JP2013204815A - Power transmission device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve a structure capable of setting an optimum gear ratio (step ratio) in consideration of selective use of an engine and a motor as driving sources, in a power transmission device including a stepped automatic transmission used for a hybrid vehicle.SOLUTION: A power transmission for a hybrid vehicle includes: an input shaft (L1) into which driving force of at least one of an internal combustion engine (EG) and an electric motor (MG) as driving sources is input; an output shaft (L2) connected to a member of an output destination; a first planetary gear mechanism (PG1) constituted of a single planetary gear set and a second planetary gear mechanism (PG2) constituted of a plurality of planetary gear sets (PG21, PG22), provided between the input shaft (L1) and the output shaft (L2); and a plurality of clutches (C1-C4) and a brake (B1) connected to respective rotational elements of the first and second planetary gear mechanisms (PG1, PG2). Engagement and fixation of the clutches (C1-C4) or the brake (B1) are switched, thereby establishing a plurality of shift stages.

Description

  The present invention relates to a power transmission device including a planetary gear mechanism used in a hybrid vehicle including an internal combustion engine as a drive source and an electric motor, and a stepped automatic transmission mechanism including a friction engagement element.

  Hybrid vehicles equipped with an engine and an electric motor (motor generator) as drive sources are in widespread use. As such a power transmission device for a hybrid vehicle, Patent Document 1 includes a plurality of planetary gear mechanisms (planetary mechanisms), a plurality of clutch mechanisms and a brake mechanism, and each element included in the plurality of planetary mechanisms. An automatic transmission is disclosed that can form a plurality of shift stages by appropriately connecting or fixing each clutch and each brake by switching the engagement of each clutch.

JP 2009-67212 A

  As described above, in a stepped automatic transmission mounted on a hybrid vehicle having an engine and a motor as a drive source, the vehicle usually travels at a low speed gear stage (low speed stage) including when the vehicle starts. The vehicle travels with much use of the driving force of the motor, such as traveling with only the driving force of the motor or the driving force of both the motor and the engine. Further, at the medium speed stage, the vehicle travels with a lot of driving force of the engine, such as traveling with only the driving force of the engine or traveling with assistance of the driving force of the engine with a motor. Furthermore, at high speeds, it is assumed that cruise (constant speed) traveling by the driving force of the engine or acceleration traveling by cooperation of the engine and the motor is performed. For this reason, in an automatic transmission for a hybrid vehicle, considering the proper use of an engine and a motor as such a drive source, the gear ratio between the respective gears is obtained so as to obtain an optimum fuel consumption rate (fuel consumption) and driving performance. It is desirable to set the width (step ratio). Therefore, it is necessary to adopt a configuration capable of optimal setting of the gear ratio width as described above as the configuration of the automatic transmission.

  The present invention has been made in view of the above points, and an object thereof is to consider the proper use of an engine and a motor as a drive source in a power transmission device including a stepped automatic transmission used in a hybrid vehicle. The object is to realize a configuration in which an optimum gear ratio width (step ratio) can be set.

  The present invention for solving the above-described problems includes an internal combustion engine (EG) and an electric motor (MG), which are drive sources, a main clutch (C0) detachably connecting the internal combustion engine and the electric motor, and the internal combustion engine. An input shaft (L1) to which at least one of the driving force of the engine and the electric motor is input, an output shaft (L2) connected to an output destination member, the input shaft (L1), and the output shaft (L2) A first planetary gear mechanism (PG1) comprising a single planetary gear set and a second planetary gear mechanism (PG2) comprising a plurality of planetary gear sets, and the first and second planetary gear mechanisms. A plurality of clutches (C1 to C4) and a brake (B1) connected to each rotation element of (PG1, PG2), and switching between engagement and fixation of the clutch (C1 to C4) or the brake (B1) To establish multiple gears In the power transmission device for an hybrid vehicle, the first planetary gear mechanism (PG1) is connected to a sun gear (S1) fixed to a casing (K) of the power transmission device and the input shaft (L1). A ring gear (R1), and a carrier (CR1) that is detachably coupled to the two elements of the second planetary gear mechanism (PG2) via the first clutch (C1) or the second clutch (C2). The second planetary gear mechanism (PG2) includes a first planetary gear set (PG21) and a second planetary gear set (PG22), and the carrier (CR21) of the first planetary gear set (PG21) and the above-mentioned The sun gear (S22) of the second planetary gear set (PG22) is connected, and the ring gear (R21) of the first planetary gear set (PG21) and the ring gear (R22) of the second planetary gear set (PG22) are connected. The The first clutch (C1) for releasably connecting the carrier (CR1) of the first planetary gear mechanism (PG1) and the sun gear (S1) of the first planetary gear set (PG21); The second clutch (C2) for releasably connecting the carrier (CR1) of the gear mechanism (PG1) and the carrier (CR21) of the first planetary gear set (PG21), the input shaft (L1), and the A third clutch (C3) for releasably connecting the sun gear (S22) of the second planetary gear set (PG22), the carrier (CR21) of the input shaft (L1) and the second planetary gear set (PG22) A fourth clutch (C4) for releasably connecting to the casing, a brake (B1) for fixing the carrier (CR21) of the first planetary gear set (PG21) to the casing (K), and the output shaft (L2). ) Said first and second planetary gear set is a ring gear of (PG21, PG22) (R21, R22), characterized in that it is configured with.

  Further, as another aspect of the present invention, an internal combustion engine (EG) and an electric motor (MG), which are drive sources, a main clutch (C0) releasably connecting the internal combustion engine and the electric motor, and the internal combustion engine And an input shaft (L1) to which at least one driving force of the electric motor is input, an output shaft (L2) connected to an output destination member, the input shaft (L1), and the output shaft (L2) And a first planetary gear mechanism (PG1) comprising a single planetary gear set and a second planetary gear mechanism (PG2) comprising a plurality of planetary gear sets, and the first and second planetary gear mechanisms ( A plurality of clutches (C1 to C4) and a brake (B1) connected to the rotating elements of PG1 and PG2), and switching between engagement and fixation of the clutch (C1 to C4) or the brake (B1). High to establish multiple gears with A power transmission device for a lit vehicle, wherein the first planetary gear mechanism (PG1) is connected to a sun gear (S1) fixed to a casing (K) of the power transmission device and the input shaft (L1). A ring gear (R1); and a carrier (CR1) connected to the second planetary gear mechanism (PG2) via a first clutch (C1) and a second clutch (C2), the second planetary gear The mechanism (PG2) includes a first planetary gear set (PG21) and a second planetary gear set (PG22). The sun gear (S21) of the first planetary gear set (PG21) and the second planetary gear set ( PG22) is connected to the sun gear (S22), the carrier (CR21) of the first planetary gear set (PG21) is connected to the ring gear (R22) of the second planetary gear set (PG22), and the planetary gear is connected. The first clutch (C1) for releasably connecting the carrier (CR1) of the structure (PG1) and the sun gear (S21) of the first planetary gear set (PG21), and the carrier of the planetary gear mechanism (PG1) (CR1) and the carrier (CR21) of the first planetary gear set (PG21) are detachably connected to the second clutch (C2), the input shaft (L1), and the second planetary gear set (PG22). ), The third clutch (C3) for releasably connecting the carrier (CR22), and the input shaft (L1) and the ring gear (R22) of the second planetary gear set (PG22) for releasable connection. The fourth clutch (C4), the brake (B1) capable of fixing the carrier (CR21) of the first planetary gear set (PG21) to the casing (K), and the output shaft (L2) connected to the output shaft (L2). First play And a ring gear (R21) of a star gear set (PG21).

According to the power transmission device for a hybrid vehicle having the above-described configuration according to the present invention, each rotating element included in the first planetary gear mechanism composed of a single planetary gear set and the second planetary gear mechanism composed of a plurality of planetary gear sets. Using a plurality of clutches and brakes that are separated from each other, a power transmission device having one collinear four elements (a power transmission device having four rotating elements arranged on one collinear diagram) is combined. In addition, it becomes possible to set the step ratio (gear ratio ratio) of each shift stage from the medium speed stage to the high speed stage to a smaller value than the step ratio of the low speed stage and the high speed stage. Accordingly, the gear ratio of the low speed stage (for example, the first speed stage and the second speed stage) frequently used in vehicle travel by the driving force of the electric motor is set to a large gear ratio, and the intermediate stage frequently used in vehicle travel by the driving force of the internal combustion engine. It is possible to set a gear ratio of (for example, 3 to 5 gears) to a small gear ratio and to set a gear ratio of a high gear (for example, 6 to 7 gears) used for cruise traveling to a large gear ratio. Become. Therefore, it is possible to set an optimum gear ratio width (step ratio) in consideration of efficient improvement of the fuel efficiency and running performance of the vehicle for the proper use of the internal combustion engine and the electric motor as the drive source performed according to the running state of the vehicle. A power transmission device can be realized.
In addition, the code | symbol in said parenthesis shows the code | symbol of the component in embodiment mentioned later as an example of this invention.

  According to the power transmission device for a hybrid vehicle according to the present invention, it is possible to set an optimum gear ratio width (step ratio) in consideration of proper use of an engine and a motor as drive sources.

It is a skeleton figure of the power transmission device (automatic transmission) concerning a 1st embodiment of the present invention. 4 is an engagement table of clutches and brakes at each gear position (Low to 7th) of the automatic transmission. It is a speed diagram of each gear stage of an automatic transmission. (I) is a skeleton diagram with a first speed (Low), (ii) a second speed (2nd), and (iii) a third speed (3rd) power transmission path. (Iv) is a skeleton diagram with a fourth speed (4th), (v) a fifth speed (5th), and (vi) a sixth speed (6th) power transmission path. (Vii) is a skeleton diagram with a 7th speed (7th) power transmission path added thereto. It is a graph which shows the example of a setting of the step ratio of each gear stage in an automatic transmission. It is a skeleton figure of the automatic transmission concerning 2nd Embodiment of this invention. It is a speed diagram of each gear stage of the automatic transmission according to the second embodiment. It is a skeleton figure of the automatic transmission concerning 3rd Embodiment of this invention. It is a speed diagram of each gear stage of the automatic transmission according to the third embodiment. It is a skeleton figure of the automatic transmission concerning 4th Embodiment of this invention. It is a speed diagram of each gear stage of the automatic transmission according to the fourth embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
[First Embodiment]
FIG. 1 is a skeleton diagram showing the configuration of a power transmission device (automatic transmission) for a hybrid vehicle according to a first embodiment of the present invention. The automatic transmission 1 shown in the figure includes two sets of planetary gear mechanisms PG1 and PG2 and a plurality of clutches C1 to C4 and a brake B1 which are friction engagement elements. The clutches C1 to C4 and the brake B1 are engaged with each other. By switching or switching, the elements (rotating elements) included in the two sets of planetary gear mechanisms PG1 and PG2 are appropriately connected or fixed to form a seventh forward speed.

  The automatic transmission 1 includes an input shaft L1 to which rotations from an engine EG and a motor generator MG that are driving sources of the vehicle are input, and an output shaft L2 to which rotations after shifting are output, and these input shafts L1 The first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 are provided between the first planetary gear mechanism PG2 and the output shaft L2. The two planetary gear mechanisms PG1 and PG2 are arranged in a first planetary gear along the axial direction (hereinafter simply referred to as “axial direction”) from the upstream side of the input shaft L1 (side closer to the engine EG and the motor generator MG). The mechanism PG1 and the second planetary gear mechanism PG2 are arranged in this order. The engine EG and the motor generator MG are connected via a clutch (main clutch) C0 provided therebetween. When the clutch C0 is engaged, the driving force of the engine EG and the motor generator MG are both input to the input shaft L1 of the automatic transmission 1, while when the clutch C0 is disengaged (released), the motor generator Only the driving force of MG is input to the input shaft L1 of the automatic transmission 1.

  The first planetary gear mechanism PG1 is a single planetary gear mechanism including a single planetary gear set, and includes a sun gear S1 fixed to the casing K of the power transmission device 1, a ring gear R1 connected to the input shaft L1, and a later-described The carrier CR21 of the second planetary gear mechanism PG2 and the carrier CR1 detachably coupled to the sun gear S21 via the first clutch C1 or the second clutch C2 are provided.

  The second planetary gear mechanism PG2 is a compound planetary gear mechanism having two planetary gear sets, that is, a first planetary gear set PG21 and a second planetary gear set PG22. The first planetary gear set PG21 is a double pinion type planetary gear, and the second planetary gear set PG22 is a single pinion type planetary gear. The carrier CR21 of the first planetary gear set PG21 and the sun gear S22 of the second planetary gear set PG22 are connected, and the ring gear R21 of the first planetary gear set PG21 and the ring gear R22 of the second planetary gear set PG22 are connected. Yes.

  Further, the automatic transmission 1 includes, as the four clutches C1 to C4, a first clutch C1 that removably connects the carrier CR1 of the first planetary gear mechanism PG1 and the sun gear S21 of the first planetary gear set PG21. A second clutch C2 for detachably connecting the carrier CR1 of the first planetary gear mechanism PG1 and the carrier CR21 of the first planetary gear set PG21, and the input shaft L1 and the sun gear S22 of the second planetary gear set PG22. A third clutch C3 that is detachably connected and a fourth clutch C4 that detachably connects the input shaft L1 and the carrier CR22 of the second planetary gear set PG22 are provided. Each of the first to fourth clutches C1 to C4 includes a friction engagement mechanism (friction engagement clutch mechanism).

  The automatic transmission 1 also includes a first brake B1 that connects the carrier CR21 of the first planetary gear set PG21 to the casing K so as to be fixed. The first brake B1 is constituted by a friction engagement mechanism (friction engagement clutch mechanism).

  FIG. 2 is a speed diagram of the automatic transmission 1. The vertical direction of this velocity diagram represents the rotational speed ratio of each element of the first planetary gear mechanism PG1, and the horizontal direction corresponds to the lever ratio of each element provided in the second planetary gear mechanism PG2. FIG. 3 is an engagement table (operation table) of the first to fourth clutches C1 to C4 and the first brake B1 at each shift speed (1st speed to 7th speed) of the automatic transmission 1. A circle in the table represents the fastening state of each element, and a blank represents the released state of each element.

  In the automatic transmission 1 having the above-described configuration, as shown in FIG. 2, by selectively engaging any two of the first to fourth clutches C1 to C4 and the first brake B1, the seventh forward speed (Low-7TH) can be formed. Hereinafter, each shift stage will be described in order. 4 (a) to 4 (c) are skeleton diagrams in which the power transmission paths of the respective shift speeds (Low to 7th) are added.

  First, to set the first speed (Low), the first clutch C1 is engaged and the first brake B1 is engaged. By engagement of the first clutch C1, the carrier CR1 of the first planetary gear mechanism PG1 and the sun gear S21 of the first planetary gear set PG21 are connected to rotate integrally. Further, the carrier CR21 of the first planetary gear set PG21 is fixed to the casing K by the engagement of the first brake B1. Therefore, as shown in FIGS. 4A and 4I, the rotation input from the drive source (refers to at least one of the engine EG and the motor generator MG, the same shall apply hereinafter) is input shaft L1 → first planetary gear. It is transmitted through the path of the ring gear R1 of the mechanism PG1, the carrier CR1, the first clutch C1, the sun gear S21 of the first planetary gear set PG21 (second planetary gear mechanism PG2), the carrier CR21, the ring gear R21, and the output shaft L2.

  In the velocity diagram at this time (FIG. 2), in the first planetary gear set PG21 of the second planetary gear mechanism PG2, the rotation of the carrier CR1 of the first planetary gear mechanism PG1 is input by the engagement of the first clutch C1. Since the carrier CR21 is fixed by the first brake B1 with respect to the rotational speed of the sun gear S21, the height of the intersection of the oblique line connecting the two and the vertical line of the ring gear R21 is the rotational speed of the ring gear R21 (= output shaft) L2).

  In order to set the second speed (2nd), the first clutch C1 is engaged and the second clutch C2 is engaged. With the engagement of the first clutch C1, the carrier CR1 of the first planetary gear mechanism PG1 and the sun gear S21 of the first planetary gear set PG21 of the second planetary gear mechanism PG2 are integrally connected to rotate. Further, with the engagement of the second clutch C2, the carrier CR1 of the first planetary gear mechanism PG1 and the carrier CR21 of the first planetary gear set PG21 of the second planetary gear mechanism PG2 are integrally connected to rotate. Accordingly, as shown in FIGS. 4 (a) and (ii), the rotation input from the drive source is as follows: input shaft L1 → ring gear R1 of first planetary gear mechanism PG1 → carrier CR1 → first clutch C1 → first planetary gear. Sun gear S21 of set PG21 → carrier CR21 → ring gear R21 → output shaft L2 and input shaft L1 → ring gear R1 of first planetary gear mechanism PG1 → carrier CR1 → second clutch C2 → carrier CR21 of the first planetary gear set → It is transmitted through both the ring gear R21 and the path of the output shaft L2.

  In the velocity diagram at this time, in the second planetary gear mechanism PG2, the rotation speed of the sun gear S21 to which the rotation of the carrier CR1 of the first planetary gear mechanism PG1 is input via the first clutch C1 and the second clutch C2, respectively. Since the rotation speed of the carrier CR21 is the same, the elements of the second planetary gear mechanism PG2 rotate together, so that the rotation speed is equal to the rotation speed of the ring gear R21 (= the rotation speed of the output shaft L2). Become.

  To set the third speed (3rd), the first clutch C1 is engaged and the third clutch C3 is engaged. With the engagement of the first clutch C1, the carrier CR1 of the first planetary gear mechanism PG1 and the sun gear S21 of the first planetary gear set PG21 of the second planetary gear mechanism PG2 are integrally connected to rotate. Further, with the engagement of the third clutch C3, the input shaft L1 and the sun gear S22 of the second planetary gear set PG22 of the second planetary gear mechanism PG2 are integrally connected to rotate. Therefore, as shown in FIG. 4A (iii), the rotation input from the drive source is as follows: input shaft L1 → ring gear R1 of first planetary gear mechanism PG1 → carrier CR1 → first clutch C1 → first planetary gear. The path of the sun gear S21 of the set PG21 → the carrier CR21 → the ring gear R21 → the output shaft L2, and the path of the input shaft L1, the third clutch C3, the sun gear S22 of the second planetary gear set PG22, the carrier CR22, the ring gear R22, and the output shaft L2. Communicated in both.

  In the velocity diagram at this time, in the second planetary gear mechanism PG2, the rotation speed of the sun gear S21 to which the rotation of the carrier CR1 of the first planetary gear mechanism PG1 is input via the first clutch C1 and the third clutch C3 are The height of the intersection of the oblique line connecting the rotational speed of the carrier CR21 to which the rotation of the input shaft L1 is input and the vertical line of the ring gear R21 (R22) is the rotational speed of the ring gear R21 (R22) (= output shaft L2 ).

  To set the fourth speed (4th), the first clutch C1 is engaged and the fourth clutch C4 is engaged. With the engagement of the first clutch C1, the carrier CR1 of the first planetary gear mechanism PG1 and the sun gear S21 of the first planetary gear set PG21 are integrally connected to rotate. Further, with the engagement of the fourth clutch C4, the input shaft L1 and the carrier CR22 of the second planetary gear set PG22 are integrally connected to rotate. Accordingly, as shown in FIGS. 4B and 4Iv, the rotation input from the drive source is as follows: input shaft L1 → ring gear R1 of first planetary gear mechanism PG1 → carrier CR1 → first clutch C1 → first planetary gear. On both the path of the sun gear S21 → carrier CR21 → ring gear R21 → output shaft L2 of the set PG21 and the path of carrier CR22 → ring gear R22 → output shaft L2 of the input planet L1 → fourth clutch C4 → second planetary gear set PG22 Communicated.

  In the velocity diagram at this time, in the second planetary gear mechanism PG2, the rotation of the carrier CR1 of the first planetary gear mechanism PG1 is input by the engagement of the first clutch C1, and the first planetary gear of the second planetary gear mechanism PG2 is input. The oblique line connecting the rotation speed of the sun gear S21 of the set PG21 and the rotation speed of the carrier CR22 of the second planetary gear set PG22 to which the rotation of the input shaft L1 is input via the fourth clutch C4 and the ring gear R22 (R21) The height of the intersection with the vertical line is the rotational speed of the ring gear R22 (R21) (= the rotational speed of the output shaft L2).

  To set the fifth speed (5th), the third clutch C3 is engaged, and the fourth clutch C4 is engaged. With the engagement of the third clutch C3, the input shaft L1 and the sun gear S22 of the second planetary gear set PG22 are integrally connected to rotate. Further, with the engagement of the fourth clutch C4, the input shaft L1 and the carrier CR22 of the second planetary gear set PG22 are integrally connected to rotate. Therefore, as shown in FIGS. 4B and 4V, the rotation input from the drive source is as follows: input shaft L1 → third clutch C3 → sun gear S22 of second planetary gear set PG22 → carrier CR22 → ring gear R22 → output The path of the shaft L2 (and the sun gear S22 of the second planetary gear set PG22 → the carrier CR21 of the first planetary gear set PG21 → the ring gear R21 → the output shaft L2) and the input shaft L1 → the fourth clutch C4 → the second planetary gear set PG22. Is transmitted by both the carrier CR22 → the ring gear R22 → the output shaft L2.

  In the velocity diagram at this time, in the second planetary gear mechanism PG2, the rotation speed of the sun gear S22 to which the rotation of the input shaft L1 is input by the engagement of the third clutch C3 and the input shaft by the engagement of the fourth clutch C4 are shown. Since the rotation number of the carrier CR22 to which the rotation of L1 is input is the same as the rotation number, each element of the second planetary gear mechanism PG2 rotates integrally, so that the rotation number is the rotation of the ring gear R22 (R21). (Number of rotations of the output shaft L2).

  To set the sixth speed (6th), the second clutch C2 is engaged and the fourth clutch C4 is engaged. With the engagement of the second clutch C2, the carrier CR1 of the first planetary gear mechanism PG1 and the carrier CR21 of the first planetary gear set PG21 are integrally connected to rotate. Further, with the engagement of the fourth clutch C4, the input shaft L1 and the carrier CR22 of the second planetary gear set PG22 are integrally connected to rotate. Accordingly, as shown in FIGS. 4 (b) and (vi), the rotation input from the drive source is as follows: input shaft L1 → ring gear R1 of first planetary gear mechanism PG1 → carrier CR1 → second clutch C2 → first planetary gear. The carrier CR21 → ring gear R21 → output shaft L2 path of the set PG21 and the input shaft L1 → the fourth clutch C4 → the carrier CR22 of the second planetary gear set PG22 → the ring gear R22 → the output shaft L2 (and the second planetary gear set PG22) It is transmitted both through the path of the sun gear S22 → the carrier CR21 of the first planetary gear set PG21 → the ring gear R21 → the output shaft L2).

  In the velocity diagram at this time, in the second planetary gear mechanism PG2, the rotation of the carrier CR21 of the first planetary gear set PG21 into which the rotation of the carrier CR1 of the first planetary gear mechanism PG1 is input by the engagement of the second clutch C2. The diagonal line connecting the number and the rotational speed of the carrier CR22 of the second planetary gear set PG22 to which the rotation of the input shaft L1 is input by the engagement of the fourth clutch C4 and the vertical line of the ring gear R21 (R22) The height is the rotational speed of the ring gear R21 (R22) (= the rotational speed of the output shaft L2).

  To set the seventh speed (7th), the fourth clutch C4 is engaged and the first brake B1 is engaged. With the engagement of the fourth clutch C4, the input shaft L1 and the carrier CR22 of the second planetary gear set PG22 are integrally connected to rotate. Further, the carrier CR21 of the first planetary gear set PG21 and the sun gear S22 of the second planetary gear set PG22 are fixed to the casing K by the engagement of the first brake B1. Therefore, as shown in FIG. 4 (c) (vii), the rotation input from the drive source is generated from the input shaft L1 → the fourth clutch C4 → the carrier CR22 of the second planetary gear set PG22 → the ring gear R22 → the output shaft L2. It is transmitted by route.

  In the speed diagram at this time, in the second planetary gear mechanism PG2, the rotation speed of the carrier CR22 of the second planetary gear set PG22 to which the rotation of the input shaft L1 is input by the engagement of the fourth clutch C4 is Since the carrier CR21 of the first planetary gear set PG21 (and the sun gear S22 of the second planetary gear set PG22) is fixed by one brake B1, the intersection of the oblique line connecting the two and the vertical line of the ring gear R21 (R22) The height is the rotational speed of the ring gear R21 (R22) (= the rotational speed of the output shaft L2).

  In order to reverse the vehicle, the gear position of the automatic transmission 1 is set to the first gear position, the main clutch C0 is disconnected in this state, and the motor generator MG is rotated in the reverse direction (the input shaft driven by the engine EG). Rotate in the direction opposite to the rotation direction of L1. Thereby, the reverse rotation power is output from the output shaft L2 of the automatic transmission 1 to the drive wheel side, so that the vehicle can be moved backward.

  FIG. 5 is a graph showing a setting example of the step ratio of each gear position in the automatic transmission 1 of the present embodiment. In the automatic transmission 1, by setting the dimension (diameter dimension) of each rotating element of the second planetary gear mechanism PG2 to an appropriate dimension, as an example, the characteristics as shown in FIG. Can have. In this characteristic, the step ratio (gear ratio ratio) between each of the medium speed stages is smaller than the step ratios of the low speed stage and the high speed stage. As a result, the gear ratio of the low speed stage (1st speed stage and 2nd speed stage) frequently used in vehicle travel by the driving force of the motor generator MG is set to a large gear ratio, and the intermediate stage frequently used in vehicle travel by the driving force of the engine EG. It is possible to set the gear ratio of (3 to 5 gears) to a small gear ratio and to set the gear ratio of the high gear (6 to 7 gears) used for cruise traveling to a large gear ratio.

  In the automatic transmission 1 according to this embodiment, as described above, the first planetary gear mechanism PG1 including a single planetary gear set and the second planetary gear mechanism PG2 including a plurality of planetary gear sets PG21 and PG22 are included. By using a plurality of clutches C1 to C4 and brakes B1 for removing each rotating element, a power transmission device having one collinear four elements (four rotations arranged on one collinear diagram as shown in FIG. 2) Power transmission device having elements), and the step ratio (gear ratio ratio) of each gear stage from the medium speed stage to the high speed stage is set to a smaller value compared to the step ratio of the low speed stage and the high speed stage. It becomes possible to do. Therefore, the power transmission capable of setting an optimum gear ratio ratio in consideration of efficient improvement of the fuel consumption and running performance of the vehicle with respect to the proper use of the engine EG and the motor generator MG as drive sources performed according to the running state of the vehicle. A device can be realized.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. In the description of the second embodiment and the corresponding drawings, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted below. In addition, matters other than those described below are the same as those in the first embodiment. This is the same in other embodiments.

  FIG. 6 is a skeleton diagram of the automatic transmission 1-2 according to the second embodiment of the present invention, and FIG. 7 is a velocity diagram of the automatic transmission 1-2. In the automatic transmission 1 (FIG. 1) of the first embodiment, in the second planetary gear mechanism PG2, the carrier CR21 of the first planetary gear set PG21 and the sun gear S22 of the second planetary gear set PG22 are connected, and the first planetary gear set PG22 is connected. Whereas the ring gear R21 of the gear set PG21 and the ring gear R22 of the second planetary gear set PG22 are connected, in the automatic transmission 1-2 of the present embodiment, the first planetary gear mechanism PG2 uses the first planetary gear mechanism PG2. The carrier CR21 of the gear set PG21 and the ring gear R22 of the second planetary gear set PG22 are connected, and the sun gear S21 of the first planetary gear set PG21 and the sun gear S22 of the second planetary gear set PG22 are connected. Other configurations are the same as those in the first embodiment.

[Third Embodiment]
Next, a third embodiment of the present invention will be described. FIG. 8 is a skeleton diagram of the automatic transmission 1-3 according to the third embodiment of the present invention, and FIG. 9 is a velocity diagram of the automatic transmission 1-3. The automatic transmission 1 (FIG. 1) of the first embodiment includes the third clutch C3 that releasably connects the input shaft L1 and the sun gear S22 of the second planetary gear set PG22. In the embodiment, in place of the third clutch C3, another third clutch C3 ′ for detachably connecting the input shaft L1 and the carrier CR22 of the second planetary gear set PG22 of the second planetary gear mechanism PG2 is provided. ing. In addition, the automatic transmission 1 of the first embodiment includes the fourth clutch C4 that releasably connects the input shaft L1 and the carrier CR22 of the second planetary gear set PG22. In the embodiment, in place of the fourth clutch C4, a second brake B2 for connecting the carrier CR22 of the second planetary gear set PG22 to the casing K so as to be fixed is provided. Other configurations are the same as those in the first embodiment.

[Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described. FIG. 10 is a skeleton diagram of the automatic transmission 1-4 according to the fourth embodiment of the present invention, and FIG. 11 is a velocity diagram of the automatic transmission 1-4. In the automatic transmission 1 (FIG. 1) of the first embodiment, in the second planetary gear mechanism PG2, the carrier CR21 of the first planetary gear set PG21 and the sun gear S22 of the second planetary gear set PG22 are connected, and the first planetary gear set PG22 is connected. Whereas the ring gear R21 of the gear set PG21 and the ring gear R22 of the second planetary gear set PG22 are connected, in the automatic transmission 1-4 according to the present embodiment, the first planetary gear mechanism PG2 uses the first planetary gear mechanism PG2. The carrier CR21 of the gear set PG21 and the ring gear R22 of the second planetary gear set PG22 are connected, and the sun gear S21 of the first planetary gear set PG21 and the sun gear S22 of the second planetary gear set PG22 are connected.

  Further, the automatic transmission 1 according to the first embodiment includes the third clutch C3 that releasably connects the input shaft L1 and the sun gear S22 of the second planetary gear set PG22. Then, in place of the third clutch C3, another third clutch C3 ′ for detachably connecting the input shaft L1 and the carrier CR22 of the second planetary gear set PG22 is provided. In addition, the automatic transmission 1 of the first embodiment includes the fourth clutch C4 that releasably connects the input shaft L1 and the carrier CR22 of the second planetary gear set PG22. In the embodiment, in place of the fourth clutch C4, a second brake B2 for connecting the carrier CR22 of the second planetary gear set PG22 to the casing K so as to be fixed is provided. That is, the automatic transmission 1-4 according to this embodiment is different from the automatic transmission 1 according to the first embodiment in the automatic transmissions 1-2 and 1-3 according to the second and third embodiments. It is the structure provided with both.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Is possible. For example, in each of the above embodiments, the motor generator MG is disposed adjacent to the engine EG in the axial direction of the automatic transmission (between the engine EG and the automatic transmission). In addition to this, it is also possible to arrange the automatic transmission on the side opposite to the engine EG in the axial direction.

  Further, as a modification of the automatic transmission 1 of the first embodiment, it is possible to adopt a configuration in which the installation of the third clutch C3 is omitted. In that case, the automatic transmission is a forward fifth speed transmission excluding the speed stage set by engagement of the third clutch C3.

1-1-4 Automatic transmission (power transmission device)
B1, B2 Brake C0 Main clutch C1-C4 Clutch EG Engine (Internal combustion engine)
MG motor generator (electric motor)
K casing L1 input shaft L2 output shaft PG1 first planetary gear mechanism PG2 second planetary gear mechanism PG21 first planetary gear set PG22 second planetary gear set

Claims (2)

An internal combustion engine and an electric motor as drive sources;
A main clutch for releasably connecting the internal combustion engine and the electric motor;
An input shaft to which at least one of the driving force of the internal combustion engine and the electric motor is input;
An output shaft that outputs the driving force after shifting; and
A first planetary gear mechanism comprising a single planetary gear set and a second planetary gear mechanism comprising a plurality of planetary gear sets provided between the input shaft and the output shaft;
A plurality of clutches and brakes coupled to the rotating elements of the first and second planetary gear mechanisms,
A power transmission device for a hybrid vehicle that establishes a plurality of shift stages by switching engagement and fixation of the clutch or brake,
The first planetary gear mechanism is
A sun gear fixed to the casing of the power transmission device;
A ring gear coupled to the input shaft;
A carrier coupled to the second planetary gear mechanism via a first clutch and a second clutch in a detachable manner,
The second planetary gear mechanism is
It is composed of a first planetary gear set and a second planetary gear set,
A carrier of the first planetary gear set and a sun gear of the second planetary gear set are coupled;
A ring gear of the first planetary gear set and a ring gear of the second planetary gear set are coupled;
The first clutch for releasably connecting the carrier of the first planetary gear mechanism and the sun gear of the first planetary gear set;
The second clutch for releasably connecting the carrier of the first planetary gear mechanism and the carrier of the first planetary gear set;
A third clutch for releasably connecting the input shaft and the sun gear of the second planetary gear set;
A fourth clutch for releasably connecting the input shaft and the carrier of the second planetary gear set;
A brake for fixing the carrier of the first planetary gear set to the casing;
A power transmission apparatus for a hybrid vehicle, comprising: a ring gear of the first and second planetary gear sets coupled to the output shaft. An internal combustion engine and an electric motor as drive sources;
A main clutch for releasably connecting the internal combustion engine and the electric motor;
An input shaft to which at least one of the driving force of the internal combustion engine and the electric motor is input;
An output shaft that outputs the driving force after shifting; and
A first planetary gear mechanism comprising a single planetary gear set and a second planetary gear mechanism comprising a plurality of planetary gear sets provided between the input shaft and the output shaft;
A plurality of clutches and brakes coupled to the rotating elements of the first and second planetary gear mechanisms,
A power transmission device for a hybrid vehicle that establishes a plurality of shift stages by switching engagement and fixation of the clutch or brake,
The first planetary gear mechanism is
A sun gear fixed to the casing of the power transmission device;
A ring gear coupled to the input shaft;
A carrier coupled to the second planetary gear mechanism via a first clutch and a second clutch;
The second planetary gear mechanism is
It is composed of a first planetary gear set and a second planetary gear set,
A sun gear of the first planetary gear set and a sun gear of the second planetary gear set are coupled;
A carrier of the first planetary gear set and a ring gear of the second planetary gear set are coupled;
The first clutch for releasably connecting the carrier of the first planetary gear mechanism and the sun gear of the first planetary gear set;
The second clutch for releasably connecting the carrier of the planetary gear mechanism and the carrier of the first planetary gear set;
A third clutch for releasably connecting the input shaft and the carrier of the second planetary gear set;
A fourth clutch for releasably connecting the input shaft and the ring gear of the second planetary gear set;
A brake capable of fixing the carrier of the first planetary gear set to the casing;
A hybrid vehicle power transmission device comprising: a ring gear of the first planetary gear set coupled to the output shaft.

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