JP2017180669A - Power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power transmission device capable of easily changing a shift stage between two shift stages and rapidly completing the same.SOLUTION: Rotational frequencies of first to third rotary elements are aligned on a single straight line in this order in a common line diagram. The third rotary element is connected to a driven portion, and first rotation power for rotating the first rotary element in a first prescribed rotating direction, and second rotation power for rotating the first rotary element in a second prescribed rotating direction opposite to the first prescribed rotating direction, are input to the first rotary element connected to a power source, from the power source. First switching means prevents rotation of the second rotary element to the first prescribed rotating direction during generation of the first rotation power, and permits the rotation of the second rotary element to a second prescribed rotating direction during generation of the second rotation power. Second switching means prevents the rotational frequency of the first rotary element from being over the rotational frequency of the second rotary element during generation of the second rotation power, and permits the rotational frequency of the first rotary element to be over the rotational frequency of the second rotary element when the second rotation power is not generated.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a power transmission device for transmitting power.

  Conventionally, as this type of power transmission device, for example, the one disclosed in Patent Document 1 is known. This power transmission device is applied to an electric vehicle and includes a transmission for transmitting the rotational power of a rotating electrical machine as a power source to drive wheels of the vehicle. The transmission is a stepped automatic transmission having two shift stages including a predetermined first speed and second speed, and includes a differential, a brake, a hydraulic clutch, and a one-way clutch. The differential device includes a double pinion gear rotatably supported by a carrier, a first sun gear and a ring gear meshing with one of the dual pinion gears, and a second sun gear meshing with the other of the dual pinion gears. The rotation speeds of the second sun gear, the first sun gear, the carrier, and the ring gear are in a collinear relationship arranged in this order on a single straight line in the collinear diagram.

  The second sun gear is connected to a brake, and the first sun gear is connected to drive wheels via an output shaft. The carrier is connected to the rotating electrical machine via a clutch, and the ring gear is connected to the rotating electrical machine via a one-way clutch. The one-way clutch connects transmission of rotational power in the normal rotation direction from the rotating electric machine to the ring gear, and blocks transmission of rotational power in the normal rotation direction from the ring gear to the rotating electric machine. Further, in the power transmission device, the operation of the brake and the clutch is controlled by the control device as follows, so that the gear position of the transmission device is set to the first speed stage or the second speed stage, and the rotational power of the rotating electrical machine is set. Is transmitted to the drive wheels while being shifted by the transmission.

  That is, when setting the gear position of the transmission to the first gear, the second sun gear is braked non-rotatably with a brake, and the clutch is disengaged to isolate the rotating electrical machine from the carrier. In this case, the rotational power of the rotating electrical machine is transmitted to the ring gear via the one-way clutch, and the braking force of the brake acting on the second sun gear is used as a reaction force, and further to the drive wheels via the double pinion gear and the first sun gear. Communicated. As a result, the rotational power of the rotating electrical machine is transmitted to the drive wheels while being decelerated at the first gear ratio determined by the gear ratios of various gears in the differential.

  Further, when the transmission gear stage is set to the second speed stage, the brake is braked so that the second sun gear cannot be rotated, and the clutch is engaged to connect the rotating electrical machine and the carrier. In this case, the rotational power of the rotating electrical machine is transmitted to the carrier via the clutch, and the braking force of the brake acting on the second sun gear is used as a reaction force and further transmitted to the drive wheels via the double pinion gear and the first sun gear. Is done. As a result, the rotational power of the rotating electrical machine is transmitted to the drive wheels while being decelerated at a gear ratio of the second speed determined by the gear ratios of various gears.

JP-A-5-332408

  As described above, in the conventional power transmission device, the rotational power of the rotating electrical machine is transmitted to the ring gear when the shift speed is the first speed, and is transmitted to the carrier when the speed is the second speed. Further, since the rotation speeds of the ring gear, the carrier, and the first and second sun gears are collinear, the rotation speed of the carrier is equal to the rotation speed of the ring gear with respect to the same rotation speed of the first sun gear connected to the drive wheels. Lower than. For this reason, when changing the gear position from the first gear to the second gear, in order to suppress the shift shock, control is performed so that the rotational speed of the rotating electrical machine matches the rotational speed of the carrier, and thereby the rotational speed of the rotating electrical machine. , The clutch is controlled so that the rotating electrical machine and the carrier are connected in this state, and control for generating torque of the rotating electrical machine must be performed after the clutch connecting operation is completed. I must. As described above, in the conventional power transmission device, the control required for changing the gear position from the first gear to the second gear becomes very complicated. In addition, when changing the gear position to the second speed stage, after the rotation speed of the rotating electrical machine matches the rotation speed of the carrier, control for causing the clutch to perform the connection operation is started, and the clutch connection operation is completed. Therefore, it takes time to change the gear position, and thus the state in which the rotational power of the rotating electrical machine is not transmitted to the drive wheels continues for a long time.

  The present invention has been made to solve the above-described problems, and can easily change the speed between two speeds and can quickly complete the speed. An object is to provide a transmission device.

  In order to achieve the above object, the invention according to claim 1 includes a first rotating element (sun gear S in the embodiment (hereinafter the same in this section)), a second rotating element (carrier C), and a third rotating element. (Ring gear R), the rotation speeds of the first to third rotating elements satisfy the collinear relationship arranged in this order on a single straight line in the collinear diagram, and the second rotating element is fixed A differential device (planetary gear device PS) configured such that when the first and third rotating elements are rotated, the rotating direction of the first rotating element and the rotating direction of the third rotating element are different from each other; In the power transmission device 1, 31, 41, the first rotating element includes a first rotating power that rotates the first rotating element in a first predetermined rotating direction, and the first rotating element that is opposite to the first predetermined rotating direction. Second rotational power for rotating in a second predetermined rotational direction of the direction, A power source (rotating electrical machine 3) that can be input to one rotating element is mechanically connected, and a driven part (rear wheels WL, WR) driven by the power transmission devices 1, 31, 41 is connected to the third rotating element. Are coupled mechanically, and when the power source generates the first rotational power, the second rotational element prevents the second rotational element from rotating in the first predetermined rotational direction, and the power source rotates the second rotational element. When the power is generated, when the first switching means (first one-way clutch 5, 32) that allows the rotation of the second rotating element in the second predetermined rotation direction and the power source generates the second rotational power, The rotation speed of the first rotation element is prevented from exceeding the rotation speed of the second rotation element, and when the power source does not generate the second rotation power, the rotation speed of the first rotation element is the rotation of the second rotation element. Second switching means (second one-way club) that allows exceeding the number And Ji 6,33,42), but characterized in that it is mechanically connected.

  According to this configuration, the differential device of the power transmission device satisfies the collinear relationship in which the rotation speeds of the first to third rotation elements are arranged in this order on a single straight line in the collinear diagram, and the second When the first and third rotating elements are rotated with the rotating element fixed, the rotating direction of the first rotating element and the rotating direction of the third rotating element are different from each other. The first rotating element is mechanically connected to the power source, and the third rotating element is mechanically connected to the driven part. The power source includes first rotational power for rotating the first rotational element in a first predetermined rotational direction and rotational power for rotating the first rotational element in a second predetermined rotational direction opposite to the first predetermined rotational direction. It is possible to input to one rotation element.

  From the above configuration, the rotational speed relationship between various components in the power transmission device is expressed as shown in FIGS. 28 and 29, for example. In FIGS. 28 and 29 and other collinear charts described later, the distance from the horizontal line indicating the value 0 to the white circle on the vertical line corresponds to the number of rotations of each rotating element. 28 and 29 show that when the first and third rotating elements are rotated with the second rotating element fixed, the absolute value of the rotational speed of the first rotating element is the third rotating element. This is an example when the rotational speed is larger than the absolute value. FIGS. 28 and 29 are examples in which the power source and the driven part are directly connected to the first and second rotating elements, respectively, but may be connected via a gear or the like.

  Further, according to the above-described configuration, when the power source generates the first rotational power by the first switching unit, the second rotational element is prevented from rotating in the first predetermined rotational direction, and the power source is When the two rotational power is generated, the second rotating element is allowed to rotate in the second predetermined rotational direction. Furthermore, when the power source generates the second rotational power by the second switching means, the rotational speed of the first rotational element is prevented from exceeding the rotational speed of the second rotational element, and the power source is When no rotational power is generated, the rotation speed of the first rotation element is allowed to exceed the rotation speed of the second rotation element.

  In FIG. 28, Tm is the output torque of the power source, Rc1 is the reaction force torque of the first switching means, and Ro is the reaction force torque of the driven part, and this is the same for FIG. is there. As shown in FIG. 28, when the first rotational power for rotating the first rotational element in the first predetermined rotational direction is input from the power source to the first rotational element, the second rotational element rotates in the first predetermined rotational direction. Is automatically blocked by the first switching means, and the output torque Tm of the power source input to the first rotating element is measured via the third rotating element using the reaction force torque Rc1 of the first switching means as a reaction force. This is transmitted to the drive unit, whereby the driven unit rotates in the second predetermined rotation direction. As is clear from FIG. 28, the first rotational power of the power source is transmitted to the driven part in a decelerated state. In this case, the second switching means automatically allows the rotation speed of the first rotation element to exceed the rotation speed of the second rotation element.

  Furthermore, as shown in FIG. 29, when the second rotation power for rotating the first rotation element in the second predetermined rotation direction is input from the power source to the first rotation element, the second switching means causes the first rotation element to rotate. The rotation speed is automatically prevented from exceeding the rotation speed of the second rotation element, whereby the first to third rotation elements rotate together. As a result, the output torque Tm of the power source is transmitted to the driven part via the first to third rotating elements, whereby the driven part rotates in the second predetermined rotation direction. In this case, the rotational power of the power source is transmitted to the driven part without being shifted by the differential device. Further, the first switching means automatically allows the second rotation element to rotate in the second predetermined rotation direction.

  As described above, in the power transmission device, a transmission having two shift speeds is configured by the differential and the first and second switching means. Of the two shift speeds, the shift speed shown in FIG. 28 is the first speed, and the shift speed shown in FIG. 29 is the second speed. When changing the gear position from the first gear to the second gear, the second rotational power for rotating the first rotational element in the second predetermined rotational direction is input from the power source to the first rotational element, and the first rotational element By controlling the rotational speed of the power source so that the rotational speed of the first rotational element matches the rotational speed of the second rotational element, the rotational speed of the first rotational element is automatically prevented from exceeding the rotational speed of the second rotational element. Then, the change of the gear position to the second gear is completed.

  On the contrary, when changing the gear position from the second gear to the first gear, the first rotational power for rotating the first rotational element in the first predetermined rotational direction is input from the power source to the first rotational element. At the same time, by controlling the rotation speed of the power source so that the rotation speed of the second rotation element becomes 0, the rotation of the second rotation element in the first predetermined rotation direction is automatically blocked by the first switching means. Then, the change of the gear position to the first gear is completed.

  As described above, in the power transmission device, unlike the above-described conventional power transmission device, the rotational direction of the rotational power input from the power source to the first rotating element is changed and the rotational speed control of the power source is performed. Thus, it is possible to easily change the gear position between the two gear speeds and complete the speed quickly without performing clutch engagement control. Further, since the speed change can be completed quickly, the time during which the rotational power of the power source is not transmitted to the driven part due to the speed change can be shortened.

  In FIGS. 28 and 29, when the first and third rotating elements are rotated while the second rotating element is fixed, the absolute value of the rotational speed of the first rotating element is greater than that of the third rotating element. On the contrary, the above-described effect can be obtained in the same manner when the absolute value of the rotation speed of the third rotation element is larger than that of the first rotation element. In this case, when rotational power is input from the power source to the first rotating element so as to rotate the first rotating element in the second predetermined rotational direction, the rotational power of the power source is increased. Is transmitted to the driven part.

1 is a skeleton diagram showing a power transmission device according to a first embodiment of the present invention together with a part of a vehicle to which the power transmission device is applied. It is a block diagram which shows ECU etc. of the power transmission device of FIG. FIG. 6 is a collinear diagram illustrating a rotational speed relationship and a torque balance relationship between various types of rotary elements in the power transmission device of FIG. 1 in the case where the shift stage is the first speed stage. FIG. 3 is a collinear diagram illustrating a rotational speed relationship and a torque balance relationship between various types of rotary elements in the power transmission device of FIG. 1 in a case where the speed stage is a second speed stage. It is a timing chart which shows the operation example of the power transmission device of FIG. It is a timing chart which shows the comparative example of FIG. It is a collinear diagram which shows the relationship of the rotation speed between various rotary elements in the conventional power transmission device, and the balance relationship of torque about the case where a gear stage is 1st speed stage. It is a collinear diagram which shows the relationship of the rotational speed between the various rotation elements in the conventional power transmission device, and the balance relationship of torque about the case where a gear stage is a 2nd speed stage. It is a figure which shows the relationship between output-shaft rotation speed and output-shaft transmission torque in case a step ratio is comparatively large like the conventional power transmission device of FIG. It is a skeleton figure which shows the power transmission device by 2nd Embodiment of this invention with a part of vehicle which applied this. It is a block diagram which shows ECU etc. of the power transmission device of FIG. It is a collinear diagram which shows the relationship of the rotational speed between the various rotation elements in the power transmission device of FIG. 10 and the balance of torque when the gear position is the first gear. It is a collinear diagram which shows the relationship of the rotation speed between the various rotation elements in the power transmission device of FIG. 10 and the balance of torque when the shift stage is the second speed stage. FIG. 11 is a collinear diagram illustrating a rotational speed relationship and a torque balance relationship between various types of rotary elements in the power transmission device of FIG. 10 in the case where the shift speed is a reverse speed. It is a skeleton figure which shows the power transmission device by 3rd Embodiment of this invention with a part of vehicle which applied this. It is a block diagram which shows ECU etc. of the power transmission device of FIG. FIG. 15 is a collinear diagram showing the relationship between the rotational speed and the torque balance between the various types of rotary elements in the power transmission device shown in FIG. 15 when the gear stage is the first speed stage and power running is performed by the rotating electrical machine. FIG. FIG. 15 is a collinear chart showing the relationship between the rotational speed and the torque balance between the various types of rotary elements in the power transmission device of FIG. 15 when the gear stage is the second speed stage and the power is being executed by the rotating electrical machine. FIG. FIG. 15 is a collinear diagram showing the relationship between the rotational speed and the torque balance between the various rotary elements in the power transmission device of FIG. 15 when the gear position is the first speed and regeneration is performed by the rotating electrical machine. FIG. FIG. 15 is a collinear diagram illustrating the relationship between the rotational speed and the torque balance between the various types of rotary elements in the power transmission device of FIG. 15 when the gear stage is the second speed stage and regeneration is performed by the rotating electrical machine. FIG. FIG. 16 is a collinear diagram illustrating a rotational speed relationship and a torque balance relationship between various types of rotary elements in the power transmission device of FIG. 15 in the case where the shift speed is a reverse speed. It is a skeleton figure which shows the power transmission device by 4th Embodiment of this invention with a part of vehicle which applied this. It is a block diagram which shows ECU etc. of the power transmission device of FIG. FIG. 23 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements in the power transmission device of FIG. 22 in the case where the shift speed is the first speed stage. FIG. 23 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements in the power transmission device of FIG. 22 in the case where the shift speed is the second speed. FIG. 23 is a collinear diagram for describing a technical viewpoint of the power transmission device of FIG. 22. FIG. 27 is a collinear diagram showing a rotational speed relationship between various types of rotary elements in a comparative example compared with FIG. 26. It is a collinear diagram for demonstrating operation | movement of the power transmission device of this invention. It is another alignment chart for demonstrating operation | movement of the power transmission device of this invention.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a power transmission device 1 according to a first embodiment of the present invention together with a part of a vehicle to which the power transmission device 1 is applied. This vehicle is a four-wheeled vehicle in which an engine as a power source is mounted on the front portion thereof, and the power transmission device 1 transmits the rotational power of the rotating electrical machine 3 as a power source to the left and right rear wheels WL, WR of the vehicle. It is for transmission. As shown in FIG. 1, the power transmission device 1 includes a planetary gear device PS, a first one-way clutch 5, and a second one-way clutch 6.

  The rotating electrical machine 3 is, for example, a brushless DC motor, and is integrated with a stator formed of a plurality of iron cores and coils, a rotor formed of a plurality of magnets (not shown), and the rotor coaxially. Has a rotating shaft 3a. In the rotating electrical machine 3, when electric power is supplied to the stator, the supplied electric power is converted into rotational power and output from the rotor to the rotating shaft 3a. In this case, the rotation direction of the rotating shaft 3a can be changed between a forward rotation direction and a reverse rotation direction as shown in FIGS. When rotational power is input to the rotating shaft 3a, the rotational power is converted into electric power (power generation) and output to the stator.

  The stator of the rotating electrical machine 3 is electrically connected to a chargeable / dischargeable battery 16 via a power drive unit (hereinafter referred to as “PDU”) 15, so that electric energy can be exchanged with the battery 16. It is. The PDU 15 is composed of an electric circuit such as an inverter. As shown in FIG. 2, an ECU 2 described later is electrically connected to the PDU 15. The ECU 2 controls the PDU 15 to control the power supplied to the rotating electrical machine 3, the power generated by the rotating electrical machine 3, and the rotational speed of the rotating shaft 3 a (hereinafter referred to as “motor rotational speed”).

  The planetary gear unit PS is of a general single pinion type, and includes a sun gear S, a plurality of pinion gears P (two shown) meshing with the sun gear S, and a rotatable carrier that rotatably supports the pinion gears P. C and a ring gear R provided on the outer periphery of the sun gear S and meshing with the pinion gear P. The sun gear S is provided coaxially and integrally with the rotating shaft 3a of the rotating electrical machine 3, and is rotatable integrally with the rotating shaft 3a. The ring gear R is coaxially connected to the output shaft 7 via a hollow rotating shaft and a flange, and is rotatable integrally with the output shaft 7. A gear 8 is coaxially and integrally provided on the output shaft 7, and the gear 8 meshes with an idler gear 9. The idler gear 9 meshes with the gear of the final reduction gear 10, and the final reduction gear 10 is mechanically connected to the left and right rear wheels WL and WR via the left and right drive shafts. ing.

  The first one-way clutch 5 is of a general mechanical type, and has an inner that is coaxially provided integrally with the carrier C and an outer that is integrated with a case CA fixed to the vehicle. The first one-way clutch 5 connects between the carrier C and the case CA when the rotational power that rotates (reversely rotates) the carrier C in the reverse direction (see FIG. 3) is transmitted to the carrier C. The reverse rotation of the carrier C is prevented. Further, the first one-way clutch 5 blocks between the carrier C and the case CA when the rotational power for rotating (forward rotation) the carrier C in the forward rotation direction (see FIG. 3) is transmitted to the carrier C. Thereby, normal rotation of the carrier C is allowed.

  Similar to the first one-way clutch 5, the second one-way clutch 6 is of a general mechanical type, and is provided integrally with the inner shaft coaxially with the rotating shaft 3a and integrally with the carrier C. Has an outer. The second one-way clutch 6 connects between the sun gear S and the carrier C when rotational power that rotates the sun gear S relative to the carrier C in the forward rotation direction is input to the sun gear S. As a result, the sun gear S, the carrier C, and the ring gear R rotate together. As a result, in this case, the rotation speed of the sun gear S is prevented from exceeding the rotation speed of the carrier C. Further, the second one-way clutch 6 blocks between the sun gear S and the carrier C when rotational power that rotates the sun gear S relative to the carrier C in the reverse rotation direction is input to the sun gear S. As a result, in this case, the rotational speed of the sun gear S is allowed to exceed the rotational speed of the carrier C.

  The rotating electrical machine 3 is provided with a first rotation speed sensor 21 and a current sensor 22. As shown in FIG. 2, the first rotation speed sensor 21 detects the motor rotation speed NM and inputs the detection signal to the ECU 2. The current sensor 22 detects a current (hereinafter referred to as “motor current”) IM flowing through the stator of the rotating electrical machine 3 and inputs a detection signal to the ECU 2. Further, the rotational speed of the output shaft 7 (hereinafter referred to as “output shaft rotational speed”) NO is detected by the second rotational speed sensor 23, and the detection signal is input to the ECU 2.

  The ECU 2 is composed of a microcomputer including an I / O interface, CPU, RAM, ROM, and the like. The ECU 2 controls the rotating electrical machine 3 according to the control program stored in the ROM in accordance with the detection signals from the various sensors 21 to 23 described above.

  In the power transmission device 1 having the above-described configuration, the planetary gear device PS, the first and second one-way clutches 5 and 6 function as a transmission device having two shift stages including a predetermined first speed stage and a second speed stage, The rotational power of the rotating electrical machine 3 is transmitted to the output shaft 7 in a state where the gear ratio is changed at the first gear stage or the second gear ratio, and further via the gear 8, the idler gear 9, and the final reduction gear 10. It is transmitted to the left and right rear wheels WL, WR. Hereinafter, the operation of the power transmission device 1 will be described with reference to FIGS. 3 and 4.

  FIG. 3 shows the rotational speed relationship and the torque balance relationship between the various types of rotary elements when the shift speed is the first speed. The planetary gear device PS is of a general single pinion type as described above. For this reason, as shown in FIG. 3, the rotational speeds of the sun gear S, the carrier C, and the ring gear R are in a collinear relationship that is arranged in this order on a single straight line in a collinear diagram that represents the relationship between the rotational speeds. is there. As is well known, since the number of teeth of the ring gear R is larger than the number of teeth of the sun gear S, the absolute value of the rotational speed of the sun gear S when the sun gear S and the ring gear R are rotated with the carrier C fixed. Is larger than the absolute value of the rotational speed of the ring gear R. Further, as is apparent from the above-described connection relationship between the various rotating elements, the rotational speed of the sun gear S is equal to the motor rotational speed NM, and the rotational speed of the ring gear R is equal to the rotational speed of the output shaft 7.

  From the above, the rotational speed relationship among the sun gear S, the carrier C, the ring gear R, the rotating electrical machine 3, and the output shaft 7 is expressed as shown in FIG. 3, for example. In FIG. 3 and other collinear charts to be described later, for the sake of convenience, the sign of the rotational speed of each rotational element is described in the vicinity of the white circle representing the rotational speed. In FIG. 3, TM is an output torque of the rotating electrical machine 3 (hereinafter referred to as “motor output torque”), RC1 is a reaction torque of the first one-way clutch 5, and RO is output from the rear wheels WL and WR. This is a reaction torque acting on the shaft 7.

  As shown in FIG. 3, when the gear position is the first gear, the rotational power that reversely rotates the sun gear S is input from the rotating electrical machine 3 to the sun gear S by the control of the rotating electrical machine 3 by the ECU 2. In this case, the reverse rotation of the carrier C is automatically prevented by the first one-way clutch 5, and the motor output torque TM input to the sun gear S causes the reaction force torque RC1 of the first one-way clutch 5 acting on the carrier C to be a reaction force. As described above, the rotation direction is changed via the pinion gear P and the ring gear R, and the rotation is transmitted to the output shaft 7, and further to the rear wheels WL and WR via the final reduction gear 10. As a result, the output shaft 7 and the rear wheels WL and WR are rotated forward. As apparent from FIG. 3, the rotational power of the rotating electrical machine 3 is transmitted to the output shaft 7 in a decelerated state. Further, the sun gear S and the carrier C are disconnected by the second one-way clutch 6.

  In addition, as shown in FIG. 4, when the shift speed is the second speed, the rotational power that causes the sun gear S to rotate forward is input from the rotating electrical machine 3 to the sun gear S by the control of the rotating electrical machine 3 by the ECU 2. . As a result, rotational power that causes the sun gear S to rotate forward relative to the carrier C is input to the sun gear S, whereby the sun gear S and the carrier C are automatically connected by the second one-way clutch 6. Thereby, the sun gear S, the carrier C, and the ring gear R rotate together. As a result, the motor output torque TM is transmitted to the output shaft 7 via the sun gear S, the carrier C, and the ring gear R, whereby the output shaft 7 and the rear wheels WL, WR are rotated forward. In this case, the rotational power of the rotating electrical machine 3 is transmitted to the output shaft 7 without being shifted by the planetary gear unit PS. Further, forward rotation of the carrier C is allowed by the first one-way clutch 5.

  FIG. 5 shows an operation example of the power transmission device 1 when the gear position is changed from the first gear to the second gear. In FIG. 5, TOBJ is a target value (hereinafter referred to as “target torque”) of the motor output torque TM, and TO is a torque transmitted to the output shaft 7 (hereinafter referred to as “output shaft transmission torque”). In FIG. 5, for various parameters, the forward rotation direction is represented by “+” and the reverse rotation direction is represented by “−”.

  As shown in FIG. 5, when the change of the gear position from the first gear to the second gear is started (time t1), the rotational speed control is executed as the control of the rotating electrical machine 3 by the ECU 2. In this rotational speed control, the motor rotational speed NM is controlled to coincide with the output shaft rotational speed NO. As a result, the motor rotation speed NM of the rotating electrical machine 3 that has been reversed until then decreases to a value of 0, and increases toward the output shaft rotation speed NO of the output shaft 7 that is rotating forward. In this case, until the motor rotational speed NM matches the output shaft rotational speed NO, the target torque TOBJ is set to the value 0, and the motor rotational speed NM is adjusted as described above by adjusting the voltage applied to the rotating electrical machine 3. To be controlled. Further, the motor output torque TM that has been the torque (−) in the reverse rotation direction until then temporarily decreases to the torque (+) in the normal rotation direction once by this rotational speed control. Further, during the change of the gear position from the first gear to the second gear, the carrier C idles in the forward rotation direction, so that no torque is transmitted from the rotating electrical machine 3 to the output shaft 7, and as a result, the output shaft is transmitted. Torque TO has a value of zero. Further, the output shaft 7 idles in the forward rotation direction due to inertia.

  When the motor rotational speed NM completely matches the output shaft rotational speed NO (time point t2), the sun gear S and the carrier C are automatically connected by the second one-way clutch 6 accordingly, so that the second speed When the change of the gear position to the gear is completed, the control of the rotating electrical machine 3 by the ECU 2 is switched from the above-described rotation speed control to torque control. In this torque control, the target torque TOBJ is set to a torque in the forward rotation direction according to the traveling state of the vehicle, and the motor current is controlled so that the motor output torque TM becomes the target torque TOBJ. As a result, the motor output torque TM and the output shaft transmission torque TO change in a constant state after increasing in a stepwise manner, and the motor rotation speed NM and the output shaft rotation speed NO increase.

  Although not shown, when the gear position is changed from the second speed to the first speed, the rotation of the motor is performed so that the rotation speed of the carrier C becomes 0 in the rotation speed control executed by the ECU 2 during the change. The number NM is controlled. In this case, the target value of the motor rotational speed NM is set as the rotational speed in the reverse rotation direction, and is set to a value obtained by multiplying the output shaft rotational speed NO by the ratio of the number of teeth of the ring gear R and the number of teeth of the sun gear S. The motor rotation speed NM is controlled so that this target value is obtained. As a result, the motor rotation speed NM of the rotating electrical machine 3 that has been rotating forward until then decreases to a value of 0 and further increases in the reverse rotation direction.

  When the rotation speed of the carrier C reaches a value of 0, the reverse rotation of the carrier C is automatically blocked by the first one-way clutch 5, thereby completing the change of the gear position to the first gear stage. The control of the rotating electrical machine 3 by the ECU 2 is switched from the above-described rotational speed control to torque control. This first-speed torque control is different from the second-speed torque control only in that the target torque TOBJ is set to the torque in the reverse rotation direction.

  FIG. 6 is a timing chart showing a comparative example of the first embodiment. In this comparative example, in the above-described conventional power transmission device (Japanese Patent Laid-Open No. 5-332408), the gear position is changed from the first gear to the second gear. It is an operation example when changing to a high gear. In FIG. 6, NM ′ is the motor speed of the rotating electrical machine, NO ′ is the output shaft speed of the output shaft, TOBJ ′ is the target torque that is the target value of the output torque of the rotating electrical machine, and TO ′ is transmitted to the output shaft. The output shaft transmission torque PO, which is the hydraulic pressure supplied to the hydraulic clutch (hereinafter referred to as “clutch supply hydraulic pressure”) PO, indicates that the clutch is released when PO = value 0.

  As shown in FIG. 6, in this comparative example, when the change of the gear position from the first gear to the second gear is started (time point t1 ′), the rotational speed control of the rotating electrical machine is executed. As described above, the motor rotation speed NM ′ decreases by controlling the motor rotation speed NM ′ so as to match the rotation speed of the carrier. Further, during the change of the gear position to the second gear, the target torque TOBJ ′ is set to the value 0, and the output shaft transmission torque TO ′ has the value 0 by disconnecting the rotary electric machine from the ring gear by the one-way clutch. Transition in state.

  When the motor rotation speed NM ′ matches the rotation speed of the carrier (time point t2 ′), the state is maintained and the clutch is supplied to engage the clutch that has been released (PO = 0) until then. The hydraulic pressure PO is controlled to increase. Then, when the clutch supply hydraulic pressure PO reaches the predetermined pressure PREF, the connection between the rotating electric machine and the carrier by the clutch is started (time point t3 ′), and then the state of PO = PREF is continued to some extent, so that the clutch is connected. When the operation is completed (time t4 ′), the change of the gear position to the second gear is completed, and the control of the rotating electrical machine shifts from the above-described rotation speed control to the same torque control as in the first embodiment. As a result, the output shaft transmission torque TO ′ increases in a constant state after increasing in a stepwise manner, and the motor rotation speed NM ′ and the output shaft rotation speed NO ′ increase.

  As described above, in the comparative example, when changing the gear position from the first gear to the second gear, it is necessary to perform the clutch engagement control as described above, and the control required for changing the gear is very difficult. It is complicated. In addition, when changing the gear position to the second speed stage, after the rotation speed of the rotating electrical machine matches the rotation speed of the carrier, control for causing the clutch to perform the connection operation is started, and the clutch connection operation is completed. Therefore, it takes time to change the gear position. As a result, the state where the rotational power of the rotating electrical machine is not transmitted to the output shaft continues for a long time.

  On the other hand, according to the first embodiment, when changing the gear position between the first gear and the second gear, the rotational power input from the rotating electrical machine 3 to the sun gear S is changed as described above. Only by changing the rotation direction and controlling the number of rotations of the rotating electrical machine 3 described above, the shift stage can be easily changed and completed quickly. Further, since the speed change can be completed quickly, the time during which the rotational power of the rotating electrical machine 3 is not transmitted to the rear wheels WL and WR due to the speed change can be shortened.

  Moreover, the correspondence between the various elements in the first embodiment and the various elements in the present invention is as follows. That is, the rotating electrical machine 3 in the first embodiment corresponds to the power source in the present invention, the planetary gear device PS in the first embodiment corresponds to the differential device in the present invention, and the sun gear S in the first embodiment. The carrier C and the ring gear R correspond to the first, second and third rotating elements in the present invention, respectively. Further, the first and second one-way clutches 5 and 6 in the first embodiment correspond to the first and second switching means in the present invention, respectively, and the rear wheels WL and WR in the first embodiment correspond to the objects to be covered in the present invention. It corresponds to the drive unit.

  As described above, according to the first embodiment, as described with reference to FIGS. 3 and 4, the planetary gear device PS has the rotation speeds of the sun gear S, the carrier C, and the ring gear R in the collinear diagram. The rotation direction of the sun gear S is different from the rotation direction of the ring gear R when the sun gear S and the ring gear R are rotated with the carrier C fixed while satisfying the collinear relationship arranged in this order on a single straight line. It is configured. The sun gear S is mechanically connected to the rotating electrical machine 3, and the ring gear R is mechanically connected to the rear wheels WL and WR via the output shaft 7. The rotating electrical machine 3 can input rotational power for rotating the sun gear S forward and rotational power for reversing the sun gear S to the sun gear S, and its operation is controlled by the ECU 2.

  As described with reference to FIGS. 3 and 4, in the power transmission device 1 according to the first embodiment, the first gear and the second gear are provided by the planetary gear device PS and the first and second one-way clutches 5 and 6. A transmission having two shift stages composed of stages is configured. Further, as described with reference to FIGS. 5 and 6, unlike the above-described conventional power transmission device, the rotation direction of the rotating power input from the rotating electrical machine 3 to the sun gear S and the rotation of the rotating electrical machine 3 are changed. It is possible to easily change the gear position between the two gear speeds and to complete it quickly without performing clutch engagement control only by performing numerical control. Further, since the speed change can be completed quickly, the time during which the rotational power of the rotating electrical machine 3 is not transmitted to the rear wheels WL and WR due to the speed change can be shortened.

  Conventionally, as this type of power transmission device, one disclosed in Japanese Patent Application Laid-Open No. 2006-112289 is known, and in this conventional power transmission device, the rotational power of the rotating electrical machine is the first speed or the second speed. The gear is transmitted to the output shaft while being shifted at the gear ratio of the stage. FIGS. 7 and 8 show the relationship of the rotational speeds between the various rotary elements in this conventional power transmission device when the gear stage is the first speed stage and the second speed stage, respectively. Assuming that the number of teeth of the sun gear in the conventional power transmission device is Zs ′ and the number of teeth of the ring gear in the conventional power transmission device is Zr ′, as is apparent from FIG. Is (1 + Zs ′ / Zr ′) / (Zs ′ / Zr ′), which is greater than the value 2.0, and the gear ratio of the second gear is 1.0. As described above, in the conventional power transmission device, the ratio between the gear ratio of the first gear and the gear ratio of the second gear (hereinafter referred to as “step ratio”) is larger than the value 2.0 and relatively large.

  FIG. 9 shows the relationship between the output shaft rotational speed of the output shaft and the output shaft transmission torque transmitted to the output shaft when the step ratio is relatively large as described above, and the solid line in FIG. In the case of, the broken line indicates the case of the second speed stage. As shown in the part enclosed by the ellipse in FIG. 9, when the step ratio is relatively large, a torque discontinuity may occur when the gear position is changed between the first gear and the second gear. In order to avoid such a problem, the degree of freedom in designing the rotating electrical machine is reduced.

  On the other hand, in the power transmission device 1 according to the first embodiment, if the number of teeth of the sun gear S is Zs and the number of teeth of the ring gear R is Zr, the gear ratio of the first gear is as apparent from FIG. 1 / (Zs / Zr), which is smaller than the conventional gear ratio of the first gear, and the gear ratio of the second gear is 1.0 as is apparent from FIG. As described above, in the power transmission device 1, the step ratio (ratio between the gear ratio of the first gear and the gear ratio of the second gear) can be reduced as compared with the conventional power transmission device described above. The degree of freedom in designing the rotating electrical machine 3 can be increased.

  Next, a power transmission device 31 according to a second embodiment of the present invention will be described with reference to FIGS. The power transmission device 31 is mainly different from the first embodiment in that the configurations of the first and second one-way clutches 32 and 33 and a reverse gear to be described later are set as gears. . 10-14, the same code | symbol is attached | subjected about the same component as 1st Embodiment. Hereinafter, a description will be given focusing on differences from the first embodiment.

  The first one-way clutch 32 is a combination of two mechanical one-way clutches provided with a disengagement mechanism so that their rotation prevention directions are opposite to each other. This is similar to the first brake described in FIG. For this reason, the description about the structure is abbreviate | omitted and only the operation | movement is demonstrated.

  The first one-way clutch 32 is electrically connected to the ECU 2 as shown in FIG. 11. When the first drive signal from the ECU 2 is input and the second drive signal is not input, the first one-way clutch 32 It functions as a mechanical one-way clutch that allows forward rotation and prevents reverse rotation of the carrier C. The first one-way clutch 32 receives the second drive signal from the ECU 2 and allows the carrier C to reverse and prevents the carrier C from rotating forward when the first drive signal is not input. Functions as a mechanical one-way clutch. As described above, the first one-way clutch 32 allows the carrier C to rotate in the forward direction and prevents the reverse rotation, and prevents the carrier C from rotating in the forward direction and prevents the carrier C from rotating in the forward direction. The action can be performed.

  The second one-way clutch 33 is a mechanical one-way clutch provided with a disengagement mechanism, and is configured in the same manner as the second brake described in FIG. 7 of Japanese Patent Application No. 2013-120913. For this reason, the description about the structure is abbreviate | omitted and only the operation | movement is demonstrated.

  The second one-way clutch 33 is electrically connected to the ECU 2 as shown in FIG. 11, and performs an OWC operation when a drive signal is input from the ECU 2, and during execution of the OWC operation, It functions similarly to the second one-way clutch 6 of the first embodiment. Further, the second one-way clutch 33 performs a release operation when the drive signal from the ECU 2 is not input, and always disconnects the sun gear S and the carrier C during the release operation.

  Next, the operation of the power transmission device 31 will be described. As shown in FIGS. 12 and 13, when the shift speed is the first speed stage and the second speed stage, the reverse rotation preventing operation of the first one-way clutch 32 is executed by the control of the ECU 2, and The OWC operation of the second one-way clutch 33 is executed. Thereby, the 1st and 2nd one-way clutches 32 and 33 function similarly to the 1st and 2nd one-way clutches 5 and 6 of a 1st embodiment, respectively. The control of the rotating electrical machine 3 is the same as that in the first embodiment regardless of whether the gear position is the first speed stage or the second speed stage. In FIG. 12, RC <b> 1 ′ is the reaction torque of the first one-way clutch 32.

  As is clear from a comparison between FIG. 12 and FIG. 3 described above, when the shift speed is the first speed, the motor output torque TM of the rotating electrical machine 3 input to the sun gear S is equal to that of the first one-way clutch 32. The reaction force torque RC1 ′ is transmitted as a reaction force to the output shaft 7 via the pinion gear P and the ring gear R. As a result, the output shaft 7 and the rear wheels WL, WR are rotated forward. Further, the rotational power of the rotating electrical machine 3 is transmitted to the output shaft 7 in a decelerated state, and the sun gear S and the carrier C are blocked by the second one-way clutch 33.

  Further, as apparent from the comparison between FIG. 13 and FIG. 4 described above, when the gear stage is the second gear stage, the sun gear S and the carrier C are automatically connected by the second one-way clutch 33, Thereby, the sun gear S, the carrier C, and the ring gear R rotate together. As a result, the motor output torque TM is transmitted to the output shaft 7 via the sun gear S, the carrier C, and the ring gear R, whereby the output shaft 7 and the rear wheels WL, WR are rotated forward. Further, the rotational power of the rotating electrical machine 3 is transmitted as it is to the output shaft 7 without being shifted by the planetary gear unit PS, and the forward rotation of the carrier C is permitted by the first one-way clutch 32.

  Next, the operation of the power transmission device 31 when the shift speed is the reverse speed will be described with reference to FIG. The reverse speed is a shift speed for rotationally driving the output shaft 7 and the rear wheels WL and WR in the reverse direction. As shown in FIG. 14, when the shift speed is the reverse speed, the rotational power that causes the sun gear S to rotate forward is input from the rotating electrical machine 3 to the sun gear S by the control of the rotating electrical machine 3 by the ECU 2. Further, under the control of the ECU 2, the forward rotation prevention operation of the first one-way clutch 32 is executed and the release operation of the second one-way clutch 33 is executed.

  In this case, the forward rotation of the carrier C is automatically blocked by the first one-way clutch 32, and the motor output torque TM input to the sun gear S is the reaction force torque RC1 ′ of the first one-way clutch 32 acting on the carrier C. The reaction force is transmitted to the output shaft 7 through the pinion gear P and the ring gear R in a state in which the rotation direction is changed in the reverse direction, and further transmitted to the rear wheels WL and WR through the final reduction gear 10 or the like. The As a result, the output shaft 7 and the rear wheels WL and WR are reversed. As is clear from FIG. 14, the rotational power of the rotating electrical machine 3 is transmitted to the output shaft 7 in a decelerated state. Further, the sun gear S and the carrier C are disconnected by the second one-way clutch 33.

  As described above, according to the second embodiment, control is performed so that the first one-way clutch 32 executes the reverse rotation prevention operation regardless of whether the shift speed is the first speed or the second speed. At the same time, the second one-way clutch 33 is controlled to execute the OWC operation. Accordingly, since there is no need to switch the control of the first and second one-way clutches 32 and 33 in accordance with the change of the shift speed between the first speed stage and the second speed stage, the rotating electrical machine 3 is similar to the first embodiment. While changing the rotational direction of the rotational power input to the sun gear S and controlling the rotational speed of the rotating electrical machine 3 described above, it is possible to easily change the speed between the two speeds. Can be completed quickly. Further, as described with reference to FIG. 14, the output shaft 7 and the rear wheels WL and WR can be rotationally driven in the reverse direction.

  Next, a power transmission device 41 according to a third embodiment of the present invention will be described with reference to FIGS. Compared with the first and second embodiments, the power transmission device 41 uses the configuration of the second one-way clutch 42 and the rotational power transmitted to the output shaft 7 from the rear wheels WL and WR that rotate by inertia. The main difference is that power is generated by the rotating electrical machine 3. 15 to 21, the same components as those in the first and second embodiments are denoted by the same reference numerals. The following description will focus on differences from the first and second embodiments.

  Similar to the first one-way clutch 32, the second one-way clutch 42 is a combination of two mechanical one-way clutches provided with a disengagement mechanism so that their rotation prevention directions are opposite to each other. For this reason, the description about the structure is abbreviate | omitted and only the operation | movement is demonstrated. The second one-way clutch 42 is electrically connected to the ECU 2 as shown in FIG. 16, and when the third drive signal is input from the ECU 2 and the fourth drive signal is not input, the first OWC operation is performed. During the execution of the first OWC operation, the same function as the second one-way clutch 6 of the first embodiment is performed.

  The second one-way clutch 42 performs the second OWC operation when the fourth drive signal from the ECU 2 is input and the third drive signal is not input. During the execution of the second OWC operation, when the rotational power that rotates the sun gear S relative to the carrier C in the reverse rotation direction is input to the sun gear S, the second one-way clutch 42 is connected to the sun gear S and the carrier C. Thereby connecting the sun gear S, the carrier C, and the ring gear R together. In addition, during the execution of the second OWC operation, when rotational power that rotates the sun gear S relative to the carrier C in the forward rotation direction is input to the sun gear S, the second one-way clutch 42 is connected to the sun gear S. The carrier C is disconnected.

  Next, the operation of the power transmission device 41 will be described. In the power transmission device 41, not only “power running” that outputs the rotational power from the rotating electrical machine 3 is performed when the gear stage is each of the first speed stage and the second speed stage, but the rotational power is also generated by the rotating electrical machine 3. “Regeneration” to convert into electric power is executed. First, with reference to FIGS. 17 and 18, the operation of the power transmission device 41 when the rotating electrical machine 3 performs power running when the shift speed is each of the first speed stage and the second speed stage will be described.

  As shown in FIGS. 17 and 18, the first one-way clutch 32 is controlled by the ECU 2 in any case where the rotating electrical machine 3 executes power running when the shift speed is the first speed stage and the second speed stage. And the first OWC operation of the second one-way clutch 33 is executed. Thereby, the 1st and 2nd one-way clutches 32 and 33 function similarly to the 1st and 2nd one-way clutches 5 and 6 of a 1st embodiment, respectively. The control of the rotating electrical machine 3 is the same as that in the first embodiment regardless of whether the gear position is the first speed stage or the second speed stage.

  As described above, the power transmission device 41 operates in the same manner as in the first embodiment in any of the cases where the rotating electrical machine 3 executes power running when the gear speed is each of the first gear and the second gear. .

  Next, the operation of the power transmission device 41 in the case where regeneration is performed by the rotating electrical machine 3 when the shift speed is the first speed will be described with reference to FIG. As shown in FIG. 19, in this case, the forward rotation preventing operation of the first one-way clutch 32 is executed and the first OWC operation of the second one-way clutch 42 is executed by the control of the ECU 2. Further, under the control of the rotating electrical machine 3 by the ECU 2, regeneration of the rotating electrical machine 3 is executed using the rotational power of the left and right rear wheels WL and WR that rotate by inertia.

  As shown in FIG. 19, the motor output torque TM generated along with the regeneration acts as a negative torque that reduces the rotational speed of the sun gear S, and the reaction force of the first one-way clutch 32 acting on the carrier C. The torque RC1 ′ is used as a reaction force, and is transmitted as negative torque (braking torque) to the output shaft 7 and the rear wheels WL and WR via the pinion gear P and the ring gear R. In other words, the torque transmitted from the rear wheels WL and WR to the ring gear R through the output shaft 7 rotates through the pinion gear P and the sun gear S using the reaction force RC1 ′ of the first one-way clutch 32 as a reaction force. It is transmitted to the electric machine 3. In this case, since the sun gear S is reversely rotated with respect to the carrier C, the sun gear S and the carrier C are disconnected by the second one-way clutch 42 that is executing the first OWC operation.

  Next, the operation of the power transmission device 41 in the case where regeneration is performed by the rotating electrical machine 3 when the shift speed is the second speed will be described with reference to FIG. As shown in FIG. 20, in this case, the reverse rotation preventing operation of the first one-way clutch 32 is executed and the second OWC operation of the second one-way clutch 42 is executed under the control of the ECU 2. Further, under the control of the rotating electrical machine 3 by the ECU 2, regeneration of the rotating electrical machine 3 is executed using the rotational power of the left and right rear wheels WL and WR that rotate by inertia.

  In this case, the motor output torque TM generated along with the regeneration acts as a negative torque that reduces the rotational speed of the sun gear S. As described above, during the execution of the second OWC operation of the second one-way clutch 42, rotational power that reversely rotates the sun gear S relative to the carrier C is input to the sun gear S. And the carrier C are automatically connected by the second one-way clutch 42, whereby the sun gear S, the carrier C, and the ring gear R rotate together. As a result, the motor output torque TM is transmitted as a negative torque to the output shaft 7 and the rear wheels WL and WR via the sun gear S, the carrier C and the ring gear R. In other words, the torque transmitted from the rear wheels WL and WR to the output shaft 7 is transmitted to the rotating electrical machine 3 through the ring gear R, the carrier C, and the sun gear S that rotate together.

  It should be noted that the regenerative operation of the rotating electrical machine 3 shown in FIGS. 19 and 20 is mainly executed during deceleration traveling of the vehicle.

  Next, the operation of the power transmission device 41 when the shift speed is the reverse speed will be described with reference to FIG. As shown in FIG. 21, in this case, the rotational power that causes the sun gear S to rotate normally is input from the rotating electrical machine 3 to the sun gear S by the control of the rotating electrical machine 3 by the ECU 2. Further, under the control of the ECU 2, the forward rotation prevention operation of the first one-way clutch 32 is executed, and the second OWC operation of the second one-way clutch 42 is executed.

  In this case, as is apparent from the comparison between FIG. 21 and FIG. 14 described above, the forward rotation of the carrier C is automatically blocked by the first one-way clutch 32, and the motor output torque TM is counteracted by the first one-way clutch 32. The force torque RC1 ′ is used as a reaction force and transmitted to the output shaft 7 in a state in which the rotational direction is changed in the reverse direction. As a result, the output shaft 7 and the rear wheels WL, WR are reversed. Further, the rotational power of the rotating electrical machine 3 is transmitted to the output shaft 7 in a decelerated state, and the sun gear S and the carrier C are blocked by the second one-way clutch 42.

  As described above, according to the third embodiment, control is performed so that the first one-way clutch 32 executes the reverse rotation prevention operation regardless of whether the shift speed is the first speed or the second speed. At the same time, the second one-way clutch 42 is controlled to execute the first OWC operation. Therefore, it is not necessary to switch the control of the first and second one-way clutches 32 and 42 in accordance with the change of the gear position between the first gear and the second gear, and the rotating electrical machine is the same as in the first and second embodiments. By simply changing the rotational direction of the rotational power input from 3 to the sun gear S and controlling the rotational speed of the rotating electrical machine 3, it is possible to easily change the gear position between the two gear speeds. And can be completed quickly.

  Further, as described with reference to FIG. 19 and FIG. 20, regeneration can be performed by the rotating electrical machine 3 using the rotational power of the rear wheels WL and WR that rotate by inertia. Furthermore, as described with reference to FIG. 21, the output shaft 7 and the rear wheels WL and WR can be rotationally driven in the reverse direction.

  The present invention is not limited to the first to third embodiments described (hereinafter collectively referred to as “embodiments”), and can be implemented in various modes. For example, in the embodiment, the sun gear S is connected to the rotating electrical machine 3 and the ring gear R is connected to the output shaft 7, but conversely, the ring gear R is connected to the rotating electrical machine 3 and the sun gear S is connected to the output shaft 7. , Each may be linked.

  In the embodiment, the second one-way clutch 6, 33, 42 is configured to connect / disconnect between the sun gear S and the carrier C corresponding to the first and second rotating elements of the present invention, respectively. Further, it may be configured to connect / disconnect between the sun gear and the ring gear or between the carrier and the ring gear. Further, in the embodiment, the single pinion type planetary gear device PS is used as the differential device in the present invention, but other suitable differential devices having the first to third rotating elements in the present invention, for example, A double pinion type planetary gear device may be used. Alternatively, a differential device having a double pinion gear composed of first and second pinion gears integrated with each other, first and second sun gears meshed with the first and second pinion gears, respectively, and a carrier that rotatably supports the double pinion gear. Etc. may be used.

  In the embodiment, the rotating electrical machine 3 is used as the power source in the present invention. However, the rotating power for rotating the first rotating element in the first predetermined rotating direction and the rotating power for rotating in the second predetermined rotating direction are used. Other suitable power sources that can be input to the first rotating element, such as a hydraulic motor, may be used. Furthermore, although embodiment is the example which applied the power transmission device 1, 31, 41 by this invention to the vehicle, it is applicable not only to this but a ship etc. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

  Next, a power transmission device 51 according to a fourth embodiment of the present invention will be described with reference to FIGS. As compared with the first embodiment, the power transmission device 51 includes a configuration of the planetary gear device PS ′ and first and second brakes 53 and 54 instead of the first and second one-way clutches 5 and 6, respectively. The point is mainly different. In FIG. 22, the same components as those in the first embodiment are denoted by the same reference numerals. Hereinafter, a description will be given focusing on differences from the first embodiment.

  As shown in FIG. 22, the planetary gear device PS ′ includes a sun gear S ′ that is coaxially and integrally provided on the rotation shaft 3a of the rotating electrical machine 3, a plurality of double pinion gears 52 (only two are shown), 2 A rotatable carrier C ′ that rotatably supports the continuous pinion gear 52, a rotatable first ring gear R1 provided on the outer periphery of the sun gear S ′, and the output shaft 7 are coaxially connected via a flange or the like. A second ring gear R2 is provided. Each of the double pinion gears 52 is obtained by integrally connecting the first pinion gear P1 and the second pinion gear P2 with an interval between each other in the axial direction. The first pinion gear P1 includes the sun gear S ′ and the first ring gear R1. The second pinion gear P2 meshes with the second ring gear R2.

  If the number of teeth of the first and second ring gears R1 and R2 is ZR1 and ZR2, respectively, and the number of teeth of the first and second pinion gears P1 and P2 is ZP1 and ZP2, respectively, the number of teeth between these gears is The number of teeth ZR1, ZR2 of the first and second ring gears R1, R2 and the number of teeth ZP1, ZP2 of the first and second pinion gears P1, P2 are set so that ZP1 / ZR1> ZP2 / ZR2 is established. Yes.

  The first brake 53 is for braking the first ring gear R1, and is constituted by, for example, a hydraulic multi-plate clutch. The inner part of the first brake 53 is provided integrally with the first ring gear R1, and the outer part thereof is provided integrally with the case CA. Further, the second brake 54 is for braking the carrier C ′, and is composed of, for example, a hydraulic multi-plate clutch, similar to the first brake 53, and its inner is the carrier C ′ and its outer Are integrally provided in the case CA. As shown in FIG. 23, the first and second brakes 53 and 54 are electrically connected to the ECU 2, and the operation of the first and second brakes 53 and 54 is controlled by the ECU 2.

  In the power transmission device 51 having the above-described configuration, the planetary gear device PS ′, the first and second brakes 53 and 54 function as a transmission device having two shift stages including a predetermined first speed stage and a second speed stage, Rotational power of the rotating electrical machine 3 is transmitted to the output shaft 7 in a state where the gear ratio is changed at the first gear stage or the second gear ratio, and is further transmitted to the left and right rear wheels WL via the final reduction gear 10 or the like. Is transmitted to the WR. Hereinafter, the operation of the power transmission device 51 will be described with reference to FIGS. 24 and 25.

  FIG. 24 shows the rotational speed relationship and the torque balance relationship between the various types of rotary elements when the shift speed is the first speed. As shown in FIG. 24, the rotational speeds of the sun gear S ′, the carrier C ′, the second and first ring gears R2 and R1 are as follows from the above-described meshing relationship and the number of teeth of the various gears in the planetary gear unit PS ′. In the collinear diagram showing the relationship between these rotational speeds, they are in a collinear relationship arranged in this order on a single straight line. Further, as apparent from the above-described connection relationship between the various rotary elements, the rotational speed of the sun gear S ′ is equal to the motor rotational speed NM of the rotating electrical machine 3, and the rotational speed of the second ring gear R2 is the output shaft 7 Is equal to the output shaft speed NO.

  From the above, the rotational speed relationship among the sun gear S ', the carrier C', the second ring gear R2, the first ring gear R1, the rotating electrical machine 3, and the output shaft 7 is expressed as shown in FIG. 24, for example. In FIG. 24, RB1 is the reaction torque of the first brake 53, and the other parameters are as described above.

  As shown in FIG. 24, when the gear position is the first gear, the rotational power that causes the sun gear S to rotate forward is input from the rotating electrical machine 3 to the sun gear S ′ by the control of the rotating electrical machine 3 by the ECU 2. Under the control of the ECU 2, braking of the first ring gear R1 by the first brake 53 is executed, and braking of the carrier C ′ by the second brake 54 is released. In this case, the motor output torque TM input to the sun gear S uses the reaction force torque RB1 of the first brake 53 acting on the first ring gear R1 as a reaction force, and the output shaft via the double pinion gear 52 and the second ring gear R2. 7 and further transmitted to the rear wheels WL and WR via the final reduction gear 10 or the like. As a result, the output shaft 7 and the rear wheels WL and WR are rotated forward. As is clear from FIG. 24, the rotational power of the rotating electrical machine 3 is transmitted to the output shaft 7 in a decelerated state.

  The ratio of the motor rotational speed NM and the output shaft rotational speed NO when the gear position is the first speed is ZR1 / ZS ′ + 1: 1 − {(ZP2 · ZR1), where the number of teeth of the sun gear S ′ is ZS ′. ) / (ZR2 · ZP1)}.

  As shown in FIG. 25, when the gear position is the second gear, the rotational power that reverses the sun gear S is input from the rotating electrical machine 3 to the sun gear S ′ by the control of the rotating electrical machine 3 by the ECU 2. Under the control of the ECU 2, braking of the first ring gear R1 by the first brake 53 is released, and braking of the carrier C ′ by the second brake 54 is executed. In FIG. 25, RB2 is the reaction torque of the second brake 54. In this case, the motor output torque TM input to the sun gear S is rotated through the double pinion gear 52 and the second ring gear R2 with the reaction force torque RB2 of the second brake 54 acting on the carrier C ′ as a reaction force. It is transmitted to the output shaft 7 with the direction changed to the reverse direction, and further transmitted to the rear wheels WL and WR via the final reduction gear 10 or the like. As a result, the output shaft 7 and the rear wheels WL and WR are rotated forward. As is clear from FIG. 25, the rotational power of the rotating electrical machine 3 is transmitted to the output shaft 7 in a decelerated state.

  The ratio between the motor speed NM and the output shaft speed NO when the gear stage is the second speed stage is ZR1 / ZS ′ :( ZP2 · ZR1) / (ZR2 · ZP1), and the gear ratio of the second speed stage. Becomes smaller than the gear ratio of the first gear.

  Conventionally, as this type of power transmission device, for example, one disclosed in Japanese Patent Application Laid-Open No. 2002-104001 is known. This conventional power transmission device includes a rotating electric machine, first and second sun gears, A planetary gear device comprising a double pinion gear, a carrier, and first and second ring gears, and first and second clutches are provided. The first pinion gear of the double pinion gear meshes with the first sun gear and the first ring gear, and the second pinion gear of the double pinion gear meshes with the second sun gear and the second ring gear. The rotating shaft of the rotating electrical machine and the first sun gear are connected / disconnected by the first clutch, and the rotating shaft of the rotating electrical machine and the second sun gear are connected / disconnected by the second clutch. Further, the first ring gear is fixed to the case, and the second ring gear is connected to the output shaft.

  The rotation speeds of the first sun gear, the second sun gear, the carrier, the second ring gear, and the first ring gear of the planetary gear device described above have a collinear relationship that is arranged in this order on a single straight line in the collinear diagram. In the conventional power transmission device, the planetary gear device and the first and second clutches constitute a transmission, and the rotational power of the rotating electrical machine is transmitted through the transmission to the first speed stage or the second speed stage. It is transmitted to the output shaft in a state of being shifted at a gear ratio. Specifically, when the shift speed is the first speed, the rotating electric machine and the first sun gear are connected by the first clutch, and the rotating electric machine and the second sun gear are blocked by the second clutch. Thereby, the rotational power of the rotating electrical machine is transmitted to the output shaft via the first sun gear, the double pinion gear, and the second ring gear. When the gear stage is the second speed stage, the rotating electric machine and the second sun gear are connected by the second clutch, and the rotating electric machine and the first sun gear are disconnected by the first clutch, thereby The rotational power of the rotating electrical machine is transmitted to the output shaft through the second sun gear, the double pinion gear, and the second ring gear.

  In the power transmission device 51 of the fourth embodiment described above, the second sun gear of this conventional power transmission device is omitted.

  Further, FIG. 26 conceptualizes the sun gear S ′, the carrier C ′, the second and first ring gears R2 and R1 of the power transmission device 51 as a first element, a second element, a third element, and a fourth element, respectively. In addition, the rotating electrical machine 3 and the output shaft 7 are superordinated to the input and output, respectively, and are collinear charts showing the rotational speed relationship between these elements. In FIG. 26, a thick solid line indicates the relationship between the rotational speeds of various elements when the shift speed is the first speed, and a thick dashed line indicates the rotation between the various elements when the speed is the second speed. The relationship between numbers is shown respectively.

  On the other hand, FIG. 27 shows the relationship between the rotational speeds of various types of rotating elements in the comparative example. In this comparative example, unlike the fourth embodiment, the first rotational speed is in a collinear relationship. The first and second elements of the fourth element are connected to the input and the output, respectively, and when the shift speed is the first speed, the third element is the second speed, and the fourth element is Each is fixed. In FIG. 27, the thick solid line shows the relationship of the rotational speeds between the various elements when the shift stage is the first speed stage, and the thick dashed line shows the rotations between the various elements when the shift stage is the second speed stage. The relationship between numbers is shown respectively.

  As in the comparative example shown in FIG. 27, when the rotational power of the input is transmitted to the output in the state where the rotational direction is the same as the rotational direction of the output and decelerated, they are connected to the input and the output, respectively. In addition to the input element and the output element, in the collinear diagram, two fixed elements (third element and fourth element) located on the opposite side of the input element with the output element in between are required. As a result, in this case, restrictions on the gear ratio of the shift speed and restrictions on the layout occur.

  On the other hand, according to the fourth embodiment, as shown in FIG. 26, the fixed elements and the output elements are set by setting the rotation directions of the inputs to the opposite directions between the first speed stage and the second speed stage. Thus, the degree of freedom in setting the gear ratio of the shift speed and the degree of freedom in layout are increased.

WL Rear wheel (driven part)
WR Rear wheel (driven part)
1 Power transmission device 3 Rotating electric machine (Power source)
PS planetary gear unit (differential device)
5 First one-way clutch (first switching means)
6 Second one-way clutch (second switching means)
S Sun gear (first rotating element)
C carrier (second rotating element)
R ring gear (third rotating element)
31 Power transmission device 32 First one-way clutch (first switching means)
33 Second one-way clutch (second switching means)
41 Power transmission device 42 Second one-way clutch (second switching means)

Claims (1)

The first rotation element, the second rotation element, and the third rotation element are included, and the rotation speeds of the first to third rotation elements satisfy a collinear relationship arranged in this order on a single straight line in a collinear diagram. The rotation direction of the first rotation element is different from the rotation direction of the third rotation element when the first and third rotation elements are rotated with the second rotation element fixed. A power transmission device comprising a configured differential device,
The first rotating element includes a first rotating power for rotating the first rotating element in a first predetermined rotating direction, and the first rotating element in a second predetermined rotating direction opposite to the first predetermined rotating direction. A power source capable of inputting the second rotating power to be rotated to the first rotating element is mechanically coupled,
A driven portion driven by the power transmission device is mechanically coupled to the third rotating element,
The second rotating element includes
When the power source generates the first rotational power, the second rotational element is prevented from rotating in the first predetermined rotational direction, and when the power source generates the second rotational power, First switching means for allowing rotation of the second rotation element in the second predetermined rotation direction;
When the power source generates the second rotational power, the rotational speed of the first rotational element is prevented from exceeding the rotational speed of the second rotational element, and the power source generates the second rotational power. And a second switching means that allows the rotation speed of the first rotation element to exceed the rotation speed of the second rotation element when it does not occur, and is mechanically connected. .

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