JP2020045972A - Automatic transmission - Google Patents

Abstract

To provide an automatic transmission capable of continuously transmitting driving force to wheels even while shifting gears and completing gear shift operation in a short period of time.SOLUTION: An automatic transmission comprises: a first shaft to which the power of a driving source is input; a second shaft which is installed parallel to the first shaft and outputs the power; a mechanical first power intermittent mechanism which performs transmission and cut-off of the power at a first transmission ratio from the first shaft to the second shaft; a mechanical second power intermittent mechanism which performs transmission and cut-off of the power at a second transmission ratio from the first shaft to the second shaft; and a differential mechanism which has a first element connected to the first shaft, a second element connected to the second shaft and a third element connected to a motor.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to automatic transmissions.

  2. Description of the Related Art Conventionally, there has been known an automatic mechanical transmission (hereinafter, referred to as “AMT”) in which a mechanical transmission is automated (for example, see Patent Document 1). Patent Document 1 discloses that in an AMT, an assist motor is driven during gear shifting to apply torque to a transmission output shaft so that driving force to wheels is not interrupted even during gear shifting performed by releasing a clutch. Is disclosed.

JP 2002-340170 A

  In the technology described in Patent Document 1, after disengaging the clutch and disengaging the gear stage before shifting, the rotation speed of the transmission input shaft is changed to the synchronous rotation speed of the gear stage after shifting using a synchronization device. Synchronization is performed, the gear is shifted to the next gear position, and the clutch is engaged. Therefore, there is a problem that it is necessary to release and engage the clutch with the shift operation, and it takes a long time to complete the shift.

  An object of the present disclosure is to provide an automatic transmission in which a driving force to wheels is not interrupted even during a gear shift and the gear shift can be completed in a short time.

  An automatic transmission according to an aspect of the present disclosure includes a first shaft to which power of a driving source is input, a second shaft provided in parallel with the first shaft, and a power output from the first shaft. A mechanical first power intermittent mechanism for transmitting and shutting off the power at the first speed ratio to the second shaft, and transmitting the power at the second speed ratio from the first shaft to the second shaft; A mechanical second power interrupting mechanism that performs transmission and interruption, a first element connected to the first shaft, a second element connected to the second shaft, and a third element connected to the electric motor. Having a differential mechanism.

  According to the automatic transmission according to the present disclosure, the driving force to the wheels is not interrupted even during the shift, and the shift can be completed in a short time.

FIG. 1 is a diagram illustrating an example of the automatic mechanical transmission according to the embodiment. FIG. 2 is a flowchart illustrating an example of the shift operation. FIG. 3 is an alignment chart showing the relationship between the rotation speeds of the sun gear, the planetary carrier, and the ring gear.

  Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The embodiment described below is an example, and the present disclosure is not limited to the embodiment.

  First, an overall configuration of an AMT 1 (an example of an “automatic transmission”) according to the embodiment will be described with reference to FIG. FIG. 1 is a diagram illustrating an example of the AMT 1 according to the embodiment. The left side of FIG. 1 is the front side of AMT1, and the right side of FIG. 1 is the back side of AMT1.

  The AMT 1 includes a clutch 10 (an example of a “friction clutch”) connected to the drive source 4 and a transmission mechanism 20. Drive wheels are connected to the output side of the transmission mechanism 20 via a propeller shaft, a differential, and a drive shaft (not shown) so that power can be transmitted.

  The drive source 4 is, for example, a diesel engine. Note that the drive source 4 may be a gasoline engine, an electric motor, or the like. In the present embodiment, the description will be given on the assumption that the drive source 4 is a diesel engine. In the following description, the drive source 4 is referred to as an engine 4. The output speed and torque of the engine 4 are controlled by the control device 30.

  The clutch 10 is a hydraulically operated wet multi-plate clutch having a plurality of input side clutch plates 11 and a plurality of output side clutch plates 12. The input side clutch plate 11 rotates integrally with the output shaft of the engine 4. The output side clutch plate 12 rotates integrally with the input shaft 21 of the transmission mechanism 20.

  The clutch 10 is urged in a disconnecting direction by a return spring (not shown), and the control hydraulic pressure is supplied to a hydraulic oil chamber (not shown) of the piston, so that the piston moves, and the input side clutch plate 11 and The output side clutch plate 12 is brought into contact by pressing. When the clutch 10 is brought into contact, the power of the engine 4 is transmitted to the input shaft 21. The connection and disconnection of the clutch 10 is controlled by the control device 30.

  The transmission mechanism 20 includes an input shaft 21 connected to the output side of the clutch 10, a counter shaft 22 (an example of a “first shaft”) arranged in parallel with the input shaft 21, and a coaxial shaft with the input shaft 21. Output shaft 23 (an example of a “second shaft”) that is disposed (that is, disposed in parallel with the counter shaft 22).

  The input shaft 21 is supported by a transmission case (not shown) via a bearing (not shown). An input gear 211 is fixed to the rear end of the input shaft 21.

  The counter shaft 22 is supported by a transmission case via a bearing (not shown). A first counter gear 221, a second counter gear 222, a third counter gear 223, a fourth counter gear 224, a fifth counter gear 225, and a sixth counter gear 226 are integrally formed on the counter shaft 22 in this order from the front side. Is provided.

  The first counter gear 221 is always meshed with the input gear 211. The input gear 211 and the first counter gear 221 form a first gear train 41.

  The output shaft 23 is supported by a transmission case via a bearing (not shown). On the front side of the output shaft 23, a first synchro hub 61 constituting the first synchro mechanism 51 and the second synchro mechanism 52 is provided integrally. The first synchronization mechanism 51 and the second synchronization mechanism 52 will be described later.

  A second synchro hub 62 constituting a third synchro mechanism 53 and a fourth synchro mechanism 54 is integrally provided behind the first synchro hub 61 on the output shaft 23. The third synchronization mechanism 53 and the fourth synchronization mechanism 54 will be described later.

  A first output gear 231 is provided adjacent to the front side of the first synchro hub 61 so as to be relatively rotatable with respect to the output shaft 23. The first output gear 231 is always meshed with the second counter gear 222. The second gear train 42 is constituted by the second counter gear 222 and the first output gear 231.

  A second output gear 232 is provided adjacent to the rear side of the first synchro hub 61 so as to be rotatable relative to the output shaft 23. The second output gear 232 always meshes with the third counter gear 223. A third gear train 43 is constituted by the third counter gear 223 and the second output gear 232.

  A third output gear 233 is provided adjacent to the front side of the second synchro hub 62 so as to be rotatable relative to the output shaft 23. The third output gear 233 is always meshed with the fourth counter gear 224. The fourth gear train 44 is constituted by the fourth counter gear 224 and the third output gear 233.

  A fourth output gear 234 is provided adjacent to the rear side of the second synchro hub 62 so as to be rotatable relative to the output shaft 23. The fourth output gear 234 is always meshed with the fifth counter gear 225. The fifth counter gear 225 and the fourth output gear 234 form a fifth gear train 45.

  A fifth output gear 235 is provided on the rear side of the fourth output gear 234 so as to be rotatable relative to the output shaft 23. The fifth output gear 235 is always meshed with the sixth counter gear 226. The sixth counter gear 226 and the fifth output gear 235 form a sixth gear train 46.

  The reduction ratio of the second gear train 42 is smaller than the reduction ratio of the third gear train 43. The reduction ratio of the third gear train 43 is smaller than the reduction ratio of the fourth gear train 44. The reduction ratio of the fourth gear train 44 is smaller than the reduction ratio of the fifth gear train 45.

  The first synchro mechanism 51 includes a first synchro hub 61, a first synchro sleeve 71, and a first dog gear 81.

  The first synchro sleeve 71 is provided so as to surround the first synchro hub 61. The first synchro sleeve 71 has spline internal teeth that engage with spline external teeth of the first synchro hub 61. The first synchro sleeve 71 rotates integrally with the first synchro hub 61 and is movable in the front-rear direction with respect to the first synchro hub 61.

  The first dog gear 81 is provided integrally with the first output gear 231 on the rear side of the first output gear 231. A synchronizer ring (not shown) is provided between the first synchro hub 61 and the first dog gear 81. The internal teeth of the first synchro sleeve 71 can be selectively engaged with the external spline teeth of the first dog gear 81.

  The first synchronization mechanism 51 selectively synchronizes the first output gear 231 with the output shaft 23 by moving the first synchronization sleeve 71 with a shift fork (not shown) and engaging with the first dog gear 81. Join. The operation of the first synchro sleeve 71 is controlled by the control device 30.

  The second synchronization mechanism 52 includes a first synchronization hub 61, a first synchronization sleeve 71, and a second dog gear 82.

  The second dog gear 82 is provided integrally with the second output gear 232 on the front side of the second output gear 232. A synchronizer ring (not shown) is provided between the first sync hub 61 and the second dog gear 82. The internal teeth of the first synchro sleeve 71 can be selectively engaged with the external spline teeth of the second dog gear 82.

  The second synchro mechanism 52 selectively synchronizes the second output gear 232 and the output shaft 23 by moving the first synchro sleeve 71 by the shift fork and engaging with the second dog gear 82.

  The third synchronization mechanism 53 includes a second synchronization hub 62, a second synchronization sleeve 72, and a third dog gear 83.

  The second synchro sleeve 72 is provided so as to surround the second synchro hub 62. The second synchro sleeve 72 has spline internal teeth that engage with spline external teeth of the second synchro hub 62. The second synchro sleeve 72 rotates integrally with the second synchro hub 62 and is movable in the front-rear direction with respect to the second synchro hub 62.

  The third dog gear 83 is provided integrally with the third output gear 233 on the rear side of the third output gear 233. A synchronizer ring (not shown) is provided between the second synchronization hub 62 and the third dog gear 83. The internal teeth of the second synchro sleeve 72 can be selectively engaged with the external spline teeth of the third dog gear 83.

  The third synchronization mechanism 53 selectively synchronizes the third output gear 233 with the output shaft 23 by moving the second synchronization sleeve 72 with a shift fork (not shown) and engaging with the third dog gear 83. Join. The operation of the second synchro sleeve 72 is controlled by the control device 30.

  The fourth synchronization mechanism 54 includes a second synchronization hub 62, a second synchronization sleeve 72, and a fourth dog gear 84.

  The fourth dog gear 84 is provided integrally with the fourth output gear 234 on the front side of the fourth output gear 234. A synchronizer ring (not shown) is provided between the second synchro hub 62 and the fourth dog gear 84. The internal teeth of the second synchro sleeve 72 can be selectively engaged with the external spline teeth of the fourth dog gear 84.

  The fourth synchro mechanism 54 selectively synchronizes the fourth output gear 234 and the output shaft 23 with the second synchro sleeve 72 being moved by the shift fork and engaging with the fourth dog gear 84.

  The transmission mechanism 20 further includes a sun gear 91 (an example of a “first element”), a ring gear 92 (an example of a “third element”), and a planetary carrier 94 (an example of a “second element”) that supports the planetary gear 93. ) Are provided (an example of a “differential mechanism”).

  The sun gear 91 is provided integrally with the fifth output gear 235 on the rear side of the fifth output gear 235 provided so as to be rotatable relative to the output shaft 23. That is, the sun gear 91 is connected to the counter shaft 22. The sun gear 91 has external teeth that always mesh with the planetary gear 93.

  A planetary carrier (hereinafter simply referred to as “carrier”) 94 is provided integrally with the output shaft 23. That is, the carrier 94 is connected to the output shaft 23. The planetary gear 93 pivotally supported by the carrier 94 has external teeth that always mesh with the sun gear 91 and the ring gear 92.

  The ring gear 92 has internal teeth that constantly mesh with the planetary gear 93, and external teeth that constantly mesh with the output gear 3 provided on the output shaft of the motor generator 2 (an example of an “motor”). That is, ring gear 92 is connected to motor generator 2.

  In the present embodiment, since the planetary gear mechanism 90 is provided coaxially with the input shaft 21 and the output shaft 23, the size of the planetary gear mechanism 90 can be reduced.

  Motor generator 2 is fixed to a transmission case. The motor generator 2 functions as an electric motor that receives the supply of power from a battery (not shown) to rotate the ring gear 92 and also functions as a generator that generates electric power by the rotational force of the ring gear 92. The electric power generated by motor generator 2 is charged into a battery. The output rotation speed and output torque of motor generator 2 are controlled by control device 30.

  The control device 30 performs various controls such as the control of the engine 4, the control of the motor generator 2, the connection / disconnection control of the clutch 10, and the shift control of the transmission mechanism 20. The control device 30 includes, for example, hardware such as a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). Each function of the control device 30 described below is realized by the CPU executing a computer program read from the ROM on the RAM.

  Next, the shift operation of the AMT 1 will be described with reference to FIG. FIG. 2 is a flowchart illustrating an example of the shift operation. The flowchart shown in FIG. 2 is repeatedly executed at a predetermined cycle. Hereinafter, the description will be continued with an example of upshifting from the nth gear to the (n + 1) th gear, but the invention is not limited to this.

  In step S1, control device 30 determines whether or not an upshift condition has been satisfied. The determination in step S1 is made based on, for example, whether or not the current vehicle speed and accelerator opening cross a shift-up line from the nth gear to the n + 1th gear on the shift map.

  If it is not determined in step S1 that the upshift condition is satisfied (step S1: NO), the processing of step S1 is repeated.

  If it is determined in step S1 that the upshift condition has been satisfied (step S1: YES), the process proceeds to step S2.

  In step S2, control device 30 determines whether or not motor assist condition (1) is satisfied. The motor assist condition (1) is, for example, that the battery capacity required for shifting from the nth gear to the (n + 1) th gear is secured.

  If it is not determined in step S2 that the motor assisting condition (1) is satisfied (step S2: NO), the process proceeds to step S10. The processing content of step S10 will be described later.

  If it is determined in step S2 that the motor assisting condition (1) is satisfied (step S2: YES), the process proceeds to step S3.

  In step S3, control device 30 controls motor generator 2 such that the torque transmitted from engine 4 to output shaft 23 via the power interrupting mechanism that forms the nth speed stage becomes zero.

A ring gear 92 which is coupled to an output shaft of the motor generator 2, as shown in the alignment chart of FIG. 3, and the rotational speed NS _n of the sun gear 91 to which power from the engine 4 is input, an output shaft to which power is output The carrier 94 rotates at a rotation speed NR _n corresponding to the rotation speed NC _n of the carrier 94 integrated with the carrier 23.

Therefore, the control device 30 maintains the rotation speed of the ring gear 92 at NR _n so that the torque transmitted from the engine 4 to the output shaft 23 via the power interrupting mechanism that forms the nth gear speed becomes zero. , The output torque of the motor generator 2 is controlled.

  In step S4, control device 30 determines whether or not the gear release start condition is satisfied. The gear release start condition is, for example, that the torque transmitted from the engine 4 to the output shaft 23 via the power interrupting mechanism that forms the nth gear is zero.

  If it is not determined in step S4 that the gear release start condition is satisfied (step S4: NO), the process returns to step S2 described above.

  If it is determined in step S4 that the gear release start condition is satisfied (step S4: YES), the process proceeds to step S5.

  In step S5, the control device 30 controls the transmission mechanism unit 20 to cause the power disconnection mechanism that forms the nth gear to perform gear removal.

  In the following step S6, the control device 30 adjusts the rotation speed of the output shaft 23 of the output gear in the power interrupting mechanism forming the (n + 1) th gear while maintaining the rotation speed and the torque of the output shaft 23 in the state before the start of the shift. The engine 4 and the motor generator 2 are cooperatively controlled to be equal to the rotation speed.

Specifically, the engine 4 and the motor generator 2 are controlled in a coordinated manner, and the rotational speed of the ring gear 92 is maintained at NR while the rotational speed of the carrier 94 is maintained at NC _n as indicated by an arrow in the alignment chart of FIG. from _n to _{NR n + 1,} the _{NS n + 1} the rotational speed of the sun gear 91 from the NS _n, vary respectively. NS _n corresponds to the synchronous speed of the nth speed stage, and NS _{n + 1} corresponds to the synchronous speed of the n + 1th speed stage.

  In step S7 following step S6, control device 30 determines whether or not a gear-shift start condition is satisfied. The gear engagement start condition is, for example, that the rotation speed of the output gear in the power interrupting mechanism that forms the (n + 1) th speed is equal to the rotation speed of the output shaft 23 (that is, the rotation speed of the counter shaft 22 becomes n + 1 speed). The synchronous rotation speed of the power interrupting mechanism to be formed).

  If it is not determined in step S7 that the gear shifting start condition is satisfied (step S7: NO), the process proceeds to step S9.

  In step S9, control device 30 determines whether or not motor assist condition (2) is satisfied. The motor assisting condition (2) is, for example, that the battery capacity necessary for making the rotation speed of the output gear in the power interrupting mechanism forming the (n + 1) th speed equal to the rotation speed of the output shaft 23 is secured.

  If it is not determined in step S9 that the motor assist condition (2) is satisfied (step S9: NO), the process proceeds to step S10.

  If it is determined in step S9 that the motor assist condition (2) is satisfied (step S9: YES), the process returns to step S6.

  On the other hand, if it is determined in step S7 that the gear shifting start condition is satisfied (step S7: YES), the process proceeds to step S8.

  Then, in step S8, the control device 30 controls the transmission mechanism unit 20 to cause the power transmission / interruption mechanism that forms the (n + 1) th gear to engage, and then stops driving the motor generator 2 to change the transmission speed. Let it complete. At this time, the drive current of the motor generator 2 is gradually reduced, and the power transmission path is gradually switched from the power transmission path via the planetary gear mechanism 90 to the power transmission path via the power interrupting mechanism forming the (n + 1) -th speed. Is preferred.

  In step S10, which proceeds when the motor assisting condition (1) or the motor assisting condition (2) is not satisfied, normal shift control involving connection and disconnection of the clutch 10 is performed. Specifically, control device 30 disconnects clutch 10. Then, a gear is engaged in the power interrupting mechanism that forms the (n + 1) th gear. Note that, at this time, the gear disconnection and the drive stop of the motor generator 2 in the power intermittent mechanism that forms the nth speed stage are performed as necessary. Then, the clutch 10 is engaged to complete the shift.

  As described above, according to the present embodiment, the AMT 1 includes the counter shaft 22 to which the power of the engine 4 is input, the output shaft 23 provided in parallel with the counter shaft 22 and outputting the power, and the counter shaft 22. A mechanical first power intermittent mechanism that transmits and shuts off the power at the nth speed from the motor 22 to the output shaft 23, and transmits and shuts off the power at the (n + 1) th speed from the counter shaft 22 to the output shaft 23. A mechanical second power interrupting mechanism, a planetary gear mechanism 90 having a sun gear 91 connected to the counter shaft 22, a carrier 94 connected to the output shaft 23, and a ring gear 92 connected to the motor generator 2; Prepare.

  Therefore, the driving force to the output shaft 23 is not interrupted even during the shift from the nth speed to the (n + 1) th speed, and the speed change can be completed in a short time.

  With such a layout, the motor generator 2 can be regenerated at the time of deceleration, and the battery connected to the motor generator 2 can be charged. As a result, it is possible to easily secure the battery capacity required for shifting from the nth gear to the (n + 1) th gear.

  According to the present embodiment, the AMT 1 further includes a control device 30 for controlling the motor generator 2, and the control device 30 controls the first power transmission / disconnection mechanism and the second power The motor generator 2 is controlled so that the power is transmitted to the output shaft 23 in a state where the power intermittent mechanisms both interrupt the transmission of the power.

  Therefore, the control device 30 appropriately controls the motor generator 2 so that the power transmission to the output shaft 23 during the shift from the nth speed to the (n + 1) th speed can be made appropriate.

  Further, according to the present embodiment, after the gear is removed at the nth speed, the control device 30 determines that the rotation speed of the output gear in the power interrupting mechanism forming the (n + 1) th speed is equal to the rotation speed of the output shaft 23. The motor generator 2 is controlled so that the rotation speed of the counter shaft 22 becomes the synchronous rotation speed of the power interrupting mechanism forming the (n + 1) th speed stage.

  Therefore, it is possible to shorten the time from the gear removal at the nth gear to the gear engagement at the (n + 1) th gear. Further, the gear can be easily engaged without providing a synchronization mechanism in the power intermittent mechanism.

  Further, according to the present embodiment, when performing gear removal at the nth gear, the control device 30 reduces the torque transmitted from the engine 4 to the output shaft 23 via the power interrupting mechanism that forms the nth gear. To control the motor generator 2 so that

  Therefore, gear removal at the nth speed can be reliably performed with a small shift operation force.

  Further, according to the present embodiment, the AMT 1 includes the clutch 10 between the engine 4 and the input shaft 21.

  Therefore, when the electric power required to control motor generator 2 is insufficient, a normal shift involving connection and disconnection of clutch 10 can be performed.

  According to the present embodiment, the carrier 94 of the planetary gear mechanism 90 is connected to the output shaft 23.

  Thus, a differential mechanism is configured in which the sun gear 91 and the ring gear 92 are used as input elements, and the carrier 94 is used as an output element. Therefore, a relatively large output torque can be obtained with a relatively small input torque, and the size of motor generator 2 can be reduced.

  Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments, and can be appropriately modified and implemented without departing from the spirit of the present disclosure.

  In the above-described embodiment, an example has been described in which the rotation speed and the torque of the output shaft 23 are kept constant from immediately before the shift to immediately after the shift, but the invention is not limited to this. For example, the rotation speed and the torque of the output shaft 23 may be varied as long as the occupant does not feel uncomfortable.

  In the above-described embodiment, the sun gear 91 is connected to the engine 4, the ring gear 92 is connected to the motor generator 2, and the carrier 94 is connected to the output shaft 23. However, the present invention is not limited to this. Which of the three elements constituting the planetary gear mechanism 90 is used as the input element and the output element can be appropriately changed.

  As described above, connecting the carrier 94 to the output shaft 23 is advantageous in that the input torque from the motor generator 2 can be reduced. Whether the motor generator 2 is connected to the sun gear 91 or the ring gear 92 can be appropriately changed according to the gear ratio setting in the planetary gear mechanism 90 and the like.

  Further, in the above embodiment, the shift from the nth speed to the (n + 1) th speed has been described as an example, but the present invention is not limited to this. The shift from the nth gear to the (n + 2) th gear, the (n + 3) th gear, etc. may be performed. Further, the type of shift is not limited to an upshift, and may be a downshift.

  According to the automatic transmission of the present disclosure, the driving force to the wheels is not interrupted even during the gear shift, and the gear shift can be completed in a short time, and industrial applicability is enormous.

1 Automatic mechanical transmission (AMT)
2 Motor generator 3 Output gear 4 Drive source (engine)
Reference Signs List 10 clutch 11 input-side clutch plate 12 output-side clutch plate 20 transmission mechanism 21 input shaft 211 input gear 22 counter shaft 221 first counter gear 222 second counter gear 223 third counter gear 224 fourth counter gear 225 fifth counter gear 226 6th counter gear 23 output shaft 231 1st output gear 232 2nd output gear 233 3rd output gear 234 4th output gear 235 5th output gear 30 Control device 41 1st gear train 42 2nd gear train 43 3rd gear Row 44 Fourth gear train 45 Fifth gear train 46 Sixth gear train 51 First synchro mechanism 52 Second synchro mechanism 53 Third synchro mechanism 54 Fourth synchro mechanism 61 First synchro hub 62 Second synchro hub 71 First synchro Sleeve 72 Second synchro sleeve 81 First dog gear 82 Second dog gear 83 Third dog gear 84 Fourth dog gear 90 Planetary gear mechanism 91 Sun gear 92 Ring gear 93 Planetary gear 94 Planetary carrier (carrier)

Claims (6)

A first shaft to which the power of the drive source is input,
A second shaft, which is provided in parallel with the first shaft and outputs power,
A mechanical first power intermittent mechanism that transmits and shuts off power at a first speed ratio from the first shaft to the second shaft,
A mechanical second power intermittent mechanism that transmits and shuts off power at a second speed ratio from the first shaft to the second shaft,
A first element connected to the first shaft, a second element connected to the second shaft, and a differential mechanism having a third element connected to the electric motor,
Automatic transmission. Further comprising a control device for controlling the electric motor,
The control device, when shifting from the first gear ratio to the second gear ratio, in a state where both the first power interrupting mechanism and the second power interrupting mechanism interrupt the transmission of power, Controlling the electric motor so that power is transmitted to the second shaft,
The automatic transmission according to claim 1. The control device controls the electric motor such that, after the transmission of power by the first power interrupting mechanism is interrupted, the rotational speed of the first shaft becomes the synchronous rotational speed of the second power interrupting mechanism.
The automatic transmission according to claim 2. The control device, when interrupting the transmission of power by the first power interrupting mechanism, controls the electric motor so that the power transmitted via the first power interrupting mechanism becomes zero.
The automatic transmission according to claim 2. Further comprising a friction clutch that performs transmission and cutoff of power from the drive source to the first shaft,
The automatic transmission according to claim 1. The differential mechanism is a planetary gear mechanism, and the second element is a planetary carrier,
The automatic transmission according to claim 1.

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