JP6094325B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device mounted on a vehicle or the like, and in particular, from a first transmission path from an input shaft to an output shaft via a continuously variable transmission mechanism, and an input shaft parallel to the continuously variable transmission mechanism. The present invention relates to a vehicle drive device that forms a second transmission path to an output shaft.

  In recent years, various vehicle drive devices such as an automatic transmission having a belt type continuously variable transmission mechanism have been proposed. In general, an automatic transmission equipped with a belt-type continuously variable transmission mechanism has a belt-type continuously variable transmission after the input shaft rotation (engine rotation) is switched between forward and reverse rotation by a forward / reverse switching device. The device is configured to be continuously variable in speed and to output rotation as forward travel or reverse travel.

  However, in the case of continuously changing the rotation as the reverse running reversely rotated by the forward / reverse switching device, if the speed ratio of the continuously variable transmission mechanism is large, the forward / reverse switching device receives a large torque. When the speed ratio of the step transmission mechanism is small, the forward / reverse switching device rotates at a high speed, and therefore, it is required to increase the torque capacity of the forward / reverse switching device and to increase the rotational speed.

  Therefore, in forward traveling, rotation is transmitted through the first transmission path using the continuously variable transmission mechanism, and in backward traveling, the second transmission path parallel to the continuously variable transmission mechanism, that is, the second transmission path that does not pass through the continuously variable transmission mechanism. Proposals have been made to reduce the size and cost of a forward / reverse switching device by transmitting rotation through a transmission path (see Patent Document 1).

JP 2008-51213 A

  However, the thing of the said patent document 1 needs to transmit a big torque when the gear ratio of a continuously variable transmission mechanism is large in forward travel, and it is necessary to make the belt clamping pressure of a continuously variable transmission mechanism high, There is a problem that the load of the oil pump is increased and the transmission efficiency of the vehicle drive device is lowered.

  Further, in the above-mentioned Patent Document 1, since it is necessary to transmit a large torque when the transmission gear ratio of the continuously variable transmission mechanism is large in forward traveling as described above, it is necessary to increase the belt strength, and the primary There is also a problem that it is necessary to increase the strength of the shaft support structure of the sheave in the pulley and the secondary pulley, that is, it hinders downsizing and cost reduction of the continuously variable transmission mechanism.

  Further, in the above-mentioned Patent Document 1, a countershaft dedicated to the reverse gear is provided to form the reverse gear, and the input shaft is connected so that the forward rotation from the continuously variable transmission mechanism is transmitted to the wheel as a normal rotation. And the primary pulley are divided into two shafts, that is, five shafts are required as an automatic transmission (for example, if a motor shaft is provided for hybridization, six shafts are required) Become). Therefore, when the number of shafts increases and the friction loss due to the bearings is taken into consideration, there is a problem that the transmission efficiency as the vehicle drive device decreases.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle drive device capable of improving transmission efficiency and reducing the size and cost of a continuously variable transmission mechanism.

The vehicle drive device (1) according to the present invention (see, for example, FIGS. 1 to 4) includes a primary pulley (21) and a secondary pulley (22), and a belt (23) wound around the pulleys, A continuously variable transmission mechanism (20) that forms a first transmission path (CO1) capable of continuously rotating the rotation input to the input shaft (10) and outputting it to the output shaft (62r, 62l);
Arranged on the input shaft (10) on the first shaft (AX1) and in parallel with the continuously variable transmission mechanism (20) from the input shaft (10) to the output shaft (62r, 62l) Two transmission paths (CO2) are formed, and the forward speed (1st) and the reverse speed (Rev) can be achieved, and the rotation input to the input shaft (10) is changed by the forward speed or the reverse speed. A planetary gear set (PS) that can output to the output shaft (62r, 62l),
Meshed with a first output gear (31) disposed on a second axis (AX2) parallel to the first axis (AX1) and drivingly connected to an output rotation element (R) of the planetary gear set (PS); A countershaft (40) that reverses and decelerates rotation from the planetary gear set (PS) and outputs it to the output shaft (62r, 62l) that is a third shaft (AX3) parallel to the first shaft (AX1); It is provided with.

Furthermore, in the vehicle drive device (1) according to the present invention (see, for example, FIGS. 1 to 4), the primary pulley (21) is on the first shaft (AX1) together with the planetary gear set (PS). Arranged on the input shaft (10),
The secondary pulley (22) is disposed on a fourth axis (AX4) parallel to the first axis (AX1),
A clutch (C-1) is provided on the fourth shaft (AX4) and capable of connecting to transmit rotation between the secondary pulley (22) and the counter shaft (40).

  Also, the vehicle drive device (1) according to the present invention (see, for example, FIGS. 1 to 4) is on the fourth shaft (AX4) and is connected to the output side member (26) of the clutch (C-1). A second output gear (27) connected to the drive and meshing with the countershaft (40) is provided.

Further, in the vehicle drive device (1) according to the present invention (see, for example, FIGS. 1 to 4), the continuously variable transmission mechanism (20) has a gear ratio larger than the forward speed (1st) of the planetary gear set (PS). Is set to a small gear ratio range (Va),
The rotating electrical machine (50) is disposed on a fifth axis (AX5) parallel to the first axis (AX1), and at a position where at least a part of the continuously variable transmission mechanism (20) overlaps in the axial direction when viewed in the radial direction. It is characterized by having.

  The vehicle drive device (1) according to the present invention (see, for example, FIGS. 1 to 4) is drivingly connected to the rotor (52) of the rotating electrical machine (50) on the fifth shaft (AX5). A third output gear (54) meshing with the counter shaft (40) is provided.

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.

  According to the first aspect of the present invention, the second transmission path from the input shaft to the output shaft can be formed in parallel with the continuously variable transmission mechanism, the forward gear and the reverse gear can be achieved, and the input to the input shaft can be achieved. Since the planetary gear set that can change the speed of the generated rotation by the forward gear or the reverse gear and output it to the output shaft is provided, the forward gear can be achieved without using a continuously variable transmission mechanism, and in particular the gear ratio of the forward gear. By increasing the speed, it is not necessary to transmit a large torque in the continuously variable transmission mechanism, and no high belt clamping pressure is required, so that the load on the oil pump can be reduced. As a result, the transmission efficiency can be improved.

  In particular, by increasing the gear ratio of the forward gear, the gear ratio width in the continuously variable transmission mechanism can be set within a small range of the gear ratio, and a large torque can be transmitted in the continuously variable transmission mechanism. Since it can be made unnecessary, the load on the belt and the load on the shaft support structure of the sheave in the primary pulley and the secondary pulley can be reduced, and the continuously variable transmission mechanism can be reduced in size and cost.

  Furthermore, since the forward gear or the reverse gear can be achieved by the planetary gear set and output to the output shaft, it is unnecessary to provide a counter shaft dedicated for the reverse gear, and the number of shafts can be reduced. Friction loss and the like in the bearing can be reduced, and transmission efficiency as a vehicle drive device can be improved.

Furthermore, it is arranged on a second axis parallel to the first axis, meshes with a first output gear that is drivingly connected to the output rotation element of the planetary gear set, and reverses and reduces the rotation from the planetary gear set, Since the counter shaft that outputs to the output shaft, which is the third parallel axis, is provided, if the rotation of the output rotation element of the planetary gear set is forward rotation (forward movement), the counter shaft rotates backward and the output shaft rotates. It is possible to output a forward rotation as a reverse rotation, that is, a forward rotation. When the rotation of the output rotation element of the planetary gear set is reverse rotation (reverse speed), the counter shaft rotates reversely and the output shaft rotates again, that is, reverse rotation can be output as reverse rotation. .

According to the second aspect of the present invention, the input shaft, the planetary gear set, and the primary pulley are disposed on the first shaft, the counter shaft is disposed on the second shaft, the output shaft is disposed on the third shaft, Since the secondary pulleys are arranged on the four shafts, the vehicle drive device can be configured by the four shafts as in an automatic transmission equipped with a general belt type continuously variable transmission mechanism. In addition, since the fourth shaft is provided with a clutch capable of freely connecting the rotation transmission between the secondary pulley and the countershaft, the first transmission path can be used when traveling forward or reverse with a planetary gear set that does not use a continuously variable transmission mechanism. The continuously variable transmission mechanism in the first transmission path can be brought into the connected state when the continuously variable transmission using the continuously variable transmission mechanism is separated.

According to the third aspect of the present invention, since the second output gear on the fourth shaft and drivingly connected to the output side member of the clutch and meshing with the counter shaft is provided, that is, the output of the secondary pulley is connected to the planetary gear set. Can be transmitted to the same counter shaft, the number of shafts can be reduced, and the vehicle drive device can be made compact.

According to the fourth aspect of the present invention, since the continuously variable transmission mechanism is set to a transmission ratio width in a range where the transmission ratio is smaller than the forward speed of the planetary gear set, the primary pulley and the secondary pulley of the continuously variable transmission mechanism are The diameter can be reduced. Thereby, for example, it is possible to arrange the counter shaft so as to be sandwiched between the secondary pulley and the differential device. Accordingly, even if the rotating electrical machine is arranged at a position on the fifth axis parallel to the first axis and at least partly overlapping the continuously variable transmission mechanism in the radial direction when viewed in the radial direction, a compact vehicle drive device Can be configured.

According to the present invention according to claim 5, drivingly connected to the rotor of the rotating electrical machine be on fifth shaft is provided with the third output gear that meshes with the counter shaft, that is, the output of the rotary electric machine, for example, secondary The output of the pulley and the output of the planetary gear set can be transmitted to the same counter shaft, the number of shafts can be reduced, and the vehicle drive device can be made compact.

The skeleton figure which shows the drive device for vehicles which concerns on this invention. The schematic side view of the drive device for vehicles. The engagement table | surface of this vehicle drive device. The speed diagram of this vehicle drive device.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments according to the present invention will be described below with reference to FIGS.

  First, the schematic structure of the vehicle drive device 1 according to the present embodiment will be described with reference to FIGS. 1 and 2. The vehicle drive device 1 is a vehicle drive device as a hybrid drive device in which a motor generator 50 (rotary electric machine) (hereinafter simply referred to as “motor”) is combined with an automatic transmission as a so-called belt type continuously variable transmission. 1 is constructed. Therefore, if the motor 50 (the fifth shaft) is removed, for example, an automatic transmission that changes the rotation of the engine (not shown) is exercised.

  As shown in FIG. 1, the vehicle drive device 1 includes an input shaft 10 connected to an engine (not shown) via a fluid transmission device such as a torque converter with a lock-up clutch, or a starting device such as a starting clutch. Is disposed on the first shaft AX1, and a planetary gear set PS and a primary pulley 21 of a belt-type continuously variable transmission mechanism 20 (hereinafter referred to as “CVT20”) are disposed on the first shaft AX1. .

  As shown in FIGS. 1 and 2, a counter shaft 40 that meshes with a first output gear 31 of a planetary gear set PS, which will be described in detail later, is disposed on a second axis AX2 that is parallel to the first axis AX1. A differential device 60 that meshes with the countershaft 40 is disposed on a third axis AX3 that is parallel to the first axis AX1 and the second axis AX2, and the third axis AX3 extends from the approximate center of the differential device 60 to the third axis AX3. , Output shafts (ask shafts) 62r and 62l that are drivingly connected to wheels (not shown) are disposed.

  Further, as shown in FIGS. 1 and 2, a secondary pulley 22 of the CVT 20 is disposed on a fourth axis AX4 parallel to the first axis AX1 to the third axis AX3, and the secondary pulley 22 and the above-described A clutch C-1 that can freely connect rotation transmission with the counter shaft 40 is disposed. As shown in FIGS. 1 and 2, the motor 50 is positioned on the fifth axis AX5 parallel to the first axis AX1 to the fourth axis AX3 at a position where at least a part of the CVT 20 overlaps in the axial direction when viewed in the radial direction. Is arranged.

  As shown in FIG. 2, the first to fifth axes AX1 to AX5 described above are arranged in a straight line from the first axis AX1 to the second axis AX2 and the fifth axis AX5 in the horizontal direction. In addition, the second axis AX2 and the third axis AX3 are arranged substantially linearly in the vertical direction from the fourth axis AX4, that is, five axes are arranged in a cross shape when viewed from the side with the second axis AX2 as the center. Has been. The large-diameter gear 42 of the countershaft 40 in the shape of the second axis AX2 includes the first output gear 31 of the planetary gear set PS on the first axis AX1, the second output gear 27 on the fourth axis AX4, The small-diameter gear 43 of the counter shaft 40 on the second axis AX2 meshes with all of the third output gear 54 on the fifth axis AX5, and the differential gear of the differential device 60 on the third axis AX3. 61 is engaged.

  Next, a detailed configuration of the vehicle drive device 1 will be described with reference to FIG. A planetary gear set PS is disposed on the outer peripheral side of the input shaft 10 on the first axis AX1 on the axial input side. The planetary gear set PS meshes with a first sun gear S1 that is integrally fixed to the input shaft 10 and a second sun gear S2 that can be fixed (locked) to the case 11 by the second brake B-2. The long pinion LP and the short pinion SP are rotatably supported, and the first output gear 31 is drivably connected to the carrier CR that can be fixed (locked) to the case 11 by the first brake B-1. And a long pinion LP meshes with the first sun gear S1 and the ring gear R, and a short pinion SP meshes with the second sun gear S2, and is of a so-called Ravigneaux type.

  In the planetary gear set PS, when the first brake B-1 is engaged, the rotation of the carrier CR is fixed, the rotation of the input shaft 10 of the first sun gear S1 is reversed by the carrier CR, and the ring gear R is rotated as a reverse rotation. To the first output gear 31, that is, the reverse gear is achieved. When the second brake B-2 is engaged, the rotation of the second sun gear S2 is fixed, and the rotation of the input shaft 10 of the first sun gear S1 is decelerated by the carrier CR and decelerated in the forward rotation. Is output from the ring gear R to the first output gear 31, that is, the forward low speed (first forward speed (1st)) is achieved.

  On the other hand, on the side opposite to the planetary gear set PS in the axial direction of the input shaft 10 on the first shaft AX1, the fixed sheave 21a of the primary pulley 21 of the CVT 20 is drivingly connected to the input shaft 10 and fixed. . The primary pulley 21 has a fixed sheave 21a and a movable sheave 21b that is movable in the axial direction with respect to the fixed sheave 21a. By the hydraulic pressure of the hydraulic oil chamber disposed on the back surface of the movable sheave 21b, the primary pulley 21 A belt 23 is sandwiched between the fixed sheave 21a and the movable sheave 21b.

  A secondary pulley 22 of the CVT 20 is disposed on the fourth shaft AX4 so as to face the primary pulley 21. Similar to the primary pulley 21, the secondary pulley 22 has a fixed sheave 22a and a movable sheave 22b that is movable in the axial direction with respect to the fixed sheave 22a, and is disposed on the back surface of the movable sheave 22b. The belt 23 is sandwiched between the fixed sheave 22a and the movable sheave 22b by the oil pressure of the oil chamber.

  A first drive shaft 25 centered on the fourth shaft AX4 is drivingly connected to the fixed sheave 22a of the secondary pulley 22 on the fourth shaft AX4, and the end of the first drive shaft 25 is fixed. The clutch C-1 is disposed coaxially with the secondary pulley 22, that is, on the fourth axis AX4. Further, on the output side of the clutch C-1, a second drive shaft 26 (output side member) centering on the fourth shaft AX4 is drivingly connected and fixed, and the clutch C- of the second drive shaft 26 is fixed. The second output gear 27 is drivingly connected to the second drive shaft 26 and fixed on the opposite side (that is, the input side) of the first drive shaft 26.

  As will be described in detail later, the CVT 20 including the primary pulley 21 and the secondary pulley 22 has a speed ratio width set in a range where the speed ratio is smaller than the forward low speed stage of the planetary gear set PS, that is, the speed ratio is increased. Therefore, it is not necessary to increase the diameter of each sheave 21a, 21b, 22a, 22b, so that the CVT 20 can be reduced in diameter. In addition, in the position of the movable sheaves 21b and 22b shown by the solid line in FIG. 1, the contact radius of the belt 23 is small on the primary pulley 21 side and large on the secondary pulley 22 side, so the gear ratio is on the large side (Lo side). At the positions of the movable sheaves 21b and 22b indicated by the broken lines in FIG. 1, the contact radius of the belt 23 is large on the primary pulley 21 side and small on the secondary pulley 22 side, so the gear ratio is small (Hi side) (FIG. 2). reference).

  On the other hand, the motor 50 is disposed at a position on the fifth axis AX5 parallel to the first axis AX1 and the fourth axis AX4 and overlapping the planetary gear set PS and the CVT 20 in the axial direction when viewed in the radial direction. Yes. As described above, by setting the CVT 20 in a small range and reducing the diameter of the CVT 20, it is possible to arrange at least a part of the motor 50 at a position overlapping with the CVT 20 in the axial direction in the radial direction. It is said.

  The motor 50 includes a stator 51 fixed to the case 11 and a rotor 52 disposed to face the inner diameter side of the stator 51. The rotor 52 includes a rotor as an output shaft of the motor 50. The shaft 53 is fixed so as to extend in the axial direction. Further, the third output gear 54 is drivingly connected and fixed to the rotor shaft 53 on the side opposite to the rotor 52 in the axial direction.

  A counter shaft 40 is disposed on the second axis AX2. The counter shaft 40 includes a central shaft 41, a large diameter gear 42 fixed to one end portion of the central shaft 41, and a small diameter gear 43 fixed to the other end portion of the central shaft 41. Yes. As described above, the large-diameter gear 42 includes the first output gear 31 that is drivingly connected to the ring gear R of the planetary gear set PS, and the second output gear 27 that is drivingly connected to the secondary pulley 22 via the clutch C-1. And a third output gear 54 that is drivingly connected to the rotor shaft 53 of the motor 50. The small-diameter gear 43 meshes with the diff ring gear 61 of the differential device 60 and absorbs the rotation input to the counter shaft 40 to the left and right output shafts 62r and 62l via the differential portion D. Rotate output.

  In the vehicle drive device 1 configured as described above, as shown in FIGS. 1 and 2, the countershaft 40 passes from the input shaft 10 through the CVT 20, the clutch C- 1 and the second output gear 27. To the left and right output shafts 62r and 62l through the differential device 60, a first transmission path CO1 for transmitting power by continuously variable transmission is formed. In addition, the planetary gear (not passing through the CVT 20) is connected in parallel with the CVT 20 from the input shaft 10 through the planetary gear set PS and the first output gear 31 to the left and right output shafts 62r and 62l through the differential device 60. A second transmission path CO2 for transmitting power by the set PS is formed. Further, EV traveling is enabled independently from the power transmission of the first transmission path CO1 and the second transmission path CO2 from the motor 50 to the left and right output shafts 62r and 62l via the counter shaft 40 and the differential device 60, or A third transmission path CO3 that enables assist and regeneration is formed.

  Next, the operation of the vehicle drive device 1 according to the present embodiment will be described with reference to FIGS. 3 and 4 with reference to FIGS.

  First, in the vehicle drive device 1, for example, when a reverse range (R range) is selected and a reverse speed (Rev) is achieved by a command from a control unit (not shown), as shown in FIG. The brake B-1 is engaged, and the second brake B-2 and the clutch C-1 are released. Then, as shown in FIG. 4, the rotation of the carrier CR in the planetary gear set PS is fixed, and the rotation input from the input shaft 10 is input to the first sun gear S <b> 1 and reversed by the fixed carrier CR to be ring gear R Rotates in reverse. Accordingly, as shown in FIG. 1, in the second transmission path CO2, the first output gear 31 rotates in the reverse direction on the first axis AX1, and the countershaft on the second axis AX2 meshes with the first output gear 31. 40 rotates in the forward direction, the differential part D on the third axis AX3 and the output shafts 62r, 62l meshing with the countershaft 40 rotate in the reverse direction, that is, the reverse rotation as the reverse stage is output to the wheel (not shown). .

  Next, in the vehicle drive device 1, for example, when the drive range (D range) is selected and the first speed (1st) as the forward low speed is achieved by a command from a control unit (not shown) based on the vehicle speed. As shown in FIG. 3, the second brake B-2 is engaged, and the first brake B-1 and the clutch C-1 are released. Then, as shown in FIG. 4, the rotation of the second sun gear S2 in the planetary gear set PS is fixed, and the rotation input from the input shaft 10 is further input to the first sun gear S1 and further decelerated by the carrier CR that rotates at a reduced speed. The ring gear R rotates at a reduced speed. As a result, as shown in FIG. 1, in the second transmission path CO <b> 2, the first output gear 31 decelerates and rotates in the forward rotation direction on the first axis AX <b> 1 and meshes with the first output gear 31. The upper counter shaft 40 rotates in the reverse direction, and the differential portion D on the third axis AX3 meshing with the counter shaft 40 and the output shafts 62r and 62l rotate in the normal direction. Forward rotation is output.

  Subsequently, in the vehicle drive device 1, for example, in a state where the drive range (D range) is selected, the vehicle speed increases to a predetermined vehicle speed or more, and in response to a command from a control unit (not shown), the continuously variable transmission mode (CVT mode) 3), as shown in FIG. 3, the clutch C-1 is engaged while releasing the second brake B-2 (for example, the clutch is shifted), and the first brake B-1 and the second brake are engaged. B-2 is released. Then, as shown in FIG. 4, in the first transmission path CO1, the axial positions of the movable sheave 21b of the primary pulley 21 and the movable sheave 22b of the secondary pulley 22 are hydraulically controlled in the first transmission path CO1, and the contact radius of the belt 23 is, for example, It is freely changed according to the vehicle speed and the accelerator opening, and the speed ratio width Va from the maximum speed ratio Lo of the CVT 20 (for example, set to a speed ratio of about the second speed speed in a multi-speed transmission) to the minimum speed ratio Hi. The rotation of the input shaft 10 is changed. As a result, as shown in FIG. 1, the second output gear 27 rotates steplessly in the forward rotation direction on the fourth shaft AX4 via the first drive shaft 25, the clutch C-1, and the second drive shaft 26. The counter shaft 40 on the second axis AX2 meshing with the second output gear 27 rotates continuously in the reverse direction, and the differential portion D on the third axis AX3 meshing with the counter shaft 40 and the output shaft 62r, 621 continuously rotates in the forward direction, that is, continuously variable speed rotation based on the gear ratio width Va is output to a wheel (not shown).

  While the vehicle is traveling while achieving the reverse speed (Rev), the first speed (1st), and the continuously variable transmission mode (CVT mode) described above, the motor 50 assists (powering) or regenerates. Is possible. That is, as shown in FIG. 1, in the third transmission path, the motor 50 can freely output positive or negative torque (regenerative torque) of forward rotation or reverse rotation to the third output gear 54 via the rotor shaft 53. The counter shaft 40 on the second axis AX2 meshing with the third output gear 54 is assisted or regenerated in the forward or reverse direction, and the differential portion D on the third axis AX3 meshing with the counter shaft 40 and The output shafts 62r and 62l are assisted or regenerated in the forward direction or the reverse direction, that is, assist torque for a wheel (not shown) or regenerative control from the wheel is executed.

  Further, EV traveling by the motor 50 is also possible in a state where the reverse speed (Rev), the first speed (1st), and the continuously variable transmission mode (CVT mode) are not achieved. That is, as shown in FIG. 1, in the third transmission path, the motor 50 can output forward rotation or reverse rotation (positive torque or negative torque) to the third output gear 54 via the rotor shaft 53. The counter shaft 40 on the second axis AX2 meshing with the third output gear 54 is rotated in the forward or reverse direction, and the differential portion D and the output shafts 62r, 62l on the third axis AX3 meshing with the counter shaft 40 are rotated. Is rotated in the forward rotation direction or the reverse rotation direction, that is, the rotation output of EV traveling on a wheel (not shown) or the regeneration control from the wheel is executed. In addition, the motor 50 may perform rotation speed control or torque control.

  During EV traveling, the secondary pulley 22 (that is, the CVT 20) can be disconnected from the rotation of the countershaft 40 by releasing the clutch C-1, and the first brake B-1 and the second brake B- By releasing 2, the planetary gear set PS can be idled so that the input shaft 10 (and the primary pulley 21) can be separated from the rotation of the counter shaft 40. As a result, EV traveling can be performed without rotating the planetary gear set PS or the CVT 20 (in the neutral state).

  As described above, according to the vehicle drive device 1, the second transmission path CO2 from the input shaft 10 to the output shafts 62r and 62l is formed in parallel with the CVT 20, and the first speed stage (1st as the forward stage) ) And the reverse gear (Rev), and the planetary gear set PS that can change the rotation input to the input shaft 10 by the forward gear or the reverse gear and output it to the output shafts 62r, 62l. The forward first speed (1st) can be achieved without using the CVT 20, and in particular, by increasing the speed ratio of the first speed, it is not necessary to transmit a large torque in the CVT 20. Further, the clamping pressure of the high belt 23 is not required, so that the load of the oil pump (not shown) can be reduced, and the transmission efficiency as the vehicle drive device 1 can be improved.

  In particular, by increasing the gear ratio of the first gear, the gear ratio width Va in the CVT 20 can be set within a small gear ratio range (so-called upshift side), and large torque is transmitted in the CVT 20. Therefore, it is possible to reduce the load on the belt 23 and the load on the shaft support structure of each sheave 21a, 21b, 22a, 22b in the primary pulley 21 and the secondary pulley 22, and the CVT 20 can be reduced in size. And cost reduction can be achieved.

  Further, since the forward gear or reverse gear can be achieved by the planetary gear set PS and output to the output shafts 62r and 62l, it is not necessary to provide a counter shaft dedicated to the reverse gear, and the number of shafts can be reduced. Thus, friction loss and the like in the bearing can be reduced, and transmission efficiency as the vehicle drive device 1 can be improved.

  In the present embodiment, the vehicle drive device 1 as a hybrid drive device in which the motor 50 is disposed on the fifth axis AX5 has been described as an example. However, if the motor 50 is not disposed, a normal belt-type continuously variable As with the transmission, a four-shaft automatic transmission can be configured, and the size of the CVT 20 can be reduced, so that the size of the automatic transmission can be reduced, and the hydraulic load due to the clamping pressure of the CVT 20 can be reduced. The transmission efficiency as an automatic transmission can be improved.

  Further, it is disposed on the second axis AX2 parallel to the first axis AX1, and meshes with the first output gear 31 that is drivingly connected to the ring gear R of the planetary gear set PS, and reverses and reduces the rotation from the planetary gear set PS. Since the countershaft 40 that outputs to the output shafts 62r and 62l that are the third axis AX3 parallel to the first axis AX1 is provided, when the rotation of the ring gear R of the planetary gear set PS is forward rotation (forward movement), The counter shaft 40 rotates in the reverse direction, and the output shafts 62r and 62l rotate in the reverse direction, that is, the forward rotation as the normal rotation can be output. Further, when the rotation of the ring gear R of the planetary gear set PS is the reverse rotation (reverse speed), the countershaft 40 rotates in the reverse direction, and the output shaft rotates again in the reverse rotation, that is, the reverse rotation is output as the reverse rotation. it can.

  Further, the input shaft 10, the planetary gear set PS, and the primary pulley 21 are disposed on the first shaft AX1, the counter shaft 40 is disposed on the second shaft AX2, and the output shafts 62r and 62l are disposed on the third shaft AX3. Since the secondary pulley 22 is disposed on the fourth axis AX4, the vehicle drive device 1 can be configured with four axes, as in the case of an automatic transmission equipped with a general belt-type CVT 20. In addition, since the fourth shaft AX4 includes a clutch C-1 that can freely connect rotation transmission between the secondary pulley 22 and the countershaft 40, during traveling in the forward gear or the reverse gear by the planetary gear set PS that does not use the CVT 20, The CVT 20 in the first transmission path CO1 can be disconnected, and conversely, the CVT 20 in the first transmission path CO1 can be brought into a connected state (power transmission state) during continuously variable speed travel using the CVT 20.

  Further, since the second output gear 27 which is on the fourth shaft AX4 and is drivingly connected to the second drive shaft 26 which is the output side member of the clutch C-1 and meshes with the counter shaft 40 is provided, that is, the secondary pulley. 22 can be transmitted to the same counter shaft 40 as that of the planetary gear set PS, the number of shafts can be reduced, and the vehicle drive device 1 can be made compact.

  Furthermore, since the CVT 1 is set to a speed ratio width Va in a range where the speed ratio is smaller than the forward speed of the planetary gear set PS (see FIG. 4), the primary pulley 21 and the secondary pulley 22 of the CVT 20 can be reduced in diameter. it can. Thereby, for example, the counter shaft 40 can be disposed between the secondary pulley 22 and the differential device 60 (see FIG. 2). Accordingly, even if the motor 50 is arranged on the fifth axis AX5 parallel to the first axis AX1 and at least partially overlaps the CVT 20 in the radial direction when viewed in the radial direction, the compact vehicle drive device 1 Can be configured.

  Since the third output gear 54 that is on the fifth axis AX5 and is drivingly connected to the rotor 52 of the motor 50 and meshes with the countershaft 40 is provided, that is, the output of the motor 50 is output from the secondary pulley 22, for example. And the output of the planetary gear set PS can be transmitted to the same counter shaft 40, the number of axes can be reduced, and the vehicle drive device 1 can be made compact.

  In the present embodiment described above, the planetary gear set PS is configured as a Ravigneaux type. However, any planetary gear set that is on the first axis AX and can form a forward gear and a reverse gear. Any structure such as a Simpson type may be used.

  In the present embodiment described above, the three gears of the first output gear 31, the second output gear 27, and the third output gear 54 are directly connected to the large-diameter gear 42 of the countershaft 40, which is one gear. However, it may be changed such that an idler gear or the like is interposed between the gears, that is, not necessarily meshed directly, but meshed via other gears. You can change it.

  In the present embodiment described above, the CVT 20 can be reduced in size by providing a gear ratio interval between the first speed (1st) of the planetary gear set PS and the maximum gear ratio Lo of the CVT 20. As shown in the figure, the first gear (1st) by the planetary gear set PS and the maximum gear ratio Lo of the CVT 20 are configured to have the same gear ratio by allowing a slight increase in size, so that there is no gear shift shock. It may be possible to enable transition from a step to a continuously variable transmission mode.

DESCRIPTION OF SYMBOLS 1 Vehicle drive device 10 Input shaft 20 Continuously variable transmission mechanism (CVT)
21 Primary pulley 22 Secondary pulley 23 Belt 26 Output side member (second drive shaft)
27 Second output gear 31 First output gear 40 Counter shaft 50 Rotating electric machine (motor)
52 rotor 54 third output gears 62r, 62l output shaft AX1 first shaft AX2 second shaft AX3 third shaft AX4 fourth shaft AX5 fifth shaft CO1 first transmission path CO2 second transmission path C-1 clutch PS planetary gear set R Output rotation element (ring gear)
Va gear ratio range 1st forward speed Rev reverse speed

Claims (5)

A continuously variable transmission mechanism having a primary pulley and a secondary pulley and a belt wound around the pulleys, and forming a first transmission path capable of continuously rotating the rotation input to the input shaft and outputting it to the output shaft; ,
It is disposed on the input shaft on the first shaft , forms a second transmission path from the input shaft to the output shaft in parallel with the continuously variable transmission mechanism, and achieves a forward gear and a reverse gear. A planetary gear set capable of shifting the rotation input to the input shaft by the forward gear or the reverse gear and outputting the same to the output shaft;
The first shaft is arranged on a second axis parallel to the first shaft, meshes with a first output gear that is drivingly connected to the output rotation element of the planetary gear set, and reverses and reduces the rotation from the planetary gear set. A countershaft that outputs to the output shaft that is a third axis parallel to the
The vehicle drive device characterized by the above-mentioned. The primary pulley is disposed on the input shaft on the first shaft together with the planetary gear set,
The secondary pulley is arranged on a fourth axis parallel to the first axis,
A clutch on the fourth axis, wherein the secondary pulley and the countershaft can be connected to transmit rotation;
The vehicle drive device according to claim 1 . A second output gear on the fourth shaft and drivingly connected to the output side member of the clutch and meshing with the countershaft;
The vehicle drive device according to claim 2 . The continuously variable transmission mechanism is set to a speed ratio width in a range where the speed ratio is smaller than the forward speed of the planetary gear set,
The rotary electric machine is disposed on a fifth axis parallel to the first axis and includes a rotating electrical machine at a position where at least a part of the continuously variable transmission mechanism overlaps in the axial direction when viewed in the radial direction.
The vehicle drive device according to any one of claims 1 to 3, characterized in that. A third output gear that is on the fifth axis and is drivingly connected to the rotor of the rotating electrical machine and meshes with the countershaft;
The vehicle drive device according to claim 4 .

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