JP7062333B2 - Power train - Google Patents

Description

The present invention relates to a powertrain for a vehicle.

Patent Document 1 includes an engine, two motors, two planetary gear sets, and four friction fastening elements, and has four speeds when traveling only with an engine and two speeds when traveling only with a motor. The powertrain to achieve the stage is disclosed.

Japanese Unexamined Patent Publication No. 2015-102242

However, the power train described in Patent Document 1 has many components and has a problem in vehicle mountability.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a power train capable of improving mountability on a vehicle while simplifying components.

In the powertrain of the present invention
A powertrain with an engine, a motor, a planetary gear set with five rotating elements, and four fastening elements.
The five rotating elements are arranged along the horizontal axis of the collinear diagram with the second rotating element, the third rotating element, the fourth rotating element, and the fifth rotating element in order from the first rotating element at intervals according to the gear ratio. can be,
A second clutch that selectively engages and disengages between the second rotating element and the engine,
A first clutch that selectively engages and disconnects between the fourth rotating element and the engine,
The first brake that can selectively fix the fourth rotating element, and
A second brake capable of selectively fixing the first rotating element, and
The output element connected to the third rotation element and
The motor connected to the fifth rotating element and
Equipped with.

Therefore, it is possible to improve the mountability on a vehicle while simplifying the components.

It is a skeleton diagram which shows the structure of the power train of Example 1. FIG. It is a schematic diagram which shows the meshing relationship of the sun gear, the pinion, and the ring gear of the planetary gear set of Example 1. FIG. It is a fastening table of the transmission unit of Example 1. It is a collinear diagram of the transmission unit of Example 1. FIG. It is a collinear diagram which shows the state of the torque when the motor generator 3 generates the regenerative torque in the ICE 1st speed in Example 1. FIG. It is a collinear diagram which shows the state of the torque when the motor generator 3 generates the regenerative torque in the ICE 2nd speed in Example 1. FIG. It is a collinear diagram which shows the state of the torque when the motor generator 3 generates the regenerative torque in the ICE 3rd speed in Example 1. FIG. It is a collinear diagram which shows the state of the torque when the motor generator 3 generates the drive torque in the ICE 4th speed in Example 1. FIG. It is a skeleton diagram which shows the structure of the power train of Example 2. FIG. It is a skeleton diagram which shows the structure of the power train of Example 3. FIG. It is a skeleton diagram which shows the structure of the power train of Example 4. FIG. It is a skeleton diagram which shows the structure of the power train of Example 5. It is a skeleton diagram which shows the structure of the power train of Example 6. It is a skeleton diagram which shows the structure of the power train of Example 7. It is a skeleton diagram which shows the structure of the power train of Example 8.

[Example 1]
FIG. 1 is a skeleton diagram showing the configuration of the power train of the first embodiment. The power train uses an engine 1 which is an internal combustion engine, an ISG motor 2 which functions as a starter of the engine 1 and also a generator, and an input shaft 10 connected to the output shaft of the engine 1 as inputs, and outputs gears OUT. It has a transmission unit 5 that outputs a driving force from the engine. The driving force from the output gear OUT is transmitted to the drive wheels 8 via the idler shaft 6 and the differential gear 7. The transmission unit 5 includes a transmission unit 5 composed of a planetary gear set having five rotating elements, a motor generator 3 in which torque can be exchanged between the transmission unit 5, and an operation of the motor generator 3. A shift that can switch between disconnection and disconnection of the inverter 4, the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the first clutch C1 and the first brake B1 that control the state. It has an actuator 50 and.

The transmission unit 5 includes a pinion carrier PC that supports the first sun gear S1, the first ring gear R1, the first pinion PG1 that meshes with both the first sun gear S1 and the first ring gear R1, and the first sun gear S1 and a shaft. The second sun gear S2 arranged in parallel in the direction, the second ring gear R2 arranged in parallel with the first ring gear R1, and the second sun gear S2 and the second ring gear R2 supported by the pinion carrier PC. It has a second pinion PG2 that meshes with. The output gear Mout of the motor generator 3 meshes with the input gear Min via the counter gear CG. The input gear Min is connected to the second sun gear S2.

FIG. 2 is a schematic view showing the meshing relationship of the sun gear, the pinion, and the ring gear of the transmission unit of the first embodiment. The first pinion PG1 is a long pinion formed so as to extend in the axial direction so as to overlap both the first sun gear S1 and the second sun gear S2 when viewed in the radial direction, and is constantly meshed with the second pinion PG2. , Does not mesh with the second sun gear S2 and the second ring gear R2. In other words, two single pinion type planetary gears are provided, and one pinion is extended to mesh with the pinion of the other planetary gear. Therefore, the transmission unit 5 functions as a single pinion type planetary gear between the first sun gear S1 and the first ring gear R1, and as a double pinion type planetary gear between the first sun gear S1 and the second ring gear R2. It functions and functions as a single pinion type planetary gear between the second sun gear S2 and the second ring gear R2.

The first clutch C1 selectively engages and disconnects between the input shaft 10 and the second ring gear R2. The second clutch C2 selectively engages and disconnects between the input shaft 10 and the first ring gear R1. The first brake B1 selectively fixes the second ring gear R2 to the transmission case. The second brake B2 selectively fixes the first sun gear S1 to the transmission case. The first clutch C1 and the first brake B1 are arranged adjacent to each other, and the dog clutch DC operated by the shift actuator 50 engages and disconnects the second ring gear R2. The dog clutch DC is not limited to the friction clutch.

FIG. 3 is a fastening table of the transmission unit of the first embodiment, and FIG. 4 is a collinear diagram of the transmission unit of the first embodiment. The collinear diagram is a diagram in which each rotating element is arranged at an inter-axis distance according to a gear ratio on the horizontal axis, and the rotational speed of each rotating element is shown on the vertical axis. In the collinear diagram, the relationship between each rotating element due to gear meshing is represented by a rigid lever connecting each rotating element with a straight line. The shift of the transmission unit is represented by the rotation of the rigid body lever.

The power train of the first embodiment has an EV mode in which the vehicle travels only by the driving force of the motor generator 3 and an ICE mode in which the power train travels by the driving force of the engine 1 (or the engine 1 and the motor generator 3). In the EV mode, EV 1st speed (gear ratio 3.41) is achieved by fastening the first brake B1, and EV 2nd speed (gear ratio 1.78) is achieved by fastening the second brake B2. The ratio coverage R / C of the EV mode is 1.92. The ratio coverage is a value obtained by dividing the maximum achievable gear ratio by the minimum gear ratio, and is used as an index for determining the gear ratio region in which the gear can be changed.

In the ICE mode, the ICE 1st speed (gear ratio 2.76) is achieved by engaging the 2nd clutch C2 and the 1st brake B1, and the ICE 2nd speed (gear ratio 1.57) is achieved by engaging the 2nd clutch C2 and the 2nd brake B2. Achieved ICE 3rd speed (gear ratio 1.00) by engaging the 1st clutch C1 and 2nd clutch C2, and ICE 4th speed (gear ratio 0.68) by engaging the 1st clutch C1 and the 2nd brake B2. To achieve. The ratio coverage R / C in the ICE mode is 4.08.

Further, the power train of the first embodiment has an eCVT mode in which the engine 1 is used as a drive source and the gear ratio of the transmission unit 5 is steplessly controlled by using the motor generator 3. The G-eCVT mode in which the second clutch C2 is engaged achieves continuously variable transmission in the range of gear ratios of 2.76 to 1.00. The A-eCVT mode in which the first clutch C1 is engaged achieves continuously variable transmission in the range of gear ratios of 1.00 to 0.68. The reverse speed is achieved by engaging the first brake B1 or the second brake B2 and driving the motor generator 3 in the reverse direction.

Next, shift control in the ICE mode will be described. FIG. 5 is a collinear diagram showing a torque state when the motor generator 3 is generating regenerative torque at ICE 1 speed in the first embodiment. The engine torque input from the first ring gear R1 by engaging the second clutch C2 obtains a reaction force by engaging the first brake B1 and outputs torque from the pinion carrier PC toward the drive wheels 8. At this time, the motor generator 3 generates the regenerative torque, so that the magnitude of the torque acting on the first brake B1 can be changed without affecting the torque output to the drive wheels 8. Therefore, when upshifting from ICE 1st speed to ICE 2nd speed, a regenerative torque is generated from the motor generator 3, the reaction force acting on the first brake B1 is reduced, and then the first brake B1 is released to change the gear ratio to ICE2. Change towards speed. Then, when the rotation speed of the first sun gear S1 becomes 0, the second brake B2 is engaged to end the upshift. As a result, even when the replacement control is performed from the first brake B1 to the second brake B2, the upshift can be performed without causing torque fluctuation in the torque phase. Further, not limited to the upshift, the charging state can be controlled by controlling the regenerative torque of the motor generator 3 according to the battery SOC while traveling at the ICE 1st speed.

FIG. 6 is a collinear diagram showing a torque state when the motor generator 3 is generating regenerative torque at the ICE 2 speed in the first embodiment. The engine torque input from the second ring gear R2 by engaging the second clutch C2 obtains a reaction force by engaging the second brake B2 and outputs torque from the pinion carrier PC toward the drive wheels 8. At this time, since the motor generator 3 generates the regenerative torque, the magnitude of the torque acting on the second brake B2 can be changed without affecting the torque output to the drive wheels 8. Therefore, when upshifting from ICE 2nd speed to ICE 3rd speed, a regenerative torque is generated from the motor generator 3, the reaction force acting on the 2nd brake B2 is reduced, and then the 2nd brake B2 is released to change the gear ratio to ICE3. Change towards speed. Then, when the rotation speed of the first ring gear R1 matches the rotation speed of the second ring gear R2, the first clutch C1 is engaged and the upshift is terminated. Similarly, when downshifting from ICE 2nd speed to ICE 1st speed, a regenerative torque is generated from the motor generator 3, the reaction force acting on the 2nd brake B2 is reduced, and then the 2nd brake B2 is released to reduce the gear ratio. Change toward ICE 1st speed. Then, when the rotation speed of the first ring gear R1 becomes 0, the first brake B1 is engaged and the downshift is completed.

FIG. 7 is a collinear diagram showing a torque state when the motor generator 3 is generating regenerative torque at the ICE 3 speed in the first embodiment. By engaging the first clutch C1 and the second clutch C2, the engine torque input from the first ring gear R1 and the second ring gear R2 outputs the torque from the pinion carrier PC toward the drive wheels 8. At this time, the motor generator 3 generates the regenerative torque, so that the magnitude of the torque acting on the second clutch C2 can be changed without affecting the torque output to the drive wheels 8. Therefore, when upshifting from ICE 3rd speed to ICE 4th speed, regenerative torque is generated from the motor generator 3, the torque acting on the 2nd clutch C2 is reduced, then the 2nd clutch C2 is released, and the gear ratio is set to ICE 4th speed. Change towards. The movement of the rigid body lever is the same as that of the ICE 1st speed, but the difference is that the rotating element to which the engine torque is input is the 1st ring gear R1, so that the gear ratio on the speed increasing side can be obtained. Then, when the rotation speed of the first sun gear S1 reaches 0, the second brake B2 is engaged to end the upshift. Similarly, when downshifting from ICE 3rd speed to ICE 2nd speed, regenerative torque is generated from the motor generator 3, the torque acting on the first clutch C1 is reduced, then the first clutch C1 is released, and the gear ratio is changed to ICE2. Change towards speed. Then, when the rotation speed of the first sun gear S1 becomes 0, the second brake B2 is engaged to end the downshift.

FIG. 8 is a collinear diagram showing a torque state when the motor generator 3 is generating a drive torque at the ICE 4 speed in the first embodiment. The engine torque input from the second ring gear R2 by engaging the first clutch C1 obtains a reaction force by engaging the second brake B2 and outputs torque from the pinion carrier PC toward the drive wheels 8. At this time, since the motor generator 3 generates the drive torque, the magnitude of the torque acting on the second brake B2 can be changed without affecting the torque output to the drive wheels 8. Therefore, when downshifting from ICE 4th speed to ICE 3rd speed, drive torque is generated from the motor generator 3, the torque acting on the 2nd brake B2 is reduced, then the 2nd brake B2 is released, and the gear ratio is set to ICE 3rd speed. Change towards. Then, when the rotation speed of the first ring gear R1 matches the rotation speed of the second ring gear R2, the second clutch C2 is engaged and the downshift is completed.

As described above, in shifting at ICE 1st to 4th speeds, the torque acting on the fastening element can be changed without affecting the torque acting on the drive wheels 8 by the action of the motor generator 3, and the torque acting on the fastening element can be changed, and the torque of each rotating element can be changed. Since the rotation speed can be controlled, the first clutch C1 and the first brake B1 can be configured by the dog clutch DC. Further, even if the first clutch C1 and the first brake B1 are dog clutch DCs, it is not necessary to provide a synchro mechanism or the like. Therefore, compactification and cost reduction can be achieved. Further, in the above-mentioned ICE 1st to 4th speed shifting, the shifting in which the motor generator 3 is operated has been described, but the motor generator 3 is not operated, that is, the driving force and the regenerative braking force of the motor generator 3 are not used. It is also possible to shift gears by controlling the first clutch C1, the first brake B1, the second clutch C2 and the second brake B2.

As described above, in Example 1, the following effects can be obtained.
(1) An engine 1, a motor generator 3, a transmission unit 5 (planetary gear set) having five rotating elements, and a power train having four fastening elements.
The five rotating elements are the first ring gear R1 (second rotating element) and the pinion carrier PC (third rotation) in order from the first sun gear S1 (first rotating element) on the horizontal axis of the collinear diagram at intervals according to the gear ratio. Element), the second ring gear R2 (fourth rotating element), and the second sun gear S2 (fifth rotating element).
A second clutch C 2 that selectively engages and disconnects between the first ring gear R1 and the engine 1.
The first clutch C1 that selectively engages and disconnects between the second ring gear R2 and the engine 1 and
The first brake B1 that can selectively fix the second ring gear R2 and
The second brake B2, which can selectively fix the first sun gear S1, and
The output gear OUT (output element) connected to the pinion carrier PC,
The motor generator 3 connected to the second sun gear S2 and
Equipped with.
Therefore, it is possible to improve the mountability on a vehicle by simplifying the components while achieving a multi-speed shift.

(2) Torque is output only from the motor generator 3 and EV1 speed (motor running 1st speed) is achieved by fastening the first brake B1 and EV2 speed (motor running 2nd speed) is achieved by fastening the second brake B2. death,
The torque is output from the engine 1 and the first brake B1 and the second clutch C2 are engaged to ICE 1st speed (engine running 1st speed), and the 2nd brake B2 and the 2nd clutch C2 are engaged to ICE 2nd speed (engine running). 2nd speed), ICE 3rd speed (engine running 3rd speed) by engaging the 1st clutch C1 and 2nd clutch C2, and ICE 4th speed (engine running 4th speed) by engaging the 1st clutch C1 and 2nd brake B2. Achieve.
Therefore, it is possible to provide a power train that can achieve 2nd speed in EV and 4th speed in engine running while simplifying the components. Further, by engaging the clutch, releasing the brake, and controlling the rotational state of the motor generator 3, the continuously variable transmission can be performed.

(3) The first clutch C1 and the first brake B1 are dog clutches. That is, by controlling the torque and the rotation speed of the motor generator 3, the torque and the rotation speed acting on the first clutch C1 and the first brake B1 can be controlled, so that it is not necessary to synchronize the rotations at the time of shifting. Therefore, a plurality of shift stages can be achieved with a simple configuration.

(4) The transmission unit 5 is arranged adjacent to the first sun gear S1, the first ring gear R1, the first pinion PG1 that meshes with both the first sun gear S1 and the first ring gear R1, and the first sun gear S1. 2nd pinion PG2, 1st pinion PG1 and 2nd pinion PG2 that mesh with both the 2nd sun gear S2, the 2nd ring gear R2, the 2nd sun gear S2 and the 2nd ring gear R2 and mesh with the 1st pinion PG1. It was equipped with a supporting pinion carrier PG.
Therefore, by combining the single pinion type planetary gears and engaging the first pinion PG1 and the second pinion PG2, it is configured as a double pinion type planetary gear set in the relationship between the first sun gear S1 and the second ring gear R2. It is possible to obtain an effective gear ratio in a plurality of gears while having a simple configuration.

[Example 2]
Next, Example 2 will be described. Since the basic configuration is the same as that of the first embodiment, only the differences will be described. FIG. 9 is a skeleton diagram showing the configuration of the power train of the second embodiment. In the first embodiment, the rotation axes of the motor generator 3 and the second sun gear S2 have different axes, and the motor generator 3 and the second sun gear S2 are interposed via the output gear Mout, the counter gear CG, and the input gear Min. And meshed. On the other hand, in the second embodiment, the motor generator 3 is a hollow motor, and the axial centers of the motor generator 3 and the second sun gear S2 are aligned with each other. As a result, it is not necessary to go through the meshing of a plurality of gears, the torque transmission efficiency is improved, and the generation of abnormal noise can be suppressed. In addition, the configuration can be made compact as compared with the case where the motor generator 3 is expanded and arranged on the outer diameter side of the transmission unit 5, and the vehicle mountability can be improved. Further, the external size of the motor generator 3 can be increased, and the torque that can be output by the motor generator 3 can be increased.

[Example 3]
Next, Example 3 will be described. Since the basic configuration is the same as that of the first embodiment, only the differences will be described. FIG. 10 is a skeleton diagram showing the configuration of the power train of the third embodiment. In the first embodiment, two single pinion type planetary gears are provided as the transmission unit 5, and one pinion is extended and meshed with the other pinion. On the other hand, in the third embodiment, a double pinion type planetary gear and a single pinion type planetary gear are provided, and the pinion of the double pinion type planetary gear is extended to mesh with the pinion of the other single pinion type planetary gear. The point that was made is different.

The transmission unit 5 has a third pinion PG3 between the first pinion PG1 and the first ring gear R1 that mesh with the first sun gear S1, and the first pinion PG1 extending in the axial direction meshes with the second pinion PG2. Further, a second clutch C2 is provided between the pinion carrier PC and the engine 1, a first clutch C1 is provided between the first ring gear R1 and the engine 1, and the second clutch C1 is selectively fixed to the first ring gear R1. It has one brake B1. Further, the second ring gear R2 has an output gear OUT. Thereby, the same action and effect as in Example 1 can be obtained.

[Example 4]
Next, Example 4 will be described. Since the basic configuration is the same as that of the third embodiment, only the differences will be described. FIG. 11 is a skeleton diagram showing the configuration of the power train of the fourth embodiment. In the third embodiment, the single pinion type planetary gears and the double pinion type planetary gears are arranged in order from the engine side. On the other hand, in the fourth embodiment, the double pinion type planetary gears and the single pinion type planetary gears are arranged in order from the engine side. Thereby, the same action and effect as in Example 1 can be obtained.

[Example 5]
Next, Example 5 will be described. Since the basic configuration is the same as that of the first embodiment, only the differences will be described. FIG. 12 is a skeleton diagram showing the configuration of the power train of the fifth embodiment.

The transmission unit 5 includes a first sun gear S1, a first ring gear R1, a third pinion PG3 that meshes with the first sun gear S1, a first pinion PG1 that meshes with the third pinion PG3, and a first pinion PG1 that meshes with the first pinion PG1. The ring gear R1, the pinion carrier PC supporting the first pinion PG1 and the third pinion PG3, the second sun gear S2 arranged in parallel with the first sun gear S1 in the axial direction, the second ring gear R2, and the pinion carrier PC. It has a second pinion PG2 that is supported and meshes with both the second sun gear S2 and the second ring gear R2. The output gear Mout of the motor generator 3 meshes with the input gear Min. The input gear Min is connected to the second sun gear S2.

The first clutch C1 selectively engages and disconnects between the input shaft 10 and the pinion carrier PC. The second clutch C2 selectively engages and disconnects between the input shaft 10 and the first sun gear S1. The first brake B1 selectively fixes the pinion carrier PC to the transmission case. The second brake B2 selectively fixes the second ring gear R2 to the transmission case. The first clutch C1 and the first brake B1 are arranged adjacent to each other, and are connected to and disconnected from the pinion carrier PC by the dog clutch DC operated by the shift actuator 50. Thereby, the same action and effect as in Example 1 can be obtained.

[Example 6]
Next, Example 6 will be described. Since the basic configuration is the same as that of the fifth embodiment, only the differences will be described. FIG. 13 is a skeleton diagram showing the configuration of the power train of the sixth embodiment. In the fifth embodiment, the single pinion type planetary gears and the double pinion type planetary gears are arranged in order from the engine side. On the other hand, in the fourth embodiment, the double pinion type planetary gears and the single pinion type planetary gears are arranged in order from the engine side. Thereby, the same action and effect as in Example 1 can be obtained.

[Example 7]
Next, Example 7 will be described. Since the basic configuration is the same as that of the first embodiment, only the differences will be described. FIG. 14 is a skeleton diagram showing the configuration of the power train of the seventh embodiment.

The transmission unit 5 includes a first sun gear S1, a first pinion PG1 that meshes with both the first ring gear R1 and the first sun gear S1, and a second sun gear S2 arranged in parallel with the first sun gear S1 in the axial direction. A third pinion PG3 that meshes with the second sun gear S2, a second pinion PG2 that meshes with the first pinion PG1 and the third pinion PG3, and a pinion carrier PC that supports the first pinion PG1, the second pinion PG2, and the third pinion PG3. , Have. The output gear Mout of the motor generator 3 meshes with the input gear Min. The input gear Min is connected to the first ring gear R1.

The first clutch C1 selectively engages and disconnects between the input shaft 10 and the second sun gear S2. The second clutch C2 selectively engages and disconnects between the input shaft 10 and the pinion carrier PC. The first brake B1 selectively fixes the second sun gear S2 to the transmission case. The second brake B2 selectively fixes the first sun gear S1 to the transmission case. The first clutch C1 and the first brake B1 are arranged adjacent to each other, and the dog clutch DC operated by the shift actuator 50 engages and disconnects the second sun gear S2. Thereby, the same action and effect as in Example 1 can be obtained.

[Example 8]
Next, Example 8 will be described. Since the basic configuration is the same as that of the first embodiment, only the differences will be described. FIG. 15 is a skeleton diagram showing the configuration of the power train of the eighth embodiment.

The transmission unit 5 includes a first sun gear S1, a third pinion PG3 that meshes with the first sun gear S1, a second pinion PG2 that meshes with both the third pinion PG3 and the first ring gear R1, and the first sun gear S1 in the axial direction. A second pinion PG4 that meshes with the second sun gear S2, a fourth pinion PG4 that meshes with the second sun gear S2, and a first pinion PG1 that meshes with both the fourth pinion PG4 and the second ring gear R2 and also meshes with the second pinion PG2. It has a pinion carrier PC that supports a first pinion PG1, a second pinion PG2, a third pinion PG3, and a fourth pinion PG4. The output gear Mout of the motor generator 3 meshes with the input gear Min. The input gear Min is connected to the first sun gear S1.

The first clutch C1 selectively engages and disconnects between the input shaft 10 and the second ring gear R2. The second clutch C2 selectively engages and disconnects between the input shaft 10 and the first ring gear R1. The first brake B1 selectively fixes the second ring gear R2 to the transmission case. The second brake B2 selectively fixes the second sun gear S2 to the transmission case. The first clutch C1 and the first brake B1 are arranged adjacent to each other, and the dog clutch DC operated by the shift actuator 50 engages and disconnects the second ring gear R2. Thereby, the same action and effect as in Example 1 can be obtained.

[Other Examples]
Although the embodiment for carrying out the present invention has been described above based on the examples, the specific configuration of the present invention is not limited to the configuration shown in the examples and does not deviate from the gist of the invention. Even if there is a design change or the like, it is included in the present invention.

For example, in Examples 3 to 8, the rotation shaft of the motor generator 3 and the input shaft 10 are arranged at different axial center positions, but they may be arranged coaxially as in Example 2. Further, all the clutches and brakes may be configured by the dog clutch DC, or a friction clutch such as a multi-plate clutch may be adopted instead of the dog clutch DC.

1 Engine 2 ISG Motor 3 Motor Generator 4 Inverter 5 Transmission Unit 7 Differential Gear 8 Drive Wheel 10 Input Shaft 50 Shift Actuator DC Dog Clutch OUT Output Gear C1 1st Clutch C2 2nd Clutch B1 1st Brake B2 2nd Brake

Claims (5)

A powertrain with an engine, a motor, a planetary gear set with five rotating elements, and four fastening elements.
The five rotating elements are arranged along the horizontal axis of the collinear diagram with the second rotating element, the third rotating element, the fourth rotating element, and the fifth rotating element in order from the first rotating element at intervals according to the gear ratio. can be,
A second clutch that selectively engages and disengages between the second rotating element and the engine,
A first clutch that selectively engages and disconnects between the fourth rotating element and the engine,
The first brake that can selectively fix the fourth rotating element, and
A second brake capable of selectively fixing the first rotating element, and
The output element connected to the third rotation element and
With the motor connected to the fifth rotating element,
A powertrain characterized by being equipped with. In the power train according to claim 1,
Torque is output only from the motor, and by fastening the first brake, the motor running first speed is achieved, and by fastening the second brake, the motor running second speed is achieved.
By outputting torque from the engine and engaging the first brake and the second clutch, the engine travels in the first speed, and by engaging the second brake and the second clutch, the engine travels in the second speed and the first clutch. A power train characterized in that the engine running 3rd speed is achieved by engaging the 2nd clutch, and the engine running 4th speed is achieved by engaging the 1st clutch and the 2nd brake. In the powertrain according to claim 1 or 2.
The first clutch and the first brake are power trains characterized by being dog clutches. In the power train according to any one of claims 1 to 3.
The motor is a power train characterized in that the rotation center of the motor coincides with the rotation center of the planetary gear set. In the power train according to any one of claims 1 to 4.
The planetary gear set includes a first sun gear, a first ring gear, a first pinion that meshes with both the first sun gear and the first ring gear, and a second sun gear arranged adjacent to the first sun gear. A second ring gear, a second pinion that meshes with both the second sun gear and the second ring gear and meshes with the first pinion, and a pinion carrier that pivotally supports the first pinion and the second pinion are provided. A power train that features that.

Images