverse drive gear 35 is connected. The first switching mechanism S1 is provided on the input shaft 3.

  Hereinafter, the connection state in which the input shaft 3 is connected to the carrier 15 is referred to as a forward connection state. The connected state in which the input shaft 3 is connected to the reverse drive gear 35 is hereinafter referred to as a reverse connected state.

  The continuously variable transmission 101 includes a second switching mechanism S2, which is connected to the counter shaft 40 to one of the mode 2 driven gear 42 or the mode 3 driven gear 43, and a counter. The shaft 40 is switched to a neutral state in which neither the mode 2 driven gear 42 nor the mode 3 driven gear 43 is connected. The second switching mechanism S2 is provided on the counter shaft 40. The second switching mechanism S2 is a dog clutch.

  Hereinafter, the connection state in which the counter shaft 40 is connected to the mode 2 driven gear 42 is referred to as a mode 2 connection state. The connected state in which the counter shaft 40 is connected to the mode 3 driven gear 43 is hereinafter referred to as a mode 3 connected state.

  The continuously variable transmission 101 operates any one of the mode 1 driven gear 41, the mode 2 driven gear 42, the mode 3 driven gear 43, and the reverse speed drive gear 35 by operating the first switching mechanism S1 and the second switching mechanism S2. Power is taken out from the final driven gear 71.

  Specifically, by setting the first switching mechanism S1 and the second switching mechanism S2 to the forward connection state and the neutral state, respectively, the mode 1 driven gear 41 is changed to the final driven gear 71 via the output gear 49 in mode 1. Take out the power in the vehicle forward direction.

  Further, by setting the first switching mechanism S1 and the second switching mechanism S2 to the forward connection state and the mode 2 connection state, respectively, the mode 2 driven gear 42 is changed to the final driven gear 71 via the output gear 49. Take out the power in the vehicle forward direction.

  Further, by setting the first switching mechanism S1 and the second switching mechanism S2 to the forward connection state and the mode 3 connection state, respectively, from the mode 3 driven gear 43 to the final driven gear 71 via the output gear 49, in the mode 3 Take out the power in the vehicle forward direction.

  Further, by setting the first switching mechanism S1 and the second switching mechanism S2 to the reversely connected state and the neutral state, respectively, the reverse speed first driven gear 61A, the reverse speed second driven gear 61B, the mode 1 Via the driven gear 41, the power in the vehicle reverse direction is taken out to the final driven gear 71 via the output gear 49.

  In the continuously variable transmission 101 configured as described above, the power transmitted from the engine 105 to the input shaft 3 via the starting device 2 is transmitted to the carrier 15 of the planetary gear mechanism 10 disposed coaxially with the input shaft 3. Then, the carrier 15 is rotated.

  When the carrier 15 rotates, power is divided and transmitted from the pinion gear 13 supported by the carrier 15 to the internal gear 12 and the sun gear 14. The power transmitted to the internal gear 12 is transmitted to the first disk 21 of the continuously variable transmission mechanism 20 via the casing 11. The power transmitted to the sun gear 14 is transmitted to the second disk 22 of the continuously variable transmission mechanism 20 via the mode B drive shaft 4B. That is, in the planetary gear mechanism 10, the power is divided into the internal gear 12 side and the sun gear 14 side (power split is performed).

  By performing this power split (power split), a power transmission path (mode A power transmission path) is transmitted to the drive wheels 106R and 106L via the mode A drive shaft 4A that rotates integrally with the first disk 21 and the casing 11. Then, a power transmission path (mode B power transmission path) is formed that is transmitted to the drive wheels 106R and 106L via the mode B drive shaft 4B that rotates integrally with the second disk 22.

  When shifting is performed using the mode A power transmission path, the power transmitted from the sun gear 14 to the second disk 22 joins the mode A drive shaft 4A via the first disk 21 and the casing 11. Further, when shifting is performed using the mode B power transmission path, the power transmitted from the internal gear 12 to the casing 11 and the first disk 21 merges with the mode B drive shaft 4B via the second disk 22.

  Thus, the continuously variable transmission 101 includes a continuously variable transmission (mode A continuously variable transmission) that performs a shift using a mode A power transmission path and a continuously variable transmission that performs a shift using a mode B power transmission path. And a device (mode B continuously variable transmission).

  In this power split type continuously variable transmission 101, when the rotational speed of the input shaft 3 is constant and the gear ratio of the continuously variable transmission mechanism 20 changes, the internal gear 12 increases when the rotational speed of the sun gear 14 increases. When the rotation speed of the sun gear 14 decreases and the rotation speed of the sun gear 14 decreases, the rotation speed of the internal gear 12 increases.

  The continuously variable transmission 101 has three travel modes, Mode 1 to Mode 3. In mode 1, the speed is changed by meshing between the mode 1 drive gear 31 and the mode 1 driven gear 41, in mode 2, the speed is changed by meshing between the mode 2 drive gear 32 and the mode 2 driven gear 42, and in mode 3, the mode 3 is switched to mode 3. Shifting is performed by meshing between the drive gear 33 and the mode 3 driven gear 43.

  In these travel modes, the gear ratio of each drive gear and each driven gear is set so that the gear ratio of mode 1 is the largest and the gear ratio becomes smaller in the order of mode 2 and mode 3. In other words, the travel mode from mode 1 to mode 3 is similar to the gear position in the automatic transmission (step AT) that changes the gear ratio step by step by switching the gear pair.

  In the continuously variable transmission 101, when the vehicle moves forward, the traveling mode is switched from mode 1 to mode 3, and the speed ratio of the continuously variable transmission mechanism 20 is changed in each traveling mode, thereby allowing the continuously variable transmission. The gear ratio as a whole of the device 101 is changed.

  In the present embodiment, an odd number of driving modes, that is, mode 1 and mode 3, are formed using a mode A power transmission path that transmits power from the mode A drive shaft 4A to the drive wheels 106R and 106L. Further, an even traveling mode, that is, mode 2 is formed by using a mode B power transmission path for transmitting power from the mode B drive shaft 4B to the drive wheels 106R and 106L.

  Here, the gear ratio of each drive gear and driven gear in mode 1 to mode 3 will be described. As described above, in the continuously variable transmission 101, when the rotational speed of the input shaft 3 is constant and the speed ratio of the continuously variable transmission mechanism 20 changes, the rotational speed of the internal gear 12 increases as the rotational speed of the sun gear 14 increases. If the rotation speed of the sun gear 14 decreases and the rotation speed of the sun gear 14 decreases, the rotation speed of the internal gear 12 increases. In the following description, it is assumed that the speed ratio between the internal gear 12 and the sun gear 14 changes between r2 and r1.

  In the present embodiment, when the speed ratio is r2, the mode 2 gear ratio (mode 2 drive gear 32 and mode 2 driven) is set so that the rotational speeds of the mode 1 driven gear 41 and the mode 2 driven gear 42 coincide (synchronize). The gear ratio of the gear 42) is set. Further, when the speed ratio is r1, the mode 3 gear ratio (mode 3 drive gear 33 and mode 3 driven gear 43 is adjusted so that the rotational speeds of the mode 2 driven gear 42 and the mode 3 driven gear 43 coincide (synchronize). Gear ratio) is set.

  Further, in the present embodiment, since the planetary gear mechanism 10 is a single pinion type planetary gear mechanism, Mode 1 that is an odd running mode is formed by using a mode A power transmission path (mode A power transmission device). As a result, the power transmission efficiency of the continuously variable transmission mechanism 20 can be maximized and the input load to the continuously variable transmission 101 can be minimized when starting a vehicle that requires large power transmission.

  The continuously variable transmission 101 configured as described above is electrically connected to the control unit 120 and controlled by the control unit 120.

  In FIG. 4, the control unit 120 includes a microcomputer (not shown) having a CPU, RAM, ROM, input / output interface, and the like.

  In the control unit 120, the CPU uses the temporary storage function of the RAM and performs signal processing according to a program stored in advance in the ROM. Various control constants and various maps are stored in advance in the ROM.

  On the input side of the control unit 120, an engine speed sensor 121, a vehicle speed sensor 122, a mode A drive shaft speed sensor 123A, a mode B drive shaft speed sensor 123B, an output speed sensor 124, a throttle provided on the vehicle 100 are provided. An opening sensor 125, a continuously variable transmission position sensor 126, and an oil temperature sensor 127 are connected.

  The engine speed sensor 121 detects the engine speed of the engine 105, that is, the speed of the crankshaft 1, and outputs a detection signal to the control unit 120.

  The vehicle speed sensor 122 detects the vehicle speed of the vehicle 100 and outputs a detection signal to the control unit 120. For example, the vehicle speed sensor 122 detects the rotational speed of the drive wheels 106R and 106L, and detects the vehicle speed based on the rotational speed.

  The mode A drive shaft rotational speed sensor 123A detects the rotational speed of the mode A drive shaft and outputs a detection signal to the control unit. Further, the mode B drive shaft rotational speed sensor 123B detects the rotational speed of the mode B drive shaft and outputs a detection signal to the control unit 120. The output rotation speed sensor 124 detects the rotation speed of the output gear 49 as an output rotation speed and outputs a detection signal to the control unit 120.

  The throttle opening sensor 125 detects the throttle opening of a throttle valve (not shown) and outputs a detection signal to the control unit 120.

  The continuously variable transmission position sensor 126 detects the inclination angle of the roller 23 of the continuously variable transmission mechanism 20 as a continuously variable transmission position, and outputs a detection signal to the control unit 120.

  The oil temperature sensor 127 detects the oil temperature of the lubricating oil of the continuously variable transmission mechanism 20 and outputs a detection signal to the control unit 120.

  The select device position sensor 128 detects the drive mode selected by the driver with the sensor and outputs it to the control unit 120. On the other hand, a continuously variable transmission control device 129, a first switching mechanism S1, and a second switching mechanism S2 provided in the vehicle 100 are electrically connected to the output side of the control unit 120.

  The continuously variable transmission control device 129 includes a valve body that controls the continuously variable transmission mechanism 20 with hydraulic pressure. The continuously variable transmission control device 129 includes a solenoid valve (not shown) and a hydraulic path that are electrically controlled by the control unit 120. By switching the hydraulic path using the solenoid valve, the gear ratio of the continuously variable transmission mechanism 20 is changed. change.

  The control unit 120 is based on the engine speed, vehicle speed, mode A drive shaft speed sensor 123A, mode B drive shaft speed sensor 123B, select device position, output speed, throttle opening, continuously variable transmission position, and oil temperature. Thus, by controlling the continuously variable transmission control device 129, the first switching mechanism S1, and the second switching mechanism S2, the traveling mode is switched between the mode 1 to the mode 3 and the reverse mode, and in each traveling mode, there is no change. The transmission ratio of the step transmission mechanism 20 is changed, and the transmission ratio of the continuously variable transmission 101 as a whole is changed.

  Next, the operation of the continuously variable transmission 101 will be described separately when the vehicle is traveling forward and backward.

(Operation during forward travel)
When the vehicle starts moving forward, when the vehicle starts from a stopped state, mode 1 is selected for continuously variable transmission 101, and continuously variable transmission mechanism 20 enters a maximum deceleration state.

  After the vehicle is started, the continuously variable transmission mechanism 20 changes from the maximum deceleration state to the maximum acceleration state in mode 1, thereby increasing the vehicle speed.

  After the continuously variable transmission mechanism 20 changes to the maximum acceleration state, the mode is switched to mode 2. Thereafter, in mode 2, the continuously variable transmission mechanism 20 changes from the maximum acceleration state to the maximum deceleration state, so that the vehicle speed further increases. Thereafter, the same operation is performed in mode 3.

  Here, a specific operation when switching the travel mode will be described by taking as an example the case of switching from mode 1 to mode 2.

  When the traveling mode is switched from mode 1 to mode 2, the control unit 120 is in a state immediately before the speed ratio of the planetary gear mechanism 10 becomes r2 and the rotational speeds of the mode 1 driven gear 41 and the mode 2 driven gear 42 are synchronized. However, the second switching mechanism S2 is changed from the neutral state to the mode 2 connected state while the first switching mechanism S1 is maintained in the forwardly connected state.

  As a result, the second switching mechanism S2 is switched to the mode 2 connected state while the rotational speed of the mode 2 driven gear 42 is slightly faster than the rotational speed of the mode 1 driven gear 41, so that the one-way clutch 5 is released and the power transmission is performed. The path is switched from the mode 1 driven gear 41 to the mode 2 driven gear 42. At this time, since the differential rotation between the mode 2 driven gear 42 and the mode 1 driven gear 41 is small, the shift shock can be reduced and the power transmission can be prevented from being interrupted.

  When the travel mode is switched from mode 2 to mode 3, the control is performed immediately before or after the speed ratio of the planetary gear mechanism 10 is r1 and the speeds of the mode 2 driven gear 42 and the mode 3 driven gear 43 are synchronized. The unit 120 changes the second switching mechanism S2 from the mode 2 connected state to the mode 3 connected state through the neutral state while maintaining the first switching mechanism S1 in the forward connected state.

  As a result, switching is performed in a state where the differential rotation between the mode 2 driven gear 42 and the mode 2 driven gear 43 is small, so that the shift shock can be reduced and the shift time can be shortened.

  Further, when the mode 2 is switched to the mode 3, the second switching mechanism S2 goes through the neutral state, so that double engagement of the second switching mechanism S2 can be prevented. Therefore, a mode B drive shaft 4B (mode B power transmission device) that transmits power to the mode 2 driven gear 42, a mode A drive shaft 4A (mode A power transmission device) that transmits power to the mode 3 driven gear 43, and However, it can prevent locking at the time of switching of 2nd switching mechanism S2.

(Operation during reverse running)
During reverse travel in which the vehicle moves backward, the reverse speed drive gear 35 is fastened to the input shaft 3 by the first switching mechanism S1. Further, the second switching mechanism S2 is set to the neutral state.

  In this state, the power of the input shaft 3 is transmitted to the final driven gear 71 through the reverse speed first driven gear 61A, the reverse speed second driven gear 61B, the mode 1 driven gear 41, and the output gear 49.

  At this time, since the one-way clutch 5 is connected, the mode 1 drive gear 31 and the mode 3 drive gear 33 are rotated together, but the first switching mechanism S1 is in the reverse speed state, and the second switching mechanism S2 is There is no problem because it is neutral.

  In the power split type continuously variable transmission 101, the power passing through the planetary gear mechanism 10 is divided into the sun gear 14 side and the internal gear 12 side in all forward travel modes. Alternatively, the power passing through the continuously variable transmission mechanism 20 is smaller than the power input from the engine 105 to the input shaft 3. For this reason, in all the travel modes, the overall power transmission efficiency of the continuously variable transmission 101 is intermediate between the power transmission efficiency of the planetary gear mechanism 10 and the power transmission efficiency of the continuously variable transmission mechanism 20, and the power transmission efficiency is high. be able to.

  Thus, according to the continuously variable transmission 101 of the present embodiment, as a first effect, a mode A continuously variable transmission on the internal gear 12 side and a mode B continuously variable transmission on the sun gear 14 side can be configured. Then, mode 1 and mode 3, which are odd running modes, are arranged on the mode A continuously variable transmission side, and mode 2 which is even running mode is arranged on the mode B continuously variable transmission side, and these modes are switched. Thus, only one planetary gear mechanism 10 can selectively use the two types of continuously variable transmissions of mode A and mode B, and the power split mode can be multistaged.

  Further, as a second effect, by further increasing the number of stages of mode A and mode B, the speed ratio range of the continuously variable transmission 101 can be increased, fuel efficiency can be improved in all speed ranges, and transmission quality can be improved. .

  As a third effect, since the planetary gear mechanism 10 and the continuously variable transmission mechanism 20 share the power, the size of each of the planetary gear mechanism 10 and the continuously variable transmission mechanism 20 can be reduced, and the durability can be improved. Mechanical loss can be reduced.

  As a result, the mechanical loss can be reduced and the fuel efficiency improvement effect can be sufficiently obtained.

  In addition to the first to third effects, since only one counter shaft 40 is provided, the continuously variable transmission 101 can be downsized in the radial direction as compared with the case where two counter shafts are provided.

  In addition, since the reverse speed first driven gear 61A and the reverse speed second driven gear 61B are arranged independently of the reverse speed shaft 60, the counter shaft 40 is more axially disposed than when these gears are arranged on the counter shaft 40. Therefore, the continuously variable transmission 101 can be reduced in size.

  Further, since the reverse speed first driven gear 61A and the reverse speed second driven gear 61B are disposed independently of the reverse speed shaft 60, the inertia weight of the counter shaft 40 is greater than when these gears are disposed on the counter shaft 40. Therefore, the mode switching speed, that is, the speed change speed can be increased.

  Moreover, according to the continuously variable transmission 101 of the present embodiment, the second switching mechanism S2 is a dog clutch, so that the mechanical loss can be further reduced.

(Second Embodiment)
A continuously variable transmission according to a second embodiment will be described. In addition, the same code | symbol as 1st Embodiment is attached | subjected to the component similar to the continuously variable transmission 101 of 1st Embodiment, and description is abbreviate | omitted.

  In FIG. 2, the vehicle 100 includes a continuously variable transmission 102 instead of the continuously variable transmission 101 of the first embodiment.

  In the continuously variable transmission 102, the reverse drive gear 35 is provided to rotate integrally with the input shaft 3.

  A reverse speed first driven gear 61 </ b> A that meshes with the reverse speed drive gear 35 is provided to rotate integrally with the reverse speed shaft 60.

  A reverse speed second driven gear 61B that meshes with the mode 1 driven gear 41 is provided on the reverse speed shaft 60 so as to be freely rotatable.

  The continuously variable transmission 102 includes a first switching mechanism S1. The first switching mechanism S1 includes a connection state in which the input shaft 3 is connected to the carrier 15 and a release state in which the input shaft 3 is not connected to the carrier 15. Switch to. The first switching mechanism S1 is provided on the input shaft 3.

  The continuously variable transmission 102 includes a second switching mechanism S2, which is connected to the counter shaft 40 to one of the mode 2 driven gear 42 or the mode 3 driven gear 43, and a counter. The shaft 40 is switched to a neutral state in which neither the mode 2 driven gear 42 nor the mode 3 driven gear 43 is connected. The second switching mechanism S2 is provided on the counter shaft 40. The second switching mechanism S2 is a dog clutch.

  The continuously variable transmission 102 includes a third switching mechanism S3. The third switching mechanism S3 connects the reverse speed shaft 60 to the reverse speed second driven gear 61B, and reverses the reverse speed shaft 60. The state is switched to a release state in which the speed second driven gear 61B is not connected. The third switching mechanism S3 is provided on the reverse speed shaft 60.

  In the present embodiment, the continuously variable transmission 102 changes from the mode 1 driven gear 41 by setting the first switching mechanism S1, the second switching mechanism S2, and the third switching mechanism S3 to a connected state, a neutral state, and a released state, respectively. Power in the vehicle forward direction in mode 1 is taken out to the final driven gear 71 through the output gear 49.

  In addition, the first driven mechanism S1, the second switched mechanism S2, and the third switched mechanism S3 are connected to the connected state, the mode 2 connected state, and the released state, respectively, so that the final driven from the mode 2 driven gear 42 through the output gear 49 is achieved. The power in the vehicle forward direction in mode 2 is extracted from the gear 71.

  In addition, the first driven mechanism S1, the second switched mechanism S2, and the third switched mechanism S3 are connected to the connected state, the mode 3 connected state, and the released state, respectively, so that the final driven from the mode 3 driven gear 43 through the output gear 49 is achieved. The power in the vehicle forward direction in mode 3 is extracted from the gear 71.

  Further, the first switching mechanism S1, the second switching mechanism S2, and the third switching mechanism S3 are set in a released state, a neutral state, and a connected state, respectively, so that the reverse speed first driven gear 61A, the reverse speed are changed from the reverse speed drive gear 35. Through the second driven gear 61B and the mode 1 driven gear 41, the power in the vehicle reverse direction is taken out to the final driven gear 71 via the output gear 49.

  In the present embodiment, the control unit 120 in FIG. 2 also controls the third switching mechanism S3 in addition to the first switching mechanism S1 and the second switching mechanism S2.

  Thus, according to the continuously variable transmission 102 of the present embodiment, the first to third effects can be achieved as in the first embodiment. As a result, the mechanical loss can be reduced and the fuel efficiency improvement effect can be sufficiently obtained.

  Further, since only one counter shaft 40 is provided, the continuously variable transmission 102 can be made smaller in the radial direction than when two counter shafts 40 are provided.

  In addition, according to the continuously variable transmission 102 of the present embodiment, the second switching mechanism S2 is formed of a dog clutch, so that mechanical loss can be further reduced.

(Third embodiment)
A continuously variable transmission according to a third embodiment will be described. In addition, the same code | symbol as 1st Embodiment is attached | subjected to the component similar to the continuously variable transmission 101 of 1st Embodiment, and description is abbreviate | omitted.

  In FIG. 3, the vehicle 100 includes a continuously variable transmission 103 instead of the continuously variable transmission 101 of the first embodiment.

  The continuously variable transmission 103 includes a reverse speed shaft 60 disposed in parallel with the input shaft 3 and a reverse speed idler shaft 90 disposed in parallel with the input shaft 3.

  The continuously variable transmission 103 includes a reverse speed drive gear 35, and the reverse speed drive gear 35 is provided on the input shaft 3 so as to be freely rotatable.

  The continuously variable transmission 103 includes a reverse speed first driven gear 61A that meshes with the reverse speed drive gear 35, and a reverse speed second driven gear 61B. The reverse speed first driven gear 61 </ b> A and the reverse speed second driven gear 61 </ b> B are provided to rotate integrally with the reverse speed shaft 60.

  The continuously variable transmission 103 includes a reverse speed first idler gear 92A that meshes with the reverse speed second driven gear 61B, and a reverse speed second idler gear 92B that meshes with the final driven gear 71. The reverse speed first idler gear 92 </ b> A and the reverse speed second idler gear 92 </ b> B are provided to rotate integrally with the reverse speed idler shaft 90.

  The reverse speed first driven gear 61A, the reverse speed second driven gear 61B, the reverse speed first idler gear 92A, and the reverse speed second idler gear 92B are disposed above the counter shaft 40. In addition, oil is stored below the counter shaft 40. Therefore, the reverse speed first driven gear 61A, the reverse speed second driven gear 61B, the reverse speed first idler gear 92A, and the reverse speed second idler gear 92B do not scoop up oil. Therefore, oil agitation resistance can be reduced and fuel consumption can be improved.

  The continuously variable transmission 103 includes a first switching mechanism S1. The first switching mechanism S1 connects the input shaft 3 to one of the carrier 15 and the reverse drive gear 35, and the input shaft 3 to the continuously variable transmission 103. The state is switched to a neutral state in which neither the carrier 15 nor the reverse drive gear 35 is connected. The first switching mechanism S1 is provided on the input shaft 3.

  Hereinafter, the connection state in which the input shaft 3 is connected to the carrier 15 is referred to as a forward connection state. The connected state in which the input shaft 3 is connected to the reverse drive gear 35 is hereinafter referred to as a reverse connected state.

  The continuously variable transmission 103 includes a second switching mechanism S2, which is connected to the counter shaft 40 to one of the mode 2 driven gear 42 or the mode 3 driven gear 43, and a counter. The shaft 40 is switched to a neutral state in which neither the mode 2 driven gear 42 nor the mode 3 driven gear 43 is connected. The second switching mechanism S2 is provided on the counter shaft 40. The second switching mechanism S2 is a dog clutch.

  Hereinafter, the connection state in which the counter shaft 40 is connected to the mode 2 driven gear 42 is referred to as a mode 2 connection state. The connected state in which the counter shaft 40 is connected to the mode 3 driven gear 43 is hereinafter referred to as a mode 3 connected state.

  In the present embodiment, the continuously variable transmission 103 sets the first switching mechanism S1 and the second switching mechanism S2 to the forward connection state and the neutral state, respectively, so that the mode 1 driven gear 41 and the final driven gear via the output gear 49 are provided. The power in the vehicle forward direction in mode 1 is extracted from the gear 71.

  Further, by setting the first switching mechanism S1 and the second switching mechanism S2 to the forward connection state and the mode 2 connection state, respectively, the mode 2 driven gear 42 is changed to the final driven gear 71 via the output gear 49. Take out the power in the vehicle forward direction.

  Further, by setting the first switching mechanism S1 and the second switching mechanism S2 to the forward connection state and the mode 3 connection state, respectively, from the mode 3 driven gear 43 to the final driven gear 71 via the output gear 49, in the mode 3 Take out the power in the vehicle forward direction.

  Further, by setting the first switching mechanism S1 and the second switching mechanism S2 to the reversely connected state and the neutral state, respectively, the reverse speed driving gear 35 to the reverse speed first driven gear 61A, the reverse speed second driven gear 61B, the reverse speed Power in the vehicle reverse direction is taken out to the final driven gear 71 via the output gear 49 via the second idler gear 92A and the reverse speed first idler gear 92B.

  As described above, according to the continuously variable transmission 103 of the present embodiment, the first to third effects can be achieved as in the first embodiment. As a result, the mechanical loss can be reduced and the fuel efficiency improvement effect can be sufficiently obtained.

  Further, since only one counter shaft 40 is provided, the continuously variable transmission 102 can be made smaller in the radial direction than when two counter shafts 40 are provided.

  Further, the reverse speed first driven gear 61A and the reverse speed second driven gear 61B are arranged independently of the reverse speed shaft 60, and the reverse speed first idler gear 92A and the reverse speed second idler gear 92B are independent of the reverse speed idler shaft 90. In addition, since these four gears are not rotated around the counter shaft 40, the inertia weight of the counter shaft 40 can be reduced, so that the mode switching speed, that is, the speed change speed can be increased. it can.

  In addition, according to the continuously variable transmission 103 of the present embodiment, the second switching mechanism S2 is formed of a dog clutch, so that mechanical loss can be further reduced.

  3 ... input shaft, 4A ... mode A drive shaft, 4B ... mode B drive shaft, 5 ... one-way clutch, 10 ... planetary gear mechanism, 11 ... casing, 12 ... Internal gear, 13 ... pinion gear, 14 ... sun gear, 15 ... carrier, 20 ... continuously variable transmission mechanism, 21 ... first disc, 22 ... second disc, 23 .. Roller, 31 ... mode 1 drive gear (mode A drive gear), 32 ... mode 2 drive gear (mode B drive gear), 33 ... mode 3 drive gear (mode A drive gear), 35. Reverse drive gear, 40 ... Counter shaft, 41 ... Mode 1 driven gear, 42 ... Mode 2 driven gear, 43 ... Mode 3 driven gear, 49 ... Output gear, 60. ..Reverse speed axis, 61A ... Reverse speed first driven gear, 61B ... Reverse speed second driven gear, 71 ... Final driven gear, 90 ... Reverse speed idler shaft, 92A ... Reverse First Idler gear, 92B ... reverse speed second idler gear, 101, 102, 103 ... continuously variable transmission, 105 ... engine, 106L, 106R ... drive wheel, S1 ... first switching mechanism, S2 ... second switching mechanism, S3 ... third switching mechanism,

Claims (4)

An input shaft to which power is input from a drive source;
A casing in which an internal gear is formed on the inner peripheral surface, a pinion gear that meshes with the internal gear, a sun gear that meshes with the pinion gear, and the pinion gear rotatably supported, and coaxially integrated with the input shaft A planetary gear mechanism having a carrier coupled to rotate;
A mode A drive shaft arranged coaxially and integrally with the casing;
A mode B drive shaft arranged coaxially and integrally with the sun gear;
A first disk connected to the casing coaxially and integrally for rotation; a second disk opposed to the first disk and connected to the sun gear coaxially and integrally for rotation; and the first disk A continuously variable transmission mechanism having a roller for transmitting power between one disk and the second disk;
At least one mode A drive gear arranged to rotate integrally with the mode A drive shaft;
At least one mode B drive gear arranged to rotate integrally with the mode B drive shaft;
A counter shaft arranged parallel to the input shaft;
A reverse speed axis disposed parallel to the input axis;
A mode 1 drive gear and a mode 3 drive gear as the mode A drive gear;
A mode 2 drive gear as the mode B drive gear,
A mode 1 driven gear meshing with the mode 1 drive gear and a mode 2 driven gear meshing with the mode 2 drive gear are provided to rotate integrally with the counter shaft;
A mode 3 driven gear meshing with the mode 3 drive gear is provided on the counter shaft so as to be freely rotatable;
An output gear that meshes with a final driven gear that transmits power to the drive wheels is provided to rotate integrally with the counter shaft,
A reverse drive gear is provided on the input shaft so as to be freely rotatable,
A reverse speed first driven gear meshing with the reverse speed drive gear and a reverse speed second driven gear meshing with the mode 1 driven gear are provided so as to rotate integrally with the reverse speed shaft,
A one-way clutch that allows power transmission from the mode A drive shaft to the counter shaft during vehicle forward drive and does not allow power transmission from the counter shaft to the mode A drive shaft during vehicle forward drive is the mode 1 drive. Provided between the gear and the mode A drive shaft, or between the mode 1 driven gear and the counter shaft,
A first switching mechanism that switches between a connected state in which the input shaft is connected to one of the carrier or the reverse drive gear and a neutral state in which the input shaft is not connected to either the carrier or the reverse drive gear; Provided on the input shaft;
A connected state in which the counter shaft is connected to one of the mode 2 driven gear or the mode 3 driven gear, and a neutral state in which the counter shaft is not connected to either the mode 2 driven gear or the mode 3 driven gear. A continuously variable transmission, wherein a second switching mechanism for switching is provided on the counter shaft. An input shaft to which power is input from a drive source;
A casing in which an internal gear is formed on the inner peripheral surface, a pinion gear that meshes with the internal gear, a sun gear that meshes with the pinion gear, and the pinion gear rotatably supported, and coaxially integrated with the input shaft A planetary gear mechanism having a carrier coupled to rotate;
A mode A drive shaft arranged coaxially and integrally with the casing;
A mode B drive shaft arranged coaxially and integrally with the sun gear;
A first disk connected to the casing coaxially and integrally for rotation; a second disk opposed to the first disk and connected to the sun gear coaxially and integrally for rotation; and the first disk A continuously variable transmission mechanism having a roller for transmitting power between one disk and the second disk;
At least one mode A drive gear arranged to rotate integrally with the mode A drive shaft;
At least one mode B drive gear arranged to rotate integrally with the mode B drive shaft;
A counter shaft arranged parallel to the input shaft;
A reverse speed axis disposed parallel to the input axis;
A mode 1 drive gear and a mode 3 drive gear as the mode A drive gear;
A mode 2 drive gear as the mode B drive gear,
A mode 1 driven gear meshing with the mode 1 drive gear and a mode 2 driven gear meshing with the mode 2 drive gear are provided to rotate integrally with the counter shaft;
A mode 3 driven gear meshing with the mode 3 drive gear is provided on the counter shaft so as to be freely rotatable;
An output gear that meshes with a final driven gear that transmits power to the drive wheels is provided to rotate integrally with the counter shaft,
A reverse speed drive gear is provided to rotate integrally with the input shaft,
A reverse speed first driven gear meshing with the reverse speed drive gear is provided to rotate integrally with the reverse speed shaft;
A reverse speed second driven gear meshing with the mode 1 driven gear is provided on the reverse speed shaft so as to be freely rotatable,
A one-way clutch that allows power transmission from the mode A drive shaft to the counter shaft during vehicle forward drive and does not allow power transmission from the counter shaft to the mode A drive shaft during vehicle forward drive is the mode 1 drive. Provided between the gear and the mode A drive shaft, or between the mode 1 driven gear and the counter shaft,
A first switching mechanism for switching between a connected state in which the input shaft is connected to the carrier and a released state in which the input shaft is not connected to the carrier;
A connected state in which the counter shaft is connected to one of the mode 2 driven gear or the mode 3 driven gear, and a neutral state in which the counter shaft is not connected to either the mode 2 driven gear or the mode 3 driven gear. A second switching mechanism for switching is provided on the counter shaft;
A third switching mechanism that switches between a connected state in which the reverse speed shaft is connected to the reverse speed second driven gear and a released state in which the reverse speed shaft is not connected to the reverse speed second driven gear is provided on the reverse speed shaft. A continuously variable transmission characterized by being provided. An input shaft to which power is input from a drive source;
A casing in which an internal gear is formed on the inner peripheral surface, a pinion gear that meshes with the internal gear, a sun gear that meshes with the pinion gear, and the pinion gear rotatably supported, and coaxially integrated with the input shaft A planetary gear mechanism having a carrier coupled to rotate;
A mode A drive shaft arranged coaxially and integrally with the casing;
A mode B drive shaft arranged coaxially and integrally with the sun gear;
A first disk connected to the casing coaxially and integrally for rotation; a second disk opposed to the first disk and connected to the sun gear coaxially and integrally for rotation; and the first disk A continuously variable transmission mechanism having a roller for transmitting power between one disk and the second disk;
At least one mode A drive gear arranged to rotate integrally with the mode A drive shaft;
At least one mode B drive gear arranged to rotate integrally with the mode B drive shaft;
A counter shaft arranged parallel to the input shaft;
A reverse speed axis disposed parallel to the input axis;
A reverse idler shaft disposed parallel to the input shaft;
A mode 1 drive gear and a mode 3 drive gear as the mode A drive gear;
A mode 2 drive gear as the mode B drive gear,
A mode 1 driven gear meshing with the mode 1 drive gear and a mode 2 driven gear meshing with the mode 2 drive gear are provided to rotate integrally with the counter shaft;
A mode 3 driven gear meshing with the mode 3 drive gear is provided on the counter shaft so as to be freely rotatable;
An output gear that meshes with a final driven gear that transmits power to the drive wheels is provided to rotate integrally with the counter shaft,
A reverse drive gear is provided on the input shaft so as to be freely rotatable,
A reverse speed first driven gear meshing with the reverse speed drive gear and a reverse speed second driven gear are provided to rotate integrally with the reverse speed shaft;
A reverse speed first idler gear meshing with the reverse speed second driven gear and a reverse speed second idler gear meshing with the final driven gear are provided to rotate integrally with the reverse speed idler shaft;
A one-way clutch that allows power transmission from the mode A drive shaft to the counter shaft during vehicle forward drive and does not allow power transmission from the counter shaft to the mode A drive shaft during vehicle forward drive is the mode 1 drive. Provided between the gear and the mode A drive shaft, or between the mode 1 driven gear and the counter shaft,
A first switching mechanism that switches between a connected state in which the input shaft is connected to one of the carrier or the reverse drive gear and a neutral state in which the input shaft is not connected to either the carrier or the reverse drive gear; Provided on the input shaft;
A connected state in which the counter shaft is connected to one of the mode 2 driven gear or the mode 3 driven gear, and a neutral state in which the counter shaft is not connected to either the mode 2 driven gear or the mode 3 driven gear. A continuously variable transmission, wherein a second switching mechanism for switching is provided on the counter shaft.   The continuously variable transmission according to any one of claims 1 to 3, wherein the second switching mechanism is a dog clutch.

Images