JP4930029B2 - Vehicle drive device - Google Patents

Description

The present invention relates to a vehicle drive device including a transmission including two counter shafts arranged in parallel to an output shaft and a motor.

  Conventionally, a transmission including an input shaft connected to the engine, an output shaft disposed coaxially with the input shaft, and a first counter shaft and a second counter shaft disposed in parallel with the output shaft. The machine is known (see, for example, Patent Documents 1 and 2).

In these transmissions, two countershafts are provided, and a gear pair for speed reduction or speed increase and a speed change mechanism are distributed to the respective countershafts so as to shorten the overall length of the transmission and the vehicle drive device including the same. ing.
JP-A-55-63040 US Pat. No. 5,367,914

  However, especially in an FR vehicle, it is necessary to pass the vehicle drive device through the floor tunnel, and it is necessary to prevent the tunnel from becoming large and narrowing the passenger compartment space. For this reason, in the above-mentioned conventional ones, the gear pairs and the transmission mechanism distributed to the respective counter shafts need to be arranged to be shifted back and forth in the axial direction to some extent, and the axial length can be sufficiently shortened. There was a problem that I could not.

The present invention has been made in view of such a point, and an object of the present invention is to increase the size in the radial direction in a vehicle drive device including a transmission including two countershafts and a motor. The aim is to shorten the axial direction while preventing the above.

  In order to achieve the above object, according to the present invention, the first speed increasing side speed change mechanism and the second speed increasing gear pair, and the second speed increasing side speed change mechanism and the first speed increasing gear pair are respectively exceeded in the axial direction. I made it wrap.

Specifically, in the first invention, an input shaft connected to the engine, an output shaft disposed coaxially with the input shaft, a first counter shaft disposed parallel to the output shaft, and The present invention is directed to a vehicle drive device that includes a transmission including a second countershaft and that has a motor and that can transmit the driving force of the motor to drive wheels via an output shaft .

The transmission is provided between the first counter shaft and the output shaft, and a first speed increasing gear pair serving as a transmission path that forms a predetermined high speed gear stage;
The first speed increasing gear pair is provided adjacent to the second counter shaft and the output shaft, and serves as a transmission path that forms a speed step that is one step lower than the predetermined high speed gear. With two speed increasing gear pairs,
A first speed-increasing-side speed change mechanism that freely engages and disengages the first counter shaft gear and the first counter shaft that are loosely fitted on the first counter shaft of the first speed increasing gear pair;
A second acceleration side speed change mechanism that freely engages and disengages the second countershaft gear and the second countershaft gear loosely fitted on the second countershaft of the second speed increasing gear pair;
The first acceleration side speed change mechanism and the second speed increase gear pair, and the second speed increase side speed change mechanism and the first speed increase gear pair are configured to overlap each other in the axial direction.

The motor is installed loosely on the output shaft,
A first reduction gear pair that is provided between the first counter shaft or the second counter shaft and the output shaft and that transmits the driving force of the motor;
At least one gear pair in the transmission path of the transmission provided between the output shaft and the first or second counter shaft is shared as a second reduction gear pair that transmits the driving force of the motor. ing.

According to the above configuration, since the first speed increasing gear pair in the transmission amplifies the rotation of the first counter shaft and transmits it to the output shaft, the gear on the output shaft side has a small diameter. Similarly, since the second speed increasing gear pair amplifies the rotation of the second counter shaft and transmits it to the output shaft, the gear on the output shaft side also has a small diameter. For this reason, a large space is generated on the other counter shaft side corresponding to the same position in the axial direction as the output shaft side gear. Therefore, since the space is effectively used by arranging the second speed increasing side speed change mechanism or the first speed increasing side speed change mechanism in the large space, the axial direction can be obtained without increasing the radial size. The length of is shortened.

Also, when the vehicle drive device is disposed vertically along the vehicle front-rear direction, the motor is loosely fitted on the output shaft, so compared to the case where the motor is provided on the counter shaft. The size in the radial direction becomes smaller. Further, since the driving force of the motor is increased in torque via the first reduction gear pair and transmitted to the output shaft, the motor can be miniaturized. Furthermore, since the second reduction gear pair is shared with the gear of the transmission, it is not necessary to provide a separate gear for reducing the motor, and further miniaturization is possible. Further, since the motor driving force can be reduced by the second reduction gear pair, the reduction ratio can be increased. For this reason, further miniaturization of the motor is possible.

In the second invention, in the first invention,
Of the first countershaft and the second countershaft of the transmission, one countershaft is a transmission path that forms a forward odd speed stage, and the other countershaft is a transmission path that forms a forward even speed stage,
A first engine side clutch that engages and disengages the input shaft and the first counter shaft;
A second engine side clutch for engaging and disengaging the input shaft and the second counter shaft;

According to the above configuration, the engine driving force is transmitted to the first countershaft by engaging the first engine side clutch, and the engine driving force is transmitted to the second countershaft by engaging the second engine side clutch. Is transmitted to. Further, one countershaft is shifted to the forward odd speed, and the other countershaft is shifted to the forward even speed. For this reason, while the driving force of the engine is transmitted through one countershaft, the other countershaft is connected to the next gear to be shifted, so that if the first and second engine side clutches are connected, Since it is possible to immediately shift to this shift stage, the shift is performed efficiently .

As described above, the according to the vehicle driving apparatus of the first aspect of the invention, the first speed increase side transmission mechanism and the small diameter of the second speed increasing gear pair on the output shaft gear and the axial direction of the transmission The second speed-up side speed change mechanism and the gear of the first speed-up gear pair on the small-diameter output shaft are overlapped in the axial direction to shorten the axial length , and the motor is connected to the output shaft. It is installed loosely on the motor, and the driving force of the motor is multiplied by the torque with the first reduction gear pair and transmitted to the output shaft, which facilitates the layout of the transmission and increases the radial direction. Since the motor can be reduced in size while reducing the height, the layout of the vehicle drive device becomes extremely easy. In addition, the second reduction gear pair provided between the motor and the countershaft allows the reduction ratio of the driving force of the motor to be changed further greatly, thereby achieving a simple structure and miniaturization of the motor. The compact layout can be realized .

According to the vehicle drive apparatus of the second invention, to form a transmission path of the forward odd-numbered gear shift stage in one of the counter shaft of the transmission to form a transmission path of the forward even-shift-stage to the other of the counter shaft, first Since the first and second engine side clutches can be engaged and disengaged with either the input shaft or the two counter shafts, gear shifting shock is reduced and comfortable driving is achieved. Can be done .

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

(Embodiment 1)
FIG. 1 shows a vehicle drive device 1 including a transmission 9 according to a first embodiment of the present invention. The vehicle drive device 1 includes an engine 2, an input shaft 3 communicated with the engine 2, and the input shaft. 3 and an output shaft 4 arranged coaxially. A first counter shaft 5 and a second counter shaft 6 are arranged in parallel with the output shaft 4. The engine 2 may include a generator.

  Of the first counter shaft 5 and the second counter shaft 6, the first counter shaft 5 serves as a transmission path that forms an even forward speed (second, fourth, and sixth speed), and the second counter shaft 6 This is a transmission path that forms forward odd speeds (first, third, and fifth speeds). That is, the first counter shaft 5 is shifted to an even forward shift stage, and the second counter shaft 6 is shifted to a forward odd shift stage.

Between the input shaft 3 and the first counter shaft 5, a first engine side reduction gear pair 25 that transmits power from the input shaft 3 to the first counter shaft 5, a first engine side reduction gear pair 25, and a first counter shaft 5 A first engine side clutch 23 that engages and disengages the counter shaft 5 is provided. Between the input shaft 3 and the second counter shaft 6, a second engine side reduction gear pair 26 that transmits power from the input shaft 3 to the second counter shaft 6, a second engine side reduction gear pair 26, and a second counter shaft 6. A second engine side clutch 24 that engages and disengages the counter shaft 6 is provided. As a result, the driving force of the engine 2 is decelerated by the first engine-side reduction gear pair 25 and transmitted to the first counter shaft 5 by engaging the first engine-side clutch 23, and the second engine-side clutch 24. The driving force of the engine 2 is decelerated by the second engine side reduction gear pair 26 and transmitted to the second counter shaft 6. By configuring in this way, for example, if the second countershaft 6 is connected to the next shift speed while the driving force of the engine 2 is transmitted by the first countershaft 5, the first and the first If the two-engine-side clutches 23 and 24 are connected, it is possible to shift to the next shift stage, so that the shift is performed efficiently.

The vehicle drive device 1 further includes a motor 8 at the rear end of the output shaft 4. The vehicle drive device 1 of the present embodiment is for an FR vehicle in which the engine 2 side is the front side of the vehicle and the motor 8 side is the rear side of the vehicle. A first reduction gear pair 10 is provided between the second counter shaft 6 and the output shaft 4 in front of the motor 8. The motor 8 is installed loosely on the output shaft 4, and the driving force of the motor 8 uses the first reduction gear pair 10 as a transmission path. That is, the vehicle drive device 1 shifts the driving force of the engine 2 by the transmission 9 and transmits the driving force to the driving wheels (not shown) via the output shaft 4, and the driving force of the motor 8 is transmitted to the output shaft 4. Via the drive wheel. Thus, when the vehicle drive device 1 is disposed vertically along the longitudinal direction of the vehicle, the motor 8 is loosely fitted on the output shaft 4 so that the first countershaft 5 Alternatively, the size in the radial direction is smaller than when the motor 8 is provided on the second counter shaft 6. Further, since the driving force of the motor 8 is torque-multiplied via the first reduction gear pair 10 and transmitted to the output shaft 4, the motor 8 can be downsized.

  The counter shaft side gear 10a of the first reduction gear pair 10 is loosely fitted to the second counter shaft 6 and can be engaged and disengaged by a first reduction side transmission mechanism 13 (first speed transmission mechanism). Yes. The output side gear 10b of the first reduction gear pair 10 is loosely fitted to the output shaft 4 and can be engaged and disengaged by the second reduction side transmission mechanism 11 (motor HL transmission mechanism).

  The first deceleration side speed change mechanism 13 is composed of a dog clutch with a synchronizer, and includes only the first speed meshing clutch 13a used at the first speed on the rear side of the second countershaft 6. The sleeve of the first deceleration side speed change mechanism 13 is connected to the first actuator 31 by a first connecting member 31a, and is moved to the neutral or rear side by the first actuator 31.

  Similarly, the second deceleration side speed change mechanism 11 is composed of a dog clutch with a synchronization device, and directly connects the motor L meshing clutch 11a used at a low vehicle speed on the front side on the output shaft 4 and the motor 8 on the rear side. And a motor H meshing clutch 11b. The sleeve of the second deceleration side speed change mechanism 11 is connected to the second actuator 32 by the second connecting member 32a, and is moved to the front side, the neutral side, or the rear side by the second actuator 32.

  A second reduction gear pair 12 is provided between the motor 8 and the second counter shaft 6 on which the counter shaft side gear 10a of the first reduction gear pair 10 is loosely fitted. Thus, since the reduction ratio of the driving force of the motor 8 can be changed also by the second reduction gear pair 12, the degree of freedom of the reduction ratio is increased. For this reason, the motor 8 can be further reduced in size.

  By driving the first actuator 31 and moving it to the rear side, the counter shaft side gear 10a is locked to the second counter shaft 6 by the first speed meshing clutch 13a of the first deceleration side transmission mechanism 13, and the neutral and Thus, the counter shaft side gear 10a is configured to be free from the second counter shaft 6.

  Similarly, by driving the second actuator 32 and moving it to the rear side, the output-side gear 10b is locked to the output shaft 4 by the motor H meshing clutch 11b of the second reduction-side transmission mechanism 11 to be neutral. The output side gear 10b is free from the output shaft 4 and is set to the front side so that the power of the second reduction gear pair 12 is transmitted to the output shaft 4 by the motor L meshing clutch 11a. Thus, by switching engagement / disengagement between the first reduction-side transmission mechanism 13 and the second reduction-side transmission mechanism 11, driving by the engine 2, driving by the motor 8, and driving by the engine 2 and the motor 8 are easy. Can be switched to. At a high vehicle speed (about 80 km / h), the second actuator 32 is moved backward, and the motor H meshing clutch 11b is directly connected to the motor 8 to reduce the rotational speed of the motor 8. Power regeneration is also possible.

  An intermediate speed transmission mechanism 14 is provided on the first counter shaft 5 that is axially overlapped with the first reduction speed transmission mechanism 13. The medium speed transmission mechanism 14 includes a dog clutch with a synchronizer that performs the fourth speed shift, and includes only the fourth speed meshing clutch 14a used at the fourth speed on the front side of the first counter shaft 5, and the front side and the neutral And can be switched to each other. The sleeve of the medium speed transmission mechanism 14 and the sleeve of the first deceleration side transmission mechanism 13 are connected by the first connecting member 31a. Thus, the medium speed transmission mechanism 14 and the first deceleration side transmission mechanism 13 are configured to be driven by the same first actuator 31.

  With this configuration, the medium speed transmission mechanism 14 and the first reduction-side transmission mechanism 13 can be driven by the same first actuator 31, so that the number of actuators is reduced by one, and the vehicle drive device 1 The diameter is smaller.

  A fourth speed gear pair 15 is formed between the first counter shaft 5 and the output shaft 4 in front of the medium speed transmission mechanism 14. By driving the first actuator 31 and moving it forward, the gear 15a on the first counter shaft 5 side of the fourth speed gear pair 15 is moved by the fourth speed meshing clutch 14a of the medium speed transmission mechanism 14 to the first counter shaft. The gear 15a on the first counter shaft 5 side is configured to be free from the first counter shaft 5 by being locked to 5 and being neutral.

  A third speed transmission gear pair 16 is formed between the second counter shaft 6 and the output shaft 4 in front of the fourth speed transmission gear pair 15.

  A first speed increasing gear pair 17 serving as a transmission path for forming a high speed gear stage (sixth speed) is provided between the first counter shaft 5 and the output shaft 4 in front of the third speed transmission gear pair 16. It has been. Adjacent to the first speed increasing gear pair 17, a second transmission shaft that forms a gear position (fifth speed) lower than the high speed gear position between the second counter shaft 6 and the output shaft 4 is formed. A double speed increasing gear pair 18 is provided.

  The first countershaft upper gear 17a and the first countershaft 5 are engaged and disengaged in front of the first countershaft upper gear 17a loosely fitted on the first countershaft 5 of the first speed increasing gear pair 17. A first speed increasing side speed change mechanism 19 (sixth and second speed speed change mechanism) is provided. The first speed increasing side speed change mechanism 19 is constituted by a dog clutch with a synchronizer, and a second speed meshing clutch 19a used at the second speed on the front side of the first countershaft 5 and a sixth speed used at the rear side on the sixth speed. And a six-speed meshing clutch 19b. The sleeve of the first speed increasing side speed change mechanism 19 is connected to the third actuator 33 by the third connecting member 33a, and is moved to the front side, neutral or rear side by the third actuator 33.

  The second countershaft upper gear 18a and the second countershaft 6 are engaged behind the second countershaft upper gear 18a loosely fitted on the second countershaft 6 of the second speed increasing gear pair 18. A second acceleration side speed change mechanism 20 (fifth and third speed speed change mechanism) that can be detached is provided. Similarly, the second speed increasing side speed change mechanism 20 is constituted by a dog clutch with a synchronizer, and is used at the fifth speed meshing clutch 20a used at the fifth speed on the front side of the second counter shaft 6 and at the third speed on the rear side. And a third speed meshing clutch 20b. The sleeve of the second acceleration side speed change mechanism 20 is connected to the fourth actuator 34 by a fourth connecting member 34a, and is moved to the front side, neutral side or rear side by the fourth actuator 34.

  The first speed increasing side transmission mechanism 19 and the second speed increasing gear pair 18, and the second speed increasing side speed changing mechanism 20 and the first speed increasing gear pair 17 are arranged so as to overlap each other in the axial direction. . That is, since the first speed increasing gear pair 17 amplifies the rotation of the first counter shaft 5 and transmits it to the output shaft 4, the output shaft side gear 17b has a small diameter. For this reason, a large space is generated on the first counter shaft 5 side corresponding to the same position in the axial direction as the output shaft side gear 17b. The second speed increasing side transmission mechanism 20 is disposed in this large space. Similarly, since the second speed increasing gear pair 18 amplifies the rotation of the second counter shaft 6 and transmits it to the output shaft 4, the output shaft side gear 18b also has a small diameter. For this reason, a large space is generated on the second counter shaft 6 side corresponding to the same position in the axial direction as the output shaft side gear 18b. The first speed increasing side transmission mechanism 19 is disposed in this large space. Since the space is effectively used in this way, the axial length is shortened without increasing the radial size.

  A second speed change gear pair 21 is provided on the first counter shaft 5 in front of the first speed increasing side transmission mechanism 19. With this configuration, the third actuator 33 is driven and moved rearward, so that the first speed increasing gear pair 17 of the first speed increasing gear pair 17 is moved by the sixth speed engaging clutch 19b of the first speed increasing side transmission mechanism 19. Since the counter shaft upper gear 17a is locked to the first counter shaft 5 and set to the front side, the second speed meshing gear 19a causes the gear 21a on the first counter shaft 5 side of the second speed transmission gear pair 21 to be the first. The gears 17 a and 21 a are configured to be free from the first counter shaft 5 by being locked to the counter shaft 5 and being neutral. Similarly, by driving the fourth actuator 34 and moving it to the rear side, the third speed meshing clutch 20b of the second speed increasing side transmission mechanism 20 causes the second speed change gear pair 16 on the second counter shaft 6 side. Since the gear 16a is locked to the second counter shaft 6 and is set to the front side, the second counter shaft upper gear 18a of the second speed increasing gear pair 18 is locked to the second counter shaft 6 by the fifth speed meshing clutch 20a. By setting the neutral position, the gears 16a and 18a are configured to be free from the second counter shaft 6.

  The first to fourth actuators 31 to 34 are constituted by hydraulic cylinders, and intermediate portions of cylinder rods extending parallel to the output shaft 4 are respectively attached to the sleeves by the first to fourth connecting members 31a to 34a. It is connected. As shown in FIG. 2, the output shaft 4, the first counter shaft 5, the second counter shaft 6, and the first to fourth actuators 31 to 34 are housed in a floor tunnel 40 of the vehicle. Specifically, an insulator 41 is provided inside the floor tunnel 40, and the transmission 9 and the like are housed in a case 42 provided in the insulator 41. An oil pan 43 is formed below the case 42, and an exhaust pipe 44 passes through the case 42 on the right side of the vehicle.

  As described above, the members constituting the transmission 9 are efficiently arranged as viewed from the vehicle front-rear direction so that the outer diameter of the vehicle drive device 1 does not increase. Since the piston portions at the front and rear ends of the hydraulic cylinders of the first to fourth actuators 31 to 34 have a large outer diameter, the adjacent actuators can shift the piston portions in the axial direction by adjusting the length of the cylinder rod. Is arranged.

-Driving action-
Next, each traveling mode and gear position of the vehicle drive device according to the present embodiment will be described with reference to the drawings.

  (Start) As shown in FIG. 3, the driving force of the motor 8 (hereinafter, indicated by a thick dashed arrow) is configured to be capable of two-stage reduction by the first reduction gear pair 10 and the second reduction gear pair 12. ing. For this reason, since a large driving force can be obtained with the small motor 8, the vehicle usually starts with only the motor 8. Accordingly, the first and second engine side clutches 23 and 24 are disconnected. The second deceleration side transmission mechanism 11 selects L, prepares for acceleration in the engine 2, the first deceleration side transmission mechanism 13 selects the first speed, and the first acceleration side transmission mechanism 19 selects the second speed. is doing. The clutch of the second speed increasing side transmission mechanism 20 is neutral. The driving force of the motor 8 is output from the first reduction gear pair 10 → the second reduction gear pair 12 → the motor L meshing clutch 11 a → the output shaft 4.

  (First Speed) Since the motor 8 has a characteristic of outputting constant power regardless of the rotational speed, the driving speed decreases as the vehicle speed increases and the rotational speed of the motor 8 increases. When the driving force is insufficient, the engine 2 is started, the second engine side clutch 24 is connected, and the driving force of the engine 2 (hereinafter indicated by a thick solid line arrow) is supplied to the second engine side reduction gear pair 26 → second. By outputting the engine side clutch 24 → the first speed meshing clutch 13a → the second speed reduction gear pair 12 → the motor L meshing clutch 11a → the output shaft 4, the driving force of the motor 8 is obtained from the second speed reduction gear pair 12. Power that is the sum of the driving force of the engine 2 is output. When traveling at the first speed, the second deceleration side speed change mechanism 11 can select only the L position. However, since the vehicle speed is low, the rotational speed of the motor 8 is low and there is no need to cut. Note that the switching to the engine 2 power and the assisting force are calculated at the optimal timing calculated from the vehicle speed, the required acceleration, the battery charging rate, and the like. The first speed increasing side speed change mechanism 19 selects the second speed.

  (Second Speed) As shown in FIG. 4, the shift to the second speed is performed by connecting the first engine side clutch 23 while disengaging the second engine side clutch 24. Since the first speed increasing side speed change mechanism 19 has already selected the second speed, the speed change ends instantaneously. Thus, if the first and second engine side clutches 23 and 24 are connected, the gear can be shifted to the next gear stage, so that the gear shift is efficiently performed. The driving force of the engine 2 is output via the first engine side reduction gear pair 25 → the first engine side clutch 23 → the second speed meshing clutch 19a → the second speed transmission gear pair 21 → the output shaft 4 after the end of the shift. To do.

  If the driving force of the motor 8 is connected to the H side of the second reduction side transmission mechanism 11, the driving force of the motor 8 is output to the first reduction gear pair 10 → the motor H meshing clutch 11 b → the output shaft 4. If the L side of the second reduction side transmission mechanism 11 is connected, the first reduction gear pair 10 → the second reduction gear pair 12 → the motor L meshing clutch 11a → the output shaft 4 is output as shown in FIG. The The output shaft 4 outputs power obtained by adding the driving force of the motor 8 and the driving force of the engine 2 together. The traveling by only the motor 8 disconnects the first and second engine side clutches 23 and 24 and stops the engine 2. When the upshift is necessary, the first reduction side transmission mechanism 13 selects neutral, and the second acceleration side transmission mechanism 20 selects third speed. Although not shown, when downshifting is necessary, the first deceleration side speed change mechanism 13 keeps the first speed selected.

  At the second speed or higher, the second deceleration side speed change mechanism 11 is connected to the L side at a low vehicle speed and to the H side at a high vehicle speed, and reduces fuel consumption appropriately by motor assist and regeneration.

  (Third Speed) As shown in FIG. 5, for shifting to the third speed, the second engine side clutch 24 is connected while the first engine side clutch 23 is disengaged. Since the second speed increasing side speed change mechanism 20 has already selected the third speed, the speed change ends instantaneously. After the shift is completed, the driving force of the engine 2 is output via the second engine side reduction gear pair 26 → the second engine side clutch 24 → the third speed meshing clutch 20 b → the third speed transmission gear pair 16 → the output shaft 4. Transmission of the driving force of the motor 8 and switching thereof are performed in the same manner as in the second speed. When a shift up is necessary, the first speed increasing side transmission mechanism 19 selects neutral, and the medium speed transmission mechanism 14 selects fourth speed. Although not shown, when downshifting is required, the first speed increasing side transmission mechanism 19 keeps the second speed selected.

  (Fourth Speed) As shown in FIG. 6, the shift to the fourth speed is performed by connecting the first engine side clutch 23 while disengaging the second engine side clutch 24. Since the medium speed transmission mechanism 14 has already selected the fourth speed, the speed change ends immediately. After the shift is completed, the driving force of the engine 2 is output via the first engine side reduction gear pair 25 → the first engine side clutch 23 → the fourth speed meshing clutch 14a → the fourth speed transmission gear pair 15 → the output shaft 4. Transmission of the driving force of the motor 8 and switching thereof are performed in the same manner as in the second speed. When the upshift is necessary, the second speed increasing side transmission mechanism 20 selects the fifth speed. Although not shown, when downshifting is necessary, the second speed increasing side transmission mechanism 20 keeps the third speed selected.

  (Fifth Speed) As shown in FIG. 7, for shifting to the fifth speed, the second engine side clutch 24 is connected while the first engine side clutch 23 is disengaged. Since the second speed-up side speed change mechanism 20 has already selected the fifth speed, the speed change ends instantaneously. After the shift is completed, the driving force of the engine 2 is output via the second engine side reduction gear pair 26 → the second engine side clutch 24 → the fifth speed meshing clutch 20 a → the second speed increasing gear pair 18 → the output shaft 4. Transmission of the driving force of the motor 8 and switching thereof are performed in the same manner as in the second speed. When the upshift is necessary, the medium speed transmission mechanism 14 selects neutral, and the first speed increasing side transmission mechanism 19 selects sixth speed. Although not shown, when a downshift is necessary, the medium speed transmission mechanism 14 keeps the fourth speed selected.

  (Sixth Speed) As shown in FIG. 8, the shift to the sixth speed is performed by connecting the first engine side clutch 23 while disengaging the second engine side clutch 24. Since the first speed-increasing side speed change mechanism 19 has already selected the sixth speed, the speed change ends instantaneously. After the shift is completed, the driving force of the engine 2 is output via the first engine side reduction gear pair 25 → the first engine side clutch 23 → the sixth speed meshing clutch 19 b → the first speed increasing gear pair 17 → the output shaft 4. Transmission of the driving force of the motor 8 and switching thereof are performed in the same manner as in the second speed. Since there is no further upshifting, the second speed increasing side transmission mechanism 20 keeps the fifth speed selected in preparation for downshifting.

  (Reverse) Although not shown, reverse is performed only by the motor 8. That is, the motor 8 can be easily rotated in the reverse direction, and there is no need to provide an extra component (for example, when the engine 2 is used, a reverse rotation shaft is required). Specifically, the first and second engine side clutches 23 and 24 are disconnected in the same manner as in the (start) mode, and the second reduction side transmission mechanism 11 selects L. All other transmission mechanisms are neutral. The driving force of the motor 8 is output from the first reduction gear pair 10 → the second reduction gear pair 12 → the motor L meshing clutch 11a → the output shaft 4 in the reverse direction to the starting time.

  Although the first speed meshing clutch 13a is on the second countershaft 6, the motor shaft meshing clutch 11a is disengaged at high vehicle speeds, so that the countershaft side gear of the second reduction gear pair 12 is not dragged.

-Effect of Embodiment 1-
Therefore, according to the vehicle drive device 1 according to the present embodiment, the first speed increasing side transmission mechanism 19 and the output shaft side gear 18b of the second speed increasing gear pair 18 on the small diameter output shaft 4 are axially exceeded. The length in the axial direction is shortened by overlapping the second speed increasing side transmission mechanism 20 and the output shaft side gear 17b of the first speed increasing gear pair 17 on the small diameter output shaft 4 in the axial direction. This facilitates the layout of the transmission 9.

  A transmission path for forward even speeds is formed on the first countershaft 5, a transmission path for forward odd speeds is formed on the second countershaft 6, and the input shaft 3 is driven by the first and second engine side clutches 23,24. Since either one of the first and second counter shafts 5 and 6 can be engaged and disengaged to efficiently perform the shift, the shift shock can be reduced and a comfortable running can be performed.

  The motor 8 is installed loosely on the output shaft 4, and the driving force of the motor 8 is torque-multiplied by the first reduction gear pair 10 and transmitted to the output shaft 4. Since the motor 8 can be reduced in size while reducing the size of the vehicle, the layout of the vehicle drive device 1 becomes extremely easy.

  The counter shaft side gear 10a of the first reduction gear pair 10 is loosely fitted to the second counter shaft 6 so that it can be engaged and disengaged by the first reduction side transmission mechanism 13, and the output side gear 10b is connected to the output shaft 4. Since the second reduction-side transmission mechanism 11 is freely fitted and disengaged, the driving of the engine 2 and the driving of the motor 8 can be easily switched.

  Since the reduction ratio of the driving force of the motor 8 can be further changed by the second reduction gear pair 12 provided between the motor 8 and the second counter shaft 6, the speed can be changed in two stages. By downsizing, a compact layout can be realized.

  The medium speed transmission mechanism 14 and the first reduction-side transmission mechanism 13 provided on the first or second counter shafts 5 and 6 so as to overlap in the axial direction are connected to each other and driven by the same first actuator 31. By reducing the number of actuators in this way, the diameter of the vehicle drive device 1 is reduced, so that further downsizing can be performed.

(Embodiment 2)
9 to 16 show a second embodiment of the present invention, which differs from the first embodiment mainly in that the arrangement of the shift stage of the transmission 109 is different. In the following embodiments, the same parts as those in FIGS. 1 to 8 are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 9 shows a vehicle drive device 101 including a transmission 109 according to the second embodiment of the present invention. In the present embodiment, an intermediate speed transmission mechanism 114 is provided on the other first countershaft 5 so as to overlap the first deceleration side transmission mechanism 13 in the axial direction. The medium speed transmission mechanism 114 is for performing a second speed shift, and is configured to be switchable between a front side and a neutral side. The medium speed transmission mechanism 114 is constituted by a dog clutch with a synchronization device, and includes a second speed meshing clutch 114 a used at the second speed on the front side on the first counter shaft 5. The sleeve of the medium speed transmission mechanism 114 is connected to the third actuator 33 by a third connecting member 33a. The point that the medium speed transmission mechanism 114 and the first reduction side transmission mechanism 13 are connected by separate actuators is different from the first embodiment. Since the medium speed transmission mechanism 114 and the first speed reduction side transmission mechanism 13 have a meshing clutch only on one side, it is possible to overlap in the axial direction by one meshing clutch and its movement amount. The length is shorter than that of the first embodiment.

  A second speed gear pair 115 is formed between the first counter shaft 5 and the output shaft 4 in front of the medium speed transmission mechanism 114. By driving the third actuator 33 and moving it to the front side, the gear 115a on the first counter shaft 5 side of the second speed transmission gear pair 115 is moved to the first counter shaft by the second speed meshing clutch 114a of the medium speed transmission mechanism 114. The gear 115a on the first counter shaft 5 side is configured to be free from the first counter shaft 5 by being locked to 5 and being neutral.

  A fourth speed change gear pair 116 is formed between the first counter shaft 5 and the output shaft 4 in front of the second speed change gear pair 115.

  Between the second counter shaft 6 and the output shaft 4 in front of the fourth speed gear pair 116, a second speed increasing gear pair 18 serving as a transmission path for forming a gear stage (fifth speed) is provided. ing. A high speed gear stage (sixth speed) is formed adjacent to the second speed increasing gear pair 18 between the first counter shaft 5 and the output shaft 4 in front of the second speed increasing gear pair 18. A first speed increasing gear pair 17 serving as a transmission path is provided.

  The second countershaft upper gear 18a and the second countershaft 6 are detachable in front of a second countershaft upper gear 18a loosely fitted on the second countershaft 6 of the second speed increasing gear pair 18. The second acceleration side transmission mechanism 20 (fifth and third speed transmission mechanism) is provided. The second speed increasing side speed change mechanism 20 is constituted by a dog clutch with a synchronizer, and a fifth speed meshing clutch 20a used at the fifth speed on the rear side of the second countershaft 6 and a third speed used at the third speed on the front side. A third-speed meshing clutch 20b. The sleeve of the second acceleration side speed change mechanism 20 is connected to the fourth actuator 34 by a fourth connecting member 34a, and is moved to the front side, neutral side or rear side by the fourth actuator 34.

  The first counter shaft upper gear 17a and the first counter shaft 5 are engaged and disengaged behind the first counter shaft upper gear 17a loosely fitted on the first counter shaft 5 of the first speed increasing gear pair 17. A first speed increasing side speed change mechanism 19 (sixth and fourth speed speed change mechanism) is provided. The first speed increasing side speed change mechanism 19 is composed of a dog clutch with a synchronizer, and a fourth speed meshing clutch 19a used at the fourth speed on the rear side of the first counter shaft 5 and a sixth speed used on the front side at the sixth speed. And a six-speed meshing clutch 19b. The sleeve of the first speed-increasing side speed change mechanism 19 is connected to the fifth actuator 35 and is moved to the front side, neutral side or rear side by the fifth actuator 35.

  The first speed increasing side transmission mechanism 19 and the second speed increasing gear pair 18 and the second speed increasing side speed changing mechanism 20 and the first speed increasing gear pair 17 are respectively in the axial direction as in the first embodiment. It is arranged to wrap. Since the space is effectively used in this way, the axial length is shortened without increasing the radial size.

  A third speed transmission gear pair 121 is provided on the second counter shaft 6 in front of the second acceleration side transmission mechanism 20.

  With the above configuration, the first actuator of the first speed increasing gear pair 17 is driven by the sixth speed engaging clutch 19b of the first speed increasing side transmission mechanism 19 by driving the fifth actuator 35 and moving it to the front side. The counter shaft upper gear 17a is locked to the first counter shaft 5 and is set to the rear side, so that the gear 116a on the first counter shaft 5 side of the fourth speed transmission gear pair 116 is moved by the fourth speed meshing clutch 19a. These gears 17 a and 116 a are configured to be free from the first counter shaft 5 by being locked to one counter shaft 5 and being neutral.

  Similarly, by driving the fourth actuator 34 and moving it to the front side, the gear on the second countershaft 6 side of the third speed transmission gear pair 121 by the third speed meshing clutch 20 b of the second speed increasing side speed change mechanism 20. 121a is locked to the second countershaft 6 and is set to the rear side, so that the second countershaft upper gear 18a of the second speed increasing gear pair 18 is locked to the second countershaft 6 by the fifth speed meshing clutch 20a. Thus, the gears 121a and 18a are configured to be free from the second counter shaft 6 by being neutral.

  The first to fifth actuators 31 to 35 are constituted by hydraulic cylinders, and intermediate portions of cylinder rods extending parallel to the output shaft 4 are connected to the respective sleeves by first to fifth connecting members 31a to 35a. Has been. As shown in FIG. 10, the output shaft 4, the first counter shaft 5, the second counter shaft 6, and the first to fifth actuators 31 to 35 are housed in a floor tunnel 40 of the vehicle. In this way, the members constituting the transmission 109 are efficiently arranged as viewed from the front-rear direction of the vehicle so that the outer diameter of the vehicle drive device 101 does not increase. Since the piston portions of the hydraulic cylinders of the first to fifth actuators 31 to 35 have a large outer diameter, the adjacent actuators are arranged to shift the piston portions in the axial direction by adjusting the length of the cylinder rod. ing.

-Driving action-
Next, each traveling mode and gear position of the vehicle drive device according to the present embodiment will be described with reference to the drawings.

  (Start) As shown in FIG. 11, the driving force of the motor 8 (hereinafter, indicated by a thick dashed arrow) is configured to be capable of two-stage reduction by the first reduction gear pair 10 and the second reduction gear pair 12. ing. For this reason, since a large driving force can be obtained with the small motor 8, the vehicle usually starts with only the motor 8. Accordingly, the first and second engine side clutches 23 and 24 are disconnected. The second deceleration side transmission mechanism 11 selects L to prepare for acceleration in the engine 2, the first deceleration side transmission mechanism 13 selects the first speed, and the medium speed transmission mechanism 114 selects the second speed. . The clutches of the first acceleration side speed change mechanism 19 and the second speed increase side speed change mechanism 20 are neutral. The driving force of the motor 8 is output from the first reduction gear pair 10 → the second reduction gear pair 12 → the motor L meshing clutch 11 a → the output shaft 4.

  (First Speed) Since the motor 8 has a characteristic of outputting constant power regardless of the rotational speed, the driving speed decreases as the vehicle speed increases and the rotational speed of the motor 8 increases. When the driving force is insufficient, the engine 2 is started, the second engine side clutch 24 is connected, and the driving force of the engine 2 (hereinafter indicated by a thick solid line arrow) is supplied to the second engine side reduction gear pair 26 → second. By driving the engine side clutch 24 → the first speed meshing clutch 13a → the second reduction gear pair 12 → the motor L meshing clutch 11a → the output shaft 4, the driving force of the motor 8 and the driving of the engine 2 are driven by the output shaft 4. Outputs the combined power and power. When traveling at the first speed, the second deceleration side speed change mechanism 11 can select only the L position. However, since the vehicle speed is low, the rotational speed of the motor 8 is low and there is no need to cut. Note that the switching to the engine 2 power and the assisting force are calculated at the optimal timing calculated from the vehicle speed, the required acceleration, the battery charging rate, and the like.

  (Second Speed) As shown in FIG. 12, the shift to the second speed is performed by connecting the first engine side clutch 23 while disengaging the second engine side clutch 24. Since the medium speed transmission mechanism 114 has already selected the second speed, the speed change ends immediately. Thus, if the first and second engine side clutches 23 and 24 are connected, the gear can be shifted to the next gear stage, so that the gear shift is efficiently performed. In addition, the driving force of the engine 2 after shifting is output via the first engine side reduction gear pair 25 → the first engine side clutch 23 → the second speed meshing clutch 114a → the second speed transmission gear pair 115 → the output shaft 4. To do.

  If the driving force of the motor 8 is connected to the H side of the second reduction side transmission mechanism 11, the driving force of the motor 8 is output to the first reduction gear pair 10 → the motor H meshing clutch 11 b → the output shaft 4. If the L side of the second reduction side transmission mechanism 11 is connected, the first reduction gear pair 10 → the second reduction gear pair 12 → the motor L meshing clutch 11a → the output shaft 4 is output as shown in FIG. The The output shaft 4 outputs power obtained by adding the driving force of the motor 8 and the driving force of the engine 2 together. The traveling by only the motor 8 disconnects the first and second engine side clutches 23 and 24 and stops the engine 2. When the upshift is necessary, the first reduction side transmission mechanism 13 selects neutral, and the second acceleration side transmission mechanism 20 selects third speed. Although not shown, when downshifting is necessary, the first deceleration side speed change mechanism 13 keeps the first speed selected.

  At the second speed or higher, the second deceleration side speed change mechanism 11 is connected to the L side at a low vehicle speed and to the H side at a high vehicle speed, and reduces fuel consumption appropriately by motor assist and regeneration.

  (Third Speed) As shown in FIG. 13, the shift to the third speed is performed by connecting the second engine side clutch 24 while disengaging the first engine side clutch 23. Since the second speed increasing side speed change mechanism 20 has already selected the third speed, the speed change ends instantaneously. After the shift is completed, the driving force of the engine 2 is output via the second engine side reduction gear pair 26 → the second engine side clutch 24 → the third speed meshing clutch 20 b → the third speed transmission gear pair 121 → the output shaft 4. Transmission of the driving force of the motor 8 and switching thereof are performed in the same manner as in the second speed. When the upshift is necessary, the medium speed transmission mechanism 114 selects neutral, and the first speed increase side transmission mechanism 19 selects fourth speed. Although not shown, when a downshift is necessary, the medium speed transmission mechanism 114 keeps the second speed selected.

  (Fourth Speed) As shown in FIG. 14, the shift to the fourth speed is performed by connecting the first engine side clutch 23 while disengaging the second engine side clutch 24. Since the first speed-increasing side transmission mechanism 19 has already selected the fourth speed, the speed change ends instantaneously. After the completion of the shift, the driving force of the engine 2 is output via the first engine side reduction gear pair 25 → the first engine side clutch 23 → the fourth speed meshing clutch 19a → the fourth speed transmission gear pair 116 → the output shaft 4. Transmission of the driving force of the motor 8 and switching thereof are performed in the same manner as in the second speed. When the upshift is necessary, the second speed increasing side transmission mechanism 20 selects the fifth speed. Although not shown, when downshifting is necessary, the second speed increasing side transmission mechanism 20 keeps the third speed selected.

  (Fifth Speed) As shown in FIG. 15, the shift to the fifth speed is performed by connecting the second engine side clutch 24 while disengaging the first engine side clutch 23. Since the second speed-up side speed change mechanism 20 has already selected the fifth speed, the speed change ends instantaneously. After the shift is completed, the driving force of the engine 2 is output via the second engine side reduction gear pair 26 → the second engine side clutch 24 → the fifth speed meshing clutch 20 a → the second speed increasing gear pair 18 → the output shaft 4. Transmission of the driving force of the motor 8 and switching thereof are performed in the same manner as in the second speed. When the upshift is necessary, the first speed increasing side transmission mechanism 19 selects the sixth speed. Although not shown, when downshifting is required, the first speed increasing side transmission mechanism 19 keeps the fourth speed selected.

  (Sixth Speed) As shown in FIG. 16, the shift to the sixth speed is performed by connecting the first engine side clutch 23 while disengaging the second engine side clutch 24. Since the first speed-increasing side speed change mechanism 19 has already selected the sixth speed, the speed change ends instantaneously. After the shift is completed, the driving force of the engine 2 is output via the first engine side reduction gear pair 25 → the first engine side clutch 23 → the sixth speed meshing clutch 19 b → the first speed increasing gear pair 17 → the output shaft 4. Transmission of the driving force of the motor 8 and switching thereof are performed in the same manner as in the second speed. Since there is no further upshifting, the second speed increasing side transmission mechanism 20 keeps the fifth speed selected in preparation for downshifting.

  (Reverse) Although not shown, reverse is performed only by the motor 8. Specifically, the first and second engine side clutches 23 and 24 are disconnected in the same manner as in the (start) mode, and the second reduction side transmission mechanism 11 selects L. All other transmission mechanisms are neutral. The driving force of the motor 8 is output from the first reduction gear pair 10 → the second reduction gear pair 12 → the motor L meshing clutch 11a → the output shaft 4 in the reverse direction to the starting time.

-Effect of Embodiment 2-
Therefore, in the transmission 109 and the vehicle drive device 101 according to the present embodiment, the same effect as in the first embodiment can be obtained, and the medium speed transmission mechanism 114 and the second reduction side transmission mechanism 11 can be provided only on one side. Since it has a meshing clutch, the axial length can be made shorter than that of the first embodiment by one meshing clutch and its movement amount.

( Reference form )
FIGS. 17-24 shows the vehicle drive device 201 provided with the transmission 209 concerning a reference form, and it is different from the said Embodiment 1 and 2 mainly at the point in which the vehicle drive device 201 is not provided with the motor 8. FIG. The vehicle drive device 201 includes an engine 2, an input shaft 3 connected to the engine 2, and an output shaft 4 disposed coaxially with the input shaft 3. A first counter shaft 5, a second counter shaft 6, and a reverse idle shaft 205 are arranged in parallel with the output shaft 4. The engine 2 may include a generator.

  Of the first counter shaft 5 and the second counter shaft 6, the first counter shaft 5 serves as a transmission path that forms forward even speed steps (second, fourth, sixth speed) and reverse, and the second counter shaft Reference numeral 6 denotes a transmission path that forms forward odd gears (first, third, and fifth speeds). That is, the first counter shaft 5 is shifted to the forward even speed and reverse, and the second counter shaft 6 is shifted to the forward odd speed.

  Between the input shaft 3 and the first counter shaft 5, a first engine side reduction gear pair 25 that transmits power from the input shaft 3 to the first counter shaft 5, a first engine side reduction gear pair 25, and a first counter shaft 5 A first engine side clutch 23 that engages and disengages the counter shaft 5 is provided. Between the input shaft 3 and the second counter shaft 6, a second engine side reduction gear pair 26 that transmits power from the input shaft 3 to the second counter shaft 6, a second engine side reduction gear pair 26, and a second counter shaft 6. The first engine side clutch 23 that engages and disengages the counter shaft 6 is the same as in the first and second embodiments, and the operation is also the same.

The vehicle drive device 201 of this reference embodiment is for an FR vehicle in which the engine 2 side is the front side of the vehicle. The vehicle drive device 201 is configured to be able to shift the driving force of the engine 2 with the transmission 209 and transmit it to the drive wheels (not shown) via the output shaft 4.

  A first reduction gear pair 210 is provided between the second counter shaft 6 on the rear end side and the output shaft 4. The counter shaft side gear 210 a of the first reduction gear pair 210 is fixed to the second counter shaft 6. The output side gear 210 b of the first reduction gear pair 210 is loosely fitted to the output shaft 4 and can be engaged and disengaged by the first and fourth speed transmission mechanisms 213.

  The first / fourth speed transmission mechanism 213 includes a dog clutch with a synchronization device, and a fourth speed meshing clutch 213a used at the fourth speed on the front side on the output shaft 4 and a first speed used at the first speed on the rear side. A first-speed meshing clutch 213b. The sleeve of the first / fourth speed transmission mechanism 213 is connected to the first actuator 31 by the first connecting member 31a, and is moved to the front side, the neutral side, or the rear side by the first actuator 31. Yes. Thus, the fourth speed meshing clutch 213a and the first speed meshing clutch 213b share the sleeve on the output shaft 4. At high vehicle speeds, the output side gear 210b is disconnected from the output shaft 4, so that the first reduction gear pair 210 is not rotated at high speed. At the same time, the first and fourth speed meshing clutch sleeves, release forks, and actuators are shared, reducing costs and mass.

  A fourth speed gear pair 212 is formed between the first counter shaft 5 and the output shaft 4 in front of the first / fourth speed transmission mechanism 213.

  By driving the first actuator 31 and moving it to the rear side, the output side gear 210b is locked to the output shaft 4 by the first speed meshing clutch 213b of the first / fourth speed transmission mechanism 213 to be neutral. Thus, the output-side gear 210b and the output-side gear 210b of the fourth-speed transmission gear pair 212 are free from the output shaft 4 and are set to the front side, so that the fourth-speed gear clutch 213a causes the fourth-speed transmission gear 213a. The power of the pair 212 is configured to be transmitted to the output shaft 4.

  A reverse transmission gear pair 215 is formed between the first counter shaft 5 and the reverse idle shaft 205 so as to overlap the first and fourth speed transmission mechanisms 213 in the axial direction. The reverse transmission gear pair 215 includes a first reverse idle gear 215 a on the reverse idle shaft 205 and a reverse drive gear 215 b on the first counter shaft 5. The first reverse idle gear 215a is loosely fitted to the reverse idle shaft 205. The reverse drive gear 215 b is fixed to the first counter shaft 5.

  A reverse speed change mechanism 214 is provided adjacent to the fourth speed change gear pair 212 on the reverse idle shaft 205 in front of the reverse speed change gear pair 215. The reverse speed change mechanism 214 is for performing a reverse speed change, and is composed of a dog clutch with a synchronization device. Yes. The sleeve of the reverse transmission mechanism 214 is connected to the second actuator 32 by a second connecting member 32a.

  By driving the second actuator 32 and moving it to the rear side, the first reverse idle gear 215a of the reverse transmission gear pair 215 is locked to the reverse idle shaft 205 by the reverse meshing clutch 214a of the reverse transmission mechanism 214, and the neutral Thus, the first reverse idle gear 215a is configured to be free from the first counter shaft 5.

  At the rear end of the reverse idle shaft 205, a second reverse idle gear 210c is rotatably integrated with the first reduction gear pair 210 in an axial direction. The second reverse idle gear 210 c is configured to be able to transmit power to the output side gear 210 b of the first reduction gear pair 210.

  A third speed transmission gear pair 16 is formed between the second counter shaft 6 and the output shaft 4 in front of the fourth speed transmission gear pair 212. The third speed transmission gear pair 16 has a smaller diameter than the second speed gear and is less likely to interfere with the reverse transmission mechanism 214, and is thus arranged to wrap in the axial direction with the reverse transmission mechanism 214. Thus, by using as much space as possible, the reverse gear is set without increasing the axial length. The first speed increasing gear pair 17, the second speed increasing gear pair 18, the first speed increasing side speed changing mechanism 19, the second speed increasing side speed changing mechanism 20, and the second speed speed changing gear ahead of the third speed speed changing gear pair 16. Since the arrangement of the gear pair 21 is the same as that in the first embodiment, the description thereof is omitted.

  As shown in FIG. 18, the output shaft 4, the first counter shaft 5, the second counter shaft 6, the reverse idle shaft 205, and the first to fourth actuators 31 to 34 are the same as those in the first and second embodiments. It is stored in the floor tunnel 40. In particular, the arrangement differs from the first and second embodiments in that the reverse idle shaft 205 is increased, and the reverse idle shaft 205 is arranged on the upper side in the floor tunnel 40.

  The reverse idle shaft 205 is arranged so as to be separated from the output shaft 4 so that the third speed transmission gear pair 16 on the output shaft 4 and the reverse transmission mechanism 214 do not interfere with each other. Further, the reverse idle shaft 205 is arranged as far away from the oil pan 43 as possible so that the rotation of the rotating object into the oil pan 43 is suppressed and the stirring resistance is not increased, and the first counter shaft 5 is arranged below the reverse idle shaft 205. Has been. The first and second reverse idle gears 215a and 210c are arranged so as to be separated from the first counter shaft 5 so as to ensure the necessary thickness of the reverse idle shaft 205.

-Driving action-
Next, each traveling mode and gear position of the vehicle drive device according to the present embodiment will be described with reference to the drawings.

  (Stop) Although not shown, the first and second engine side clutches 23 and 24 are disconnected. In preparation for starting, the first / fourth speed transmission mechanism 213 selects the first speed, and the first acceleration side transmission mechanism 19 selects the second speed. The meshing clutch of the second speed increasing side transmission mechanism 20 is neutral.

  (Start / First Speed) As shown in FIG. 19, the engine 2 is started, and the second engine side clutch 24 is slid and connected to start. The driving force of the engine 2 (hereinafter, indicated by a thick solid line arrow) represents the second engine side reduction gear pair 26 → the second engine side clutch 24 → the first reduction gear pair 210 → the first speed meshing clutch 213b → the output shaft 4 And output via. The first speed increasing side transmission mechanism 19 selects the second speed.

  (Second Speed) As shown in FIG. 20, the shift to the second speed is performed by connecting the first engine side clutch 23 while disengaging the second engine side clutch 24. Since the first speed increasing side speed change mechanism 19 has already selected the second speed, the speed change ends instantaneously. Thus, if the first and second engine side clutches 23 and 24 are connected, the gear can be shifted to the next gear stage, so that the gear shift is efficiently performed. After the shift is completed, the driving force of the engine 2 is output via the first engine side reduction gear pair 25 → the first engine side clutch 23 → the second speed meshing clutch 19a → the second speed transmission gear pair 21 → the output shaft 4.

  Thereafter, when the upshift is necessary, the first / fourth speed transmission mechanism 213 selects neutral, and the second acceleration side transmission mechanism 20 selects third speed. Although not shown, the first and fourth speed transmission mechanisms 213 remain selected for the first speed when downshifting is required.

  (Third Speed) As shown in FIG. 21, in shifting to the third speed, the second engine side clutch 24 is connected while the first engine side clutch 23 is disengaged. Since the second speed increasing side speed change mechanism 20 has already selected the third speed, the speed change ends instantaneously. After the shift is completed, the driving force of the engine 2 is output via the second engine side reduction gear pair 26 → the second engine side clutch 24 → the third speed meshing clutch 20 b → the third speed transmission gear pair 16 → the output shaft 4.

  When the upshift is necessary, the first speed increasing side transmission mechanism 19 selects neutral, and the first / fourth speed transmission mechanism 213 selects fourth speed. Although not shown, when downshifting is required, the first speed increasing side transmission mechanism 19 keeps the second speed selected.

  (Fourth Speed) As shown in FIG. 22, the shift to the fourth speed is performed by connecting the first engine side clutch 23 while disengaging the second engine side clutch 24. Since the first and fourth speed transmission mechanism 213 has already selected the fourth speed, the speed change ends instantaneously. After the completion of the shift, the driving force of the engine 2 is output via the first engine side reduction gear pair 25 → the first engine side clutch 23 → the fourth speed transmission gear pair 212 → the fourth speed meshing clutch 213a → the output shaft 4.

  When the upshift is necessary, the second speed increasing side transmission mechanism 20 selects the fifth speed. Although not shown, when downshifting is necessary, the second speed increasing side transmission mechanism 20 keeps the third speed selected.

  (Fifth Speed) As shown in FIG. 23, for shifting to the fifth speed, the second engine side clutch 24 is connected while the first engine side clutch 23 is disengaged. Since the second speed-up side speed change mechanism 20 has already selected the fifth speed, the speed change ends instantaneously. After the shift is completed, the driving force of the engine 2 is output via the second engine side reduction gear pair 26 → the second engine side clutch 24 → the fifth speed meshing clutch 20 a → the second speed increasing gear pair 18 → the output shaft 4. When the upshift is necessary, the first / fourth speed transmission mechanism 213 selects neutral, and the first acceleration side transmission mechanism 19 selects sixth speed. Although not shown, when downshifting is required, the first and fourth speed transmission mechanisms 213 keep the fourth speed selected.

  (Sixth Speed) As shown in FIG. 24, the shift to the sixth speed is performed by connecting the first engine side clutch 23 while disengaging the second engine side clutch 24. Since the first speed-increasing side speed change mechanism 19 has already selected the sixth speed, the speed change ends instantaneously. After the shift is completed, the driving force of the engine 2 is output via the first engine side reduction gear pair 25 → the first engine side clutch 23 → the sixth speed meshing clutch 19 b → the first speed increasing gear pair 17 → the output shaft 4. Since there is no further upshifting, the second speed increasing side transmission mechanism 20 keeps the fifth speed selected in preparation for downshifting.

  (Reverse) As shown in FIG. 25, for reverse, R of the reverse transmission mechanism 214 is selected, and at the same time, the first speed of the first / fourth speed transmission mechanism 213 is selected. Other speed change mechanisms should be neutral. When starting, the vehicle starts while sliding the first engine side clutch 23. The power is as follows: first engine side reduction gear pair 25 → first engine side clutch 23 → reverse drive gear 215b → first reverse idle gear 215a → reverse meshing clutch 214a → second reverse idle gear 210c → first reduction gear pair 210 Output side gear 210b → first speed meshing clutch 213b → output shaft 4 is transmitted.

  In addition, the above embodiment is an essentially preferable illustration, Comprising: It does not intend restrict | limiting the range of this invention, its application thing, or a use.

  As described above, the present invention includes a transmission including two counter shafts arranged in parallel to the output shaft, a hybrid vehicle including the transmission and a motor, and the transmission thereof. This is useful for a vehicle drive device that does not include

It is a skeleton figure of the vehicle drive device concerning Embodiment 1 of this invention. It is sectional drawing which looked at the drive device for vehicles from the vehicle back. It is the schematic which shows the start in the vehicle drive device, the driving mode of 1st speed, and a gear position. FIG. 4 is a diagram corresponding to FIG. 3 showing a second speed travel mode and gear positions. FIG. 4 is a diagram corresponding to FIG. 3 showing a third speed travel mode and gear position. FIG. 4 is a diagram corresponding to FIG. 3 illustrating a fourth speed travel mode and gear positions. FIG. 6 is a diagram corresponding to FIG. 3 showing a fifth-speed traveling mode and gear positions. FIG. 6 is a view corresponding to FIG. 3 showing a sixth speed travel mode and gear positions. It is a skeleton figure of the vehicle drive device concerning Embodiment 2 of this invention. It is sectional drawing which looked at the drive device for vehicles from the vehicle back. It is the schematic which shows the start in the vehicle drive device, the driving mode of 1st speed, and a gear position. FIG. 12 is a view corresponding to FIG. 11 showing a second speed travel mode and gear position. FIG. 12 is a view corresponding to FIG. 11 showing a third speed travel mode and gear position. FIG. 12 is a diagram corresponding to FIG. 11 illustrating a fourth speed travel mode and gear position. FIG. 12 is a diagram corresponding to FIG. 11 illustrating a fifth-speed traveling mode and gear positions. FIG. 12 is a diagram corresponding to FIG. 11 illustrating a sixth speed travel mode and gear position. It is a skeleton figure of the vehicle drive device concerning a reference form . It is sectional drawing which looked at the drive device for vehicles from the vehicle back. It is the schematic which shows the start in the vehicle drive device, the driving mode of 1st speed, and a gear position. FIG. 20 is a view corresponding to FIG. 19 showing a second speed travel mode and gear position. FIG. 20 is a diagram corresponding to FIG. 19 and illustrating a third speed travel mode and gear position. FIG. 20 is a diagram corresponding to FIG. 19 illustrating a fourth speed travel mode and gear positions. FIG. 20 is a diagram corresponding to FIG. 19 illustrating a fifth-speed travel mode and gear positions. FIG. 20 is a diagram corresponding to FIG. 19 illustrating a sixth speed travel mode and gear position. FIG. 20 is a view corresponding to FIG. 19 illustrating a reverse travel mode and gear position.

1, 101, 201 Vehicle drive device 2 Engine 3 Input shaft 4 Output shaft 5 First counter shaft 6 Second counter shaft 8 Motor 9, 109, 209 Transmission 10 First reduction gear pair 10a Counter shaft side gear 10b Output side Gear 11 Second reduction side transmission mechanism 12 Second reduction gear pair 13 First reduction side transmission mechanism 14 Medium speed transmission mechanism 17 First speed increase gear pair 17a First counter shaft upper gear 18 Second speed increase gear pair 18a Second Counter shaft upper gear 19 First acceleration side speed change mechanism 20 Second speed increase side speed change mechanism 23 First engine side clutch 24 Second engine side clutch 25 First engine side reduction gear pair 31 First actuator

Claims (2)

A transmission is provided that includes an input shaft connected to the engine, an output shaft disposed coaxially with the input shaft, and a first counter shaft and a second counter shaft disposed in parallel to the output shaft. And a vehicle drive device having a motor and capable of transmitting the drive force of the motor to the drive wheels via the output shaft ,
The above transmission is
A first speed increasing gear pair that is provided between the first counter shaft and the output shaft and serves as a transmission path that forms a predetermined high speed gear;
The first speed increasing gear pair is provided adjacent to the second counter shaft and the output shaft, and serves as a transmission path that forms a speed step that is one step lower than the predetermined high speed gear. With two speed increasing gear pairs,
A first speed-increasing-side speed change mechanism that freely engages and disengages the first counter shaft gear and the first counter shaft that are loosely fitted on the first counter shaft of the first speed increasing gear pair;
A second acceleration side speed change mechanism that freely engages and disengages the second countershaft gear and the second countershaft gear loosely fitted on the second countershaft of the second speed increasing gear pair;
While the first speed increasing side transmission mechanism and the second speed increasing gear pair and the second speed increasing side speed changing mechanism and the first speed increasing gear pair are respectively overlapped in the axial direction ,
The motor is installed loosely on the output shaft,
A first reduction gear pair that is provided between the first counter shaft or the second counter shaft and the output shaft and that transmits the driving force of the motor;
At least one gear pair in the transmission path of the transmission provided between the output shaft and the first or second counter shaft is shared as a second reduction gear pair that transmits the driving force of the motor. and has <br/> vehicle drive device, characterized in that. The vehicle drive device according to claim 1,
Of the first countershaft and the second countershaft of the transmission, one countershaft is a transmission path that forms a forward odd speed stage, and the other countershaft is a transmission path that forms a forward even speed stage,
A first engine side clutch that engages and disengages the input shaft and the first counter shaft;
A vehicle drive device comprising a second engine side clutch that engages and disengages the input shaft and the second counter shaft.

Images