JP2007055439A - Transmission device equipped with electric motor - Google Patents

Transmission device equipped with electric motor Download PDF

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Publication number
JP2007055439A
JP2007055439A JP2005242962A JP2005242962A JP2007055439A JP 2007055439 A JP2007055439 A JP 2007055439A JP 2005242962 A JP2005242962 A JP 2005242962A JP 2005242962 A JP2005242962 A JP 2005242962A JP 2007055439 A JP2007055439 A JP 2007055439A
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transmission
electric motor
main shaft
transmission gear
speed
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JP4226578B2 (en
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Toshio Tanba
俊夫 丹波
Yuichi Fukuhara
裕一 福原
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Aisin AI Co Ltd
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Aisin AI Co Ltd
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    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an electric motor from being corotated and becoming high temperature due to heat generation in a transmission device equipped with the electric motor as an auxiliary power or the like. <P>SOLUTION: The transmission device is constituted where a plurality of pairs of change gears 15a , 15b to 19a, 19b which are provided between an input shaft 12 connected to an internal combustion engine 10 and a spindle 13 connected to driving wheels 39a, 39b, and engaged each other are selectively switched so that the power transmission between both shafts performed by either pair of them, the driving wheel is driven by the electric motor 30 through an interlocking mechanism 31 in addition to the internal combustion engine, and the power transmission between the electric motor and the driving wheel is shut off in such a state that the pair of change gears to be the maximum speed stage is selected. A driven side change gear 19b of the pair of the maximum speed stage and the last rotary member 31c of the interlocking mechanism can be rotatably provided with the spindle by being abutted each other, and selectively connected to the spindle by the maximum speed stage switching sleeve 22a slidably provided in the axial direction. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、内燃機関から動力を入力して自動車の駆動車輪などを駆動する変速装置において、補助動力として電動機を備えた変速装置に関する。   The present invention relates to a transmission that includes an electric motor as auxiliary power in a transmission that inputs power from an internal combustion engine to drive a driving wheel of an automobile.

内燃機関から動力を入力して自動車の車輪などを駆動する変速装置には、例えば特許文献１に示すように、電動機によっても車輪を駆動するようにしたハイブリッド式のものがある。この特許文献１では、内燃機関からの第１の動力は変速装置により変速され、差動装置及びアクスルシャフトを介して駆動車輪を駆動し、電動機からの第２の動力は変速装置を介することなく差動装置のケースに伝達され、アクスルシャフトを介して駆動車輪を駆動している。
米国特許第６７１９６５４号明細書（明細書第１頁右欄第５７〜６２行、図１〜図３） As a transmission that inputs power from an internal combustion engine to drive a wheel of an automobile, for example, as shown in Patent Document 1, there is a hybrid type that drives a wheel also by an electric motor. In this Patent Document 1, the first power from the internal combustion engine is shifted by the transmission, the driving wheel is driven through the differential and the axle shaft, and the second power from the electric motor is not transmitted through the transmission. It is transmitted to the case of the differential device and drives the drive wheels via the axle shaft.
US Pat. No. 6,719,654 (Specification, page 1, right column, lines 57-62, FIGS. 1-3)

図５はこの種の自動車の車速に対する駆動車輪の駆動力及び走行抵抗の特性を示す図である。第１〜第５の各変速段における車速に対する内燃機関による駆動力の特性は、図５の各特性曲線Ｓ１〜Ｓ５に示すとおりであり、車速に対する電動機による駆動力の特性は、図５の特性曲線Ｍに示すとおりである。これに対し車速に対する走行抵抗は、路面状況により異なるが、通常はほゞ走行抵抗曲線Ｒに示すとおりである。従って走行抵抗曲線Ｒが電動機による駆動力特性曲線Ｍがよりも大となる車速がＶａ以上の範囲では、電動機により車輪の駆動力を増大させる効果は殆ど期待できない。しかし上述した特許文献１の技術では、電動機はこの車速がＶａ以上の範囲でも差動装置に連結されているので車輪側から逆駆動されて連れ回りされる。車速がＶａ以上の範囲は変速装置が最高速段である第５速となる範囲と大体一致するが、通常の運転では自動車は変速装置の最高速段で使用される期間が長く、その間は電動機は高速で連れ回りされて発熱され、その熱の蓄積により高温になるので、電動機は水冷などの特別な冷却手段により冷却する必要があるという問題がある。   FIG. 5 is a graph showing the characteristics of the driving force and running resistance of the driving wheel with respect to the vehicle speed of this type of automobile. The characteristics of the driving force by the internal combustion engine with respect to the vehicle speed at each of the first to fifth gears are as shown in the characteristic curves S1 to S5 in FIG. 5, and the characteristics of the driving force with the motor with respect to the vehicle speed are the characteristics of FIG. As shown by curve M. On the other hand, the running resistance with respect to the vehicle speed is usually as shown in the running resistance curve R, although it varies depending on the road surface condition. Therefore, in the range where the vehicle speed at which the running resistance curve R is larger than the driving force characteristic curve M by the electric motor is Va or higher, the effect of increasing the driving force of the wheels by the electric motor can hardly be expected. However, in the technique of Patent Document 1 described above, since the motor is connected to the differential device even when the vehicle speed is in the range of Va or higher, the motor is driven reversely from the wheel side. The range where the vehicle speed is Va or higher is roughly the same as the range in which the transmission is at the fifth speed, which is the highest speed stage. However, in normal driving, the automobile is used at the highest speed stage of the transmission for a long period of time. Since the motor is heated at a high speed and generates heat and becomes high temperature due to the accumulation of the heat, there is a problem that the motor needs to be cooled by a special cooling means such as water cooling.

本発明は、変速装置の最高速段では電動機と変速装置の出力側との間の動力伝達が遮断されるようにして、このような各問題を解決することを目的とする。   An object of the present invention is to solve each of these problems by interrupting power transmission between the electric motor and the output side of the transmission at the highest speed stage of the transmission.

このために、本発明による電動機を備えた変速装置は、内燃機関に連結された入力軸及び駆動車輪などに連結された主軸と、この両軸にそれぞれ設けられて互いに噛合する複数の変速ギヤ対と、この複数の変速ギヤ対をそれらの何れか１対により両軸の間の動力伝達がなされるように選択的に切り換えるシフト装置と、駆動車輪を内燃機関とは別に駆動する電動機を備えた変速装置において、複数の変速ギヤ対のうちの最高速段となる変速ギヤ対がシフト装置により選択されている状態では、電動機と駆動車輪の間の動力伝達はシフト装置により遮断されるよう構成したことを特徴とするものである。   To this end, a transmission including an electric motor according to the present invention includes an input shaft coupled to an internal combustion engine, a main shaft coupled to a drive wheel, and the like, and a plurality of transmission gear pairs that are provided on both shafts and mesh with each other. And a shift device that selectively switches the plurality of transmission gear pairs so that power is transmitted between the two shafts by any one of them, and an electric motor that drives the drive wheels separately from the internal combustion engine. In the transmission, the transmission between the electric motor and the drive wheel is cut off by the shift device when the shift gear pair that is the highest speed among the plurality of transmission gear pairs is selected by the shift device. It is characterized by this.

前項に記載の電動機を備えた変速装置において、電動機から駆動車輪に動力を伝達する連動機構は主軸に回転自在に設けられた最後の回転部材を有するものとし、シフト装置は最後の回転部材を主軸に係合または離脱する係合切換機構を備えたものとすることが好ましい。   In the transmission including the electric motor described in the preceding paragraph, the interlocking mechanism that transmits power from the electric motor to the driving wheel has a last rotating member rotatably provided on the main shaft, and the shift device has the last rotating member on the main shaft. It is preferable that an engagement switching mechanism that engages or disengages is provided.

前項に記載の電動機を備えた変速装置において、最高速段変速ギヤ対の従動側変速ギヤは連動機構の最後の回転部材に接近して主軸に回転自在に設けられ、係合切換機構は従動側変速ギヤと最後の回転部材の間となる主軸に軸線方向摺動のみ自在に設けられて従動側変速ギヤと最後の回転部材を主軸に選択的に連結する最高速段切換スリーブを備えたものとすることが好ましい。   In the transmission including the electric motor described in the preceding paragraph, the driven side transmission gear of the highest speed stage transmission gear pair is provided to be rotatable on the main shaft close to the last rotating member of the interlocking mechanism, and the engagement switching mechanism is driven side A main shaft between the transmission gear and the last rotating member is provided with a maximum speed stage switching sleeve provided so as to be freely slidable in the axial direction and selectively connecting the driven transmission gear and the last rotating member to the main shaft. It is preferable to do.

本発明の電動機を備えた変速装置によれば、複数の変速ギヤ対のうちの最高速段となる変速ギヤ対がシフト装置により選択されている状態では、電動機と駆動車輪の間の動力伝達はシフト装置により遮断されるよう構成したので、使用される期間が長い最高速段においては、電動機が駆動車輪により連れ回りされて発熱することはなく、高温となることもない。従って水冷などの特別な冷却手段は不要となり、空冷で足りるので電動機を備えた変速装置の構造を簡略化させることができる。   According to the transmission including the electric motor of the present invention, power transmission between the electric motor and the driving wheel is performed in a state where the transmission gear pair that is the highest speed among the plurality of transmission gear pairs is selected by the shift device. Since it is configured to be shut off by the shift device, the motor is not driven by the driving wheels and does not generate heat at the highest speed stage where the period of use is long, and the temperature does not rise. Accordingly, special cooling means such as water cooling is not necessary, and air cooling is sufficient, and the structure of the transmission including the electric motor can be simplified.

電動機から駆動車輪に動力を伝達する連動機構は主軸に回転自在に設けられた最後の回転部材を有するものとし、シフト装置は最後の回転部材を主軸に係合または離脱する係合切換機構を備えたものとした電動機を備えた変速装置によれば、電動機と駆動車輪との間の動力伝達の遮断構造が簡略化されるので、製造コストを削減することができる。   The interlocking mechanism for transmitting power from the electric motor to the driving wheel has the last rotating member rotatably provided on the main shaft, and the shift device has an engagement switching mechanism for engaging or disengaging the last rotating member with the main shaft. According to the transmission including the electric motor, the structure for interrupting power transmission between the electric motor and the drive wheel is simplified, so that the manufacturing cost can be reduced.

最高速段変速ギヤ対の従動側変速ギヤは電動機から主軸に動力を伝達する連動機構の最後の回転部材に接近して主軸に回転自在に設けられ、係合切換機構は従動側変速ギヤと最後の回転部材の間となる主軸に軸線方向摺動のみ自在に設けられて従動側変速ギヤと最後の回転部材を主軸に選択的に連結する最高速段切換スリーブを備えたものとした電動機を備えた変速装置によれば、最高速段切換スリーブにより最高速段となる変速ギヤ対を選択すれば直ちに電動機と主軸の間の動力伝達が遮断され、最高速段変速ギヤ対の選択と電動機と主軸の間の動力伝達の遮断を連動して行うための特別な手段は不要であるので電動機を備えた変速装置の構造は一層簡略化され、これにより製造コストをさらに一層削減することができる。   The driven side transmission gear of the highest speed transmission gear pair is provided so as to be rotatable on the main shaft close to the last rotating member of the interlock mechanism that transmits power from the motor to the main shaft, and the engagement switching mechanism is connected to the driven side transmission gear and the last gear. An electric motor provided with a high-speed stage switching sleeve which is provided only freely in the axial direction on the main shaft between the rotary members of the motor and which selectively connects the driven transmission gear and the last rotary member to the main shaft. According to the transmission, the transmission of power between the electric motor and the main shaft is immediately cut off when the transmission gear pair that achieves the highest speed is selected by the highest speed gear switching sleeve. Since no special means for interlocking the power transmission between the two is required, the structure of the transmission equipped with the electric motor is further simplified, and the manufacturing cost can be further reduced.

以下に、図１〜図５により、本発明による電動機を備えた変速装置を実施するための最良の形態の説明をする。この実施形態は本発明を自動車の変速装置に適用したもので、図１に記載の全体構造に示すように、変速装置Ｇは、ケーシング（図示省略）内に互いに平行に支持された入力軸１２及び主軸１３と、この両軸１２，１３にそれぞれ設けられて互いに噛合する複数の変速ギヤ対１５ａ，１５ｂ〜１９ａ，１９ｂと、この複数の変速ギヤ対をそれらの何れか１対により両軸の間の動力伝達がなされるように選択的に切り換えるシフト装置Ｔと、主軸１３を内燃機関１０とは別に駆動するとともに主軸１３から逆駆動されれば発電を行う発電電動機（電動機）３０を備えている。入力軸１２は摩擦クラッチ１１を介してエンジン（内燃機関）１０の出力軸１０ａに連結されており、主軸１３はアクスルシャフト３８ａ，３８ｂを介して左右の駆動車輪３９ａ，３９ｂを駆動する差動装置３７のケースにギヤ３５，３６を介して連結されている。   The best mode for carrying out a transmission equipped with an electric motor according to the present invention will be described below with reference to FIGS. In this embodiment, the present invention is applied to a transmission of an automobile. As shown in the overall structure shown in FIG. 1, the transmission G is an input shaft 12 supported in parallel in a casing (not shown). And the main shaft 13, a plurality of transmission gear pairs 15a, 15b to 19a, 19b which are respectively provided on both the shafts 12 and 13 and mesh with each other, and the plurality of transmission gear pairs are connected to each other by one of them. And a shift device T that selectively switches so that power is transmitted between them, and a generator motor (electric motor) 30 that drives the main shaft 13 separately from the internal combustion engine 10 and generates electric power when driven reversely from the main shaft 13. Yes. The input shaft 12 is connected to the output shaft 10a of the engine (internal combustion engine) 10 via the friction clutch 11, and the main shaft 13 is a differential device that drives the left and right drive wheels 39a, 39b via the axle shafts 38a, 38b. It is connected to 37 cases via gears 35 and 36.

互いに接近して配置された第１及び第２速変速ギヤ対１５ａ，１５ｂ及び１６ａ，１６ｂは、各駆動側変速ギヤ１５ａ，１６ａが入力軸１２に一体的に設けられ、各従動側変速ギヤ１５ｂ，１６ｂは主軸１３に回転自在に設けられている。各従動側変速ギヤ１５ｂ，１６ｂの間となる主軸１３には、軸線方向に摺動自在にスプライン係合されて各変速ギヤ１５ｂ，１６ｂを選択的に主軸１３にスプラインを介して連結する第１噛合切換機構２０の切換スリーブ２０ａが設けられている。また互いに接近して配置された第３及び第４速変速ギヤ対１７ａ，１７ｂ及び１８ａ，１８ｂは、各駆動側変速ギヤ１７ａ，１８ａが入力軸１２に回転自在に設けられ、各従動側変速ギヤ１７ｂ，１８ｂは主軸１３に一体的に設けられている。各駆動側変速ギヤ１７ａ，１８ａの間となる入力軸１２には、軸線方向に摺動自在にスプライン係合されて各変速ギヤ１７ａ，１８ａをスプラインを介して選択的に入力軸１２に連結する第２噛合切換機構２１の切換スリーブ２１ａが設けられている。最高速段である第５速変速ギヤ対１９ａ，１９ｂは、駆動側変速ギヤ１９ａが入力軸１２と一体的に設けられ、従動側変速ギヤ１９ｂは主軸１３に回転自在に設けられている。   The first and second speed change gear pairs 15a, 15b and 16a, 16b arranged close to each other are integrally provided with the drive side change gears 15a, 16a on the input shaft 12, and each driven side change gear 15b. , 16b are rotatably provided on the main shaft 13. The main shaft 13 between the driven side transmission gears 15b and 16b is spline-engaged so as to be slidable in the axial direction to selectively connect the transmission gears 15b and 16b to the main shaft 13 via the spline. A switching sleeve 20a of the mesh switching mechanism 20 is provided. Further, the third and fourth speed transmission gear pairs 17a, 17b and 18a, 18b arranged close to each other are provided such that the drive side transmission gears 17a, 18a are rotatably provided on the input shaft 12, and the driven side transmission gears. 17 b and 18 b are integrally provided on the main shaft 13. The input shaft 12 between the drive side transmission gears 17a and 18a is spline-engaged so as to be slidable in the axial direction, and the transmission gears 17a and 18a are selectively connected to the input shaft 12 through the splines. A switching sleeve 21 a of the second mesh switching mechanism 21 is provided. In the fifth speed transmission gear pair 19a, 19b which is the highest speed stage, the driving side transmission gear 19a is provided integrally with the input shaft 12, and the driven side transmission gear 19b is provided rotatably on the main shaft 13.

発電電動機３０の出力軸３０ａに固定されたギヤ３１ａと、入力軸１２に回転自在に設けられたアイドルギヤ３１ｂと、主軸１３に回転自在に設けられた最後のギヤ（最後の回転部材）３１ｃよりなる減速ギヤ列（連動機構）３１は、最後のギヤ３１ｃが第５速変速ギヤ対１９ａ，１９ｂの従動側変速ギヤ１９ｂに接近して設けられている。最後のギヤ３１ｃと変速ギヤ１９ｂとの間となる主軸１３には、軸線方向に摺動自在にスプライン係合されて変速ギヤ１９ｂと最後のギヤ３１ｃをスプラインを介して選択的に主軸１３に連結する第３噛合切換機構（係合切換機構）２２の第３切換スリーブ（最高速段切換スリーブ）２２ａが設けられている。この最後のギヤ３１ｃが第３切換スリーブ２２ａにより主軸１３に連結されている状態では、発電電動機３０は減速ギヤ列３１及び第３切換スリーブ２２ａを介して主軸１３を駆動し、さらにギヤ３５，３６、差動装置３７及びアクスルシャフト３８ａ，３８ｂを介して、内燃機関１０とは別に、駆動車輪３９ａ，３９ｂを駆動する。第１〜第３噛合切換機構２０〜２２は変速装置Ｇのシフト装置Ｔを構成している。なお図示は省略したが、第１〜第３噛合切換機構２０〜２２の各切換スリーブ２０ａ，２１ａ，２２ａと各変速ギヤ１５ｂ，１６ｂ，１７ａ，１８ａ，１９ｂ及び最後のギヤ３１ｃの間には公知のシンクロメッシュ機構が設けられている。   From a gear 31 a fixed to the output shaft 30 a of the generator motor 30, an idle gear 31 b provided rotatably on the input shaft 12, and a last gear (last rotating member) 31 c provided rotatably on the main shaft 13. In this reduction gear train (interlocking mechanism) 31, the last gear 31c is provided close to the driven transmission gear 19b of the fifth speed transmission gear pair 19a, 19b. The main shaft 13 between the last gear 31c and the transmission gear 19b is spline-engaged so as to be slidable in the axial direction, and the transmission gear 19b and the last gear 31c are selectively connected to the main shaft 13 via the spline. A third switching sleeve (highest speed switching sleeve) 22a of the third meshing switching mechanism (engagement switching mechanism) 22 is provided. In a state where the last gear 31c is connected to the main shaft 13 by the third switching sleeve 22a, the generator motor 30 drives the main shaft 13 through the reduction gear train 31 and the third switching sleeve 22a, and further, the gears 35, 36 are driven. The drive wheels 39a and 39b are driven separately from the internal combustion engine 10 through the differential device 37 and the axle shafts 38a and 38b. The first to third meshing switching mechanisms 20 to 22 constitute a shift device T of the transmission device G. Although not shown in the figure, there are known between the switching sleeves 20a, 21a, 22a of the first to third meshing switching mechanisms 20-22, the transmission gears 15b, 16b, 17a, 18a, 19b and the last gear 31c. The synchromesh mechanism is provided.

次に上述した実施形態の作動の説明を行う。先ず図２により、第１速走行時の説明をする。この状態では第１噛合切換機構２０の第１切換スリーブ２０ａはシフト装置Ｔにより左向きにシフトされ、従動側変速ギヤ１５ｂが主軸１３に連結されて第１速変速ギヤ対１５ａ，１５ｂが選択され、第３噛合切換機構２２の第３切換スリーブ２２ａはシフト装置Ｔにより右向きにシフトされて減速ギヤ列３１の最後のギヤ３１ｃは主軸１３に連結され、クラッチ１１は係合され、発電電動機３０はコントローラ（図示省略）により電動機として作動するように切り換えられている。この第１速走行状態では、エンジン１０の駆動力は、図２の実線の白抜き矢印に示すように、クラッチ１１、入力軸１２、第１速変速ギヤ対１５ａ，１５ｂ及び第１切換スリーブ２０ａを介して主軸１３に伝達されるとともに、発電電動機３０の駆動力も、図２の破線の白抜き矢印に示すように、減速ギヤ列３１及び第３切換スリーブ２２ａを介して主軸１３に伝達されるので、主軸１３はエンジン１０及び発電電動機３０の両方により回転駆動される。この主軸１３の回転は、実線の白抜き矢印に示すように、ギヤ３５，３６、差動装置３７及びアクスルシャフト３８ａ，３８ｂを介して駆動車輪３９ａ，３９ｂに伝達されるので、駆動車輪３９ａ，３９ｂはエンジン１０及び発電電動機３０の両方により駆動される。このときのエンジン１０のスロットル開度は、エンジン１０及び発電電動機３０の両方によりそのときの走行状態に応じた駆動力が得られるような開度にされている。   Next, the operation of the above-described embodiment will be described. First, a description will be given of the first speed traveling with reference to FIG. In this state, the first switching sleeve 20a of the first mesh switching mechanism 20 is shifted leftward by the shift device T, the driven side transmission gear 15b is connected to the main shaft 13, and the first speed transmission gear pair 15a, 15b is selected. The third switching sleeve 22a of the third meshing switching mechanism 22 is shifted rightward by the shift device T, the last gear 31c of the reduction gear train 31 is connected to the main shaft 13, the clutch 11 is engaged, and the generator motor 30 is a controller. It is switched to operate as an electric motor (not shown). In this first speed running state, the driving force of the engine 10 is as shown by a solid white arrow in FIG. 2, the clutch 11, the input shaft 12, the first speed transmission gear pairs 15 a and 15 b, and the first switching sleeve 20 a. , And the driving force of the generator motor 30 is also transmitted to the main shaft 13 via the reduction gear train 31 and the third switching sleeve 22a, as indicated by the broken white arrows in FIG. Therefore, the main shaft 13 is rotationally driven by both the engine 10 and the generator motor 30. The rotation of the main shaft 13 is transmitted to the drive wheels 39a and 39b via the gears 35 and 36, the differential device 37 and the axle shafts 38a and 38b, as indicated by the solid white arrows. 39 b is driven by both the engine 10 and the generator motor 30. The throttle opening degree of the engine 10 at this time is set to such an opening degree that a driving force corresponding to the traveling state at that time can be obtained by both the engine 10 and the generator motor 30.

第２速走行時には、第１切換スリーブ２０ａが右向きにシフトされて従動側変速ギヤ１５ｂの代わりに従動側変速ギヤ１６ｂが主軸１３に連結される点を除き第２図と同じであり、第１速の場合と同様、駆動車輪３９ａ，３９ｂはエンジン１０及び発電電動機３０の両方により駆動される。第３速及び第４速走行時には、第１切換スリーブ２０ａが図１に示す中立位置に戻されて両従動側変速ギヤ１５ｂ及び１６ｂが主軸１３との係合から離脱され、第２切換スリーブ２１ａがシフトされそのときの変速段に応じて駆動側変速ギヤ１７ａ及び１８ａの何れか一方が入力軸１２に連結される点を除き第２図と同じであり、第１速及び第２速の場合と同様、駆動車輪３９ａ，３９ｂはエンジン１０及び発電電動機３０の両方により駆動される。   When traveling in the second speed, the first switching sleeve 20a is shifted rightward and is the same as in FIG. 2 except that the driven transmission gear 16b is connected to the main shaft 13 instead of the driven transmission gear 15b. As in the case of the speed, the drive wheels 39 a and 39 b are driven by both the engine 10 and the generator motor 30. When traveling in the third speed and the fourth speed, the first switching sleeve 20a is returned to the neutral position shown in FIG. 1 so that both driven transmission gears 15b and 16b are disengaged from the main shaft 13, and the second switching sleeve 21a. Is the same as in FIG. 2 except that one of the drive side transmission gears 17a and 18a is connected to the input shaft 12 according to the gear position at that time, and in the case of the first speed and the second speed Similarly, the drive wheels 39 a and 39 b are driven by both the engine 10 and the generator motor 30.

次に変速装置Ｇの連結状態が図２に示す第１速状態で、エンジン１０のスロットル開度を最小とし、クラッチ１１を離脱させて制動を行えば、発電電動機３０はコントローラ（図示省略）により発電機として作動するように切り換えられ、アクスルシャフト３８ａ，３８ｂは駆動車輪３９ａ，３９ｂ側から逆駆動されて連れ回りされる。この制動状態では、駆動車輪３９ａ，３９ｂからの逆駆動力は、図３の破線の白抜き矢印に示すように、アクスルシャフト３８ａ，３８ｂ、差動装置３７、ギヤ３５，３６、主軸１３、第３切換スリーブ２２ａ、及び減速ギヤ列３１を介して発電電動機３０を逆駆動して発電し、これにより生じた電力は発電電動機３０の電源に戻されて充電される。この状態ではクラッチ１１は離脱されているので、エンジン１０は逆駆動されることはなくアイドリング状態となっており、変速装置Ｇの連結状態が第１速〜第４速の何れの場合でも、上述の状態となっている。なお必要ならば自動車がある程度減速されるまでは、クラッチ１１を係合させたままとしてエンジンブレーキを併用してもよい。   Next, when the transmission G is in the first speed state shown in FIG. 2 and the throttle opening of the engine 10 is minimized and the clutch 11 is disengaged for braking, the generator motor 30 is controlled by a controller (not shown). It is switched to operate as a generator, and the axle shafts 38a, 38b are driven in reverse from the drive wheels 39a, 39b side. In this braking state, the reverse driving force from the drive wheels 39a, 39b is the axle shafts 38a, 38b, the differential device 37, the gears 35, 36, the main shaft 13, the first shaft 13, as shown by the broken white arrows in FIG. The generator motor 30 is reversely driven through the three-switching sleeve 22a and the reduction gear train 31 to generate power, and the electric power generated thereby is returned to the power source of the generator motor 30 and charged. In this state, since the clutch 11 is disengaged, the engine 10 is not driven in reverse and is in an idling state, and the above-described state is the same regardless of whether the transmission device G is connected to the first speed to the fourth speed. It is in the state of. If necessary, the engine brake may be used in combination with the clutch 11 kept engaged until the vehicle is decelerated to some extent.

次に、変速装置Ｇが最高速段である第５速状態では、図４に示すように、第３噛合切換機構２２の第３切換スリーブ２２ａはシフト装置Ｔにより左向きにシフトされて従動側変速ギヤ１９ｂが主軸１３に連結されて最高速段である第５速変速ギヤ対１９ａ，１９ｂが選択され、減速ギヤ列３１の最後のギヤ３１ｃと主軸１３の間の連結は解除され、発電電動機３０の作動は停止されている。この最高速段である第５速走行状態では、エンジン１０の駆動力は、実線の白抜き矢印に示すように、クラッチ１１、入力軸１２、第５速変速ギヤ対１９ａ，１９ｂ及び第３切換スリーブ２２ａを介して主軸１３に伝達され、さらにギヤ３５，３６、差動装置３７及びアクスルシャフト３８ａ，３８ｂを介して駆動車輪３９ａ，３９ｂに伝達され、駆動車輪３９ａ，３９ｂはエンジン１０のみにより駆動される。しかし減速ギヤ列３１の最後のギヤ３１ｃと主軸１３の間の連結は解除されているので、発電電動機３０はエンジン１０によりあるいは駆動車輪３９ａ，３９ｂからの逆駆動により回転されることはなく停止されている。このときのエンジン１０のスロットル開度は、エンジン１０でけでそのときの走行状態に応じた駆動力が得られるような開度にされている。   Next, in the fifth speed state in which the transmission device G is at the highest speed, the third switching sleeve 22a of the third mesh switching mechanism 22 is shifted leftward by the shift device T as shown in FIG. The gear 19b is connected to the main shaft 13 to select the fifth speed transmission gear pair 19a, 19b which is the highest speed stage, the connection between the last gear 31c of the reduction gear train 31 and the main shaft 13 is released, and the generator motor 30 The operation of is stopped. In the fifth speed running state, which is the highest speed stage, the driving force of the engine 10 is the clutch 11, the input shaft 12, the fifth speed transmission gear pair 19a, 19b, and the third switching as shown by the solid white arrows. It is transmitted to the main shaft 13 via the sleeve 22a, and further transmitted to the drive wheels 39a and 39b via the gears 35 and 36, the differential gear 37 and the axle shafts 38a and 38b. The drive wheels 39a and 39b are driven only by the engine 10. Is done. However, since the connection between the last gear 31c of the reduction gear train 31 and the main shaft 13 is released, the generator motor 30 is stopped without being rotated by the engine 10 or by reverse driving from the drive wheels 39a and 39b. ing. The throttle opening degree of the engine 10 at this time is set to such an opening degree that the driving force corresponding to the traveling state at that time can be obtained by the engine 10 alone.

上述した実施形態によれば、使用される期間の長い最高速段においては、発電電動機３０は停止されているので、コイルに電流が生じることはなく、また軸受部に摩擦を生じたり、周囲の空気をかき回したりすることもなく、発電電動機３０が発熱することはないので、たとえその期間が長くてもそのような熱が蓄積されて高温となることはない。従って発電電動機３０を冷却するための水冷装置などの特別な冷却手段は不要となり、空冷で足りるので電動機を備えた変速装置の構造を簡略化させることができる。なお最高速段においては、前述のように、発電電動機３０により駆動車輪３９ａ，３９ｂを駆動することは殆ど期待できないので、このようにしても最高速段における駆動車輪３９ａ，３９ｂの駆動力が実質的に減少することはない。   According to the above-described embodiment, since the generator motor 30 is stopped at the highest speed stage in which the period of use is long, no current is generated in the coil, friction is generated in the bearing portion, Since the generator motor 30 does not generate heat without stirring air, even if the period is long, such heat is not accumulated and does not reach a high temperature. Therefore, a special cooling means such as a water cooling device for cooling the generator motor 30 is not necessary, and air cooling is sufficient, so that the structure of the transmission including the motor can be simplified. At the highest speed stage, as described above, it is almost impossible to drive the drive wheels 39a and 39b by the generator motor 30, so that the driving force of the drive wheels 39a and 39b at the highest speed stage is substantially the same. There is no decline.

上述した実施形態では、発電電動機３０から駆動車輪３９ａ，３９ｂへの動力伝達は、発電電動機３０から主軸１３に動力を伝達する減速ギヤ列３１と、減速ギヤ列３１から駆動車輪３９ａ，３９ｂに動力を伝達する機構に分けて後者はエンジン１０から駆動車輪３９ａ，３９ｂに動力を伝達する場合と共用し、減速ギヤ列３１の最後のギヤ３１ｃは主軸１３に回転自在に設け、この最後のギヤ３１ｃを第３噛合切換機構２２により主軸１３に係合または離脱するようにしており、このようにすれば発電電動機３０と駆動車輪３９ａ，３９ｂとの間の動力伝達の遮断構造が簡略化されるので製造コストを削減することができる。しかしながら本発明はこれに限られるものではなく、発電電動機３０から差動装置３７のケースに動力を伝達する動力伝達装置を設けてその途中に動力伝達の遮断機構を設けるようにして実施することも可能である。   In the above-described embodiment, the power transmission from the generator motor 30 to the drive wheels 39a and 39b is performed by the reduction gear train 31 that transmits power from the generator motor 30 to the main shaft 13, and the power from the reduction gear train 31 to the drive wheels 39a and 39b. The latter is shared with the case where power is transmitted from the engine 10 to the drive wheels 39a, 39b, and the last gear 31c of the reduction gear train 31 is rotatably provided on the main shaft 13, and this last gear 31c. Is engaged with or disengaged from the main shaft 13 by the third meshing switching mechanism 22, and in this way, the structure for interrupting power transmission between the generator motor 30 and the drive wheels 39a, 39b is simplified. Manufacturing costs can be reduced. However, the present invention is not limited to this, and a power transmission device that transmits power from the generator motor 30 to the case of the differential device 37 may be provided, and a power transmission cutoff mechanism may be provided in the middle of the power transmission device. Is possible.

また上述した実施形態では、最高速段である第５速変速ギヤ対１９ａ，１９ｂの従動側変速ギヤ１９ｂは発電電動機３０から主軸１３に動力を伝達する減速ギヤ列３１の最後のギヤ３１ｃに接近して主軸１３に回転自在に設け、この両ギヤ１９ｂ，３１ｃの間となる主軸１３に軸線方向摺動のみ自在に設けた第３切換スリーブ２２ａによりこの両ギヤ１９ｂ，３１ｃを主軸１３に選択的に連結するようにしており、このようにすれば第３切換スリーブ２２ａにより最高速段となる第５速変速ギヤ対１９ａ，１９ｂを選択すれば直ちに発電電動機３０と主軸１３の間の動力伝達が遮断され、第５速変速ギヤ対１９ａ，１９ｂの選択と発電電動機３０と主軸１３の間の動力伝達の遮断を連動して行うための特別な機構あるいは電気的手段は不要であるので、電動機を備えた変速装置の構造は一層簡略化され、製造コストをさらに一層削減することができる。   In the embodiment described above, the driven side transmission gear 19b of the fifth speed transmission gear pair 19a, 19b, which is the highest speed stage, approaches the last gear 31c of the reduction gear train 31 that transmits power from the generator motor 30 to the main shaft 13. Then, the gears 19b and 31c are selectively provided to the main shaft 13 by a third switching sleeve 22a that is rotatably provided on the main shaft 13 and is provided on the main shaft 13 between the both gears 19b and 31c. In this way, the power transmission between the generator motor 30 and the main shaft 13 can be immediately performed when the fifth speed change gear pair 19a, 19b, which is the highest speed stage, is selected by the third switching sleeve 22a. There is no need for a special mechanism or electrical means for interlocking the selection of the fifth speed transmission gear pair 19a, 19b and the interruption of power transmission between the generator motor 30 and the main shaft 13 by being cut off. Runode, the structure of the transmission having an electric motor is further simplified, it is possible to further more reduce manufacturing costs.

なお上述した実施形態では、発電電動機３０から主軸１３に動力を伝達する連動機構３１はギヤ３１ａ，３１ｂ，３１ｃからなる減速ギヤ列としたが、本発明はこれに限られるものではなく、発電電動機３０の回転を主軸１３に回転自在に設けた従動スプロケット（最後の回転部材３１ｃ）にチェーン・スプロケット機構を介して伝達し、この従動スプロケットと第５速変速ギヤ対の従動側変速ギヤ１９ｂの間に、上述した実施形態における第３噛合切換機構２２を設けるようにしてもよい。   In the above-described embodiment, the interlocking mechanism 31 that transmits power from the generator motor 30 to the main shaft 13 is a reduction gear train including the gears 31a, 31b, and 31c. However, the present invention is not limited to this, and the generator motor is not limited thereto. The rotation of 30 is transmitted to a driven sprocket (the last rotating member 31c) rotatably provided on the main shaft 13 via a chain / sprocket mechanism, and between the driven sprocket and the driven side transmission gear 19b of the fifth speed transmission gear pair. In addition, the third meshing switching mechanism 22 in the above-described embodiment may be provided.

また上述した実施形態では、最高速段変速ギヤ対１９ａ，１９ｂが選択された場合のみに発電電動機３０と駆動車輪３９ａ，３９ｂの間の動力伝達が遮断されるようにしているが、本発明はこれに限られるものではなく、最高速段変速ギヤ対１９ａ，１９ｂの前段の高速段変速ギヤ対１８ａ，１８ｂが選択された場合にも発電電動機３０と駆動車輪３９ａ，３９ｂの間の動力伝達が遮断されるようにしてよい。   In the above-described embodiment, the power transmission between the generator motor 30 and the drive wheels 39a, 39b is cut off only when the highest speed transmission gear pair 19a, 19b is selected. The power transmission between the generator motor 30 and the drive wheels 39a, 39b is not limited to this, and even when the high-speed gear transmission gear pair 18a, 18b preceding the highest-speed gear transmission gear pair 19a, 19b is selected. It may be blocked.

また上述した実施形態では、エンジン１０とは別に駆動車輪３９ａ，３９ｂを駆動するのに発電電動機３０を使用しており、このようにすれば制動時に自動車の運動エネルギの一部を電力に変換して発電電動機３０の電源に回収することができる。しかしながら本発明はこれに限られるものではなく、発電機能を備えていない電動機を使用して実施することも可能であり、それによっても使用される期間の長い最高速段において電動機が発熱することはなくなるので、それを冷却するための水冷装置などを不要として変速装置の構造を簡略化させることができるという効果を得ることができる。   In the embodiment described above, the generator motor 30 is used to drive the drive wheels 39a and 39b separately from the engine 10, and in this way, a part of the kinetic energy of the automobile is converted into electric power during braking. Thus, it can be recovered to the power source of the generator motor 30. However, the present invention is not limited to this, and it is also possible to carry out using an electric motor that does not have a power generation function, and the electric motor generates heat at the highest speed stage with a long period of use. Therefore, it is possible to obtain an effect that the structure of the transmission can be simplified without the need for a water cooling device for cooling it.

上述した実施形態では、最高速段である第５速変速ギヤ対１９ａ，１９ｂを除く第１〜第４変速ギヤ対１５ａ，１５ｂ〜１８ａ，１８ｂは、第１速及び第２速変速ギヤ対の従動側変速ギヤ１５ｂ及び１６ｂを主軸１３に回転自在に設けて第１切換スリーブ２０ａにより切り換え、第３速及び第４速変速ギヤ対の駆動側変速ギヤ１７ａ及び１８ａを入力軸１２に回転自在に設けて第２切換スリーブ２１ａにより切り換えるようにしている。しかしながら本発明これに限られるものではなく、各軸１２，１３に回転自在に設ける２つの変速ギヤとその間に設ける切換スリーブの組は、何れか一方の軸だけに設けるようにしてもよいし、互いに異なる軸にそれぞれ設けるようにしてもよい。   In the embodiment described above, the first to fourth transmission gear pairs 15a, 15b to 18a, 18b except the fifth speed transmission gear pair 19a, 19b which is the highest speed stage are the first speed and second speed transmission gear pairs. The driven side transmission gears 15b and 16b are rotatably provided on the main shaft 13 and switched by the first switching sleeve 20a, and the driving side transmission gears 17a and 18a of the third speed and fourth speed transmission gear pairs are rotatable on the input shaft 12. It is provided and switched by the second switching sleeve 21a. However, the present invention is not limited to this, and the set of two transmission gears provided rotatably on the shafts 12 and 13 and the switching sleeve provided therebetween may be provided on only one of the shafts. You may make it each provide in a mutually different axis | shaft.

また上述した実施形態では、５つの変速段を第１速〜第５速とした場合について説明したが、本発明は後進及び第１速〜第４速の５つの変速段ととして実施することも可能である。その場合は第４速変速ギヤ対を最高速段となり、その従動側変速ギヤを減速ギヤ列３１の最後のギヤ３１ｃと接近して設けてこの両ギヤの間に第３切換スリーブ２２ａを設けるようにする。なお後進ギヤ対の駆動側ギヤと従動側ギヤは、間にアイドルギヤを介して噛合させるものである。   In the above-described embodiment, the case where the five shift speeds are set to the first speed to the fifth speed has been described. However, the present invention may be implemented as the reverse speed and the five shift speeds from the first speed to the fourth speed. Is possible. In that case, the fourth speed gear set is at the highest speed stage, and the driven side gear is provided close to the last gear 31c of the reduction gear train 31, and the third switching sleeve 22a is provided between the two gears. To. The drive side gear and the driven side gear of the reverse gear pair are engaged with each other via an idle gear.

本発明による電動機を備えた変速装置の一実施形態の全体構造を示す模式図である。1 is a schematic diagram illustrating an overall structure of an embodiment of a transmission including an electric motor according to the present invention. 図１に示す実施形態の、第１速〜第４速における走行時の作動を説明する模式図である。It is a schematic diagram explaining the action | operation at the time of driving | running | working in the 1st speed-4th speed of embodiment shown in FIG. 図１に示す実施形態の、第１速〜第４速における制動時の作動を説明する模式図である。It is a schematic diagram explaining the action | operation at the time of the braking in the 1st speed-4th speed of embodiment shown in FIG. 図１に示す実施形態の、最高速段である第５速における走行時の作動を説明する模式図である。It is a schematic diagram explaining the action | operation at the time of driving | running | working in the 5th speed which is the highest speed stage of embodiment shown in FIG. 電動機を備えた変速装置を使用した自動車の車速に対する駆動車輪の駆動力及び走行抵抗の特性を示す図である。It is a figure which shows the characteristic of the driving force and driving resistance of a driving wheel with respect to the vehicle speed of the motor vehicle using the transmission provided with the electric motor.

符号の説明Explanation of symbols

１０…内燃機関（エンジン）、１２…入力軸、１３…主軸、１５ａ，１５ｂ〜１９ａ，１９ｂ…変速ギヤ対、１９ａ，１９ｂ…最高速段となる変速ギヤ対（第５速変速ギヤ対）、１９ｂ…従動側変速ギヤ、２２…係合切換機構（第３噛合切換機構２２）、２２ａ…最高速段切換スリーブ（第３切換スリーブ）、３０…電動機（発電電動機）、３１…連動機構（減速ギヤ列）、３１ｃ…最後の回転部材（最後のギヤ）、３９ａ，３９ｂ…駆動車輪、Ｔ…シフト装置。 DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine (engine), 12 ... Input shaft, 13 ... Main shaft, 15a, 15b-19a, 19b ... Transmission gear pair, 19a, 19b ... Transmission gear pair (5th speed transmission gear pair) which becomes the highest speed stage, 19b ... driven gear, 22 ... engagement switching mechanism (third meshing switching mechanism 22), 22a ... highest speed stage switching sleeve (third switching sleeve), 30 ... motor (generator motor), 31 ... interlocking mechanism (deceleration) (Gear train), 31c ... last rotating member (last gear), 39a, 39b ... driving wheel, T ... shift device.

Claims (3)

内燃機関に連結された入力軸及び駆動車輪などに連結された主軸と、この両軸にそれぞれ設けられて互いに噛合する複数の変速ギヤ対と、この複数の変速ギヤ対をそれらの何れか１対により前記両軸の間の動力伝達がなされるように選択的に切り換えるシフト装置と、前記駆動車輪を前記内燃機関とは別に駆動する電動機を備えた変速装置において、前記複数の変速ギヤ対のうちの最高速段となる変速ギヤ対が前記シフト装置により選択されている状態では、前記電動機と駆動車輪の間の動力伝達は前記シフト装置により遮断されるよう構成したことを特徴とする電動機を備えた変速装置。   An input shaft connected to an internal combustion engine, a main shaft connected to a drive wheel, etc., a plurality of transmission gear pairs provided on both shafts and meshing with each other, and a plurality of transmission gear pairs, any one of them. A shift device that selectively switches so that power is transmitted between the two shafts, and a transmission that drives the drive wheel separately from the internal combustion engine. A power transmission between the motor and the drive wheel is cut off by the shift device in a state where the shift gear pair that is the highest speed is selected by the shift device. Gearbox. 請求項１に記載の電動機を備えた変速装置において、前記電動機から前記駆動車輪に動力を伝達する連動機構は前記主軸に回転自在に設けられた最後の回転部材を有し、前記シフト装置は前記最後の回転部材を前記主軸に係合または離脱する係合切換機構を備えたことを特徴とする電動機を備えた変速装置。   2. The transmission including the electric motor according to claim 1, wherein an interlocking mechanism that transmits power from the electric motor to the driving wheel has a final rotating member rotatably provided on the main shaft, and the shift device includes A transmission comprising an electric motor, comprising an engagement switching mechanism for engaging or disengaging the last rotating member with respect to the main shaft. 請求項２に記載の電動機を備えた変速装置において、前記最高速段変速ギヤ対の従動側変速ギヤは前記連動機構の最後の回転部材に接近して前記主軸に回転自在に設けられ、前記係合切換機構は前記従動側変速ギヤと最後の回転部材の間となる前記主軸に軸線方向摺動のみ自在に設けられて前記従動側変速ギヤと最後の回転部材を前記主軸に選択的に連結する最高速段切換スリーブを備えたことを特徴とする電動機を備えた変速装置。
3. The transmission having the electric motor according to claim 2, wherein a driven side transmission gear of the highest speed stage transmission gear pair is provided rotatably on the main shaft close to a last rotation member of the interlock mechanism. A combination switching mechanism is provided on the main shaft between the driven transmission gear and the last rotating member so as to be slidable only in the axial direction, and selectively connects the driven transmission gear and the last rotating member to the main shaft. A transmission equipped with an electric motor, characterized by comprising a maximum speed stage switching sleeve.
JP2005242962A 2005-08-24 2005-08-24 Gearbox with electric motor Expired - Fee Related JP4226578B2 (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012161045A1 (en) * 2011-05-25 2012-11-29 アイシン・エーアイ株式会社 Manual transmission
CN108953540A (en) * 2018-09-28 2018-12-07 熊永中 A kind of two drives -4 wheel driven differential conversion equipment

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012161045A1 (en) * 2011-05-25 2012-11-29 アイシン・エーアイ株式会社 Manual transmission
JP2012246935A (en) * 2011-05-25 2012-12-13 Aisin Ai Co Ltd Manual transmission
US9267573B2 (en) 2011-05-25 2016-02-23 Aisin Ai Co., Ltd. Manual transmission
CN108953540A (en) * 2018-09-28 2018-12-07 熊永中 A kind of two drives -4 wheel driven differential conversion equipment
CN108953540B (en) * 2018-09-28 2024-06-04 熊永中 Two drive-four drive differential conversion device

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