JP6214440B2 - Automatic transmission - Google Patents

Description

  The present invention relates to an automatic transmission that is applied to a hybrid vehicle and includes a planetary gear set to which an engine and a motor / generator are coupled.

  Conventionally, a hybrid vehicle having a drive system structure in which an assist motor is mechanically connected to an engine and a stepped transmission is connected to the assist motor is known (see, for example, Patent Document 1).

JP 2003-146115 A

  However, the conventional hybrid vehicle has a drive system structure in which an engine, an assist motor, and a stepped transmission are mechanically connected in order from the upstream side of the drive system. For this reason, although the engine load can be controlled by changing the assist torque by the assist motor, there has been a problem that the rotational speed of the engine cannot be controlled and the degree of freedom of the engine operating point is small.

  The present invention has been made paying attention to the above problems, and provides an automatic transmission capable of increasing the degree of freedom of the engine operating point by controlling the engine load and rotation speed by a motor / generator. With the goal.

To achieve the above object, the present invention provides an input member connectable to an engine, an output member, a stationary part, a first planetary gear set having three rotating elements, and a second planetary gear having four rotating elements. A planetary gear set by the set.
In this automatic transmission, the three rotating elements of the first planetary gear set are defined as a first element, a second element, and a third element in the order of arrangement on the common speed diagram.
The four rotating elements of the second planetary gear set are defined as a fourth element, a fifth element, a sixth element, and a seventh element in the order of arrangement on the common velocity diagram.
The second element is always connected to the input member.
The third element and the fifth element are always connected.
The fourth element can be connected to the motor / generator by engagement of a continuously variable transmission mode clutch.
The sixth element is always connected to the output member.
The seventh element is connectable to the input member by engagement of the first clutch.
By engaging the first clutch and the continuously variable transmission mode clutch and changing the rotational speed of the motor / generator, a continuously variable transmission stage in which the gear ratio can be changed continuously is established.

Therefore, when the first clutch and the continuously variable transmission mode clutch are engaged, a continuously variable transmission stage in which the speed ratio can be changed steplessly by changing the rotational speed of the motor / generator is established.
At the time of selecting the continuously variable speed, the seventh element of the second planetary gear set and the input member (= engine) are connected by engaging the first clutch, and the continuously variable speed mode clutch is engaged. To connect the fourth element of the second planetary gear set and the motor / generator. Therefore, when the power generation amount of the motor / generator connected to the fourth element is controlled, the motor / generator becomes a variable load of the fourth element of the second planetary gear set. For this reason, the rotational speed of the fourth element (= motor / generator rotational speed) is changed depending on the degree of load restraint, and accordingly the rotational speed of the engine connected to the second element and the seventh element (= input rotational speed). Is changed. That is, the speed ratio, which is the rotational speed ratio between the input (seventh element) and the output (sixth element), can be changed steplessly. At the same time, by changing the power generation amount (regenerative torque) by the motor / generator, the engine speed and the engine load (= power generation load) can be controlled by the motor / generator.
As a result, the degree of freedom of the engine operating point can be increased by controlling the engine load and rotation speed with the motor / generator.

1 is a skeleton diagram illustrating an automatic transmission according to a first embodiment. In the automatic transmission according to the first embodiment, the combination of the synchro-engagement with seven engagement elements and the friction engagement with one friction element achieves six forward speeds and one reverse speed stepped speed stages and two continuously variable speed stages. It is an engagement operation | movement table | surface figure which shows the engagement operation state to do. It is a skeleton figure which shows the torque flow in a 1st gear stage (1st). It is a common speed diagram which shows the rotational speed relationship of seven rotation elements in a 1st gear stage (1st). It is a skeleton figure which shows the torque flow in a 2nd gear stage (2nd). It is a common speed diagram which shows the rotational speed relationship of seven rotation elements in a 2nd gear stage (2nd). It is a skeleton figure which shows the torque flow in a 3rd gear stage (3rd). It is a common speed diagram which shows the rotational speed relationship of seven rotation elements in a 3rd gear stage (3rd). It is a skeleton figure which shows the torque flow in a 4th gear stage (4th). It is a common speed diagram which shows the rotational speed relationship of seven rotation elements in a 4th gear stage (4th). It is a skeleton figure which shows the torque flow in a 5th gear stage (5th). It is a common speed diagram which shows the rotational speed relationship of seven rotation elements in a 5th gear stage (5th). It is a skeleton figure which shows the torque flow in a 6th gear stage (6th). It is a common speed diagram which shows the rotational speed relationship of seven rotation elements in a 6th gear stage (6th). It is a skeleton figure which shows the torque flow in a reverse gear stage (Rev). It is a common speed diagram which shows the rotational speed relationship of seven rotation elements in a reverse gear stage (Rev). It is a skeleton figure which shows the torque flow in the 1st continuously variable gear stage (eCVT-1). It is a common speed diagram which shows the rotational speed relationship of the seven rotation elements in the 1st continuously variable gear stage (eCVT-1). It is a skeleton figure which shows the torque flow in the 2nd continuously variable gear stage (eCVT-2). It is a common speed diagram which shows the rotational speed relationship of the seven rotation elements in the 2nd continuously variable gear stage (eCVT-2).

  Hereinafter, the best mode for realizing an automatic transmission according to the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
The configuration of the automatic transmission according to the first embodiment that is mounted on a hybrid vehicle will be described separately as “overall configuration” and “engagement operation configuration at each shift stage”.

[overall structure]
FIG. 1 is a skeleton diagram illustrating an automatic transmission according to a first embodiment. Hereinafter, the overall configuration of the automatic transmission according to the first embodiment will be described with reference to FIG.

  As shown in FIG. 1, the automatic transmission of the first embodiment includes an input shaft 1 (input member), an output gear 2 (output member), a transmission case 3 (stationary portion), and a planetary gear set 4. I have. Engagement / release elements include high brake H / B (first brake), low clutch L / C (first clutch), 3rd / 5th & reverse clutch 3,5 & R / C (second clutch) 2nd & 6th brake 2 & 6 / B (2nd brake), low & reverse brake L & R / B (3rd brake), continuously variable mode clutch CVT / C, EV clutch EV / C, and input clutch CL1.

The input shaft 1 can be connected to the engine 5 by the engagement of the input clutch CL1, and can be connected to the motor / generator 6 by the engagement of the EV clutch EV / C.
Here, the input clutch CL1 is a dock clutch in which the other engagement / release elements are meshed and engaged (hereinafter referred to as “synchronized engagement”) in a rotationally synchronized state, while pressing the friction surface. A friction clutch that is friction-engaged is used.

  The output gear 2 meshes with the ring gear R of the Ravigneaux type planetary gear set 42 and transmits the rotational driving force to driving wheels (not shown).

  The transmission case 3 is a case for storing the planetary gear set 4 and the engaging / releasing element. When the high brake H / B, the 2nd & 6th brake 2 & 6 / B, and the low & reverse brake L & R / B are engaged in sync. Fix as a stationary part.

  The planetary gear set 4 includes a single pinion planetary gear set 41 (first planetary gear set) having three rotating elements and a Ravigneaux planetary gear set 42 having four rotating elements.

  The single pinion planetary gear set 41 can rotate the first sun gear S1, the first ring gear R1, the first pinion gear P1 meshing with the first sun gear S1 and the first ring gear R1, and the first pinion gear P1. And a first carrier C1 supported by the first carrier C1. The three rotating elements of the single pinion type planetary gear set 41 are arranged in the order of arrangement on the common velocity diagram, the first sun gear S1 (first element), the first carrier C1 (second element), and the first ring gear R1 (first element). 3 elements).

The Ravigneaux planetary gear set 42 includes a single pinion side sun gear Ss, a double pinion side sun gear Sd, a short pinion gear Ps, a long pinion gear Pl, a ring gear R, and a carrier C. Single pinion side sun gear Ss and ring gear R mesh with long pinion gear Pl, respectively. The double pinion side sun gear Sd meshes with the short pinion gear Ps. The short pinion gear Ps and the long pinion gear Pl mesh with each other and are rotatably supported by a common carrier C. The four rotating elements of the Ravigneaux type planetary gear set 42 are arranged in the order of arrangement on the common velocity diagram, the single pinion side sun gear Ss (fourth element), the carrier C (fifth element), the ring gear R (sixth element), The double pinion side sun gear Sd (seventh element) is used.
Hereinafter, based on FIG. 1, each connection structure of 1st sun gear S1 (1st element)-double pinion side sun gear Sd (7th element) is demonstrated.

  The first sun gear S1 (first element) can be fixed to the transmission case 3 by synchronizing the high brake H / B.

  The first carrier C1 (second element) is always connected to the input shaft 1.

  The first ring gear R1 (third element) is always connected to the carrier C and can be fixed to the transmission case 3 by synchro engagement of the low & reverse brake L & R / B.

  The single pinion-side sun gear Ss (fourth element) can be connected to the motor / generator 6 by synchro engagement of a continuously variable transmission mode clutch CVT / C. And it can be connected to the input shaft 1 by the synchro engagement of the 3rd / 5th & reverse clutch 3,5 & R / C. In addition, it can be fixed to the transmission case 3 by synchro engagement of 2nd & 6th brake 2 & 6 / B.

  Similarly to the first ring gear R1, the carrier C (fifth element) is always connected to the first ring gear R1, and can be fixed to the transmission case 3 by synchro engagement of the low & reverse brake L & R / B.

  The ring gear R (sixth element) is always connected to the output gear 2.

  The double pinion-side sun gear Sd (seventh element) can be connected to the input shaft 1 by synchronizing the low clutch L / C.

Next, the layout configuration of the automatic transmission according to the first embodiment will be described with reference to FIG.
The input shaft 1 is disposed on the inner periphery of the Ravigneaux planetary gear set 42.

  The continuously variable transmission mode clutch CVT / C, the 2nd & 6th brake 2 & 6 / B, the 3rd / 5th & reverse clutch 3,5 & R / C and the EV clutch EV / C are in the axial direction of the Ravinio planetary gear set 42. Arranged on one side (engine 5 side). More specifically, it is arranged at a position between the Ravigneaux type planetary gear set 42 and the input clutch CL1.

  The high brake H / B is disposed on the other side in the axial direction of the Ravinio planetary gear set 42, and the low clutch L / C is disposed at an inner position of the Ravinio planetary gear set 42, and the low & reverse brake L & R / B Are arranged at positions outside the single pinion type planetary gear set 41. The low clutch L / C rotates the same as the input shaft 1 and operates the dog clutch through the hole from the shaft center.

  The motor / generator 6 is disposed outside the continuously variable transmission mode clutch CVT / C and the EV clutch EV / C.

  2 speed & 6 speed brake 2 & 6 / B and 3 speed / 5 speed & reverse clutch 3,5 & R / C select 2 speed & 6 speed brake 2 & 6 / B and 3 speed / 5 speed & reverse clutch 3,5 & R / C Are configured as a pair of dog clutches that can be synchronized with each other. That is, the second and sixth speed brakes 2 & 6 / B are synchronized by sliding the common coupling sleeve from the neutral position to the left in FIG. Further, the common coupling sleeve is slid in the right direction in FIG. 1 from the neutral position, so that the 3rd speed / 5th speed & reverse clutches 3, 5 & R / C are synchronized.

[Engagement configuration at each gear position]
FIG. 2 shows a stepped gear stage of six forward speeds and one reverse speed and two continuously variable speeds by combining the synchronous engagement by seven engagement elements and the friction engagement by one friction element in the automatic transmission of the first embodiment. The engagement operation table which achieves a gear stage is shown. Hereinafter, based on FIG. 2, the engagement operation structure in each gear stage is demonstrated.

  First, in the automatic transmission according to the first embodiment, the first gear (1st), the second gear (2nd), the third gear (3rd), and the fourth gear (4th) are used as gears. , 5th speed (5th), 6th speed (6th), reverse speed (Rev), 1st continuously variable speed (eCVT-1), 2nd continuously variable speed (eCVT) -2).

  At the first gear position (1st), the low clutch L / C and the low & reverse brake L & R / B are synchronized. Then, by releasing the input clutch CL1 and synchronizing the EV clutch EV / C, the first shift stage (1st) in the EV travel mode is established. Further, the first shift stage (1st) in the engine running mode is established by frictionally engaging the input clutch CL1 and releasing the EV clutch EV / C. Further, the first shift stage (1st) in the HEV traveling mode is established by frictionally engaging the input clutch CL1 and synchronizing the EV clutch EV / C.

  At the second gear position (2nd), the low clutch L / C and the 2nd & 6th brake 2 & 6 / B are synchronized. Then, the input clutch CL1 is released and the EV clutch EV / C is synchro-engaged to establish the second shift speed (2nd) in the EV travel mode (first EV shift speed). Further, the second gear (2nd) in the engine running mode is established by frictionally engaging the input clutch CL1 and releasing the EV clutch EV / C. Further, the second gear (2nd) in the HEV travel mode is established by frictionally engaging the input clutch CL1 and synchronizing the EV clutch EV / C. Note that the gear ratio of the second gear (2nd) is smaller than the gear ratio of the first gear (1st).

  At the third speed (3rd), the low clutch L / C and the third speed / 5th speed & reverse clutch 3, 5 & R / C are synchronized. Then, the input clutch CL1 is released and the continuously variable transmission mode clutch CVT / C or the EV clutch EV / C is synchronized to establish the third shift stage (3rd) in the EV travel mode. Further, the third clutch (3rd) in the engine running mode is established by frictionally engaging the input clutch CL1 and releasing the continuously variable transmission mode clutch CVT / C and the EV clutch EV / C. Further, the third gear (3rd) in the HEV travel mode is established by frictionally engaging the input clutch CL1 and synchronizing the EV clutch EV / C or the continuously variable transmission mode clutch CVT / C. The gear ratio of the third gear (3rd) is 1, and is smaller than the gear ratio of the second gear (2nd).

  At the fourth speed (4th), the high brake H / B and the low clutch L / C are synchronized with each other. Then, the input clutch CL1 is released and the EV clutch EV / C is synchro-engaged to establish the fourth shift stage (4th) in the EV travel mode. Further, the fourth shift stage (4th) in the engine running mode is established by frictionally engaging the input clutch CL1 and releasing the EV clutch EV / C. Further, the fourth gear (4th) in the HEV travel mode is established by frictionally engaging the input clutch CL1 and synchronizing the EV clutch EV / C. The gear ratio of the fourth gear (4th) is smaller than the gear ratio of the third gear (3rd) (first overdrive gear).

  At the fifth gear position (5th), the high brake H / B and the third speed / 5th speed & reverse clutch 3, 5 & R / C are synchronized. Then, the input clutch CL1 is released and the continuously variable transmission mode clutch CVT / C or the EV clutch EV / C is synchronized to establish the fifth shift stage (5th) in the EV travel mode. Further, the fifth shift stage (5th) in the engine travel mode is established by frictionally engaging the input clutch CL1 and releasing the continuously variable transmission mode clutch CVT / C and the EV clutch EV / C. Further, the fifth gear (5th) in the HEV traveling mode is established by frictionally engaging the input clutch CL1 and synchronizing the continuously variable transmission mode clutch CVT / C or the EV clutch EV / C. Note that the gear ratio of the fifth gear (5th) is even smaller than the gear ratio of the fourth gear (4th) (second overdrive gear).

  At the sixth shift stage (6th), the high brake H / B and the second and sixth speed brakes 2 & 6 / B are synchronized with each other. Then, the input clutch CL1 is released and the EV clutch EV / C is synchro-engaged to establish the sixth shift speed (6th) in the EV travel mode (second EV shift speed). Further, the sixth gear (6th) in the engine travel mode is established by frictionally engaging the input clutch CL1 and releasing the EV clutch EV / C. Further, the sixth gear (6th) in the HEV travel mode is established by frictionally engaging the input clutch CL1 and synchronizing the EV clutch EV / C. Note that the gear ratio of the sixth gear (6th) is even smaller than the gear ratio of the fifth gear (5th) (third overdrive gear).

  At the reverse gear (Rev), the third speed / 5th speed & reverse clutch 3,5 & R / C and the low & reverse brake L & R / B are synchronized. Then, the input clutch CL1 is released, and the continuously variable transmission mode clutch CVT / C or the EV clutch EV / C is synchronized to establish the reverse shift speed (Rev) in the EV travel mode. Further, the reverse shift stage (Rev) in the engine running mode is established by frictionally engaging the input clutch CL1 and releasing the continuously variable transmission mode clutch CVT / C and the EV clutch EV / C. Further, the reverse clutch (Rev) in the HEV travel mode is established by frictionally engaging the input clutch CL1 and synchronizing the continuously variable transmission mode clutch CVT / C or the EV clutch EV / C. In the reverse gear (Rev), the rotation direction of the output gear 2 is reversed with respect to the forward gear.

  The first continuously variable transmission (eCVT-1) is established by synchronizing the low clutch L / C and the continuously variable transmission mode clutch CVT / C and frictionally engaging the input clutch CL1. This first continuously variable speed stage (eCVT-1) can change the speed ratio steplessly by controlling the power generation amount and the power running amount of the motor / generator 6, while traveling by the driving force of the engine 5. This is a mode in which charging of a battery outside the figure is possible. That is, when the power generation amount control (regenerative torque control) of the motor / generator 6 is performed, the load and rotation corresponding to the power generation amount with respect to the single pinion-side sun gear Ss of the Ravigneaux type planetary gear set 42 to which the motor / generator 6 is connected. Give speed change.

  The second continuously variable transmission stage (eCVT-2) is established by synchronizing the high brake H / B and the continuously variable transmission mode clutch CVT / C and frictionally engaging the input clutch CL1. This second continuously variable gear stage (eCVT-2) can change the gear ratio steplessly by controlling the power generation amount of the motor / generator 6, and is not shown in the figure while traveling by the driving force of the engine 5. In this mode, the battery can be charged. That is, when the power generation amount control (regenerative torque control) of the motor / generator 6 is performed, the load and rotation corresponding to the power generation amount with respect to the single pinion-side sun gear Ss of the Ravigneaux type planetary gear set 42 to which the motor / generator 6 is connected. Give speed change.

Next, the operation will be described.
The operation of the automatic transmission according to the first embodiment will be described by dividing it into “shift operation at each gear stage” and “operation corresponding to each claim”.

[Shifting action at each gear stage]
(First gear)
The speed change operation at the first speed (1st) will be described with reference to FIGS.
In the first gear position (1st) of the HEV travel mode, the carrier of the first ring gear R1 of the single pinion type planetary gear set 41 and the ravinio type planetary gear set 42 is engaged by engaging the low & reverse brake L & R / B. C is fixed to the transmission case 3. Further, by engaging the low clutch L / C, the double pinion side sun gear Sd of the Ravigneaux type planetary gear set 42 and the input shaft 1 are connected. When the input clutch CL1 and the EV clutch EV / C are engaged in this state, the rotational driving force from the engine 5 and the motor / generator 6 is applied to the input clutch CL1, the EV clutch EV / C, the input shaft 1, and the low clutch L. / C is input to the first carrier C1 of the single pinion type planetary gear set 41 and the double pinion side sun gear Sd of the Rabinio type planetary gear set 42 (arrows in FIG. 3).

  Due to the engine input rotation speed (= motor input rotation speed) to the first carrier C1 and the double pinion side sun gear Sd and the case fixing of the first ring gear R1 and the carrier C, a common speed diagram as shown in FIG. be painted. Therefore, from the ring gear R of the Ravigneaux planetary gear set 42, the gear ratio at the first gear stage (1st) obtained by reducing the engine input rotational speed (= motor input rotational speed) to the double pinion side sun gear Sd is obtained. It is done.

  Therefore, when starting at the first gear (1st), it is possible to select one of the EV start mode, the engine start mode, and the HEV start mode (FIG. 3). In the EV start mode, the EV clutch EV / C is engaged and the input clutch CL1 is released. In the engine start mode, the input clutch CL1 is engaged and the EV clutch EV / C is released.

  Also, when downshifting from the 2nd speed (2nd) to the 1st speed (1st) during driving, the clutch is engaged to engage the low & reverse brake L & R / B and release the 2nd & 6th speed brake 2 & 6 / B. The shift control can shift to the first gear (1st). Further, by controlling the torque of the motor / generator 6 together with this clutch changeover control, a smooth shift without running out of torque becomes possible even with a dog clutch.

  Further, at the first gear position (1st) in the HEV traveling mode, any one of the assist traveling mode (motor power running: FIG. 3), engine traveling mode (motor load zero), and engine power generation traveling mode (generator regeneration) is selected. You can select and drive.

(2nd gear)
The speed change operation at the second speed (2nd) will be described with reference to FIGS.
At the second gear position (2nd) in the HEV travel mode, the single pinion side sun gear Ss of the Ravigneaux type planetary gear set 42 is fixed to the transmission case 3 by engaging the 2nd & 6th brakes 2 & 6 / B. Further, by engaging the low clutch L / C, the double pinion side sun gear Sd of the Ravigneaux type planetary gear set 42 and the input shaft 1 are connected. When the input clutch CL1 and the EV clutch EV / C are engaged in this state, the rotational driving force from the engine 5 and the motor / generator 6 is applied to the input clutch CL1, the EV clutch EV / C, the input shaft 1, and the low clutch L. / C is input to the first carrier C1 of the single pinion type planetary gear set 41 and the double pinion side sun gear Sd of the Rabinio type planetary gear set 42 (arrows in FIG. 5).

  A common speed diagram as shown in FIG. 6 is drawn by the engine input rotation speed (= motor input rotation speed) to the first carrier C1 and the double pinion side sun gear Sd and the case fixing of the single pinion side sun gear Ss. Therefore, from the ring gear R of the Ravigneaux planetary gear set 42, the gear ratio at the second gear stage (2nd) obtained by reducing the engine input rotational speed (= motor input rotational speed) to the double pinion side sun gear Sd is obtained. It is done.

  Therefore, when traveling at the second speed (2nd), it is possible to select any one of the EV traveling mode, the engine traveling mode, and the HEV traveling mode (FIG. 5). In the EV travel mode, the EV clutch EV / C is engaged and the input clutch CL1 is released. In the engine running mode, the input clutch CL1 is engaged and the EV clutch EV / C is released.

  Also, when shifting up from the first gear (1st) to the second gear (2nd), the clutch changeover control of releasing the low & reverse brake L & R / B and engaging the 2nd & 6th brake 2 & 6 / B , It is possible to shift to the second gear (2nd). Further, by controlling the torque of the motor / generator 6 together with this clutch changeover control, a smooth shift without running out of torque becomes possible even with a dog clutch.

  And while traveling, when shifting down from the 3rd gear (3rd) to the 2nd gear (2nd), 3rd / 5th & reverse clutch 3,5 & R / C release and 2nd & 6th brake 2 & 6 / B It is possible to shift to the second gear position (2nd) by the clutch changeover control of engagement. Further, by controlling the torque of the motor / generator 6 together with this clutch changeover control, a smooth shift without running out of torque becomes possible even with a dog clutch.

  Further, in the second gear position (2nd) of the HEV traveling mode, any one of the assist traveling mode (motor power running: FIG. 5), the engine traveling mode (motor load zero), and the engine power generation traveling mode (generator regeneration) is selected. You can select and drive.

(3rd gear)
The speed change action at the third speed (3rd) will be described with reference to FIGS.
In the third gear position (3rd) of the HEV travel mode, the first pinion type planetary gear set 41 of the single pinion type planetary gear set 41 is engaged by engaging the low clutch L / C and the third speed / 5 speed & reverse clutch 3,5 & R / C. The double pinion side sun gear Sd and the single pinion side sun gear Ss of the carrier C1 and the Ravigneaux type planetary gear set 42 are connected. That is, the three rotating elements of the single pinion type planetary gear set 41 and the four rotating elements of the Ravinio type planetary gear set 42 are rotated together. Therefore, the rotational driving force from the engine 5 and the motor / generator 6 is the input clutch CL1, the EV clutch EV / C, the 3rd / 5th & reverse clutch 3,5 & R / C, the input shaft 1, the low clutch L / C. Through the first carrier C1 of the single pinion type planetary gear set 41 and the single pinion side sun gear Ss and the double pinion side sun gear Sd of the Ravinio type planetary gear set 42 (arrows in FIG. 7).

  By connecting the first carrier C1, the double pinion side sun gear Sd, and the single pinion side sun gear Ss, a common speed diagram is drawn in which the four rotational elements as shown in FIG. 8 have the same rotational speed (= input rotational speed). . For this reason, from the ring gear R of the Ravigneaux type planetary gear set 42, the third gear stage (3rd) is obtained with the gear ratio = 1 while maintaining the input rotational speed to the single pinion side sun gear Ss and the double pinion side sun gear Sd. .

  Therefore, when traveling at the third speed (3rd), any one of the EV traveling mode, the engine traveling mode, and the HEV traveling mode (FIG. 7) can be selected. In the EV travel mode, the EV clutch EV / C or the continuously variable transmission mode clutch CVT / C is engaged, and the input clutch CL1 is released. In the engine running mode, the input clutch CL1 is engaged, and the EV clutch EV / C and the continuously variable transmission mode clutch CVT / C are released. In the HEV travel mode, the input clutch CL1 is engaged, and the EV clutch EV / C or the continuously variable transmission mode clutch CVT / C is engaged.

  In addition, when driving, when shifting up from the 2nd gear (2nd) to the 3rd gear (3rd), the 3rd / 5th & reverse clutch 3,5 & R / C and 2nd & 6th brake 2 & 6 / The shift to the third gear (3rd) can be performed by the clutch changeover control of releasing B. Further, by controlling the torque of the motor / generator 6 together with this clutch changeover control, a smooth shift without running out of torque becomes possible even with a dog clutch.

  And when driving down, when shifting down from 4th gear (4th) to 3rd gear (3rd), 3rd / 5th & reverse clutch 3,5 & R / C is engaged and high brake H / B is released. By shifting the clutch, the third shift stage (3rd) can be shifted. Further, by controlling the torque of the motor / generator 6 together with this clutch changeover control, a smooth shift without running out of torque becomes possible even with a dog clutch.

  Further, in the third gear position (3rd) of the HEV travel mode, any one of the assist travel mode (motor power running: FIG. 7), the engine travel mode (no motor load), and the engine power generation travel mode (generator regeneration) is selected. You can select and drive.

(4th gear)
The speed change operation at the fourth speed (4th) will be described with reference to FIGS.
At the fourth gear position (4th) in the HEV travel mode, the first sun gear S1 of the single pinion planetary gear set 41 is fixed to the transmission case 3 by engaging the high brake H / B. Further, by engaging the low clutch L / C, the double pinion side sun gear Sd of the Ravigneaux type planetary gear set 42 and the input shaft 1 are connected. When the input clutch CL1 and the EV clutch EV / C are engaged in this state, the rotational driving force from the engine 5 and the motor / generator 6 is applied to the input clutch CL1, the EV clutch EV / C, the input shaft 1, and the low clutch L. / C is input to the first carrier C1 of the single pinion type planetary gear set 41 and the double pinion side sun gear Sd of the Ravinio type planetary gear set 42 (arrows in FIG. 9).

  A common speed diagram as shown in FIG. 10 is drawn by the engine input rotation speed (= motor input rotation speed) to the first carrier C1 and the double pinion side sun gear Sd and the case fixing of the first sun gear S1. For this reason, from the ring gear R of the Ravigneaux planetary gear set 42, the gear ratio at the fourth gear stage (4th) in which the engine input rotational speed (= motor input rotational speed) to the double pinion side sun gear Sd is increased. can get.

  Therefore, when traveling at the fourth speed (4th), any one of the EV traveling mode, the engine traveling mode, and the HEV traveling mode (FIG. 9) can be selected. In the EV travel mode, the EV clutch EV / C is engaged and the input clutch CL1 is released. In the engine running mode, the input clutch CL1 is engaged and the EV clutch EV / C is released.

  Also, when shifting up from the 3rd speed (3rd) to the 4th speed (4th) during driving, the high brake H / B is engaged and the 3rd / 5th & reverse clutch 3,5 & R / C is released. Thus, the shift to the fourth gear (4th) can be performed by the clutch replacement control. Further, by controlling the torque of the motor / generator 6 together with this clutch changeover control, a smooth shift without running out of torque becomes possible even with a dog clutch.

  And, when downshifting from 5th gear (5th) to 4th gear (4th) while driving, engaging low clutch L / C and releasing 3rd / 5th & reverse clutch 3,5 & R / C Thus, the shift to the fourth gear (4th) can be performed by the clutch replacement control. Further, by controlling the torque of the motor / generator 6 together with this clutch changeover control, a smooth shift without running out of torque becomes possible even with a dog clutch.

  Further, in the fourth gear position (4th) of the HEV travel mode, any one of the assist travel mode (motor power running: FIG. 9), engine travel mode (motor load zero), and engine power generation travel mode (generator regeneration) is selected. You can select and drive.

(5th gear)
The shifting action at the fifth shift speed (5th) will be described with reference to FIGS.
At the fifth shift speed (5th) in the HEV travel mode, the first sun gear S1 of the single pinion planetary gear set 41 is fixed to the transmission case 3 by engaging the high brake H / B. Further, by engaging the third speed / 5th speed & reverse clutch 3,5 & R / C, the single pinion side sun gear Ss of the Ravigneaux type planetary gear set 42 and the input shaft 1 are connected. When the input clutch CL1 and the EV clutch EV / C are engaged in this state, the rotational driving force from the engine 5 and the motor / generator 6 is applied to the input clutch CL1, the EV clutch EV / C, the input shaft 1, the third speed / It is input to the first carrier C1 of the single pinion type planetary gear set 41 and the single pinion side sun gear Ss of the Rabinio type planetary gear set 42 via the fifth speed & reverse clutch 3, 5 & R / C (arrow in FIG. 11).

  A common speed diagram as shown in FIG. 12 is drawn by the engine input rotation speed (= motor input rotation speed) to the first carrier C1 and the single pinion side sun gear Ss and the case fixing of the first sun gear S1. Therefore, from the ring gear R of the Ravigneaux planetary gear set 42, the gear ratio at the fifth speed (5th) in which the engine input rotational speed (= motor input rotational speed) to the single pinion-side sun gear Ss is increased. can get.

  Therefore, when traveling at the fifth shift speed (5th), any one of the EV traveling mode, the engine traveling mode, and the HEV traveling mode (FIG. 11) can be selected. In the EV travel mode, the EV clutch EV / C or the continuously variable transmission mode clutch CVT / C is engaged, and the input clutch CL1 is released. In the engine running mode, the input clutch CL1 is engaged, and the EV clutch EV / C and the continuously variable transmission mode clutch CVT / C are released. In the HEV travel mode, the input clutch CL1 is engaged, and the EV clutch EV / C or the continuously variable transmission mode clutch CVT / C is engaged.

  Also, when driving, when shifting up from the 4th speed (4th) to the 5th speed (5th), the 3rd / 5th & reverse clutch 3,5 & R / C is engaged and the low clutch L / C is released. Thus, the shift to the fifth gear (5th) can be performed by the clutch replacement control. Further, by controlling the torque of the motor / generator 6 together with this clutch changeover control, a smooth shift without running out of torque becomes possible even with a dog clutch.

  And while traveling, when downshifting from 6th gear (6th) to 5th gear (5th), 3rd / 5th & reverse clutch 3,5 & R / C engagement and 2nd & 6th brake 2 & 6 / The shift to the fifth shift stage (5th) can be performed by the clutch changeover control of releasing B. Further, by controlling the torque of the motor / generator 6 together with this clutch changeover control, a smooth shift without running out of torque becomes possible even with a dog clutch.

  Further, in the fifth gear position (5th) of the HEV travel mode, any one of the assist travel mode (motor power running: FIG. 11), the engine travel mode (motor load zero), and the engine power generation travel mode (generator regeneration) is selected. You can select and drive.

(Sixth gear)
The speed change action at the sixth speed (6th) will be described with reference to FIGS.
At the sixth gear position (6th) in the HEV travel mode, the first sun gear S1 of the single pinion planetary gear set 41 is fixed to the transmission case 3 by engaging the high brake H / B. Further, the single pinion side sun gear Ss of the Ravigneaux type planetary gear set 42 is fixed to the transmission case 3 by engaging the 2nd & 6th brakes 2 & 6 / B. When the input clutch CL1 and the EV clutch EV / C are engaged in this state, the rotational driving force from the engine 5 and the motor / generator 6 is single through the input clutch CL1, the EV clutch EV / C, and the input shaft 1. It is input to the first carrier C1 of the pinion type planetary gear set 41 (arrow in FIG. 13).

  Due to the engine input rotation speed (= motor input rotation speed) to the first carrier C1, the case fixing of the first sun gear S1 and the case fixing of the single pinion sun gear Ss, a common speed diagram as shown in FIG. 14 is obtained. be painted. For this reason, from the ring gear R of the Ravigneaux type planetary gear set 42, the gear ratio at the sixth speed (6th) obtained by increasing the engine input rotational speed (= motor input rotational speed) to the first carrier C1 is obtained. It is done.

  Therefore, when traveling at the sixth speed (6th), any one of the EV traveling mode, the engine traveling mode, and the HEV traveling mode (FIG. 13) can be selected. In the EV travel mode, the EV clutch EV / C is engaged and the input clutch CL1 is released. In the engine running mode, the input clutch CL1 is engaged and the EV clutch EV / C is released.

  Also, when shifting up from the 5th gear (5th) to the 6th gear (6th) during driving, the 2nd & 6th brake 2 & 6 / B and 3rd / 5th & reverse clutch 3,5 & R / Shifting to the sixth shift stage (6th) can be performed by clutch changeover control of releasing C. Further, by controlling the torque of the motor / generator 6 together with this clutch changeover control, a smooth shift without running out of torque becomes possible even with a dog clutch.

  Further, in the sixth gear position (6th) of the HEV travel mode, any one of the assist travel mode (motor power running: FIG. 13), the engine travel mode (motor load zero), and the engine power generation travel mode (generator regeneration) is selected. You can select and drive.

(Reverse gear)
The speed change operation at the reverse speed (Rev) will be described with reference to FIGS. 15 and 16.
In the reverse gear position (Rev) in the HEV travel mode, the carrier C of the first ring gear R1 of the single pinion planetary gear set 41 and the ravinio planetary gear set 42 is engaged by engaging the low & reverse brake L & R / B. Is fixed to the transmission case 3. Then, by engaging the third speed / 5th speed & reverse clutch 3,5 & R / C, the single pinion side sun gear Ss of the Ravigneaux type planetary gear set 42 and the input shaft 1 are connected. When the input clutch CL1 and the EV clutch EV / C are engaged in this state, the rotational driving force from the engine 5 and the motor / generator 6 is applied to the input clutch CL1, the EV clutch EV / C, the input shaft 1, the third speed / It is input to the first carrier C1 of the single pinion type planetary gear set 41 and the single pinion side sun gear Ss of the Rabinio type planetary gear set 42 via the fifth speed & reverse clutch 3, 5 & R / C (arrow in FIG. 15).

  Due to the engine input rotational speed (= motor input rotational speed) to the first carrier C1 and the single pinion side sun gear Ss and the case fixing of the first ring gear R1 and the carrier C, a common speed diagram as shown in FIG. be painted. For this reason, from the ring gear R of the Ravigneaux type planetary gear set 42, a reverse gear stage (Rev) is obtained by reversing the engine input rotational speed (= motor input rotational speed) to the single pinion side sun gear Ss.

  Therefore, when the vehicle travels backward by the reverse gear (Rev), any one of the EV reverse travel mode, the engine reverse travel mode, and the HEV reverse travel mode (FIG. 15) can be selected. In the EV reverse travel mode, the EV clutch EV / C or the continuously variable transmission mode clutch CVT / C is engaged, and the input clutch CL1 is released. In the engine reverse running mode, the input clutch CL1 is engaged, and the EV clutch EV / C and the continuously variable transmission mode clutch CVT / C are released. In the HEV reverse running mode, the input clutch CL1 is engaged, and the EV clutch EV / C or the continuously variable transmission mode clutch CVT / C is engaged.

  Further, in the reverse gear position (Rev) in the HEV travel mode, any one of the assist reverse travel mode (motor power running: FIG. 15), engine reverse travel mode (motor load zero), and engine power generation reverse travel mode (generator regeneration) is selected. It is possible to drive by selecting the mode.

(First continuously variable speed)
The speed change action at the first continuously variable speed (eCVT-1) will be described with reference to FIGS.
In the first continuously variable transmission (eCVT-1), the engine 5 and the double pinion side sun gear Sd of the Ravinio planetary gear set 42 are connected by engaging the low clutch L / C and the input clutch CL1. . Further, by engaging the continuously variable transmission mode clutch CVT / C, the motor / generator 6 and the single pinion side sun gear Ss of the Ravigneaux type planetary gear set 42 are connected. In this state, the rotational driving force from the engine 5 is input to the first carrier C1 and the double pinion side sun gear Sd via the input clutch CL1, the input shaft 1 and the low clutch L / C (arrow in FIG. 17). At this time, when the power generation amount control or the power running amount control of the motor / generator 6 is performed, a variable load is applied to the single pinion-side sun gear Ss to which the motor / generator 6 is coupled (the greater the power generation amount, the greater the degree of load constraint). Given.

  A common speed diagram as shown in FIG. 18 is drawn by the engine input rotation speed to the first carrier C1 and the double pinion side sun gear Sd and the variable load to the single pinion side sun gear Ss. For this reason, from the ring gear R of the Ravigneaux planetary gear set 42, the gear ratio can be changed continuously within a gear ratio range from the gear ratio at which the engine input rotation speed is reduced to the gear ratio at which the engine input rotation speed is increased. A gear ratio is obtained. For example, when the output rotation speed (vehicle speed) is constant, the rotation speed of the motor / generator 6 decreases as the power generation load increases, and the speed-up gear ratio is obtained. On the other hand, when the output rotational speed (vehicle speed) is constant, the rotational speed of the motor / generator 6 increases as the power generation load decreases, and the speed reduction gear ratio is obtained. That is, in the first continuously variable transmission stage (eCVT-1), the continuously variable transmission ratio can be obtained by performing the power generation amount control or the power running amount control of the motor / generator 6.

  Therefore, when the first continuously variable gear stage (eCVT-1) is selected, the gear ratio can be changed steplessly by controlling the power generation amount of the motor / generator 6, and the driving force of the engine 5 can be used. It is possible to charge a battery (not shown) while traveling.

  Further, any one of the first gear (1st), the second gear (2nd), the third gear (3rd), and the fourth gear (4th) to which the low clutch L / C is engaged is changed. Assume that a request for shifting to the first continuously variable transmission stage (eCVT-1) is issued during traveling in the stage. At this time, with the exception of the continuously variable transmission mode clutch CVT / C and the input clutch CL1, it is possible to release the first engagement / release element other than the already engaged low clutch L / C by simply releasing the first engagement / release element. Transition to continuously variable speed (eCVT-1) is possible. Further, during traveling at the first continuously variable speed (eCVT-1), the first speed (1st), the second speed (2nd), the third speed (3rd), the fourth speed (4th) ), The first shift stage (1st) and the second shift stage with good response can be achieved simply by engaging the engagement elements in a state where the rotation speeds of the engagement elements to be engaged are synchronized. It is possible to shift to any one of the second speed stage (2nd), the third speed stage (3rd), and the fourth speed stage (4th).

(Second continuously variable speed)
The speed change action at the second continuously variable speed stage (eCVT-2) will be described with reference to FIGS.
In the second continuously variable speed stage (eCVT-2), the single pinion type planetary gear set 41 is fixed to the transmission case 3 by engaging the high brake H / B. Further, by engaging the input clutch CL1, the engine 5 and the first carrier C1 of the single pinion type planetary gear set 41 are connected. Then, by engaging the continuously variable transmission mode clutch CVT / C, the motor / generator 6 and the single pinion side sun gear Ss of the Ravigneaux type planetary gear set 42 are connected. In this state, the rotational driving force from the engine 5 is input to the first carrier C1 via the input clutch CL1 and the input shaft 1 (arrow in FIG. 19). At this time, when the power generation amount control of the motor / generator 6 is performed, a variable load (the greater the power generation amount, the greater the degree of load constraint) is given to the single pinion sun gear Ss to which the motor / generator 6 is connected.

  A common speed diagram as shown in FIG. 20 is drawn by the engine input rotation speed to the first carrier C1, the case fixing of the first sun gear S1, and the variable load on the single pinion sun gear Ss. Therefore, from the ring gear R of the Ravigneaux planetary gear set 42, the gear ratio can be changed within a gear ratio range from a gear ratio obtained by reducing the carrier rotation speed determined by the engine rotation speed to a gear ratio obtained by increasing the carrier rotation speed. A continuously variable transmission ratio can be obtained. For example, when the output rotation speed (vehicle speed) is constant, the rotation speed of the motor / generator 6 decreases as the power generation load increases, and the speed-up gear ratio is obtained. On the other hand, when the output rotational speed (vehicle speed) is constant, the rotational speed of the motor / generator 6 increases as the power generation load decreases, and the speed reduction gear ratio is obtained. In other words, in the second continuously variable speed stage (eCVT-2), similarly to the first continuously variable speed stage (eCVT-1), by controlling the power generation amount of the motor / generator 6, the continuously variable speed ratio is set. Can be obtained.

  Therefore, when the second continuously variable speed stage (eCVT-2) is selected, the gear ratio can be changed steplessly by controlling the power generation amount of the motor / generator 6 and the driving force of the engine 5 can be changed. It is possible to charge a battery (not shown) while traveling.

  In addition, the second speed during traveling at any one of the fourth speed (4th), the fifth speed (5th), and the sixth speed (6th) to which the high brake H / B is engaged is set. Suppose that a request to shift to the continuously variable speed (eCVT-2) is made. At this time, with the exception of the continuously variable transmission mode clutch CVT / C and the input clutch CL1, the second response can be improved by simply releasing one engagement / release element other than the already engaged high brake H / B. Transition to continuously variable speed (eCVT-2) is possible. In addition, during traveling at the second continuously variable speed stage (eCVT-2), to any one of the fourth speed stage (4th), the fifth speed stage (5th), and the sixth speed stage (6th) When shifting, the fourth shift stage (4th), the fifth shift stage (5th), and the sixth shift stage are responsive only by engaging the engagement elements in a state where the rotation speeds of the engagement elements to be engaged are synchronized. It is possible to shift to any one of the speed stages (6th).

[Action corresponding to each claim]
The automatic transmission of the first embodiment obtains the stepped gears (1st, 2nd, 3rd, 4th, 5th, 6th, Rev) and two continuously variable gears (eCVT-1, eCVT-2) as described above. be able to. The operation corresponding to each claim reflecting the characteristics of the automatic transmission according to the first embodiment will be described below.

In the first embodiment, a single pinion type planetary gear set 41 and a Ravigneaux type planetary gear set 42 are used, and three clutches (L / C, CVT / C, CL1) are engaged, whereby the first continuously variable transmission. The stage (eCVT-1) is established.
With this configuration, when the first continuously variable transmission stage (eCVT-1) is selected, the double pinion side sun gear Sd and the input shaft 1 of the Ravigneaux planetary gear set 42 are engaged by engaging the low clutch L / C. Connected. By engaging the continuously variable transmission mode clutch CVT / C, the single pinion side sun gear Ss of the Ravigneaux type planetary gear set 42 and the motor / generator 6 are connected. Therefore, when the power generation amount of the motor / generator 6 connected to the single pinion side sun gear Ss is controlled, the motor / generator 6 becomes a variable load of the single pinion side sun gear Ss of the Ravigneaux type planetary gear set 42. For this reason, the rotational speed (= motor / generator rotational speed) of the single pinion side sun gear Ss is changed depending on the degree of load restraint, and accordingly the rotational speed of the engine 5 connected to the first carrier C1 and the double pinion side sun gear Sd. (= Input rotation speed) is changed. That is, the gear ratio, which is the rotation speed ratio between the input (double pinion side sun gear Sd) and the output (ring gear R) of the Ravinio planetary gear set 42, can be changed steplessly. At the same time, by changing the power generation amount (regenerative torque) by the motor / generator 6, the motor / generator 6 can control the engine rotation speed and the engine load (= power generation load).
For example, when it is desired to keep the power generation load received by the engine 5 below a predetermined load, a target regenerative torque that keeps the engine power generation load below the predetermined load is set, and the torque control that matches the regenerative torque of the motor / generator 6 with the target regenerative torque. I do. Further, when it is desired to keep the rotation speed of the engine 5 at a high fuel consumption speed, a target motor rotation speed that keeps the engine rotation speed at a high fuel consumption speed is set, and the rotation speed that matches the rotation speed of the motor / generator 6 with the target motor rotation speed is set. Perform number control. When aiming at any engine operating point, it is allowed by the degree of freedom by continuously variable transmission realized by the power generation amount control of the motor / generator 6.
As a result, the degree of freedom of the engine operating point can be increased by controlling the load and rotation speed of the engine 5 by the motor / generator 6 in the first continuously variable transmission (eCVT-1).

In the first embodiment, the second continuously variable transmission is performed by using the single pinion type planetary gear set 41 and the Ravinio type planetary gear set 42 and engaging three clutches (H / B, CVT / C, CL1). The stage (eCVT-2) is established.
With this configuration, when the second continuously variable transmission stage (eCVT-2) is selected, the first sun gear S1 of the single pinion planetary gear set 41 is brought into the transmission case 3 by engaging the high brake H / B. Fixed. By engaging the continuously variable transmission mode clutch CVT / C, the single pinion side sun gear Ss of the Ravigneaux type planetary gear set 42 and the motor / generator 6 are connected. Therefore, when the power generation amount of the motor / generator 6 connected to the single pinion side sun gear Ss is controlled, the motor / generator 6 becomes a variable load of the single pinion side sun gear Ss of the Ravigneaux type planetary gear set 42. For this reason, the rotational speed (= motor / generator rotational speed) of the single pinion-side sun gear Ss is changed according to the degree of load restraint, and accordingly, the rotational speed of the engine 5 connected to the first carrier C1 is changed. That is, the gear ratio, which is the rotation speed ratio between the input (carrier C) and the output (ring gear R) of the Ravigneaux planetary gear set 42, can be changed steplessly. At the same time, by changing the power generation amount (regenerative torque) by the motor / generator 6, the motor / generator 6 can control the engine rotation speed and the engine load (= power generation load).
As a result, at the second continuously variable transmission stage (eCVT-2), the motor / generator 6 controls the load and rotation speed of the engine 5 to increase the degree of freedom of the engine operating point.

In the first embodiment, the input clutch CL1, the EV clutch EV / C, the low clutch L / C, the high brake H / B, and the second and sixth speed brakes 2 & 6 / B are provided. By engaging the low clutch L / C, the 2nd & 6th brake 2 & 6 / B, and the EV clutch EV / C and releasing the input clutch CL1, the vehicle can be driven by EV only with the driving force of the motor / generator 6. The second gear (2nd) is established. By engaging the high brake H / B, the 2nd & 6th brake 2 & 6 / B and the EV clutch EV / C and releasing the input clutch CL1, the EV can be driven by the driving force of the motor / generator 6 only. The sixth gear (6th) having a gear ratio smaller than the second gear (2nd) is established.
With this configuration, in addition to the input clutch CL1 and the EV clutch EV / C, the second EV speed (2nd), which is the first EV speed, and the second EV speed are only required using three engagement / release elements. Two different gear ratios of the sixth gear (6th) enable EV travel.

In Example 1, high brake H / B, low clutch L / C, 3rd / 5th & reverse clutch 3,5 & R / C, 2nd & 6th brake 2 & 6 / B, low & reverse brake L & R / B are provided. It was. Then, by engaging two engagement / release elements of different combinations among the five engagement / release elements, the first gear (1st), the second gear (2nd), the third gear ( 3rd), 4th speed (4th), 5th speed (5th), 6th speed (6th), and reverse speed (Rev) are established.
With this configuration, it is possible to obtain stepped gears with seven different gear ratios by using only five engagement / release elements.

In the first embodiment, as the planetary gear set 4, the first planetary gear set having three rotating elements is a single pinion type planetary gear set 41, and the second planetary gear set having four rotating elements is the Ravinio type planetary gear set 42. The single pinion type planetary gear set 41 and the Ravinio type planetary gear set 42 are arranged adjacent to each other.
For example, the second planetary gear set having four rotating elements can be constituted by a combination of a double pinion type and a single pinion type planetary gear set. However, in this case, it is necessary to use three planetary gear sets, and the axial dimension becomes long.
On the other hand, the second planetary gear set is a Ravigneaux type planetary gear set 42 and is disposed adjacent to the single pinion type planetary gear set 41, whereby the axial dimension of the planetary gear set 4 is shortened, and the automatic transmission Can be made compact.

Next, the effect will be described.
In the automatic transmission of the first embodiment, the effects listed below can be obtained.

(1) An input member (input shaft 1) connectable to the engine 5;
An output member (output gear 2);
A stationary part (transmission case 3);
And a planetary gear set 4 having a first planetary gear set (single pinion type planetary gear set 41) having three rotating elements and a second planetary gear set (Ravinio type planetary gear set 42) having four rotating elements. A transmission,
Three rotating elements of the first planetary gear set (single pinion type planetary gear set 41) are arranged in the order of arrangement on the common velocity diagram, the first element (first sun gear S1), the second element (first carrier C1), The third element (first ring gear R1),
The four rotating elements of the second planetary gear set (Ravinio type planetary gear set 42) are arranged in the order of arrangement on the common velocity diagram, the fourth element (single pinion side sun gear Ss), the fifth element (carrier C), the sixth Element (ring gear R), 7th element (double pinion side sun gear Sd),
Always connecting the second element (first carrier C1) to the input member (input shaft 1);
Always connecting the third element (first ring gear R1) and the fifth element (carrier C);
The fourth element (single pinion side sun gear Ss) can be connected to the motor / generator 6 by engagement of a continuously variable transmission mode clutch CVT / C.
Always connecting the sixth element (ring gear R) to the output member (output gear 2);
The seventh element (double pinion side sun gear Sd) can be connected to the input member (input shaft 1) by engagement of a first clutch (low clutch L / C);
The continuously variable gear ratio can be changed continuously by engaging the first clutch (low clutch L / C) and the continuously variable transmission mode clutch CVT / C and changing the rotational speed of the motor / generator 6. A gear stage (first continuously variable gear stage (eCVT-1)) is established (FIGS. 17 and 18).
Therefore, in the continuously variable speed stage (first continuously variable speed stage (eCVT-1)), the motor / generator 6 controls the load and rotation speed of the engine 5 to increase the degree of freedom of the engine operating point. be able to.

(2) The first element (first sun gear S1) can be fixed to the stationary part (transmission case 3) by engagement of a first brake (high brake H / B).
A second gear ratio can be changed steplessly by engaging the first brake (high brake H / B) and the continuously variable transmission mode clutch CVT / C and changing the rotational speed of the motor / generator 6. Is continuously established (eCVT-2) (FIGS. 19 and 20).
For this reason, in addition to the effect of (1), the motor / generator 6 controls the load and rotation speed of the engine 5 in the second continuously variable speed stage (eCVT-2), thereby increasing the degree of freedom of the engine operating point. Can be bigger.

(3) The input member (input shaft 1) can be connected to the engine 5 by engagement of the input clutch CL1,
The input member (input shaft 1) can be connected to the motor / generator 6 by engagement of an EV clutch EV / C.
The first element (first sun gear S1) can be fixed to the stationary part (transmission case 3) by engagement of a first brake (high brake H / C),
The fourth element (single pinion side sun gear Ss) can be fixed to the stationary part (transmission case 3) by engagement of a second brake (2-speed & 6-speed brake 2 & 6 / B),
By engaging the first clutch (low clutch L / C), the second brake (2-speed & 6-speed brake 2 & 6 / B) and the EV clutch EV / C and releasing the input clutch CL1, The first EV shift stage (second shift stage (2nd)) that can travel only with the driving force of the motor / generator 6 is established,
By engaging the first brake (high brake H / C), the second brake (second speed & sixth speed brake 2 & 6 / B) and the EV clutch EV / C, and releasing the input clutch CL1, A second EV shift stage (sixth shift stage (6th)) that can travel with only the driving force of the motor / generator 6 and has a smaller gear ratio than the first EV shift stage (second shift stage (2nd)) is established ( Figure 2).
For this reason, in addition to the effects of (1) or (2), only three engagement / release elements are used in addition to the input clutch CL1 and the EV clutch EV / C, and EV driving is performed with two different gear ratios. Can do.

(4) The seventh element (double pinion side sun gear Sd) can be connected to the input member (input shaft 1) by engagement of the first clutch (low clutch L / C).
The fourth element (single pinion side sun gear Ss) can be connected to the input member (input shaft 1) by engagement of the second clutch (3rd / 5th & reverse clutch 3,5 & R / C),
The first element (first sun gear S1) can be fixed to the stationary part (transmission case 3) by engagement of a first brake (high brake H / B),
The fourth element (single pinion side sun gear Ss) can be fixed to the stationary part (transmission case 3) by engagement of a second brake (2-speed & 6-speed brake 2 & 6 / B),
The third element (first ring gear R1) and the fifth element (carrier C) can be fixed to the stationary part (transmission case 3) by engagement of a third brake (low & reverse brake L & R / B),
The first shift stage (1st) is established by engaging the first clutch (low clutch L / C) and the third brake (low & reverse brake L & R / B),
By engaging the first clutch (low clutch L / C) and the second brake (second speed & sixth speed brake 2 & 6 / B), a second speed change with a smaller gear ratio than the first speed (1st). The stage (2nd) is established,
By engaging the first clutch (low clutch L / C) and the second clutch (3rd / 5th & reverse clutches 3, 5 & R / C), the shift is smaller than the second shift stage (2nd). The third gear ratio (3rd) is established,
By engaging the first brake (high brake H / B) and the first clutch (low clutch L / C), a fourth gear (4th) having a smaller gear ratio than the third gear (3rd). )
By engaging the first brake (high brake H / B) and the second clutch (3rd / 5th & reverse clutch 3,5 & R / C), the shift is smaller than the fourth speed (4th). The fifth gear ratio (5th) is established,
By engaging the first brake (high brake H / B) and the second brake (second speed & sixth speed brake 2 & 6 / B), a sixth speed change with a smaller gear ratio than the fifth speed (5th). The stage (6th) is established,
A reverse gear (Rev) is established by engaging the second clutch (3rd / 5th & reverse clutch 3,5 & R / C) and the third brake (low & reverse brake L & R / B) ( Figure 2).
For this reason, in addition to the effects (1) to (3), a stepped gear stage with seven different gear ratios can be obtained by using only five engagement / release elements.

(5) The first planetary gear set is a single pinion type planetary gear set 41, and the three rotating elements are arranged in the order of arrangement on the common velocity diagram, the first sun gear S1 of the first element, the first of the second elements. Carrier C1, the first ring gear R1 of the third element,
The second planetary gear set is a Ravigneaux type planetary gear set 42, and the four rotating elements are arranged in the order of arrangement on the common velocity diagram, the fourth element single-pinion side sun gear Ss, the fifth element carrier C, the sixth element The element ring gear R, the seventh element double pinion side sun gear Sd,
The single pinion type planetary gear set 41 and the Ravinio type planetary gear set 42 are disposed adjacent to each other (FIG. 1).
For this reason, in addition to the effects (1) to (4), the axial dimension of the planetary gear set 4 having seven rotating elements is shortened, and the automatic transmission can be made compact.

  As mentioned above, although the automatic transmission of this invention has been demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The summary of the invention which concerns on each claim of a claim As long as they do not deviate, design changes and additions are permitted.

  In the first embodiment, as a second planetary gear set having four rotating elements, a Ravigneaux type planetary gear set 42 in which a carrier and a ring gear of a single pinion planet and a double pinion planet are connected to each other is shown. However, the second planetary gear set having four rotating elements is not limited to this, and two rotating planetary gears are used and any two rotating elements are connected to each other to form four rotating elements. It may be a planetary gear set having

  In the first embodiment, an example in which a dog clutch by synchro engagement is used as an engagement / release element except for the input clutch CL1 is shown. However, the engagement / release element may be an example using a friction clutch or a friction brake by friction engagement.

  In the first embodiment, as an automatic transmission, an example in which a stepped gear stage of six forward speeds and a first reverse speed and two continuously variable gear stages are achieved is shown. However, as an automatic transmission, an example is achieved in which a stepped speed of 5 to 2 forward speeds and 1 speed of reverse speed selected from forward 6 speeds and one continuously variable speed selected from two continuously variable speeds are achieved. There may be. In these cases, a part of the engagement / release element can be omitted depending on the selected gear position.

1 Input shaft (input member)
2 Output gear (output member)
3 Transmission case (stationary part)
4 planetary gear set 41 single pinion type planetary gear set (first planetary gear set)
42 Ravigneaux type planetary gear set (second planetary gear set)
S1 1st sun gear (1st element)
C1 First carrier (second element)
R1 1st ring gear (3rd element)
Ss Single pinion sun gear (4th element)
C carrier (5th element)
R ring gear (6th element)
Sd Double pinion sun gear (7th element)
5 Engine 6 Motor / Generator
H / B High brake (1st brake)
L / C Low clutch (1st clutch)
3,5 & R / C 3-speed / 5-speed & reverse clutch (second clutch)
2 & 6 / B 2-speed & 6-speed brake (2nd brake)
L & R / B Low & Reverse Brake (3rd brake)
CVT / C continuously variable mode clutch
Clutch for EV / C EV
CL1 input clutch

Claims (5)

An input member connectable to the engine;
An output member;
A stationary part;
An automatic transmission comprising: a first planetary gear set having three rotating elements; and a planetary gear set by a second planetary gear set having four rotating elements,
The three rotating elements of the first planetary gear set are defined as a first element, a second element, and a third element in the order of arrangement on the common velocity diagram,
The four rotating elements of the second planetary gear set are the fourth element, the fifth element, the sixth element, and the seventh element in the order of arrangement on the common velocity diagram,
Always connecting the second element to the input member;
Always connecting the third element and the fifth element;
The fourth element can be connected to a motor / generator by engagement of a continuously variable transmission mode clutch,
Always connecting the sixth element to the output member;
The seventh element is connectable to the input member by engagement of a first clutch;
An automatic continuously variable gear stage is established in which the first clutch and the continuously variable transmission mode clutch are engaged and the speed ratio of the motor / generator can be changed steplessly by changing the rotational speed of the motor / generator. transmission. The automatic transmission according to claim 1, wherein
The first element can be fixed to the stationary part by engagement of a first brake,
By engaging the first brake and the continuously variable transmission mode clutch and changing the rotational speed of the motor / generator, a second continuously variable transmission stage that can change the speed ratio steplessly is established. And automatic transmission. The automatic transmission according to claim 1 or 2,
The input member can be connected to the engine by engagement of an input clutch,
The input member can be connected to the motor / generator by engagement of an EV clutch,
The first element can be fixed to the stationary part by engagement of a first brake,
The fourth element can be fixed to the stationary portion by engagement of a second brake,
By engaging the first clutch, the second brake, and the EV clutch and releasing the input clutch, a first EV shift stage that can travel only with the driving force of the motor / generator is established,
By engaging the first brake, the second brake, and the EV clutch and releasing the input clutch, the vehicle can run with only the driving force of the motor / generator, and the speed is smaller than the first EV gear. An automatic transmission characterized in that the second EV gear ratio is established. In the automatic transmission according to any one of claims 1 to 3,
The seventh element is connectable to the input member by engagement of a first clutch;
The fourth element is connectable to the input member by engagement of a second clutch;
The first element can be fixed to the stationary part by engagement of a first brake,
The fourth element can be fixed to the stationary portion by engagement of a second brake,
The third element and the fifth element can be fixed to the stationary part by engagement of a third brake,
A first shift stage is established by engaging the first clutch and the third brake,
By engaging the first clutch and the second brake, a second gear having a smaller gear ratio than the first gear is established,
By engaging the first clutch and the second clutch, a third gear stage having a smaller gear ratio than the second gear stage is established,
By engaging the first brake and the first clutch, a fourth gear stage having a smaller gear ratio than the third gear stage is established,
By engaging the first brake and the second clutch, a fifth gear having a smaller gear ratio than the fourth gear is established,
By engaging the first brake and the second brake, a sixth gear having a smaller gear ratio than the fifth gear is established,
An automatic transmission characterized in that a reverse shift stage is established by engaging the second clutch and the third brake. In the automatic transmission according to any one of claims 1 to 4,
The first planetary gear set is a single pinion type planetary gear set, and the three rotating elements are arranged in the order of arrangement on the common velocity diagram, the first sun gear of the first element, the first carrier of the second element, and the third element. As the first ring gear
The second planetary gear set is a Ravigneaux type planetary gear set, and the four rotating elements are arranged in the order of arrangement on the common speed diagram, the fourth element single pinion side sun gear, the fifth element carrier, and the sixth element ring. Gear, 7th element double pinion sun gear,
An automatic transmission characterized in that the single pinion type planetary gear set and the Ravinio type planetary gear set are arranged adjacent to each other.