JP2017106573A - Power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize a power transmission device which effectively reduces transmitted twisting vibrations while achieving improvement of the regeneration efficiency of a rotary electric machine with a simple structure.SOLUTION: A power transmission device (1) comprises a fluid coupling (20) and a first engagement device (30) provided in parallel to each other and further includes a damper unit (D3), a one-way clutch (70), and a second engagement device (80) at a fluid coupling (20) side second path (P2) of a power transmission path (P) connecting an input member (10) with an output member (60). The second engagement device (80) is provided parallel to the one-way clutch (70).SELECTED DRAWING: Figure 1

Description

  The present invention relates to a power transmission device including a fluid coupling and an engagement device provided in parallel to the fluid coupling.

  Hybrid vehicles using an internal combustion engine and a rotating electric machine as a driving force source for wheels have been put into practical use. As a power transmission device used in such a hybrid vehicle, a power transmission device including a fluid coupling and an engagement device provided in parallel to the fluid coupling is disclosed in, for example, Japanese Patent Application Laid-Open No. 2004-122879 (Patent Document 1). ). In the power transmission device of Patent Document 1, a one-way clutch [one-way clutch 25] is provided between a joint output element [turbine 23] of a fluid coupling [torque converter 20] and an output member [turbine shaft 24]. With this configuration, it is possible to improve the regeneration efficiency of the rotating electrical machine with a simple structure.

  By the way, in the power transmission device of Patent Document 1, in the engaged state of the engagement device [lockup clutch 28] provided in parallel with the fluid coupling, the torsional vibration inevitably generated on the output shaft of the internal combustion engine [internal combustion engine 10]. Is transmitted via the engaging device. For this reason, a dynamic vibration absorber (dynamic damper) may be used for the purpose of attenuating transmitted torsional vibration. International Publication No. 2011/076168 uses a joint output element [Turbinenrad T] of a fluid joint as a mass body, and uses the joint output element and a damper unit [Tilgerdampfer 4] connected thereto as a kind of dynamic vibration absorber. It is disclosed to obtain.

  The power transmission device disclosed in Patent Document 1 is also required to reduce torsional vibrations transmitted through the engaged engagement device. However, even if the technique of Patent Document 2 is simply incorporated into the power transmission device of Patent Document 1, a sufficient vibration absorption effect cannot be obtained. That is, with respect to torsional vibration in which acceleration and deceleration in the forward rotation direction appear alternately, the joint output element and the damper unit connected thereto function as a dynamic vibration absorber only in one direction in which the one-way clutch is engaged. Therefore, the vibration absorption effect will be insufficient.

JP 2004-122879 A International Publication No. 2011/076168

  It is desired to realize a power transmission device that can effectively reduce the torsional vibration transmitted while improving the regeneration efficiency of the rotating electrical machine with a simple structure.

The power transmission device according to the present disclosure is:
An input member drivingly connected to the internal combustion engine;
A fluid coupling including a coupling input element coupled to the input member and a coupling output element paired with the coupling input element;
An output member drivingly coupled to the joint output element and the rotating electrical machine;
A first engagement device that is provided in parallel with the fluid coupling, connects the input member and the output member in an engaged state, and releases the connection between the input member and the output member in a released state; With
The power transmission path connecting the input member and the output member includes a first path connecting the input member and the output member via the first engagement device, the joint output element, and the first path. A second route connecting
In the second path, a damper unit, a one-way clutch, and a second engagement device are provided,
The one-way clutch includes a first rotation element on the joint output element side and a second rotation element on the output member side, and the rotation speed of the first rotation element is lower than the rotation speed of the second rotation element. In the direction in which the first rotation element and the second rotation element are allowed to rotate relative to each other and in a released state, the rotation speed of the first rotation element is higher than the rotation speed of the second rotation element. The relative rotation is restricted to be in an engaged state,
The second engagement device is provided in parallel with the one-way clutch, and connects the first rotation element and the second rotation element in an engaged state, and the first rotation element and the first in a released state. Release the connection with the two-turn element.

  According to this configuration, the power transmission from the output member side to the joint output element side is interrupted by the one-way clutch provided in the second path at the time of regeneration in which the rotating electrical machine generates power while the output member is rotating in the forward direction. be able to. Therefore, dragging of the joint output element can be avoided, and regeneration efficiency by the rotating electrical machine can be improved. In addition, the use of a one-way clutch that does not require a hydraulic circuit, a control valve, or the like for switching the engagement state can avoid the complexity of the structure. Therefore, it is possible to improve the regeneration efficiency by the rotating electrical machine with a simple structure.

  Further, by setting the second engagement device to the engaged state, the damper unit and the joint output element can be connected to the first path of the power transmission path regardless of the engaged state of the one-way clutch. . For this reason, unlike the case where such a second engagement device is not provided, one type of joint output element and damper unit is used in both directions of torsional vibration transmitted to the first path via the engaged first engagement device. It can function as a dynamic vibration absorber. Therefore, the torsional vibration transmitted to the first path in the engaged state of the first engagement device can be effectively reduced.

  Further features and advantages of the technology according to the present disclosure will become more apparent from the following description of exemplary and non-limiting embodiments described with reference to the drawings.

1 is a schematic configuration diagram of a power transmission device according to a first embodiment. Skeleton diagram of power transmission device Cross section of the main part of the power transmission device Explanatory drawing which shows the one aspect | mode of the operation state of a power transmission device Explanatory drawing which shows the one aspect | mode of the operation state of a power transmission device Explanatory drawing which shows the one aspect | mode of the operation state of a power transmission device Explanatory drawing which shows the one aspect | mode of the operation state of a power transmission device Schematic configuration diagram of a power transmission device according to the second embodiment Skeleton diagram of power transmission device

[First Embodiment]
A first embodiment of a power transmission device will be described. The power transmission device 1 according to the present embodiment is incorporated and used in a vehicle drive device 100 for driving a vehicle (hybrid vehicle) provided with both the internal combustion engine EG and the rotating electrical machine MG as a driving force source for the wheels W. . The power transmission device 1 mainly transmits the torque of the internal combustion engine EG to the rotating electrical machine MG and the wheel W side, or transmits the torque of the rotating electrical machine MG or the torque transmitted from the wheel W to the internal combustion engine EG side as necessary. introduce.

  In the following description, “drive coupling” means a state in which two rotating elements are coupled so as to be able to transmit a driving force (synonymous with torque). This concept includes a state in which the two rotating elements are connected so as to rotate integrally, and a state in which the driving force is transmitted through one or more transmission members. Such transmission members include various members (shafts, gear mechanisms, belts, etc.) that transmit rotation at the same speed or at different speeds, and engaging devices (frictions) that selectively transmit rotation and driving force. Engagement devices, meshing engagement devices, etc.).

  The “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.

  With regard to the direction of rotation of each member, the “positive direction (positive rotation direction)” means the rotation direction when rotating in conjunction with the rotation of the internal combustion engine EG.

  Regarding the arrangement of two members, “overlapping when seen in a certain direction” means that when a virtual straight line parallel to the line-of-sight direction is moved in each direction orthogonal to the virtual straight line, the virtual straight line becomes two members. This means that there is a region that intersects both.

  As shown in FIG. 1, the vehicle drive device 100 is drive-coupled to an input member 10 that is drive-coupled to the internal combustion engine EG, a fluid coupling 20, a first engagement device 30, a damper device 40, and wheels W. The output member 60 and the rotating electrical machine MG are provided. The vehicle drive device 100 may further include a speed change mechanism (not shown) in the power transmission path between the output member 60 and the wheels W. Among the elements constituting the vehicle drive device 100, the power transmission device 1 is configured with the input member 10, the fluid coupling 20, the first engagement device 30, the damper device 40, and the output member 60 as basic elements. . The power transmission device 1 of the present embodiment further includes a one-way clutch 70 and a second engagement device 80 in addition to these basic elements. These are accommodated in a case (not shown).

  The input member 10 is drivingly connected to the internal combustion engine EG. The internal combustion engine EG is a prime mover (such as a gasoline engine or a diesel engine) that is driven by combustion of fuel inside the engine to extract power. The internal combustion engine EG functions as one of the driving force sources for the wheels W. The input member 10 may be composed of, for example, a shaft member or a drum-shaped member. In the present embodiment, the front cover constituting the housing of the fluid coupling 20 is the input member 10 (see FIG. 3). The input member 10 is connected to rotate integrally with an internal combustion engine output shaft (crankshaft or the like) that is an output shaft of the internal combustion engine EG.

  As shown in FIGS. 1 and 2, the fluid coupling 20 includes a coupling input element 21 connected to the input member 10, and a coupling output element 22 paired with the coupling input element 21. The joint input element 21 is, for example, a pump impeller coupled so as to rotate integrally with the input member 10. The joint output element 22 is, for example, a turbine runner that can rotate coaxially with the joint input element 21 (pump impeller). The joint output element 22 is connected to a hub member (turbine hub) 23 (see FIG. 3). The joint output element 22 is drivingly connected to the output member 60 through at least a part of the damper device 40. The joint input element 21 and the joint output element 22 can transmit a driving force via a working fluid (for example, automatic transmission fluid; ATF) filled therein. The fluid coupling 20 preferably further includes a rectifying element 24 between the coupling input element 21 and the coupling output element 22 (see FIG. 2). The rectifying element 24 is, for example, a stator provided coaxially with the joint input element 21 and the joint output element 22 and rotatable in only one direction. The fluid coupling 20 having such a configuration is a torque converter having a torque amplification function.

  Since the fluid coupling 20 transmits the driving force via the working fluid, the rotational speed of the joint output element 22 approaches the rotational speed of the joint input element 21 but cannot be the same as that. Therefore, in order to avoid a transmission loss caused by passing through the working fluid, the first engagement device 30 is provided in parallel to the fluid coupling 20. The first engagement device 30 connects the input member 10 and the output member 60 in the engaged state, and releases the connection between the input member 10 and the output member 60 in the released state. The first engagement device 30 functions as a so-called lock-up clutch. For example, the first engagement device 30 is provided when the vehicle on which the power transmission device 1 is mounted reaches a predetermined vehicle speed range (the rotational speed of the joint output element 22 is equal to or higher than the predetermined lockup rotational speed). Case). The first engagement device 30 in the engaged state transmits the torque of the internal combustion engine EG transmitted to the input member 10 to the output member 60 side via the damper device 40.

  The first engagement device 30 of the present embodiment is configured as a hydraulically driven friction engagement device. As shown in FIG. 3, the first engagement device 30 includes a friction plate 31, a clutch hub 32, a first drum member 33, a pressing piston 34, and a drive mechanism 35 (see FIG. 2). Yes. The friction plate 31 includes inner and outer plates that are alternately arranged along the axial direction L. The clutch hub 32 is provided to support the friction plate 31 in the radial direction R and the axial direction L. The first drum member 33 is provided to support the friction plate 31 in the radial direction R from the radially outer side. The inner plate of the friction plate 31 is supported in a state where relative rotation is restricted with respect to the clutch hub 32, and the outer plate is supported in a state where relative rotation is restricted with respect to the first drum member 33.

  The pressing piston 34 is driven by the drive mechanism 35 to press the friction plate 31 in the axial direction L. The pressing piston 34 of the present embodiment is configured to press the friction plate 31 from the internal combustion engine EG side (input member 10 side) in the axial direction L. The drive mechanism 35 can employ a mechanism corresponding to the drive method of the first engagement device 30. For example, the drive mechanism 35 is a hydraulic servo mechanism when the first engagement device 30 is a hydraulic drive type as in the present embodiment. However, without being limited to such a configuration, when the first engagement device 30 is, for example, an electromagnetic friction engagement device, the drive mechanism 35 may be an excitation coil.

  The clutch hub 32 includes a radial support portion 32A that supports the friction plate 31 in the radial direction R from the radially inner side, and the friction plate 31 via the intermediate plate 87 and the friction plate 81 of the second engagement device 80 in the axial direction L. And an axial support portion 32B that is supported. The axial support portion 32B is disposed on the side opposite to the pressing piston 34 side with respect to the friction plate 31, and supports the friction plate 31 from the side opposite to the pressing piston 34 side with respect to the friction plate 31. In the present embodiment, the radial support portion 32A of the clutch hub 32 corresponds to a “radial support member”, and the axial support portion 32B of the clutch hub 32 corresponds to an “axial support member”.

  Further, the clutch hub 32 includes an outer cylindrical portion 32C, a connecting wall portion 32D, and an inner cylindrical portion 32E inside the axial support portion 32B in the radial direction. The outer cylindrical portion 32C and the inner cylindrical portion 32E are arranged so as to overlap each other when viewed in the radial direction R. The outer cylindrical portion 32C and the inner cylindrical portion 32E are arranged with the end portions on the internal combustion engine EG side in the axial direction L aligned. The connecting wall portion 32D is formed in a disc shape extending along the radial direction so as to connect the end portions on the internal combustion engine EG side of the outer cylindrical portion 32C and the inner cylindrical portion 32E. An annular space surrounded by the outer cylindrical portion 32C, the connecting wall portion 32D, and the inner cylindrical portion 32E is open toward the fluid coupling 20 side in the axial direction L (the side opposite to the internal combustion engine EG side).

  By providing the first engagement device 30 as described above, the power transmission device 1 according to the present embodiment transmits the torque of the internal combustion engine EG transmitted to the input member 10 to the output member 60 side as shown in FIG. There are two torque paths for transmission. One is a torque path connecting the input member 10 and the output member 60 via the fluid coupling 20, and the other is the input member 10 and the output member 60 via the first engagement device 30. Torque path connecting These two torque paths are connected to each other at the connection portion C (substantially the intermediate element 40m), and the downstream side (output member 60 side) of the connection portion C is shared. Hereinafter, of the power transmission path P connecting the input member 10 and the output member 60, a path connecting the input member 10 and the output member 60 via the first engagement device 30 is defined as a first path P1, and fluid A path connecting the joint output element 22 of the joint 20 and the first path P1 (connection portion C) is defined as a second path P2. The path connecting the input member 10 and the joint input element 21 of the fluid coupling 20 can be referred to as a third path.

  The damper device 40 is a shock absorber for attenuating torque fluctuations and torsional vibrations of the internal combustion engine EG transmitted to the input member 10. As shown in FIG. 1, the damper device 40 is provided in a power transmission path P that connects the input member 10 and the output member 60. In the present embodiment, the damper device 40 includes a first damper unit D1, a second damper unit D2, and a third damper unit D3.

  The first damper unit D1 is provided on the upstream side (the input member 10 side) of the power transmission path P with respect to the connection portion C with the second path P2 in the first path P1. In the present embodiment, the first damper unit D1 (except for the intermediate element 40m) is provided between the input member 10 and the first engagement device 30 in the first path P1. That is, in the first path P1, the first damper unit D1 (excluding the intermediate element 40m) and the first engagement device 30 are provided in the order described from the upstream side to the downstream side. The 2nd damper unit D2 is provided in the downstream of the connection part C with the 2nd path | route P2 in the 1st path | route P1 among the power transmission paths P. As shown in FIG. The third damper unit D3 is provided in the second path P2 of the power transmission path P. In the present embodiment, the third damper unit D3 corresponds to a “damper unit”.

  The first damper unit D1 includes an input element 40i of the damper device 40, an intermediate element 40m, and a first elastic body 41 interposed between the input element 40i and the intermediate element 40m. The second damper unit D2 includes an intermediate element 40m of the damper device 40, an output element 40o, and a second elastic body 42 interposed between the intermediate element 40m and the output element 40o. The third damper unit D3 includes an intermediate element 40m of the damper device 40, and a third elastic body 43 interposed between the joint output element 22 of the fluid coupling 20 and the intermediate element 40m. Each of the first elastic body 41, the second elastic body 42, and the third elastic body 43 is, for example, a coil spring. In this embodiment, the 1st elastic body 41, the 2nd elastic body 42, and the 3rd elastic body 43 are each provided along the circumferential direction, and two or more are provided in the circumferential direction.

  As shown in FIG. 3, the first elastic body 41 and the third elastic body 43 are arranged at different positions in the axial direction L so as to overlap each other when viewed in the axial direction L. The second elastic body 42 is disposed so as to overlap the first engagement device 30 when viewed in the axial direction L at a position radially inward of the first elastic body 41 and the third elastic body 43. Further, the second elastic body 42 is disposed so as to overlap the third elastic body 43 when viewed in the radial direction R. The first engagement device 30 is disposed at a position radially inward of the first elastic body 41 so as to overlap the first elastic body 41 when viewed in the radial direction R.

  Further, the damper device 40 includes six rotating bodies including a first rotating body 51, a second rotating body 52, a third rotating body 53, a fourth rotating body 54, a fifth rotating body 55, and a sixth rotating body 56. . The first rotating body 51 is a rotating body that functions as the input element 40 i of the damper device 40, and is fixed to the input member 10 so as to rotate integrally with the input member 10. One end in the circumferential direction of each first elastic body 41 is supported by the first rotating body 51, and the other end in the circumferential direction of each first elastic body 41 is supported by the second rotating body 52. . The first elastic body 41 is elastically deformed by the relative rotation of the first rotating body 51 and the second rotating body 52 within a range in which the first elastic body 41 can expand and contract. The first elastic body 41 absorbs torque fluctuation and torsional vibration between the first rotating body 51 and the second rotating body 52 by elastic deformation. The second rotating body 52 is integrated with the first drum member 33 of the first engagement device 30.

  The third rotating body 53 is connected to rotate integrally with the clutch hub 32 of the first engagement device 30. The third rotating body 53 functions as an intermediate element 40m of the damper device 40. The third rotating body 53 supports one end in the circumferential direction of each second elastic body 42, and the other end in the circumferential direction of each second elastic body 42 is supported by the fourth rotating body 54. . The second elastic body 42 is elastically deformed by the relative rotation of the third rotating body 53 and the fourth rotating body 54 within a range in which the second elastic body 42 can expand and contract. The second elastic body 42 absorbs torque fluctuation and torsional vibration between the third rotating body 53 and the fourth rotating body 54 by elastic deformation. The fourth rotating body 54 that functions as the output element 40 o of the damper device 40 is connected to the output member 60 through the damper hub 58 so as to rotate integrally therewith.

  The fifth rotating body 55 is coupled to rotate integrally with the joint output element 22 of the fluid coupling 20 and the hub member 23. The fifth rotating body 55 supports one end in the circumferential direction of each third elastic body 43, and the other end in the circumferential direction of each third elastic body 43 is supported by the sixth rotating body 56. . The third elastic body 43 is elastically deformed by the relative rotation of the fifth rotating body 55 and the sixth rotating body 56 within a range in which the third elastic body 43 can expand and contract. The third elastic body 43 absorbs torque fluctuation and torsional vibration between the fifth rotating body 55 and the sixth rotating body 56 by elastic deformation. The sixth rotating body 56 includes an annular plate-like plate portion 56A extending along the radial direction R, and a cylindrical tubular portion 56B extending along the axial direction L from the radially inner end of the plate-like portion 56A. And have. The cylindrical portion 56B protrudes toward the internal combustion engine EG side in the axial direction L with respect to the plate-like portion 56A. And the cylindrical part 56B is arrange | positioned in the state which approachs the annular space enclosed by the outer side cylindrical part 32C, the connection wall part 32D, and the inner side cylindrical part 32E. The cylindrical portion 56B is disposed so as to overlap with the axial support portion 32B and the inner cylindrical portion 32E when viewed in the radial direction R.

  The output member 60 is drivingly connected to the rotating electrical machine MG and the wheels W. The output member 60 may be composed of a shaft member, for example. When the vehicle drive device 100 includes a speed change mechanism, the output member 60 may be, for example, an input shaft (speed change input shaft) of the speed change mechanism. Rotating electric machine MG includes a stator fixed to a case, and a rotor that is rotatably supported on the radially inner side of the stator and is drivingly connected to output member 60. The rotating electrical machine MG is electrically connected to the power storage device via the inverter device. The rotating electrical machine MG can output torque and function as one of the driving force sources of the wheels W, or can generate electricity by the inertia energy of the vehicle and charge the power storage device. The output member 60 and the rotating electrical machine MG are drivingly connected to a pair of left and right wheels W via a differential gear device (not shown).

  In the power transmission device 1 of the present embodiment, the second path P2 of the power transmission path P is further provided with a one-way clutch 70 and a second engagement device 80 in addition to the third damper unit D3 described above. Here, “provided in the second path P2” is not limited to an aspect in which the entire target member is interposed in the second path P2, and only a part of the target member is provided in the second path P2. This is a concept that also includes other embodiments. For example, a configuration in which the target member is provided over the second path P2 and the upstream side of the connection portion C in the first path P1 is also included in such a concept. The one-way clutch 70 and the second engagement device 80 are provided in a positional relationship in parallel with each other.

  The one-way clutch 70 is provided so as to allow the direction of relative rotation between the joint output element 22 and the output member 60 only in one direction and restrict it in the other direction. The one-way clutch 70 includes a first rotating element 71 on the joint output element 22 side, a second rotating element 72 on the output member 60 side, and a rolling element interposed between the first rotating element 71 and the second rotating element 72. 73. The first rotating element 71 is formed integrally with the cylindrical portion 56B of the sixth rotating body 56 constituting the third damper unit D3, and the plate-like portion 56A of the sixth rotating body 56 and the third elastic body 43. , And the fifth rotary body 55 is drivingly connected to the joint output element 22. The second rotating element 72 is formed integrally with the inner cylindrical portion 32E of the clutch hub 32 constituting the first engaging device 30, and the third rotating body 53, the second elastic body 42, and the fourth rotating body. 54 and a damper hub 58, and drivingly connected to the output member 60.

  The rolling element 73 is, for example, a ball, a roller, or a sprag. The rolling element 73 allows relative rotation between the first rotating element 71 and the second rotating element 72 in a direction in which the rotating speed of the first rotating element 71 is lower than the rotating speed of the second rotating element 72. Is provided. Therefore, the one-way clutch 70 is released when the second rotating element 72 rotates at a high speed with respect to the first rotating element 71. Further, the rolling element 73 regulates relative rotation between the first rotating element 71 and the second rotating element 72 in a direction in which the rotating speed of the first rotating element 71 is higher than the rotating speed of the second rotating element 72. It is provided as follows. Therefore, when the first rotating element 71 rotates at a high speed with respect to the second rotating element 72, the one-way clutch 70 enters an engaged state and integrally rotates both the rotating elements 71 and 72. In this way, the one-way clutch 70 allows transmission of the driving force in the positive direction from the joint output element 22 side to the output member 60 side, and the positive direction from the output member 60 side to the joint output element 22 side. The function of blocking the transmission of the driving force or the transmission of the negative driving force from the joint output element 22 side to the output member 60 side is achieved.

  The one-way clutch 70 includes an inner cylindrical portion 32E of the clutch hub 32 and a cylindrical portion 56B of the sixth rotating body 56. The one-way clutch 70 is disposed on the radially inner side of the axial support portion 32B of the clutch hub 32 so as to overlap the axial support portion 32B when viewed in the radial direction R.

  The second engaging device 80 provided in parallel with the one-way clutch 70 connects the first rotating element 71 and the second rotating element 72 of the one-way clutch 70 in the engaged state, and the first rotating element 71 in the released state. And the second rotation element 72 are disconnected. In the engaged state, the second engagement device 80 is a joint output element 22 that is drivingly connected to the first rotation element 71 via the third damper unit D3, and the second rotation element 72 via the second damper unit D2. The output member 60 is connected to the output member 60. The second engagement device 80 releases the connection between the joint output element 22 and the output member 60 in the released state. In the present embodiment, the second engagement device 80 is disposed so as to overlap the first engagement device 30 when viewed in the axial direction L. Further, the first engagement device 30 and the second engagement device 80 are disposed adjacent to each other in the axial direction L.

  Similar to the first engagement device 30, the second engagement device 80 of the present embodiment is configured as a hydraulically driven friction engagement device. As shown in FIG. 3, the second engagement device 80 includes a unique friction plate 81 and a unique second drum member 83. In the present embodiment, the friction plate 81 includes one outer plate. The second drum member 83 is provided to support the friction plate 81 in the radial direction R from the radially outer side. The friction plate 81 (outer plate) is supported in a state where relative rotation is restricted with respect to the second drum member 83. The second drum member 83 is fixed to the plate-like portion 56A so as to rotate integrally with the plate-like portion 56A of the sixth rotating body 56.

  The second drum member 83 is disposed so as to overlap the first drum member 33 when viewed in the axial direction L. In the present embodiment, the first drum member 33 and the second drum member 83 are formed in the same diameter and are disposed in the region in the same radial direction R. Further, the first drum member 33 and the second drum member 83 are arranged adjacent to each other in the axial direction L. Similarly, the friction plate 81 of the second engagement device 80 is disposed so as to overlap the friction plate 31 of the first engagement device 30 when viewed in the axial direction L. In the present embodiment, the friction plate 31 and the friction plate 81 are formed to have the same diameter and are disposed in the region in the same radial direction R. Further, the friction plate 31 and the friction plate 81 are arranged adjacent to each other in the axial direction L with a thick intermediate plate 87 sandwiched therebetween.

  The second engagement device 80 of the present embodiment includes the clutch hub 32, the pressing piston 34, and the drive mechanism 35 of the first engagement device 30 as components of the second engagement device 80. In other words, the first engagement device 30 and the second engagement device 80 share the clutch hub 32 (here, in particular, the radial support portion 32A and the axial support portion 32B), the pressing piston 34, and the drive mechanism 35. ing. That is, the radial support portion 32A of the clutch hub 32 supports not only the friction plate 31 of the first engagement device 30 but also the friction plate 81 of the second engagement device 80 in the radial direction R. The axial support portion 32B of the clutch hub 32 supports not only the friction plate 31 of the first engagement device 30 but also the friction plate 81 of the second engagement device 80 in the axial direction L. The pressing piston 34 driven by the single drive mechanism 35 includes not only the friction plate 31 of the first engagement device 30 but also the friction plate 81 of the second engagement device 80, and simultaneously performs them in one operation. Press.

  Thus, since the first engagement device 30 and the second engagement device 80 share the main components as the friction engagement device, only the pressing piston 34 is driven by the single drive mechanism 35. Thus, the state of engagement of both the engagement devices 30 and 80 can be controlled collectively. Therefore, when both the engagement devices 30 and 80 are used in a usage state in which the respective engagement states always coincide with each other, the structure of the both engagement devices 30 and 80 can be simplified.

  The power transmission device 1 of the present embodiment can be used in at least each aspect described below. For example, when starting the vehicle while the internal combustion engine EG is stopped, the first engagement device 30 is engaged and the torque is output to the rotating electrical machine MG prior to actual start. In this case, as shown in FIG. 4, the torque of the rotating electrical machine MG is generated from the internal combustion engine via the output member 60, the second damper unit D <b> 2, the first engagement device 30, the first damper unit D <b> 1, and the input member 10. Is transmitted to the EG. Thereby, the internal combustion engine EG can be started by the torque of the rotating electrical machine MG. After the internal combustion engine EG is started, the first engagement device 30 is released.

  At this time, in the present embodiment, as described above, the second engagement device 80 is also engaged with the first engagement device 30, so that the first rotation element 71 and the second rotation element 72 of the one-way clutch 70 are Will rotate at the same speed.

  Thereafter, for example, when the vehicle is actually started using the internal combustion engine EG as a driving force source for the wheels W, the first engagement device 30 is maintained in the released state. In this case, as shown in FIG. 5, the torque of the internal combustion engine EG is transmitted to the wheels via the input member 10, the fluid coupling 20, the third damper unit D3, the one-way clutch 70, the second damper unit D2, and the output member 60. Transmitted to W. In the present embodiment, power transmission is performed via the fluid coupling 20 including a torque converter, so that the rotational speed of the internal combustion engine EG is maintained at, for example, an idle rotational speed or higher even at a low vehicle speed, and is larger than the torque of the internal combustion engine EG. Torque can be transmitted to the wheels W to start the vehicle. Further, when power is transmitted between the joint input element 21 and the joint output element 22 via the working fluid, torque fluctuation and torsional vibration transmitted from the internal combustion engine EG can be absorbed.

  For example, when the vehicle is braked, the regenerative braking force can be obtained by generating electric power with the rotating electrical machine MG by the inertia energy of the vehicle in the released state of the first engagement device 30 and the second engagement device 80. At this time, since the one-way clutch 70 is provided in the second path P2 of the power transmission path P, the one-way clutch 70 that is idled and released is connected to the joint output element from the output member 60 side as shown in FIG. Transmission of the driving force to the 22 side is cut off. Therefore, the regenerative braking by the rotating electrical machine MG can be performed while avoiding the dragging of the joint output element 22, and the regenerative efficiency can be improved. In addition, the use of the one-way clutch 70 that does not require a hydraulic circuit, a control valve, or the like for switching the engagement state can avoid the complexity of the structure.

  If the first engagement device 30 is in the engaged state in this state, the internal combustion engine EG that rotates relatively from the wheel W and the output member 60 side and is heavy is dragged. Therefore, a large engine brake can be obtained.

  When the rotational speed of the internal combustion engine EG becomes equal to or higher than a predetermined lockup rotational speed, the first engagement device 30 is brought into the engaged state in order to increase the power transmission efficiency between the input member 10 and the output member 60. . In this case, as shown in FIG. 7, the torque of the internal combustion engine EG is applied to the wheels W via the input member 10, the first damper unit D <b> 1, the first engagement device 30, the second damper unit D <b> 2, and the output member 60. Is transmitted to. The first damper unit D1 and the second damper unit D2 of the damper device 40 constitute a two-stage damper unit connected in series. The two-stage damper unit can absorb torque fluctuation and torsional vibration transmitted from the internal combustion engine EG.

  By the way, for the purpose of improving the fuel consumption of the vehicle, it may be contemplated to expand the lockup region (set the lockup rotation speed to a lower rotation speed). In such a case, torque of the internal combustion engine EG that rotates at a lower speed is input to the power transmission device 1, and therefore torque fluctuation and torsional vibration become larger than when the internal combustion engine EG rotates at a high speed. Then, there is a possibility that the torque fluctuation and torsional vibration transmitted from the internal combustion engine EG cannot be sufficiently absorbed by only the two-stage damper unit including the first damper unit D1 and the second damper unit D2.

  In this regard, in the power transmission device 1 of the present embodiment, the second engagement device 80 is also engaged at the same time as the first engagement device 30 is engaged. Then, with the second engagement device 80 engaged, the third damper unit D3 and the joint output element 22 connected thereto are connected to the intermediate element 40m between the first damper unit D1 and the second damper unit D2. can do. At this time, the joint output element 22, which is relatively large and heavy, can be used as a kind of “mass”. The joint output element 22 as the mass body and the third elastic body 43 of the third damper unit D3 connected to the joint output element 22 and the intermediate element 40m are a kind of “dynamic damper (dynamic damper). ) ”Is configured. In this way, by using the joint output element 22 and the third damper unit D3 coupled thereto as a dynamic vibration absorber, torque fluctuations and torsional vibrations that cannot be sufficiently absorbed by the above-described two-stage damper unit alone are absorbed. can do. In other words, the vibration absorption effect by the two-stage damper unit and the vibration absorption effect by the dynamic vibration absorber made up of the joint output element 22 and the third damper unit D3 combine to reduce torque fluctuation and torsional vibration transmitted from the internal combustion engine EG. It can be sufficiently reduced.

  Moreover, the dynamic vibration absorber composed of the joint output element 22 and the third damper unit D3 is connected to the intermediate element 40m of the damper device 40. The intermediate element 40m is interposed between the first elastic body 41 and the second elastic body 42, and is the element that vibrates most among the elements of the damper device 40. By reducing the vibration of the intermediate element 40m, the torque fluctuation transmitted from the internal combustion engine EG can be effectively suppressed.

  Unlike the present embodiment, if the second engagement device 80 is not provided in parallel with the one-way clutch 70, a sufficient vibration absorbing effect cannot be obtained. This is because the joint output element 22 and the third damper unit D3 are used as dynamic vibration absorbers only in one direction in which the one-way clutch 70 is engaged with torsional vibration in which acceleration and deceleration in the forward rotation direction appear alternately. It will not work. By providing the second engagement device 80 in parallel with the one-way clutch 70 and engaging it with the one-way clutch 70 as in this embodiment, the joint output element 22 and the third damper unit D3 are connected in both directions of torsional vibration. It can function as a dynamic vibration absorber. Therefore, as described above, torque fluctuation and torsional vibration can be sufficiently reduced.

  Then, by securing the vibration damping performance in the low speed rotation region of the internal combustion engine EG in which the torque fluctuation and the torsional vibration are relatively large, the lockup region can be actually expanded. As a result, the fuel efficiency of the vehicle can be improved.

  The technique of the present embodiment is particularly preferably applied to the power transmission device 1 that is drivingly connected to the internal combustion engine EG having a small number of cylinders (for example, four cylinders or less) in which torque fluctuation and torsional vibration are relatively large. it can.

  The second engagement device 80 that is additionally provided to the configuration including the one-way clutch 70 for improving the regeneration efficiency includes the joint output element 22 and the second output device when the first engagement device 30 is engaged. This is an element for causing the three damper unit D3 to function as a sufficient dynamic vibration absorber. Therefore, the second engagement device 80 only needs to secure a transmission torque capacity that can stably connect the joint output element 22 to the intermediate element 40m without depending on torque fluctuation and torsional vibration. That is, the second engagement device 80 may be small, and in fact, the second engagement device 80 of the present embodiment has only one outer plate as the friction plate 81 (see FIG. 3). . Thus, the enlargement of the power transmission device 1 due to the additional provision of the second engagement device 80 can be minimized.

  Unlike the present embodiment, if the one-way clutch 70 is not provided in parallel with the second engagement device 80, the small second engagement device 80 cannot be used. This is because in order to enable the torque of the internal combustion engine EG amplified by the fluid coupling 20 formed of a torque converter to be stably transmitted only by the second engagement device 80, the corresponding transmission torque capacity is set to the second engagement device. This is because it is necessary to secure 80. By providing the one-way clutch 70 in parallel with the second engagement device 80 and sharing the power transmission with them as in the present embodiment, the transmission torque capacity that the second engagement device 80 should handle can be kept low. The second engagement device 80 can be downsized.

  Furthermore, in the present embodiment, attention is paid to the point that the timing at which the joint output element 22 and the third damper unit D3 function as a dynamic vibration absorber coincides with the timing at which the first engagement device 30 is engaged. Main components are shared by the first engagement device 30 and the second engagement device 80. That is, the first engagement device 30 and the second engagement device 80 share the pressing piston 34 and the drive mechanism 35. Furthermore, the first engagement device 30 and the second engagement device 80 are adjacent to each other in the axial direction L by providing the first engagement device 30 on the downstream side of the first damper unit D1 (excluding the intermediate element 40m). Can be arranged. By utilizing such an arrangement, the first engagement device 30 and the second engagement device 80 also share the clutch hub 32 (here, particularly the radial support portion 32A and the axial support portion 32B). ing. For this reason, the elements that are actually increased by additionally providing the second engagement device 80 are only one friction plate 81 and the second drum member 83, which substantially increases the size of the power transmission device 1. The second engagement device 80 can be added.

[Second Embodiment]
A second embodiment of the power transmission device will be described. In the present embodiment, the arrangement configuration of the first damper unit D1 constituting the damper device 40 is different from that of the first embodiment. Accordingly, the specific configurations of the first engagement device 30 and the second engagement device 80 are also different from those of the first embodiment. Hereinafter, the power transmission device 1 of the present embodiment will be described mainly with respect to differences from the first embodiment. Note that the points not particularly specified are the same as those in the first embodiment, and the same reference numerals are given and detailed description thereof is omitted.

  As shown in FIG. 8, in the present embodiment, the first damper unit D1 is provided on the downstream side (the output member 60 side) of the first engagement device 30 in the first path P1. That is, in the first path P1, the first engagement device 30 and the first damper unit D1 are provided in the order described from the upstream side to the downstream side. Accordingly, the first engagement device 30, the first damper unit D1, and the second engagement device 80 are arranged in the order described from the radially outer side to the radially inner side as shown in FIG. The first engagement device 30, the first damper unit D1, and the second engagement device 80 are preferably arranged so as to overlap each other when viewed in the radial direction R.

  In the present embodiment, the first engagement device 30 and the second engagement device 80 arranged in different regions in the radial direction R share the pressing piston 34 and its drive mechanism 35. Thus, also in this embodiment, the simplification of the combined structure of both the engagement devices 30 and 80 is achieved. However, in this embodiment, the second engagement device 80 is provided with a unique clutch hub. Further, in order to allow relative rotation between the clutch hub of the first engagement device 30 and the drum member of the second engagement device 80 accompanying expansion and contraction of the first elastic body 41 of the first damper unit D1, the pressure piston 34 2 A thrust member 38 is provided on one of the two pressing surfaces. The thrust member 38 is a member capable of transmitting a thrust force while allowing relative rotation, such as a thrust bearing or a thrust washer.

  Also in the present embodiment, the regenerative operation by the rotating electrical machine MG can be performed while avoiding dragging of the joint output element 22 due to the presence of the one-way clutch 70, and the regeneration efficiency can be improved. In addition, since the second engagement device 80 is also engaged at the same time when the first engagement device 30 is locked, the joint output element 22 and the third damper unit D3 coupled thereto are connected. It can be used as a dynamic vibration absorber. Therefore, the joint output element 22 and the third damper that function as a dynamic vibration absorber are able to absorb torque fluctuations and torsional vibrations that cannot be sufficiently absorbed by only the two-stage damper unit including the first damper unit D1 and the second damper unit D2. It can be absorbed by unit D3. Therefore, torque fluctuation and torsional vibration transmitted from the internal combustion engine EG can be sufficiently reduced.

[Other Embodiments]
(1) In the first embodiment, a configuration in which the first engagement device 30 and the second engagement device 80 that overlap each other when viewed in the axial direction L are disposed adjacent to each other in the axial direction L will be described as an example. did. However, without being limited to such a configuration, for example, the first engagement device 30 and the second engagement device 80 are arranged separately in different regions in the axial direction L while overlapping with each other when viewed in the axial direction L. May be. Similarly, when the first engagement device 30 and the second engagement device 80 are separately arranged in different regions in the radial direction R as in the second embodiment, both the engagement devices 30 and 80 are similarly provided. May be divided and arranged in different regions in the axial direction L.

(2) In the first embodiment, the configuration in which the first engagement device 30 and the second engagement device 80 share the clutch hub 32, the pressing piston 34, and the drive mechanism 35 has been described as an example. In the second embodiment, the configuration in which the first engagement device 30 and the second engagement device 80 share the pressing piston 34 and the drive mechanism 35 has been described as an example. However, without being limited to such a configuration, for example, the first engagement device 30 and the second engagement device 80 may share only the clutch hub 32. Alternatively, the first engagement device 30 and the second engagement device 80 may share only the pressing piston 34.

(3) In each of the above embodiments, the configuration in which the first engagement device 30 and the second engagement device 80 share some elements has been described as an example. However, without being limited to such a configuration, for example, the first engagement device 30 and the second engagement device 80 may be configured independently of each other.

(4) In each of the above-described embodiments, the configuration in which the one-way clutch 70 is disposed so as to overlap the axial support portion 32B of the clutch hub 32 when viewed in the radial direction R has been described as an example. However, without being limited to such a configuration, for example, the one-way clutch 70 and the axial direction support portion 32B may be separately arranged in different regions in the axial direction L.

(5) In each of the above-described embodiments, the first damper unit D1 and the second damper unit D2 are provided in the first path P1, and an example in which these constitute a two-stage damper unit has been described. However, without being limited to such a configuration, for example, only the first damper unit D1 or the second damper unit D2 may be provided in the first path P1. Alternatively, both the first damper unit D1 and the second damper unit D2 may not be provided in the first path P1.

(6) In each of the above-described embodiments, the configuration in which the joint output element 22 and the third damper unit D3 functioning as a dynamic vibration absorber are coupled to the intermediate element 40m of the damper device 40 has been described as an example. However, without being limited to such a configuration, for example, the joint output element 22 and the third damper unit D3 may be connected to the input element 40i of the damper device 40, or may be connected to the output element 40o. Also good.

(7) In the power transmission device 1 of each embodiment described above, a centrifugal pendulum type dynamic vibration absorber connected to, for example, the output element 40o of the damper device 40 is further provided separately from the joint output element 22 and the third damper unit D3. You may prepare.

(8) In each of the above embodiments, the configuration using the torque converter that further includes the rectifying element 24 in addition to the joint input element 21 and the joint output element 22 as the fluid coupling 20 has been described as an example. However, the fluid coupling 20 is not limited to such a configuration, and a fluid coupling including only the joint input element 21 and the joint output element 22 without including the rectifying element 24 may be used.

  The configuration disclosed in each of the above-described embodiments (including each of the above-described embodiments and other embodiments; the same applies hereinafter) is applied in combination with the configuration disclosed in the other embodiments unless a contradiction arises. It is also possible to do.

  Regarding other configurations, it should be understood that the embodiments disclosed herein are merely examples in all respects. Accordingly, those skilled in the art can make various modifications as appropriate without departing from the spirit of the present disclosure.

[Outline of Embodiment]
In summary, the power transmission device according to the present disclosure preferably includes the following configurations.

[1]
A power transmission device (1),
An input member (10) drivingly connected to an internal combustion engine (EG);
A fluid coupling (20) including a coupling input element (21) coupled to the input member (10) and a coupling output element (22) paired with the coupling input element (21);
An output member (60) drivingly connected to the joint output element (22) and the rotating electrical machine (MG);
Provided in parallel with the fluid coupling (20), the input member (10) and the output member (60) are connected in the engaged state, and the input member (10) and the output member (in the released state). 60) and a first engagement device (30) for releasing the connection with
A power transmission path (P) connecting the input member (10) and the output member (60) is connected to the input member (10) and the output member (60) via the first engagement device (30). And a second path (P2) connecting the joint output element (22) and the first path (P1),
A damper unit (D3), a one-way clutch (70), and a second engagement device (80) are provided in the second path (P2),
The one-way clutch (70) includes a first rotating element (71) on the joint output element (22) side and a second rotating element (72) on the output member (60) side, and the first rotating element ( 71) in a direction in which the rotational speed of 71) is lower than the rotational speed of the second rotational element (72), allowing the relative rotation of the first rotational element (71) and the second rotational element (72) to be released. In a state where the rotation speed of the first rotation element (71) is higher than the rotation speed of the second rotation element (72), the relative rotation is restricted and the engagement state is established.
The second engaging device (80) is provided in parallel with the one-way clutch (70), and connects the first rotating element (71) and the second rotating element (72) in an engaged state. In the released state, the connection between the first rotating element (71) and the second rotating element (72) is released.

  According to this configuration, the output member (60) provided in the second path (P2) is output by the one-way clutch (70) during regeneration in which the rotating electrical machine (MG) generates power while the output member (60) is rotating in the forward direction. The power transmission from the 60) side to the joint output element (22) side can be cut off. Therefore, dragging of the joint output element (22) can be avoided, and the regeneration efficiency by the rotating electrical machine (MG) can be improved. In addition, the use of the one-way clutch (70) that does not require a hydraulic circuit, a control valve, or the like for switching the engagement state can avoid the complexity of the structure. Therefore, it is possible to improve the regeneration efficiency by the rotating electrical machine (MG) with a simple structure.

  In addition, by setting the second engagement device (80) to the engaged state, the first engagement path (P1) with respect to the first path (P1) of the power transmission path (P) regardless of the engagement state of the one-way clutch (70). The damper unit (D3) and the joint output element (22) can be connected. For this reason, unlike the case where the second engagement device (80) is not provided, both directions of torsional vibration transmitted to the first path (P1) via the engaged first engagement device (30) are provided. The joint output element (22) and the damper unit (D3) can function as a kind of dynamic vibration absorber. Therefore, the torsional vibration transmitted to the first path (P1) in the engaged state of the first engagement device (30) can be effectively reduced.

[2]
The damper unit is a third damper unit (D3), and includes a third damper unit (D3), a first damper unit (D1), and a second damper unit (D2). ) Is configured,
The first damper unit (D1) is closer to the input member (10) side of the power transmission path (P) than the connection (C) to the second path (P2) in the first path (P1). Provided,
The second damper unit (D2) is provided closer to the output member (60) in the power transmission path (P) than the connection (C) in the first path (P1).

  According to this configuration, the first damper unit (D1) and the second damper unit (D2) provided in the first path (P1) function as a two-stage damper unit. Therefore, coupled with the vibration absorption effect by the joint output element (22) functioning as a kind of dynamic vibration absorber and the third damper unit (D3), the first through the engaged first engagement device (30). Torsional vibration transmitted to the path (P1) can be sufficiently reduced. Further, the joint output element (22) and the third damper unit (D3) functioning as a kind of dynamic vibration absorber are provided as a damper device (40) between the first damper unit (D1) and the second damper unit (D2). Therefore, the torque fluctuation transmitted from the internal combustion engine (EG) can be effectively suppressed.

[3]
The first damper unit (D1) is provided between the input member (10) and the first engagement device (30) in the first path (P1).

  According to this configuration, since the first engagement device (30) is provided closer to the output member (60) in the power transmission path (P) than the first damper unit (D1), the first engagement device (30). And the second engagement device (80) can be arranged close to each other, and for example, the first engagement device (30) and the second engagement device (80) can easily share components.

[4]
The first engagement device (30) and the second engagement device (80) overlap each other when viewed in the axial direction (L) and are adjacent to the axial direction (L),
The first engagement device (30) and the second engagement device (80) share a radial support member (32A) that supports the friction plates (31, 81) in the radial direction (R). ing.

  According to this configuration, the second engagement device (80) is added by actually sharing the radial support member (32A) between the first engagement device (30) and the second engagement device (80). Therefore, it is possible to avoid the enlargement of the entire apparatus and the complicated structure as much as possible. By sharing a part of the parts, the number of parts can be reduced and the cost can be reduced.

[5]
The first engagement device (30) and the second engagement device (80) drive a pressure piston (34) that presses each friction plate (31, 81) and a drive that drives the pressure piston (34). The mechanism (35) is shared.

  According to this configuration, the first engagement device (30) and the second engagement device (80) actually share the pressing piston (34) and the drive mechanism (35), so that the second engagement device ( 80) can be additionally prevented from increasing the size of the entire device and the complexity of the structure as much as possible. By sharing a part of the parts, the number of parts can be reduced and the cost can be reduced. Further, in this configuration, the state of engagement of the first engagement device (30) and the engagement of the second engagement device (80) can be achieved simply by driving the pressing piston (34) with a single drive mechanism (35). Can be collectively controlled. Therefore, when the first engagement device (30) is engaged and the torsional vibration of the internal combustion engine (EG) is transmitted to the first path (P1), the first path (P1) has a kind of The joint output element (22) functioning as a dynamic vibration absorber and the third damper unit (D3) can be reliably connected without requiring special control. Therefore, the torsional vibration can be effectively reduced without complicating the control.

[6]
The first engagement device (30) and the second engagement device (80) press the respective friction plates (31, 81), and the pressing piston (34) against the friction plate. 34) share the axial support member (32B) that supports the friction plate in the axial direction (L) from the side opposite to the side,
The one-way clutch (70) is arranged so as to overlap the axial support member (32B) when viewed in the radial direction (R).

  According to this configuration, the first engagement device (30) and the second engagement device (80) actually share the pressing piston (34) and the axial support member (32B), so that the second engagement is achieved. By additionally providing the device (80), it is possible to avoid the enlargement of the entire device and the complexity of the structure as much as possible. By sharing a part of the parts, the number of parts can be reduced and the cost can be reduced. Further, in this configuration, the one-way clutch (70) and the axial support member (32B) are at least partially overlapped with each other in the axial direction (L) so that they are divided into different regions in the axial direction (L). The axial length of the entire apparatus can be shortened as compared with the arrangement in which it is arranged. Therefore, the overall size of the apparatus can be reduced.

  The power transmission device according to the present disclosure only needs to exhibit at least one of the effects described above.

DESCRIPTION OF SYMBOLS 1 Power transmission device 10 Input member 20 Fluid coupling 21 Joint input element 22 Joint output element 30 First engagement device 31 Friction plate 32A Radial support part (radial support member)
32B Axial support part (Axial support member)
34 Pressing piston 35 Drive mechanism 40 Damper device 60 Output member 70 One-way clutch 71 First rotation element 72 Second rotation element 80 Second engagement device 81 Friction plate EG Internal combustion engine MG Rotating electrical machine D1 First damper unit D2 Second damper unit D3 Third damper unit (damper unit)
P Power transmission path P1 First path P2 Second path C Connection part L Axial direction R Radial direction

Claims (6)

An input member drivingly connected to the internal combustion engine;
A fluid coupling including a coupling input element coupled to the input member and a coupling output element paired with the coupling input element;
An output member drivingly coupled to the joint output element and the rotating electrical machine;
A first engagement device that is provided in parallel with the fluid coupling, connects the input member and the output member in an engaged state, and releases the connection between the input member and the output member in a released state; With
The power transmission path connecting the input member and the output member includes a first path connecting the input member and the output member via the first engagement device, the joint output element, and the first path. A second route connecting
In the second path, a damper unit, a one-way clutch, and a second engagement device are provided,
The one-way clutch includes a first rotation element on the joint output element side and a second rotation element on the output member side, and the rotation speed of the first rotation element is lower than the rotation speed of the second rotation element. In the direction in which the first rotation element and the second rotation element are allowed to rotate relative to each other and in a released state, the rotation speed of the first rotation element is higher than the rotation speed of the second rotation element. The relative rotation is restricted to be in an engaged state,
The second engagement device is provided in parallel with the one-way clutch, and connects the first rotation element and the second rotation element in an engaged state, and the first rotation element and the first in a released state. A power transmission device that releases the connection with the two-rotating element. The damper unit is a third damper unit, and the damper device includes the third damper unit, the first damper unit, and the second damper unit,
The first damper unit is provided on the input member side of the power transmission path from a connection portion with the second path in the first path,
The power transmission device according to claim 1, wherein the second damper unit is provided closer to the output member of the power transmission path than the connection portion in the first path.   The power transmission device according to claim 2, wherein the first damper unit is provided between the input member and the first engagement device in the first path. The first engagement device and the second engagement device are disposed adjacent to each other in the axial direction while overlapping in the axial direction,
The power transmission according to any one of claims 1 to 3, wherein the first engagement device and the second engagement device share a radial support member that supports each friction plate in the radial direction. apparatus.   The first engagement device and the second engagement device share a pressing piston that presses each friction plate and a driving mechanism that drives the pressing piston. The power transmission device described. The first engagement device and the second engagement device support the friction plate in the axial direction from the side opposite to the pressure piston side with respect to the pressure piston that presses the friction plate and the friction plate. Share the axial support member,
The power transmission device according to any one of claims 1 to 5, wherein the one-way clutch is disposed so as to overlap the axial support member when viewed in a radial direction.

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